REHS1438-03

March 2004

Special Instruction
i02066887 Introduction
Installation and Initial Start-Up Do not perform any procedure in this Special
Procedure for G3500C and Instruction until you read this information and you
understand this information.
G3500E Engines
This Special Instruction provides the following
SMCS Code: 1000
information for G3500C and G3500E Engines:
Electric Power Generation • Requirements for the electrical system
G3516C (S/N: RWA1-Up; TJB1-Up;
TJC1-Up; DKR1-Up) • Proper grounding practices
G3516E (S/N: GHP1-Up; SLY1-Up)
G3520C (S/N: GDB1-Up; GHC1-Up; • Proper welding practices
GHE1-Up; B9P1-Up; CWW1-Up; • Required service tools
CWY1-Up)
G3520E (S/N: HAL1-Up; GHM1-Up; • Electrical components and electronic components
GHR1-Up; SXY1-Up)
• Wiring connections and the corresponding
functions that are available to the customer
Table of Contents
Introduction ........................................................... 1
• Initial start-up procedure
Requirements for the Electrical System ................ 2
Grounding Practices ............................................. 2
• Governor adjustment procedures
Welding on Electronically Controlled Engines ...... 3 Reference: Information from the following sources
Service Tools ........................................................ 3 will be needed for this Special Instruction:
Connecting Cat ET with the 171-4401
Communication Adapter II ............................... 5
Terminal Box ......................................................... 6
• Data from a complete fuel analysis that is entered
into Caterpillar Software, LEKQ6378, “Methane
Junction Box ......................................................... 9 Number Program”
Customer’s Wiring ................................................ 10
Required Connections ....................................... 11
Optional Connections ........................................ 14
• The engine’s performance Data Sheet from the
engine’s Technical Marketing Information (TMI)
Unused Terminals ............................................. 16
Wiring for the Emergency Stop Circuit .............. 17
Wiring for the Gas Shutoff Valve (GSOV) ......... 19
• Operation and Maintenance Manual, SEBU7681
Wiring for Monitoring the Generator’s Output
Power .............................................................. 22
• Systems Operation/Testing and Adjusting,
RENR5978
Inputs for the Modes of Operation ..................... 23
Initial Start-Up Procedure ..................................... 25
Adjusting the Governor ......................................... 27
• Troubleshooting, RENR5944, “G3516C and
G3516E Engines”

• Troubleshooting, RENR5979, “G3520C and

G3520E Engines”

1
Requirements for the Electrical
System
All of the wiring must conform to all of the codes that
are applicable to the site. When you route the wiring,
avoid acute bends and sharp edges. To protect the
wiring harnesses, route the harnesses through metal
conduit. A liquid tight conduit is recommended. Use
proper support and alignment in order to avoid strain
on the conduit.
Electrical power must be supplied to the junction box
that serves as the main distribution panel for the
engine control system. The engine control system
requires a clean 24 VDC power supply that is capable
of supplying 30 amperes of continuous power.
The maximum allowable AC ripple is 150 millivolts AC
peak to peak. For the wiring, the maximum allowable
voltage drop is 1 VDC from the power supply to an
Electronic Control Module (ECM) or to an actuator.
The power supply for the engine control system must
be separate from the power supply for the starting
motor.
2
Grounding Practices
Proper grounding is necessary for optimum engine
performance and for reliability. Improper grounding
will result in electrical current paths that are
uncontrolled and unreliable.
Uncontrolled electrical circuit paths can result in
damage to main bearings, to crankshaft bearing
journal surfaces, and to aluminum components.
Uncontrolled electrical circuit paths can also cause
electrical activity that may degrade the engine
electronics and communications.
• For the starting motor, do not attach the battery
negative terminal to the cylinder block.
• Use an electrical ground strap to connect all
metal cases that contain electrical components or
electronic components to the cylinder block.
• Do not connect the negative terminal from the
electrical power supply directly to the cylinder
block. Connect the negative terminal from the
electrical power supply to the negative terminal “−”
on the engine mounted junction box.
• Ground the cylinder block with a ground strap that
is furnished by the customer. Connect this ground
strap to the ground plane.
• Use a separate ground strap to ground the battery
negative terminal for the control system to the
ground plane.
• Rubber couplings may connect the steel piping of
the cooling system and the radiator. This causes
the piping and the radiator to be electrically
isolated. Ensure that the piping and the radiator are
continuously grounded to the cylinder block. Use
ground straps that bypass the rubber couplings.
• Ensure that all grounds are secure and free of
corrosion.
Welding on Electronically
Controlled Engines
Proper welding procedures are necessary in order to
avoid damage to electronic controls. Perform welding
on the engine according to the following procedure.
Service Tools
The tools that are listed in Table 1 are required
in order to enable a service technician to perform
the electrical installation procedures and the initial
start-up.

1. Set the engine control to the “STOP” mode. The Caterpillar Electronic Technician (Cat ET) is
designed to run on a personal computer.
2. Turn OFF the fuel supply to the engine.
Cat ET can display the following information:
3. Disconnect the negative terminal from the battery.
• Parameters
4. Disconnect the engine’s electronic components
from the wiring harnesses: ECM, throttle actuator, • Diagnostic codes
actuator for the turbocharger compressor’s
bypass, fuel metering valve, and sensors. • Event codes

5. Protect the wiring harnesses from welding debris • Engine configuration

and/or from welding spatter.
• Status of the monitoring system
NOTICE Cat ET can perform the following functions:
Do NOT use electrical components (ECM or ECM
sensors) or electronic component grounding points • Perform diagnostic tests.
for grounding the welder.
• Calibrate sensors.
6. Connect the welder’s ground cable directly to
the engine component that will be welded. Place • Download flash files.
the clamp as close as possible to the weld in
order to reduce the possibility of welding current • Set parameters.
damage to the engine bearings, to the electrical
Table 1 is a list of required service tools.
components, and to other engine components.

