AG11 T3 Electronic Engine Controls Tier3

SECTION CONTENTS PowerTech ENGINES
Electronic Engine Controls - Tier 3
TIER-3 ENGINE MODEL

2.4L/3.0L 4.5L/6.8L 4.5L/6.8L 9.0 L 13.5 L TOPICS
(PTE) (PTE) (PT Plus) (PTE/PT Plus) (PT Plus)
2.4L / 3.0L 4.5L / 6.8L 4.5L / 6.8L 9.0L 13.5L Installation Drawings
• • • • • Introduction
• • • • • Safety (Refer to AG-02)
• • • • • Principles of Operation
• • • • • ECU Programming
• • • • • Trimmable Features
• • • • • Non-trimmable Features
• • • • • Diagnostic Trouble Codes
• • • • • Controller Area Network (CAN)
• • • • • Engine Control Unit (ECU)
• • • • • Wiring Harness
• • • • • Instrumentation and Controls
• • • • • Supplier Contacts
• • • • • Glossary of Terms
Engine Application Guidelines AG-11 - Tier 3 August 2008

TIER-3 APPLICATIONS Introduction
Introduction
The Tier-3 Electronic Engine Controls engine application information is organized by both engine model and by topic.
To find information for a particular engine model, click the engine model.
Some information is the same for all Tier-3 applications, regardless of engine model.
For that “common” information, click the topic of interest.
Some topics contain information that is unique to a particular Tier-3 engine model.
For that “engine-specific” information, click on the appropriate • below the engine model.
Engine Application Guidelines AG-11 - Tier 3 March 2007

TIER-3 APPLICATIONS Safety
Safety
Contents / Notes Page
Safety
Refer to Engine Application Guidelines, “Safety” (AG-02).

TIER-3 APPLICATIONS Principles of Operation
Principles of Operation
Principles of Operation
High Pressure Common Rail (HPCR) Fuel System ................................................................................................................................................... 2
Exhaust Gas Recirculation (EGR) and Variable Turbine Geometry (VTG) ................................................................................................................ 2
Other .......................................................................................................................................................................................................................... 2

TIER-3 APPLICATIONS Principles of Operation
PRINCIPLES OF OPERATION Exhaust Gas Recirculation (EGR) and

Variable Turbine Geometry (VTG)
High Pressure Common Rail (HPCR) Fuel System
Exhaust gas recirculation (EGR) and variable turbine geometry (VTG) tur-
Direct fuel injection is provided by a high pressure common rail fuel sys- bocharger are both performance and emissions control features. During
tem (Denso). The pump for the 9.0 L engine delivers fuel at a higher pres- starting, warm-up and light-load conditions, exhaust gasses are not recir-
sure than earlier HPCR systems. The high pressure fuel pump is gear culated. The ECU controls the amount of exhaust gas to be mixed with
driven at engine speed. The extremely high injection pressures provided intake air through the VTG and EGR valve.
by this system, reduce particulate emissions.
The VTG has adjustable vanes in the turbine housing. The VTG vane
The ECU calculates the fuel quantity delivered using measured rail pres- position is closed loop controlled by the ECU using the water-cooled
sure, injection duration, and a unique flow vs pressure/duration calibra- Smart Remote Actuator (SRA). The vanes are opened or closed to pro-
tions for each injector. This control system provides improved consistency vide the necessary pressure differential (between the exhaust and intake
in fuel delivery, power and smoothness. Pilot injection under light load manifold) to achieve the desired level of exhaust gas recirculation.
conditions provides a significant reduction in combustion noise and
harshness. When EGR is desired, the ECU will set the appropriate VTG and EGR
valve positions. Some of the exhaust gas then will pass through a cooler
that is connected to the exhaust and intake manifold. Engine coolant
cools the exhaust gases. The exhaust gases then pass through the EGR
valve and combine with intake air in the mixer portion of the intake mani-
fold, before entering the combustion chamber The percentage of EGR is
calculated by the ECU using intake air temp and pressure, EGR gas temp
and calculated pressure, mixed gas temp and pressure, and known ther-
modynamic properties of the gases.
Under some conditions, as much as 10-12% of the intake charge entering

the combustion chamber is recirculated exhaust gas. The cooled exhaust
gas in the intake charge reduces peak in-cylinder temperature and pres-
sure, resulting in lower NOx emissions. This allows optimized injection
calibration, resulting in reduced fuel consumption, increased power output
and reduced emissions.
Other
The ECU can control air heaters (optional) for improved cold starting and
reduced start white smoke. More details are included in the engine-
model-specific sections of this document.
Engine Application Guidelines AG11 - T3 - 2 May 2009

TIER-3 APPLICATIONS ECU Programming
ECU Programming
ECU Programming
Final Programming ..................................................................................................................................................................................................... 2
Service Programming ................................................................................................................................................................................................. 2