7. Use standard welding procedures to weld the

materials together.

3
Table 1
Service Tools
Pt. No. Description Functions
N/A Personal Computer (PC) The PC is required for the use of Cat ET.
“JERD2124” Software Single user license for Cat ET
Use the most recent version of this software.
“JERD2129” Software Data subscription for all engines
171-4400 (1) Communication Adapter Gp This group provides the communication between the PC and the
engine.
7X-1414 Data Link Cable As This cable connects the communication adapter to the service tool
connector on the engine.
237-7547 Adapter Cable As This cable connects to the USB port on computers that are not
equipped with a serial port.
8T-8726 Adapter Cable As This cable is for use between the jacks and the plugs of the sensors.
151-6320 Wire Removal Tool This tool is used for the removal of pins and of sockets from
Deutsch connectors and AMP connectors.
1U-5804 Crimp Tool This tool is used for work with electrical connectors.
146-4080 Digital Multimeter The multimeter is used for the testing and for the adjusting of
electronic circuits.
7X-1710 Multimeter Probes The probes are used with the multimeter to measure voltage in
wiring harnesses without disconnecting the harnesses.
156-1060 or Emission Analyzer Tool This tool is used to measure the level of emissions in the engine’s
156-1070 exhaust. The 156-1060 measures the levels of four different
compounds. The 156-1070 measures the levels of six different
compounds. Either tool may be used.
(1) The 7X-1700 Communication Adapter Gp may also be used.

Note: For more information regarding the use of Cat

ET and of the PC requirements for Cat ET, refer to
the documentation that accompanies your Cat ET
software.

4
Connecting Cat ET with the 171-4401 2. Connect cable (2) to the RS-232 serial port of
Communication Adapter II PC (1).

The engine’s battery supplies the communication
adapter with 24 VDC. Use the following procedure to
connect Cat ET to the engine’s control system.
1. Set the engine control to the OFF/RESET mode.
Note: If your PC is not equipped with a serial port,
use the 237-7547 Adapter Cable As in order to
connect to the USB port. Connect one end of the
adapter to the end of cable (2). Connect the other
end of the adapter to a USB port on the PC.

3. Connect cable (2) to communication adapter (3).

4. Connect cable (4) to communication adapter (3).

5. Connect cable (4) to cable (5).

6. Connect cable (5) to the service tool connector

on terminal box (6).

7. Set the engine control to the STOP mode. The

engine should be OFF.

If Cat ET and the communication adapter

do not communicate with the ECM, refer to
Troubleshooting, “Electronic Service Tool Will Not
Communicate With ECM”.

20 Cylinder Engines

For 20 cylinder engines, if Cat ET displays

“Duplicate Type on data link. Unable to Service”,
check the harness code for the slave ECM.

The harness inside terminal box (6) has a jumper

wire (harness code) that connects terminals J3-29
and J3-60. The ECM that is connected to the
harness reads the harness code. This allows the
ECM to operate as the slave ECM. The jumper
wire must be connected in order for the Cat ET
to communicate with the modules. The jumper
wire must be connected in order for the engine to
crank. The jumper wire must remain connected in
order for the engine to run.
g01059043
Illustration 1 Check the continuity between terminals J3-29
Left side view and J3-60. Verify that the jumper wire is in good
(1) PC condition. Make repairs, as needed.
(2) 196-0055 Serial Cable or the 160-0141 Serial Cable
(3) 171-4401 Communication Adapter II
(4) 207-6845 Adapter Cable
(5) 7X-1414 Data Link Cable
(6) Terminal box

Note: Items (2), (3), and (4) are part of the 171-4400
Communication Adapter Gp.

5
Terminal Box
Note: The terminal box is designed to remain
mounted on the engine. The mounting hardware
includes isolators. Do not move the terminal box to a
remote location. Moving the terminal box could result
in wiring problems and in reduction of the service life
of the components inside the terminal box.
Terminal box (6) contains the electronic control
modules. Connectors on the back of the terminal
box connect the engine’s wiring harnesses to
components inside the terminal box. The ignition
harnesses are routed directly from each ECM to the
ignition transformers.

g01059049
Illustration 2
Rear view
(6) Terminal box
(7) Emergency stop button

6
Illustration 3 shows the components that are inside of
the terminal box of a 16 cylinder engine.

g01059113
Illustration 3
Components inside the terminal box on a 16 cylinder engine
(1) ECM (6) J10/P10 connector for the terminating (10) J7 connector for the engine harness
(2) Ground strap for the ECM resistor for the CAN data link (11) J8 connector for the detonation
(3) ECM connectors J2/P2 (7) Service tool connector J5 for Cat ET sensors
(4) ECM connectors J1/P1 (8) J6 connector for the customer
(5) Ignition harness (9) J9 connector for the engine harness

Illustration 4 shows the components that are inside of

the terminal box on a 20 cylinder engine.