TIER-3 APPLICATIONS ECU Programming
ECU PROGRAMMING Final Programming

Refer to John Deere Custom Performance (Trim Options) The ECU will interact with Service ADVISOR for diagnostics and servic-
ing. The ECU will be programmable in the field using the ECU Software
Delivery System SDS. John Deere Custom Performance Programmer
The OEM software is highly configurable through the trim option pages. can be used to program the ECU, which can allow the approved user to
Production OEM Industrial ECUs will be programmed at the engine fac- select a different power rating (from a list of available ratings) and can
tory, the engines will come preprogrammed with the default Trim Options allow the user to open the Trim Options page. After making selections on
selected. Final programming (Custom Performance) or Service program- the Trim Options page, the user can save off the selections as a Trim
ming (Service Advisor) is usually required to select and configure Trim Template (to be used at a later time, this is especially helpful if program-
Options for a specific end user's application needs. Default trim templates ming multiple engines with the same Trim Options) or continue on and
are available through 9400 option selection. (Contact regional sales man- complete the programming cycle.
ager RSM.)
Service Programming
Service ADVISOR can be used to program the ECU, which will allow the
user to open and program the Trim Options, without making power adjust-
ments.For either type of programming return files must be sent to SDS for
future servicing and record keeping.
Engine Application Guidelines AG11 - T3 - 2 March 2007

TIER-3 APPLICATIONS Trimmable Features
Trimmable Features
Trimmable Features
Link to John Deere Custom Performance (Trim Features)
Throttles ..................................................................................................................................................................................................................... 2
Torque Speed Command TSC1 .................................................................................................................................................................................8
Governor Droop Selections ......................................................................................................................................................................................10
Engine Protection ..................................................................................................................................................................................................... 11
Cruise Control...........................................................................................................................................................................................................15
ECU Sensors............................................................................................................................................................................................................19
Engine Application Guidelines AG-11 - Tier 3 February 2008

TRIMMABLE FEATURES ANALOG (POTENTIOMETER) THROTTLES
Throttles Link to Analog (Potentiometer) Throttles

https://jdpower.deere.com/psdistrib/engapp/App_Guidelines/AG13.pdf
Link to Instrumentation and Controls Part List
[Reference: “Instrumentation and Controls Part List,” Acc10.] The two available analog (potentiometer) throttle inputs both can use any
2000-Ohm to 15,000-Ohm potentiometer.
Normally, the analog throttles operate between slow idle and fast idle,
THROTTLE SELECTION however, when the adjustable 3-state throttle is used, the analog throttle
range will be between the adjustable low idle and the adjustable interme-
On the Trim sheet, a Digital throttle selection can be made: diate speed setting.
• 2-state (non-adjustable)
The John Deere analog throttle is a multi-turn 5000-Ohm potentiometer
• 3-state (adjustable) throttle designed for stationary applications. Many other throttle styles,
• Ramp (Ramp throttle not available for Genset) including various foot pedal throttles, are available from Morse, Williams
Controls, and other suppliers. Any potentiometer-style analog throttle will
A primary and secondary analogue throttle may also be enabled. work, as long as total resistance is in the 2,000-15,000-Ohm range.
Detail on the throttles is given in the Hardware section of this document.
If the analog throttle circuit is not connected (on industrial applications), a
fault code is generated. The warning lamp lights and the system reverts to
THROTTLE OPTIONS the secondary analog throttle and/or digital throttle inputs. If no throttle
input is present on industrial applications, the system reverts to low idle.
Several throttle inputs are available. There are two analog (potentiometer)
throttles, and three types of digital throttles. All throttle inputs must be at No analog throttle connection is required on gen-set applications that are
low idle for the system to operate at low idle, but in most cases any single intended to run at rated speed only, with no adjustability. See “Throttle
throttle input can put the system at fast idle. Emulator” below.
THROTTLE EMULATOR
Link to Analog Throttle

https://jdpower.deere.com/psdistrib/engapp/App_Guidelines/AG13.pdf.
An emulator is needed for any throttle that is enabled through the trim set-
tings but not installed. Either use the John Deere throttle emulator, or wire
an equivalent resistor bridge into the appropriate pins on the 21-pin con-
nector. The exact size of the resistors is not important, as long as total
resistance is 2,000-15,000 Ohms, and the small resistor size is 6% to
20% of the large resistor, for slow idle emulator. For fast idle emulator, the
resistors are reversed. The throttle can also be emulated for constant
speed operation at any speed. For assistance, contact application engi-
neering.
Engine Application Guidelines AG11 - T3 - 2 April 2007