7

Illustration 4
Components inside the terminal box on a 20 cylinder engine
(1) Master ECM
(2) Slave ECM
(3) Ground strap for the master ECM
(4) J3/P3 connectors for the slave ECM
(5) Master ECM connectors J2/P2
(6) J4/P4 connectors for the slave ECM
(7) Master ECM connectors J1/P1
g01060562
(8) Ground strap for the slave ECM (13) J6 connector for the customer
(9) Ignition harness for the left bank (14) J9/P9 connectors for the engine
(10) Ignition harness for the right bank harness
(11) Service tool connector J5 for Cat ET (15) J7/P7 connectors for the engine
(12) J10/P10 connectors for the harness
terminating resistor for the CAN data (16) J8/P8 connectors for the detonation
link sensors
8
Junction Box
The junction box serves as the main distribution
panel for the engine’s electrical power. The junction
box contains all of the circuit breakers for the engine.
The junction box also contains the magnetic switches
for the electric starting motors.

Illustration 5 shows the junction box.

g01059145
Illustration 5
The junction box is located on left side of the engine.
(1) Junction box (4) 35 amp circuit breaker for the engine (6) Positive terminal for the connection of
(2) 2.5 amp circuit breaker for the engine control’s main power supply the engine’s power supply
control (5) 2.5 amp circuit breaker for the start (7) Negative terminal for the connection
(3) 10 amp circuit breaker for the command from the ECM of the engine’s power supply
customer

9
Customer’s Wiring Some of the wiring connections are required. Some of
the wiring connections are optional. The connections
To properly wire the engine for the requirements of that are required are identified in Table 2. The
the specific application, the customer must be aware connections that are optional are identified in Table 3.
of several inputs and outputs that are associated
with the engine’s control system. The following list
includes some examples of the inputs and outputs:

• Emergency stop
• Electrical power supply for the control system
• Start-up and shutdown
• Engine speed and governing
• Status of engine operation
The 9X-7147 Connector Plug is available for the
customer in order to fabricate a wiring harness to
the customer connector on the engine mounted
terminal box. A 16 to 18 AWG size of wire may be
used. The 9X-7147 Connector Plug mates with the
J6 connector on the back of the terminal box. Refer
to Illustration 6.

g01060191
Illustration 6
40−pin J6 connector

Note: The 40−pin connector is secured with a

retaining bolt that is tightened to a torque of
2.25 ± 0.25 N·m (20 ± 2.00 lb in).

10
Required Connections
Table 2
40-Pin Connector J6
Required Connections
Terminal Description Functions and Comments
10 Emergency stop Terminal 10 is provided as an option for a customer supplied
emergency stop button.
20 Digital return
Terminal 10 must be connected to terminal 20 in order for the
engine to run. If this circuit is open, the engine will not start.
When this circuit is opened during operation, an emergency
stop shutdown is activated:

If the ECM is controlling the gas shutoff valve, the ECM will
de-energize the gas shutoff valve. The fuel is immediately
shut off.

The ignition is immediately shut off.

For details, refer to “Wiring for the Emergency Stop Circuit”.

36 Digital return This terminal provides a ground for the following switch
inputs from the customer. Some of the inputs are required
and some of the inputs are optional.

Auto

Start/Run

Stop

Timing setting

On/Off grid

Driven equipment

Normal stop

Idle/rated input
21 Fuel control relay’s +Battery The Gas Shutoff Valve (GSOV) may be controlled by the
engine’s control system or by the customer’s equipment.
31 Fuel control relay’s +Battery
For details on these terminals, refer to “Wiring for the Gas
Shutoff Valve (GSOV)”.
9 Driven equipment This input indicates when the driven equipment is ready for
operation. This input must be connected to terminal J6-36 in
order for the engine to run.

When this input is connected to terminal J6-36, the engine

can be started.

When this input is not connected to terminal J6-36, the

engine will not crank.

An event code will be generated if this input is not connected

to terminal J6-36 within a period of time that can be
programmed with Cat ET.

If the engine is running and this input is disconnected from

terminal J6-36, the ECM will immediately shut down the
engine by removing the voltage from the GSOV. The fuel
supply is immediately shut off. The engine cooldown will not
occur.
(continued)

11
(Table 2, contd)
40-Pin Connector J6
Required Connections
Terminal Description Functions and Comments
29 Start/Run If these inputs are not wired correctly, the ECM will activate a
diagnostic code.
19 Stop
These inputs are provided by the customer’s equipment. The
inputs control the engine’s mode of operation.

The transitions between the inputs must occur within 1/10

second.

These inputs must return through terminal J6-36.

When terminal 29 is grounded to terminal J6-36, the normal

sequence for start-up is initiated. After start-up, the engine
will continue to run.

If the engine is running and terminal 19 is grounded to

terminal J6-36, the sequence for a normal shutdown is
initiated. If the cooldown is programmed, the engine operates
for the cooldown period prior to shutdown.
40 Idle/Rated Input This input must be grounded to terminal J6-36 in order for the
engine to run at rated speed.

When this input is open, the engine will run at the idle speed
that is programmed with Cat ET.

When the engine oil pressure is greater than the setpoint for
the engine speed and this terminal is grounded to terminal
J6-36, the engine will run at rated speed.
30 Normal stop This input must be grounded to terminal J6-36 in order for
the engine to run.

The grounding of terminal 19 to terminal J6-36 is

recommended for normal shutdown.

If this input is not grounded to terminal J6-36, the engine will

not crank. If the engine is running and the circuit is opened,
the engine will shut down.

If the ECM is controlling the gas shutoff valve, the ECM will
remove the voltage from the GSOV. The engine will shut
down. The cooldown does not operate.

If the customer’s equipment is controlling the GSOV, the

customer’s equipment must remove the voltage from the
GSOV. The engine will shut down. The cooldown does not
operate.

No diagnostic codes or event codes are provided for this

input.

Because the cooldown will not operate for this input, this
input is not recommended for normal shutdown.