THROTTLE POTENTIOMETER PRE-ADJUSTMENT PROCEDURE THROTTLE POTENTIOMETER

WITHOUT MECHANICAL ADJUSTMENT STOPS
Link to Analog Throttle Adjustment If a potentiometer without fast and slow idle stops is used, additional fixed
https://jdpower.deere.com/psdistrib/engapp/App_Guidelines/AG13.pdf resistors can be wired in series with 21-pin connector Pins C and M as
shown below to prevent the analog throttle voltage from going outside the
upper and lower limits and generating a fault code.
To prevent error codes and unexpected changes in speed, the fast and
slow idle stops on the throttle potentiometer must be adjusted so that the For the Auto-Cal system to work properly, each added resistor should be
voltage on Pin L cannot go below 0.35 volts or above 4.65 volts. between 9-39% of the nominal throttle potentiometer resistance. Total
resistance of the potentiometer and both resistors should be in the range
of 2000 to 15,000 Ohms.
Analog Throttle Auto-Cal Feature
For gen-set applications, connection of this circuit is not required. Gen-set
Industrial (non-genset) applications also have an Auto-Cal feature that ECUs default to rated speed (1800 or 1500 rpm), and do not generate a
automatically adjusts the ECU expected range to match the installed fault code if the throttle is not connected. If the analog throttle is not con-
throttle. This feature is selectable in the trim options. Once the stops are nected, the engine will run at rated speed (1800 or 1500) only, with no
adjusted to limit low and fast idle voltage, the "Auto-Cal" feature of the adjustment.
ECU will check the exact range of the throttle potentiometer and adjust
the ECU to that range. However, the initial installation must be within cer-
tain resistance limits for the Auto-Cal feature to work.
Before plugging it into the wiring harness, adjust the throttle potentiometer
using the following procedure:
1. With the potentiometer against the slow idle stop, adjust the stop so
that the resistance measured between the ground and wiper con-
nections of the potentiometer (21-pin connector Pins C and L) is
between 8% and 21% of overall potentiometer resistance.
2. With the potentiometer against the fast idle stop, adjust the stop so
that the resistance measured between the power and wiper con-
nections of the potentiometer (21-pin connector Pins M and L) is
also between 8% and 21% of overall potentiometer resistance. This
does not have to be a precise adjustment. The Auto-Cal feature will
make a precise adjustment automatically. Throttles from John
Deere, are pre-adjusted at the factory.

DIGITAL THROTTLE ADJUSTMENTS The Custom option allows a user to enter in a desired rise time between 5
and 30 seconds and the appropriate calculations are made to generate
Refer to John Deere Custom Performance (Trim Options) the proper rpm per second value to provide the desired rise time. A
change in the throttle rate will not affect the rate at which a decrease in
throttle affects the governor reference speed; the decrease ramp rate is
(For description of throttle types, see hardware section in this document ) always set to the standard rate -400 000 rpm per second.
The throttle adjustments section on the Trim Options page allows for the Ramp Rate
setting of some throttle change rates, how a throttle recovers from a fault
condition, and the minimum and maximum throttle offsets. This applies only to the ramp throttle. The ramp rate is the rate at which
the percent throttle is increased or decreased when either the ramp up or
Low Idle (Minimum Engine Speed Control) ramp down are continually pressed. There are five selections available
on the Trim Options page:
Only isochronous governing is available at low idle speed. A single low
idle speed is used with speed adjustments. This can be done through idle • Three-second exponential
offsets on the trim page or with idle bumps on the control panel for some • Five-second linear
throttles. • Seven- second linear
Fast Idle (Maximum Engine Speed Control) • Nine-second linear
Idle Bumps are enabled to allow for adjustments of the maximum throttle • Custom
speed, but not above fast idle and only if the three state throttle is The Custom option allows a user to enter in a desired rise time, and the
selected. This can be done through idle offsets on the trim page or idle appropriate Calculations are made to generate the proper linear ramp
bumps. rate to provide the desired ramp time.
Throttle Rate Ramp Step
This applies to all enabled throttles except for the ramp throttle. In the This applies only to the ramp throttle. The ramp step is the increase or
case that the ramp throttle is enabled, the throttle rate is disabled for all decrease in the throttle percentage when either the ramp up or ramp
throttles and the default value is used. down positions are momentarily pressed. The available selections on the
Trim Options page are 0.4%, 0.8%, 1.6%, and 2.8%
The throttle rate is the rate at which an increase in throttle (i.e. switching
the 2-state throttle from the low to high position) would cause the gover-
nor reference speed (desired or target speed) to increase. There are five
selections available for throttle rate on the Trim Options page:
• Standard (400 000 rpm per second,
essentially limited by the hardware),
• Fast (1000 rpm per second)
• Medium (800 rpm per second)
• Slow (300 rpm per second)
• Custom

THROTTLE OUT-OF-RANGE RECOVERY COMBINATION THROTTLE

Refer to John Deere Custom Performance (Trim Options) Refer to John Deere Custom Performance (Trim Options)
This applies to all enabled throttles except ramp throttle. The ramp throt- Combination Throttle is selectable in trim options. The combination throt-
tle is reset to 0% when an out-of-range condition occurs, and resumes tle allows multiple throttles to become accelerators or decelerators to a
normal operation if the input becomes valid again. "master" throttle input. When combination throttle is used, the throttle sig-
nals are additive, up to the fast-idle setting. There is no "dead band" in the
The out-of-range recovery selections determine how a throttle will behave throttles. For example: when you move the foot throttle, speed immedi-
and recover in an out of range situation. Only the throttle that has the out ately increases regardless of where the hand throttle is set.
of range condition will be affected; any other active throttle will maintain
normal operation. There are three recovery modes that can be selected The default setting when the combination throttle is disabled, results in
on the Trim Options page: the highest throttle value of all of the enabled throttles as the throttle
in control. The throttles are not additive.
Resume Recovery
There are two basic types of combination throttles. These are selections
When a throttle out-of-range condition is detected, the offending throttle is made in the trim options:
set to 0%. As soon as the out-of-range condition clears, normal throttle
operation resumes. 1. Accelerators - An accelerator throttle operates between the per-
centage throttle of the Master Input and 100%. For example, if the
Caution: This can cause large jumps in engine speed if an Master Throttle were set to 25% the additional Input full range
intermittant out-of-range condition exists. would be from 25% throttle to 100% throttle.
Idle Recovery 2. Decelerators - A decelerator throttle operates between the per-
centage throttle of the Master Input and 0%. For example, if the
When a throttle out of range condition is detected, the offending throttle is Master Throttle were set to 25% the additional Input full range
set to 0%. When the signal becomes valid, the throttle position must be would be from 25% throttle to 0% throttle.
returned to low idle position (0% throttle) in order for normal operation to
resume. This is the default condition.
The Master Input throttle is also identified on the trim option page. The
Locked Recovery Master Input is the throttle to which the second input becomes an acceler-
ator or a decelerator.
When a throttle out of range condition is detected, the offending throttle is
set to 0% Normal throttle operation will resume only when the signal
becomes valid again AND power is cycled on the ECU.

DIGITAL 2-STATE (NON-ADJUSTABLE) THROTTLE DIGITAL 3-STATE (ADJUSTABLE) THROTTLE

Link to 2-State (non adjustable) Throttle Switch Link to Digital 3-State (Adjustable) Throttle
https://jdpower.deere.com/psdistrib/engapp/App_Guidelines/ https://jdpower.deere.com/psdistrib/engapp/App_Guidelines/
AG11DE10.pdf AG11DE10.pdf
The 2-state throttle switches between the factory or trim option pre-set An adjustable 3-state throttle feature is available on systems that do not
slow idle setting and the factory pre-set (fixed) fast idle setting. Low idle specify cruise control.
speed can only be adjusted on the trim page. The 2-state throttle must be
set in the "Low Speed" position for the analog throttle to work. With the Three switches make up the adjustable 3-state throttle feature, the Throt-
switch set at the slow idle position, the engine will start and operate at the tle switch, the Bump Enable switch, and the Bump switch. The 3 state
preset slow idle speed, unless an analog throttle signal greater than slow throttle feature allows the operator to choose between three operating
idle is present. The analog throttle is active in the slow idle position, but Speeds: fast idle, slow idle, and an intermediate speed. Slow idle is
not the fast idle position. adjustable with offsets on the trim page or with bumps on the instrument
panel, up to a maximum of 1400 rpm. The intermediate speed can be
The non-adjustable 2-state throttle feature can either use the John Deere adjusted and locked to any desired speed between 1400 rpm and the fac-
2-state throttle switch, the John Deere 3-state throttle switch, or you can tory pre-set fast idle. These speeds can be user adjusted and locked with
make your own switch. If the 3-state throttle is used, the middle and high the bump and bump-enable switches. (locking procedure: depress bump
positions will both make the engine run at fast idle. enable 3 times after desired speed is set.) Locking retains the set speeds
settings after engine is shutdown.
This intermediate speed can also be defined during the trim program-
ming. There is an advantage to programming this intermediate speed via
the trim options because a future service programming will not "wipe-out"
the setting.
If an analog (foot or hand) throttle is desired, up to two throttle potentiom-

eters that operate between the preset intermediate and low operating
speeds can be used. The adjustable 3-state throttle must be set in the
"Low Speed" position for the analog throttle(s) to work.

DIGITAL RAMP THROTTLE THROTTLE WIRING

Link to Digital Ramp Throttle Link to Throttle Wiring
https://jdpower.deere.com/psdistrib/engapp/App_Guidelines/ https://jdpower.deere.com/psdistrib/engapp/App_Guidelines/
AG11DE10.pdf AG11DE10.pdf
The mating connector for all John Deere throttle switches is a Packard
An engine that is equipped with only the Ramp throttle will always start at Metri-Pack 150 Series two-cavity female connector with sealed female
the factory preset slow idle. After starting, a single rocker switch can be terminals, cable seals and a TPA or secondary lock. The throttle switch
used to bump the speed to any desired operating speed between the fac- circuit must be connected on all industrial (non-genset) applications.
tory preset slow idle and fast idle. It can be adjusted up or down continu-
ally as desired while the engine is running, but when the engine is A fixed resistor can be wired directly into the 21 pin instrumentation. The
switched off, it will return to low idle. value of the fixed resistor (R) depends on the desired engine speed:
Ramp Throttle Switch • slow idle
• intermediate
The ramp throttle software is designed to work with the John Deere Ramp
throttle (rocker) switch. The John Deere ramp throttle switch is detented • speed setting (adjustable 3-state throttle only)
(snaps into position) in the center 'neutral' position only. It is spring loaded • fast idle factory pre-set
back to neutral in the bump-up and bump-down positions. Any switch that
is designed per the illustration with spring return to the neutral position On gen-set applications only, to start and operate at 1800 (or 1500) rpm
can be used. with no adjustability, this circuit can be left unconnected.
When using the ramp throttle feature, the engine will always start at the BUMP SWITCH
factory pre-set low idle. When the switch goes momentarily to the 3000-
Ohm position, speed will bump up 25 rpm. If the switch is held in place, Link to Bump Switch
the engine speed command will continue to increase. The ramp throttle https://jdpower.deere.com/psdistrib/engapp/App_Guidelines/
works in a similar manner to a throttle lever. The speed command will AG11DE10.pdf
continue to increase as long as the switch is held down, regardless of the
engine speed actually achieved. Holding the switch down steadily for sev- The Bump Switch allows the operator to adjust either the intermediate or
eral seconds has the same effect as advancing a manual throttle lever to slow idle speeds. When the Throttle Switch is on "Intermediate," and the
the fast idle position. The engine speed target will reach high idle even if Bump Enable switch is "On," moving the Bump switch to the "-" (minus)
the engine is too heavily loaded to reach fast idle. The engine will acceler- position decreases the intermediate speed setting slightly. And moving
ate to fast idle as soon as the load is reduced or removed. the Bump switch to the "+" (plus) position increases the pre-selected
intermediate speed slightly (but not past fast idle). When the Throttle
If the operator sets the throttle at the high idle rpm, and lugs the machine Switch is on "Low," and the Bump Enable switch is "On," moving the
to below rated rpm, then presses the accelerate switch, the target speed Bump switch adjusts the slow idle speed.
will remain at fast idle. It does not reset to the actual engine speed like the
cruise functions do. The Bump Switch works like the "Accel" and "Coast" buttons on an auto-
motive cruise control. A momentary tap on the switch bumps the speed up
or down about 10 rpm (or one rpm on gen-sets). However, if you hold the
switch down, speed will continue to ramp up or down continuously until
the switch is released, then it will remain at whatever rpm it has reached
at that point.
To permanently set intermediate and slow idle speeds, press the bump
enable button three times after adjustment. The pre-set speeds will be
remembered, even if the ignition is turned off or the battery is discon-
nected.