(continued)

12
(Table 2, contd)
40-Pin Connector J6
Required Connections
Terminal Description Functions and Comments
4 Unswitched +Battery (2.5 amp) These terminals provide the primary source of switched
electrical power to the engine control system.
14 Switched + Battery
The unswitched 24 VDC is always available as an output at
terminal 4 when the 2.5 amp circuit breaker in the junction
box is switched ON. The output is intended for use by a
customer supplied engine control switch.

The engine control switch provides the 24 VDC through

terminal 14 to the following components during operation in
the Auto mode, in the Start/Run mode, and in the Stop mode:

Master ECM

Slave ECM (if equipped)

Integrated Temperature Sensing Module (ITSM)

Fuel metering valve

For more information on these terminals, refer to “Inputs for

the Modes of Operation”.
3 Kilowatt signal If the generator is equipped with an EMCP II+ system, these
terminals are not used.
13 Return
These terminals are only required if the customer supplies a
wattmeter for monitoring of the generator’s output power.

For more information, refer to “Wiring for the Generator’s

Output Power”.
Desired Speed Input

The desired speed input may be supplied by a 0 to 5 V analog signal or by a 4 to 20 mA signal.

The method for the desired speed input must be selected with Cat ET.
5 +5 V for the speed potentiometer The ECM provides the +5 V supply to the potentiometer. The
potentiometer provides the signal input for the desired speed.
The signal input ranges from 0 to 5 volts.

Provide an input of 0 VDC for minimum high idle. Provide an

25 Signal + input of 5 VDC for maximum high idle.
15 Return -
It is not necessary to use a potentiometer. The 0 to 5 V signal
35 Shield may be provided by a PLC or by a load share control.

37 4 to 20 mA desired speed (+ input) The 4 to 20 mA is an optional method for providing the

desired speed input.
27 4 to 20 mA desired speed (− input)
If the 4 to 20 mA method is used to control the desired speed,
the 0 to 5 V input for the speed must be disabled.

Provide an input of 4 mA for minimum high idle. Provide an

input of 20 mA for maximum high idle.

The 4 to 20 mA is an isolated input. The positive “+” input

must be in the same circuit as the negative “-” input.

13
Optional Connections
Table 3
40-Pin Connector J6
Optional Connections
Terminal Description Functions and Comments
1 Fused 24 VDC This connection provides a fused 24 VDC
power supply for the customer. The electrical
11 -Battery power is provided to terminal 1 via the junction
box. The electrical power is always available
when the 10 amp circuit breaker in the junction
box is switched ON.

This connection can provide a maximum of 10

amperes.
39 Auto If this input is not wired correctly, the master
ECM will activate a diagnostic code.

The transitions for the input must occur within

1/10 second.

This input must return through terminal J6-36.

When terminal 39 is grounded to terminal

J6-36, the master ECM is ready to start the
engine.

For a remote start input, the customer must

provide an additional switch between terminal
J6-36 and terminal 29 (Start/Run).

When this method is used, the normal

sequence for start-up is initiated. When the
remote start switch is opened, a normal
shutdown is initiated. If the cooldown is
programmed, the engine operates for the
cooldown period prior to shutdown.
24 Fuel control relay’s return If the engine harness connector for the GSOV
is not used, this terminal is an option for a
customer supplied harness to the solenoid for
the GSOV.

The customer may connect a harness between

this terminal and terminal J6-21. For details,
refer to “Wiring for the Gas Shutoff Valve
(GSOV)”.
28 On/Off grid If the generator will be connected to a grid, this
input must be used.

This input changes the generator’s “Grid

Status” parameter to “ON” or to “OFF”.

When this terminal is not grounded to terminal

J6-36, the “Grid Status” is “OFF”. The engine’s
control system governs the engine according
to the “Governor Gain” parameters.

When this terminal is grounded to terminal

J6-36, the “Grid Status” is “ON”. The engine’s
control system governs the engine according
to the “Auxiliary Governor Gain” parameters.
(continued)

14
(Table 3, contd)
40-Pin Connector J6
Optional Connections
Terminal Description Functions and Comments
23 Engine failure The engine’s control system will activate this
output when the control system causes the
engine to be shut down.

When this output is activated, this output is

connected to ground.

This output is capable of sinking 0.3 amperes.

32 Crank terminate The engine’s control system activates this
output when the engine’s rpm increases to the
crank terminate speed. The crank terminate
speed can be programmed with Cat ET.

This output remains activated until the engine’s

rpm is reduced to zero.

When this output is activated, this output is

connected to ground.
This output is capable of sinking 0.3 amperes.
8 Desired timing This input is provided in order to control the
base timing of the engine.

When this input is an open circuit, the engine

control will use the “First Desired Timing”.

When this input is grounded to terminal J6-36,

the engine control will use the “Second Desired
Timing”.

Refer to Systems Operation/Testing and

Adjusting for additional information on the
“Desired Timing” parameters.
33 Active alarm This output is activated if the engine’s control
system detects an alarm condition.

During an alarm condition, this output is

connected to ground.

This output is capable of sinking 0.3 amperes.

22 Run relay This output is activated when the engine
begins to crank. The output remains active
until the beginning of engine shutdown.

When this output is activated, this output is

connected to ground.

This output is capable of sinking 0.3 amperes.

(continued)

15
(Table 3, contd)
40-Pin Connector J6
Optional Connections
Terminal Description Functions and Comments
7 Cat Data Link + These connections provide the means for
communicating the status of the engine control
17 Cat Data Link − system, of various engine components, and
of sensors.

The Cat Data Link can be connected to the

Customer Communication Module (CCM). For
information on connecting the CCM, refer to
the most recent literature for the CCM.