BUMP ENABLE SWITCH Torque Speed Command TSC1

Link to Bump Enable Switch Torque Limiting
https://jdpower.deere.com/psdistrib/engapp/App_Guidelines/
AG11DE10.pdf An external CAN controller may request a torque or torque limit by means
of TSC1. This option is disabled by default and is selectable in the Trim
The Bump Enable switch serves as a lock for the Bump switch so that the Options page. For this application, up to 2 TSC sources may be enabled
operating speed is not changed accidentally or as a result of a Bump cir- at one time. If 1 source is used, a valid source address is required. If two
cuit failure. The Bump Enable switch must be "On" for the Bump switch to sources are enabled, both sources are required to have unique source
work. addresses.
OTHER
SPEED LIMITING
reduced start white smoke. An external CAN controller may request a speed or speed limit by means
of TSC1. The requested speed refers to the zero fuel speed, which will
The ECU controls the electric fuel transfer pump to provide longer fuel fil- change dependent on how the droop is set and how much load is being
ter life and easy fuel system bleeding after filter changes. applied. This option is disabled by default and is selectable in the Trim
Options page.
Up to two TSC sources may be enabled at one time. If one source is

used, a valid source address is required. If two sources are enabled, both
sources are required to have unique source addresses.
CAN Application Message Summary (Table)

Click this link, or “scroll” to next page.

CAN Application Message Summary
CAN signals broadcast and received by the ECU are described below. Each message is linked to the
John Deere CAN Database website where details on format and scaling are located.
Broadcast: (Help! › I don’t understand this)
Broadcast R
ate
Message Name Data Used Special Info
(ms)
DM1 › Ac
tive C
odes
1000 New o
Frmat
PGN 0
xFECA
EEC2 › E
lectronic Engine C
ontroller #2 Accelerator pedal p
ositi on
50
PGN 0XF003 Percentload urrent
c peed
s
Engine/Retarder torque m
ode
EEC1 › E
lectronic Engine C
ontroller #1
Actual Engine Percent Torque 20
PGN 0xF004
Engine pSeed
EEC3 › E
lectronic Engine C
ontroller #3 Nominal Friction
250
PGN 0
xFEDF Engines Desired Operating Speed
Engine Configuration 5000 or 10%
Reference E
ngine T
orque
PGN 0 xFEE3 Change
Engine lFuid Level/Pressure Fuel D elivery Pr
essure 9.0L
( O
nly)
500
PGN 0 xFEEF Oil Pressure
Engine Temperature Coolant
1000
PGN 0 xFEEE Fuel
Fuel E
conomy
Fuel R
ate 100
PGN 0xFEF2
Inlet/Exhaust C
onditions Boost Pressure
500
PGN 0 xFEF6 Intake manifold temperature
TCI2 Turbocharger Information #
2
Compressor nlet
I T
emperature 1000
PGN 0
xFE9A
Vehicle El
ectrical P
ower
Battery P
otential voltage),
( w
s itched 1000
PGN 0 xFEF7
Enable
Proprietary Functional Test Message Compression Test Mo de
1000
PGN 0xEF00 ID 0x 64 0x01 Cyli nder D
iagnostics Mode
Cyli nder C
utout Number
Remaining St art Aid Time

EngineWait ot St art Lamp
Proprietary E
ngine C
ontrol Message Engine Approaching Shutdown
#13 Engine rPotection Shutdown 200 With G
low P
lugs / irA Heater
PGN 0xEF00 ID 0x 64 0x14
Engine h
Sutdown Timer
EngineWait ot St art Lamp
Shutdown Engine rPotection Shutdown O
verride
1000 Carryover from T2
PGN 0 xFEE4 Engine Approaching Shutdown
Engine rPotection Shutdown
Cruise B
rake
Cruise C
ontrol E
nable
Cruise C
ontrol Active
Cruise C
ontrol
Cruise C
ontrol Accelerate/Set 100 Carryover from T2
PGN 0 xFEF1
Cruise C
ontrol R
esume/Coast
Cruise C
ontrol S
et Sp eed
Cruise C
ontrol S
tate

Governor Droop Selections

"Standard" Definition of Droop
ENGINE SPEED CONTROL TYPE Rated Speed
Breakaway Speed
All OEM Industrial applications use a variable speed governor (all speed
governor) with speed droop selectable on the Trim Options page. An all
speed governor operates by correlating throttle position to engine speed,
as opposed to a min/max governor which correlates throttle position to a
fueling level. Load/Fuel Fast Idle peed
S
Parasitic Load
Breakaway is defined as rated speed plus 70 rpm. Breakaway is the
speed where the max speed governor intersects the torque curve, result- FIZF
ing in a rapid reduction in torque above breakaway speed.
The droop calculation used to determine the rpm of droop in Trim Options Engine Speed Droop
page is different from the "standard" droop definition. The rpm of droop as
defined in the Trim Options page is the number of rpm from the break-
away speed to the FIZF (Fast Idle Zero Fuel) speed. The fast idle speed
in the application will be lower then the FIZF speed depending on the
application parasitic loads.
Trim Option Definition of RPM of Droop

Rated Speed
Breakaway Speed
Load/Fuel Fast IdleSpeed
Parasitic Load
FIZF
Engine Speed RPM ofDroop
The all-speed governor droop is selectable between multiple settings or an

isochronous setting. Isochronus is an all speed governor with zero droop.
These selections are made on the Trim Options page, selections available for
governor droop are 0 rpm (isochronous), 75 rpm, 100 rpm, 125 rpm and 150
rpm. In addition to these options, the Trim Options page allows for the user to
enter in a Custom Droop value within the range of 0-150 rpm. The trim page
makes an envelope calculation for the droop selected.

Refer to John Deere Custom Performance (Trim Options) Engine Protection

Engine protection is provided by the ECU to minimized engine damage if
A switch can be installed that allows the operator to switch between iso- engine or application problems are not corrected (coolant temp, oil pres-
cronus and droop operation. (See hardware section of this document.) sure, charge air temp, ect..) For a detailed list of derates and a description
of derate threshold levels, derate power reduction level and rate of power
reduction and recovery .
GOVERNOR GAIN SELECTION
DERATE DISABLING FOR “EMERGENCY-USE” ENGINES
Refer to John Deere Custom Performance (Trim Options)
New electronically controlled John Deere Tier-3 (EPA certified to Tier-3
emission levels) engines incorporate advanced controls and software
The selection of different Governor Gains is available in the Trim Options including engine protection features. These engine protection features
page. The options available are: to use the Default Gainsets or a may be used in the event of extreme operating conditions or loss of hard-
Selected Alternate Gainset on the Low Idle Governor, All Speed Gover- ware control. In some cases, the engine protection feature may result in
nor, or Max Speed Governor. Options for the Selected Alternate input a temporary reduction in the maximum power output (hereafter called
include 3 different Alternate Gainsets (which provide different response "derate").
characteristics), plus an Adjustable Gainset (to help with stability issues
or response issues if the alternate gainsets don't help).If the Adjustable Engine protection controls are not new and have been used on electronic
Gainset option is selected, then the user can enter in an overall Gain engines dating back to Tier 1. What differentiates the new Tier-3 engines
Adjustment Factor between 25% and 200%. A value of 100% is no differ- is that more sophisticated hardware is used to maximize performance and
ent from the default gains; values less than 100% will help increase stabil- minimize fuel consumption. Included in this new hardware are exhaust
ity and values greater than 100% will decrease response time. gas recirculation valves and coolers as well as variable turbine geometry
turbochargers. This hardware is critical to the emission control strategy
INFORMATION: and the EPA expects John Deere to manage control of these devices with
The factory settings for the engine speed control (governor) parameters a "tamper-resistant" strategy.
have been optimized for the majority of applications to provide the best
combination of stability and response characteristics. As a result, due to either engine protection or emission control reasons,
the maximum available power may be reduced. In certain "emergency"
DO NOT change these settings from the default unless there is a signifi- applications, this may be undesirable. To clarify, the electronic option
cant problem with engine speed stability or response to load changes. selection sheet (Level 2 Derates, Warning) quotes 40 cfr 60.4219 (as of
Changing the governor gains from the defaults can aggravate instabilities June 2006):
in the system or lead to unacceptable response. Any changes must be
evaluated to determine if the final performance is acceptable. (For details, “Emergency internal combustion engine (ICE) applications are defined
contact Application Engineering.) as any ICE whose operation is limited to emergency situations and
required testing and maintenance. Examples include ICE used to pro-
duce power for critical networks or equipment (including power supplied
to portions of a facility) when electric power from the local utility (or the
normal power source, if the facility runs on its own power production) is
interrupted, or ICE is used to pump water in the case of fire or flood, etc.
ICE used to supply power to an electric grid or that supply power as part
of a financial arrangement with another entity are not considered emer-
gency engines.”
This is not a complete list of emergency applications but it is intended to

illustrate the category. Because of this, John Deere has implemented an
option to disable many of the derate controls on the engine.