When the Caterpillar Software for the CCM is

loaded on a personal computer, the program
uses this data link in order to obtain engine
information via the CCM.
12 Emergency stop indicator These terminals are provided for the customer
to use as an indicator of an emergency stop.
2 Emergency stop indicator This circuit is normally open.
When the engine mounted emergency stop
button is pressed, this circuit closes.

This circuit does not affect engine operation.

For details, refer to “Wiring for the Emergency
Stop Circuit”.
18 Manual prelube At the time of this publication, this output is
not used.

Unused Terminals
Table 4
40-Pin Connector J6
Unused Terminals
6
16
26
34
38

16
Wiring for the Emergency Stop Circuit
The emergency stop buttons must be properly wired
in order to immediately stop the engine in case of an
emergency situation. An emergency stop button is
provided on the engine.
NOTICE
Emergency shutoff controls are for EMERGENCY
use ONLY. DO NOT use emergency shutoff devices
or controls for normal stopping procedure.
In addition to the normally closed electrical circuit
for emergency stopping, the emergency stop button
is mechanically connected to another circuit that is
normally open. When the emergency stop button is
pressed, the other circuit is closed. This other circuit
does not affect engine operation. This other circuit
is available to the customer via terminals J6-2 and
J6-12. These terminals are provided for the customer
to use as an indicator of an emergency stop.

Illustration 8 is a wiring diagram of the engine

mounted emergency stop button’s circuit.

If the customer does not supply an additional

emergency stop button, a jumper wire must be
installed between terminals J6-10 and J6-20.

g01060570
Illustration 7
Rear view of a 20 cylinder engine
The 16 cylinder engine does not have a J3/P3 connector.
(1) J6 connector
(2) J1/P1 connectors
(3) J3/P3 connectors on engines with 20 cylinders
(4) J9 connector
(5) Engine mounted emergency stop button

The circuit for the emergency stop is normally closed.

If the emergency stop button is pressed, the circuit
is opened. Electrical power to the ignition system is
immediately removed by the engine’s control system.
If the engine’s control system is controlling the GSOV,
the ECM immediately removes the voltage from the
GSOV. The flow of fuel is stopped.

17
 g01060931
Illustration 8
Schematic of the engine mounted emergency stop button’s circuit
The configuration for a 20 cylinder engine is shown. The 16 cylinder engine does not have a slave ECM.

The customer may supply an additional emergency

stop button. The contacts of the emergency stop
button must be normally closed. If the customer
supplies more than one emergency stop button, the
buttons must be wired in series in order to operate
properly.

Illustration 9 is a wiring diagram of the engine

mounted emergency stop button and an additional
customer supplied emergency stop button.

g01064395
Illustration 9
Schematic of the engine mounted emergency stop button’s circuit and a customer supplied emergency stop button
The configuration for a 20 cylinder engine is shown. The 16 cylinder engine does not have a slave ECM.

18
Wiring for the Gas Shutoff Valve (GSOV)
The GSOV must be energize-to-run. The GSOV may
be supplied by the customer or by Caterpillar. The
GSOV may be controlled by the engine’s control
system or by the customer’s equipment. The GSOV
is also called the fuel control relay.

The ECM can supply a maximum continuous current

of 1.5 amperes to the GSOV. A relay must be
installed if the GSOV requires a continuous current
that is greater than 1.5 amperes.

When the engine’s control system controls the GSOV,

the ECM supplies voltage to the GSOV. The valve
opens in order to allow fuel to flow to the engine.
When voltage is removed from the GSOV, the valve
closes and the fuel flow stops.

When the customer’s equipment provides voltage

to the solenoid for the GSOV, the equipment must
include the necessary logic in order to ensure that
the GSOV opens and the GSOV closes at the
appropriate times.

Usually, the GSOV is installed when the piping for

the fuel is installed at the site. The components in the
circuit for the GSOV are identified in Illustration 10.

g01060579
Illustration 10
Left side view of a 20 cylinder engine
The 16 cylinder engine is similar.
(1) J1/P1 connectors (4) Engine harness connector for the fuel
(2) J7 connector control relay
(3) J6 connector

19
There are three options for wiring the GSOV. The
options are described in the following paragraphs.

The GSOV is controlled by the customer’s

equipment. In this case, the circuit for the engine’s
control system must be closed. Otherwise, an open
circuit diagnostic code will be activated and the
engine will not start. Refer to Illustration 11 for an
example of this type of installation.

g01063416
Illustration 11
The GSOV is controlled by the customer’s equipment.
The circuit for the engine’s control system is closed.

The GSOV is controlled by the engine’s control

system. The engine harness is used for the
connection. The customer may supply an additional
switch in the electrical circuit for the GSOV. If the
customer does not provide an optional switch, the J6
connections must be closed. Refer to Illustration 12
for an example of this type of installation.

20
 g01063421
Illustration 12
The GSOV is controlled by the engine’s control system.

The GSOV is controlled by the engine’s control

system. The GSOV is connected to a harness that
is provided by the customer. The customer may
supply an additional switch in the electrical circuit for
the GSOV. Refer to Illustration 13 for an example of
this type of installation.

g01063423
Illustration 13
The GSOV is controlled by the engine’s control system.
The GSOV is connected via a harness that is provided by the customer.

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Wiring for Monitoring the Generator’s
Output Power
The ECM monitors the generator’s output power in
order to accurately control the air/fuel ratio. The ECM
uses an output from one of the following sources in
order to monitor the generator’s output power:
For details on these parameters, refer to Systems
Operation, Testing and Adjusting, RENR5978,
“Electronic Control System Parameters”.
Illustration 14 is a wiring diagram for a typical power
sensor.