The derate controls are broken down into two categories: A complete list of the engine protection functions, including derates and
• Level 1 derates are recommended and are enabled from the factory. shutdowns, is included for your reference. A more detailed list including
However, Level 1 derates can be disabled on any application. the operating thresholds and derate levels associated with this engine
protection is available upon request. For more information, please con-
• Level 2 derates can only be disabled on applications that meet the tact your John Deere engine distributor or John Deere Sales Engineer as
"emergency" application criteria previously mentioned (but defined to necessary. A list of abbreviations used in the descriptions is provided for
a greater extent in 40 cfr 60.4219). This selection to enable or dis- your convenience:
able the Level 1 or Level 2 derates must be made during the pro-
gramming of the engines electronic control unit (ECU). The Derate - Reduction in maximum engine fueling rate resulting in a loss
equipment manufacturer installing the Deere engine may have made of maximum rated power or speed.
this selection for you. In other cases, this selection can be made dur- ECT - Engine Coolant Temperature
ing a "field service reprogramming" event. ECU - Engine Control Unit
If equipment is defined as "for emergency use only" where a power reduc- EGR - Exhaust Gas Recirculation
tion would be unacceptable to the function of the equipment, it would be VTG - Variable Turbine Geometry (turbocharger)
advisable to contact the equipment manufacturer to obtain the list of soft-
ware options chosen for the derate functions of engine protection. If it is
determined that the appropriate level of options has not been chosen for Standard (Level 1) Derates
your function, the engine controller may be reprogrammed by an autho-
rized John Deere field service technician at which time the derate selec- The ECU is programmed with a set of standard derates (also referred to
tions can be modified. You will be required to provide documentation as Level 1 Derates) which provide protection for the engine using the sen-
including contact information and telephone numbers as well as the sors which are installed on the base engine. The amount of speed or fuel
description of your "emergency use only" application. This information derate depends on the duration and severity of the parameter. The
will be used during random audits to ensure that the software option is parameters included in the standard set of derates, general thresholds,
chosen appropriately and that the application is compliant within the per- and derate type are:
missions and exemptions provided by the EPA. The service technician Crank Sensor -
will be required to keep this documentation on file for a period of 10 Years. signal noise, pattern mismatch, or missing signal - fuel derate
Failure to comply may result in the mandatory reprogramming of your
engine controller as well as notification to the EPA of your non-compli- ECU Temperature -
ance. Tampering with emission control software is considered equal in temperature higher than expected - speed derate
liability to tampering with emission control hardware. If you are uncertain Fuel Temperature -
whether your application can be considered "emergency use only", you temperature higher than expected - fuel derate
should not disable the Level 2 derate functions of the engine controller. Manifold Air Temperature -
Additionally, it should be noted that the reprogramming of the engine con- temperature higher than expected - fuel derate
troller to change electronic options does not consist of "defects in material
or workmanship" and thus is not eligible for warranty reimbursement. Oil Pressure -
pressure lower than expected - fuel derate
Water in Fuel -
detected - fuel derate

Level-2 Derates Standard Shutdowns

Level-2 Derates also provide protection to the engine using sensors and The ECU is programmed with a set of standard shutdowns. If the operat-
internal engine control parameters. These derates, however, are related ing parameters exceed certain thresholds, the engine will be shutdown by
to the emission control system of the engine and can only be disabled the shutdown timer. Shutdowns can also be selected to be enabled or dis-
within the parameters and guidelines allowed by the EPA. abled using the standard SAE J1939 Shutdowns message, using the
Engine Protection System Configuration bits (refer to the SAE J1939-71
The following are Level-2 Derates: standard for more information on setting up the appropriate message).
Engine Coolant Temperature - These shutdowns do not affect engine emissions or emission controls and
temperature higher than expected - fuel derate may be activated or deactivated by the end user as needed to protect the
functionality of the equipment the engine is powering. The equipment
EGR Temperature - manufacturer should be consulted before changing any of these parame-
temperature higher than expected - fuel derate ters. The list of individually selectable shutdowns in Trim Options is:
EGR Valve - • Low Oil Pressure
no flow, position mismatch, invalid position, or disabled -
fuel derate • High Coolant Temperature
Exhaust Temperature - • High Fuel Temperature
temperature higher than expected - fuel derate • Water-in-Fuel
Intercooler Outlet Temperature - • High Manifold Air Temperature
temperature higher than expected - fuel derate
Rail Pressure - In addition to the shutdown selections here, there is an available Coolant
sensor Out-of-Range - fuel derate Level Shutdown that is mirrored in this section.
Turbocharger Temperature Protection -
temperature higher than expected - fuel derate Shutdown Timer
VGT Actuator -
not controllable -fuel derate The shutdown timer can be set for either immediate shutdown or a 30
second delayed shutdown. If the parameter causing the shutdown returns
to normal operating conditions before the 30-second delay, the engine will
Auxiliary Derates resume normal running. The operator can also reset the shutdown timer
to 30 seconds with the shutdown override switch.
For OEM Applications additional protection can be provided to the engine
by using additional switches to enable auxiliary derates. These include
the Loss of Coolant Switch, the Air Filter Restriction Switch, and the
External Derate Switch.