• Electronic Modular Control Panel II+ (EMCP II+)

• Programmable Logic Controller (PLC)
• Wattmeter
The PLC and the wattmeter are also called power
sensors.

If the generator is equipped with the EMCP II+,

information on the engine load is provided via the
CAT data link. The wiring is installed at the factory.
No additional connections are needed.

If the generator is not equipped with the EMCP II+,

information on the engine load must be provided by a
power sensor.

The power sensor’s output to the ECM must be an

analog signal with a range of 0 to 4.8 VDC. The
power sensor’s output must have a linear relationship
with the generator’s output power. The accuracy of
the wattmeter’s output must be within one percent of
the generator’s actual output power.

The engine’s control system includes parameters that

allow the ECM to accurately estimate the generator’s
output power. The values for these parameters are
modified by using Cat ET. To identify the parameters
for the wattmeter, Cat ET labels the parameters
“Generator Output Power Sensor”.

g01064159
Illustration 14
Schematic of the power sensor’s input
For the actual wiring, refer to the generator’s schematic diagram.
The potentiometer is optional. For further information, refer to
Troubleshooting, “Ganerator Output Power Sensor - Calibrate”.

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Inputs for the Modes of Operation
The engine’s control system has three active modes
of operation: Start/Run, Auto, and Stop. The mode
of operation is determined by three inputs on the J6
connector. A mode is activated when the terminal for
the mode is connected to the digital return.

Table 5 lists the valid combinations of the inputs

which are determined by the positions of the engine’s
control.

Configurations that are not shown in Table 5

will activate a diagnostic code. The transition
between inputs must occur within 1/10 second. If
the transitions do not occur within 1/10 second, a
diagnostic code will be activated.

Illustration 15 is a schematic of the modes’ inputs

and of the switched +Battery supply to the engine’s
control system.

Table 5

Valid Configurations of Terminals for the Engine’s Mode of Operation

Mode Input
Terminal 29 Terminal 19 Terminal 39
Off/Reset No (1) No No
Start/Run Yes (2) No No
Yes No Yes
Auto No No Yes
Stop No Yes No
(1) The “No” indicates that the terminal is not connected to terminal 36.
(2) The “Yes” indicates that the terminal is connected to terminal 36.

g01060955
Illustration 15
Schematic of the inputs and of the switched +Battery supply to the engine’s control system
The configuration for a 20 cylinder engine is shown. The 16 cylinder engine does not have the slave ECM.

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Off/Reset – When none of the inputs are connected,
the engine is in the Off/Reset mode. The switched
+Battery supply to the engine’s control system is off.
Any active diagnostic codes are cleared.
Start/Run – The engine start sequence will begin
when terminal J6-29 is connected to terminal
J6-36. Switched +Battery power is supplied to the
engine’s control system. The engine will run until
terminal J6-29 is disconnected from terminal J6-36.
When terminal J6-29 is disconnected, the normal
shutdown sequence is initiated. If the cooldown
feature is programmed, the engine will operate for
the cooldown period prior to shutdown.
Auto – When terminal J6-39 is connected to terminal
J6-36, the engine’s control system is in the AUTO
mode. Switched +Battery power is supplied to the
ECM. The engine will not start unless terminal J6-29
is also connected to terminal J6-36. This can be
accomplished with a customer supplied remote start
switch.
24
When terminals J6-29 and J6-39 are connected
to terminal J6-36, the engine start sequence will
be initiated. The engine will run until terminal
J6-29 is disconnected from terminal J6-36. When
terminal J6-29 is disconnected, the normal shutdown
sequence is initiated. If the cooldown feature is
programmed, the engine will operate for the cooldown
period prior to shutdown. The engine’s control system
will remain in the Auto mode.
In the Auto mode, terminal J6-29 is used to control
both the engine start sequence and the shutdown
sequence.
Stop – If the engine is running, the shutdown
sequence will begin when terminal J6-29 or terminal
J6-39 is disconnected from terminal J6-36 and
terminal J6-19 is connected to terminal J6-36. If the
cooldown feature is programmed, the engine will
operate for the cooldown period prior to shutdown.
In this mode, the switched +Battery power is still
supplied to the ECM.
Initial Start-Up Procedure
Ensure that all of these factors are in proper condition
prior to the initial start-up: engine installation, driven
equipment, all of the related hardware, and electrical
connections. Failure to perform the commissioning
procedure could result in unsatisfactory operation.
Perform the following procedure for the initial start-up
and for start-up after major maintenance and/or
repair.
1. Verify that the connections between the engine’s
control system and the customer’s equipment are
connected properly.
2. If the information on the generator’s output power
is provided by a power sensor, check the power
sensor’s offset voltage. Refer to Troubleshooting,
“Generator Output Power Readings Do Not
Match”. Continue with this procedure after you
have minimized the power sensor’s offset voltage.
3. Connect Cat ET to the service tool connector.
Refer to “Connecting Cat ET with the 171-4401
Communication Adapter II”.
4. Set the engine control to the STOP mode. Test
each emergency stop button before the engine is
started in order to verify that the engine’s control
system generates a E264 event code.
After the operation of each emergency stop
has been verified, set the engine control to the
Off/Reset mode.
Note: Check the generator’s protective devices
prior to start-up. Some of the generator’s protective
devices can only be checked during engine operation.
5. Check the generator’s protective devices for
proper operation.
6. Turn on the jacket water heater. Verify that the
heat is set to 45 to 65 °C (113 to 150 °F).
Note: The engine may be difficult to start if the jacket
water coolant temperature is below 43 °C (110 °F).
Note: The spark plugs may become fouled with
moisture condensation if the engine is cranked and
the jacket water coolant temperature is below 43 °C
(110 °F).
7. Inspect the inlet air system. Make sure that the
system does not leak. Make sure that the system
is free of debris.
8. Inspect the fuel supply system. Make sure that
the system does not leak. Make sure that the
system is free of debris. Blow any debris from the
fuel lines.
25
9. Connect a properly calibrated emissions analyzer
to the exhaust stack.
10. Perform the daily inspection and all of the daily
maintenance procedures that are scheduled in
Operation and Maintenance Manual, SEBU7681,
“Maintenance Interval Schedule”.
11. Set the engine control to the STOP mode. Use
the “Monitoring System” screen from the “Service”
drop-down menu on Cat ET to view the default
settings of the trip points for the alarms. Adjust
the settings, if necessary.
For the necessary values of the operating
parameters, refer to the applicable Data Sheet
on engine performance in the engine’s Technical
Marketing Information (TMI).
12. Use the “Configuration” screen from the
“Service” drop-down menu on Cat ET to view the
configuration parameters.
Note: Use the data from the gas analysis and from
Caterpillar Software, LEKQ6378, “Methane Number
Program” in order to determine the correct settings
for the “Fuel Quality” and the “Gas Specific Gravity”
parameters.
a. View the parameters that are listed in Table 6.
Program the parameters, if necessary.
Incorrect programming of the parameters may
lead to complaints about performance and/or to
engine damage. For details, refer to Systems
Operation, Testing and Adjusting, RENR5978,
“Electronic Control System Parameters”.
Note: If the generator set is equipped with an
EMCP II+ system, it is not necessary to program the
“Generator Output Power Sensor Scale Factor” and
the “Generator Output Power Sensor Offset”.
Table 6
Configuration Parameters for G3500C Engines
Timing Control
“First Desired Timing”
“Second Desired Timing”
Air/Fuel Ratio Control
“Fuel Quality”
“Gas Specific Gravity”
“Fuel Specific Heat Ratio”
“Desired Emission Gain Adjustment”
“Air/Fuel Proportional Gain”
“Air/Fuel Integral Gain”
Speed Control
(continued)
(Table 6, contd)
Configuration Parameters for G3500C Engines
“Low Idle Speed” Unburned gas in the inlet manifold and/or in the
exhaust manifold can ignite when the engine is
“Minimum High Idle Speed” started. Personal injury and/or property damage
“Maximum High Idle Speed” can result. Use this procedure to clear the engine
and the exhaust system of unburned gas:
“Engine Accel. Rate”
“Desired Speed Input Configuration” Before starting an engine that was stopped by ter-
minating the ignition system, turn the gas supply
“Governor Type Setting” OFF. Crank the engine for approximately 15 sec-
“Engine Speed Droop”
onds in order to clear any unburned gas from the
engine and the exhaust system.
“Governor Proportional Gain”
“Governor Integral Gain” 14. Start the engine.
“Governor Derivative Gain”
The engine will accelerate to low idle rpm.
“Auxiliary Proportional Governor Gain 1” Operate the engine at low idle. Verify the following
conditions:
“Auxiliary Integral Governor Gain 1”
“Auxiliary Derivative Governor Gain 1” • Proper engine oil pressure
Start/Stop Control
• No fluid leaks
“Driven Equipment Delay Time”
“Crank Terminate Speed”
• No gas leaks
“Engine Purge Cycle Time” Several attempts may be required for the initial
start-up before air is purged from the fuel lines.
“Engine Cooldown Duration”
“Cycle Crank Time” Note: If the engine will not start, use Cat ET to check
for diagnostic codes and for event codes. Correct
“Engine Overcrank Time”
any active conditions before you attempt to start the
“Engine Speed Drop Time” engine again.
“Engine Pre-lube Time Out Period” 15. After the engine is running, test the operation of
Monitoring and Protection each emergency stop button.
“High Inlet Air Temp Load Set Point” After each test, reset the emergency stop button
Power Monitoring and set the engine control to the Off/Reset mode.
Then restart the engine. After all of the emergency
“Generator Output Power Sensor Scale Factor” buttons have been tested, use Cat ET to clear the
“Generator Output Power Sensor Offset” event codes from the ECM.
“Engine Output Power Configuration” Note: Some of the generator’s protective devices can
“Engine Driven Accessory Load Configuration” be checked prior to start-up. Some of the generator’s
protective devices can only be checked during engine
Information for the ECM operation.
“Engine Serial Number”
16. Check the generator’s protective devices for
“Equipment ID” proper operation.
“Customer Password #1”
17. Increase the engine speed to high idle rpm. Verify
“Customer Password #2” that the engine is stable.
“Total Tattletale”
If the engine is unstable, perform the following
procedure.
13. Turn ON the fuel supply to the engine. Verify that
no gas is leaking. Verify that the gas does not flow a. Record the values for these parameters:
past the GSOV.
• “Governor Proportional Gain”
• “Governor Integral Gain”

26
 • “Governor Derivative Gain”
b. Set the values for the “Governor Proportional
Gain”, “Governor Integral Gain”, and “Governor
Derivative Gain” parameters to zero.
c. Adjust the “Fuel Quality” parameter until the
engine becomes stable and the exhaust
oxygen is approximately four percent. Verify
that the exhaust port temperatures are below
the setpoint for a warning.
d. Adjust the primary governor. Refer to “Adjusting
the Governor”.
18. Select the “Information” drop-down menu in order
to view the status parameters. Review the values
of the status groups on Cat ET. Verify that the
pumps for the cooling system are operating. Verify
that the cooling system temperatures and the
cooling system pressures are within the correct
operating ranges.
19. Close the main circuit breaker for the generator in
order to engage the generator.
Note: When the engine load exceeds 25 percent,
the air/fuel ratio control will operate in the feedback
mode.
20. Slowly ramp the load up to 30 percent.
Note: When the air/fuel ratio control is in the
feedback mode, the Fuel Correction Factor (FCF)
may no longer be 100 percent. The ECM may adjust
the FCF in order to compensate for the fuel quality
and for the ambient conditions.
21. Set the “Desired Emission Gain Adjustment” to a
value of “100”.
22. Verify that the value of the “Generator Real kW”
parameter in Status Group 1 is within 1 percent of
the generator’s output power.
If the reading on Cat ET is not within one
percent of the generator’s output power, refer
to Troubleshooting, “Generator Output Power
Readings Do Not Match”.
When the value of the “Generator Real kW”
parameter is within 1 percent of the generator’s
output power, continue with this procedure.
23. Slowly ramp up to 50 percent load. Allow the
jacket water coolant temperature to reach 75 °C
(167 °F).
24. Slowly ramp up to 70 percent load. Verify that the
engine is stable.
If the engine is unstable, adjust the auxiliary
governor. Refer to “Adjusting the Governor”.
27
25. Verify that the NOx emissions are above the
desired full load setting.
26. Slowly ramp up to 100 percent load. Verify that
the engine is stable.
If the engine is unstable, adjust the auxiliary
governor. Refer to “Adjusting the Governor”.
27. Verify that the value of the “Generator Real kW”
parameter is within 1 percent of the generator’s
output power.
28. Adjust the “Desired Emission Gain Adjustment”
parameter in order to obtain the values of
emissions that are required at the site.
• To lean the air/fuel mixture, decrease the gain
adjustment.
• To richen the air/fuel mixture, increase the gain
adjustment.
A small change in the “Desired Emission Gain
Adjustment” causes a large change in the actual
exhaust emissions. For example, an adjustment of
one percent in the parameter’s value will result in a
change of 20 to 40 ppm in the actual level of NOx.
When you adjust the exhaust emissions, make a
small change in the value of the gain. Wait until
the system stabilizes. Check the emissions again.
Repeat the process until the desired emissions
level is achieved.
Use the emissions analyzer in order to verify that
the values of emissions meet the requirements
of the site.
29. Record the data from all of the status groups on
Cat ET. Save the data for future reference.
Adjusting the Governor
The response of the throttle actuator can be adjusted
with the Caterpillar Electronic Technician (Cat ET).
Use Cat ET to change these three parameters:
• Proportional gain
• Integral gain
• Derivative gain
The default values should be sufficient for initial
start-up. However, the values may not provide
optimum performance.
These adjustments are provided in order to obtain
optimum responses to changes in the load and in the
speed. The adjustments also provide stability during
steady state operation.
If you have a problem with instability, always
investigate other causes before you adjust the
governor. For example, diagnostic codes and
unstable gas pressure can cause instability.

When you adjust the primary governor, make sure

that the “Grid Status” parameter is “Off”. When you
adjust the auxiliary governor, make sure that the
“Grid Status” parameter is “On”.

To change the proportional gain, the integral gain, or

the derivative gain, use the “Real Time Graphing”
feature on the “Information” drop-down menu of
Cat ET. The graph provides the best method for
observing the effects of your adjustments.

After you make adjustments, always test the stability

by interrupting the engine speed and/or load. Operate
the engine through the entire range of speeds and of
loads in order to ensure stability.

Note: Adjustment of the proportional gain directly

affects the speed of the throttle actuator when there
is a difference between the actual engine speed and
the desired engine speed. An excessive increase of
the proportional gain may amplify instability.

To set the proportional gain, increase the proportional

gain until the actuator becomes unstable. Slowly
reduce the proportional gain in order to stabilize the
actuator. Observe that the engine operates properly
with little overshoot or undershoot.
The adjustment of integral gain dampens the
actuator’s response to changes in load and in speed.
Increasing the integral gain provides less damping.
Decreasing the integral gain provides more damping.
To reduce overshoot, decrease the integral gain. To
reduce undershoot, increase the integral gain.
Note: An increase of the integral gain may require a
decrease of the proportional gain in order to maintain
a stable operation.
g01017530
Illustration 16
Typical response curves
(Y) Engine speed
(X) Time
(1) The proportional gain is too high and the integral gain is too
low. There is a large overshoot on start-up and there are
secondary overshoots on transient loads.
(2) The proportional gain is slightly high and the integral gain is
slightly low. There is a slight overshoot on start-up but the
response to transient loads is optimum.
(3) The proportional gain is slightly low and the integral gain is
slightly high. There is optimum performance on start-up but
slow response for transient loads.
(4) The proportional gain is too low and the integral gain is too
high. The response for transient loads is too slow.
(5) The response to transient loads is adjusted for optimum
performance.

Illustration 16 shows some typical curves for transient
responses.
Decrease the derivative gain until a slow, periodic
instability is observed. Then, slightly increase the
derivative gain. Repeat the adjustments of the
proportional gain and of the integral gain. Continue
to increase the derivative gain and readjust the
proportional gain and the integral gain until stability
is achieved and the engine’s response to changes in
load and in speed is optimized.

Illustration 17 is a graphic representation of adjusting

the derivative gain.

28
 g01017541
Illustration 17
The increased width of the line for the actuator voltage indicates
that the throttle actuator is more active as the derivative gain
increases.
(Y) Actuator voltage
(X) Time in seconds

29
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©2004 Caterpillar
All Rights Reserved Printed in U.S.A.