For your convenience, below is a sample of the electronic option selection sheet relative to engine protection controls.
Standard (Level 1) Derates

Enable Standard (Level 1) Derates
Level 2 Derates
WARNING: By checking this box, the user certifies that this engine will only be used in emergency applications as defined by the U.S. EPA. Emer-
gency internal combustion engine (ICE) applications are defined as any ICE whose operation is limited to emergency situations and required testing
and maintenance. Examples include ICE used to produce power for critical networks or equipment (including power supplied to portions of a facility)
when electric power from the local utility (or the normal power source, if the facility runs on its own power production) is interrupted, or ICE is used
to pump water in the case of fire or flood, etc. An ICE used to supply power to an electric grid or that supply power as part of a financial arrangement
with another entity are not considered emergency engines. If you are unsure or not able to certify emergency usage of this engine, you should not
check this box. Failure to comply could adversely impact engine emissions and be a violation of the applicable emission regulations. Questions
should be directed to your JDPS Sales Engineer.
I CERTIFY THAT THIS ENGINE IS BEING USED IN AN EMERGENCY APPLICATION AS DEFINED ABOVE. I understand that
by checking this box I need to keep accurate records of final customer installation to ensure it meets the emergency application criteria. These records
may be subject to audit and provided to EPA.
Enable Level 2 Derates (unchecking this box disables these derates)
Standard Shutdowns J1939 Enable/Disable Shutdowns

Enable Coolant Temperature Shutdown Allow Enable/Disable of Shutdowns by J1939 CAN Message
Enable Fuel Temperature Shutdown
5 Shutdown Message Source Address
Enable Intake Manifold Air Temperature Shutdown
Enable Oil Pressure Shutdown

Enable Water-in-Fuel Shutdown
Enable Coolant Level Shutdown (refer to the Loss of Coolant
Switch section to enable or disable this shutdown)
Shutdown Timer 30 Seconds
Further questions regarding this publication should be directed to your John Deere engine distributor or John Deere Sales Engineer.

Cruise Control When the cruise is on, momentary contact of this switch will return the
engine to it's set speed. The set speed of the engine will decrease the
CRUISE CONTROL - INDUSTRIAL ENGINES ONLY longer this contact is held.
The OEM cruise control controls engine speed, unlike a typical automo-
tive cruise control, which controls vehicle speed. Cruise Brake Enable -
The basic cruise control functions are: Contact of this switch disconnects but does not turn off cruise control-
engine will return to slow idle until a resume function contact is made.
• Enable
• On/off
Cruise Set / Accelerate -
• Set/accel
• Cancel/decel and When the cruise is on, momentary contact of this switch will set
engine's speed. The set speed of the engine will increase the longer
• Brake/clutch. this contact is held.
The turnaround feature allows cruise control to be temporarily turned off
and then be returned to the previous reference speed with only using one Cruise Cancel / Resume -
input.
Contact of this switch disconnects but does not turn off cruise control-
Either the primary cruise or the remote cruise can be enabled, not both. engine will return to slow idle. To return to the set speed the cancel
Each of the cruise control switch inputs may be configured on the Trim resume contact must be made within one minute.
Options page to use either a normally open or normally closed switch.
Cruise Remote -
CRUISE CONTROL SWITCHES - INDUSTRIAL ENGINES ONLY
Contact of this switch will turn a second cruise station on and off.
Link to Cruise Control Switches
Cruise On -
Turns the Cruise feature on or off
Cruise Resume / Coast / Bump Down -

Engine Speed Cruise Control

The OEM Cruise Control operates differently from the typical automotive creuise control. The OEM cruise control uses the engine speed as the refer-
ence, unlike an automotive cruise control, which uses the vehicle’s speed as the reference. The basic cruise control functions are similar, such as on/
off, set/accel, and cancel/decel. Additional features for the OEM application are the turnaround feature. This allows cruise control to be temporarily
turned off and then be returned to the previous reference speed with only using one input, as well as the capability of having a remote cruise enable.
Only one of either the primary cruise or the remote cruise can be enabled. If both are activated at the same time, cruise sontrol will deactivate. Each
of the cruise control switch inputs may be configured on the Trim Options page to use either a normally open or normally closed switch. The following
diagram shows a typical cruise control switch setup. For more information in regard to connecting engine cruise control, refer to:
https://jdpower.deere.com/psdistrib/engapp/App_Guidelines/AG11HPCR.pdf (“Cruise Control”)

TACHOMETER OUTPUT STARTING AID CONTROL

Refer to John Deere Custom Performance (Trim Options) Air Heaters are optional hardware on the the 9.0L Power Tech Plus™
engines, and can be enabled from the Trim page. The ECU will control
the air heaters based on starting temperature. The preheat time is based
The ECU will provide a PWM Tach out signal that can be displayed by a on Fuel Temperature. There will be no preheat when fuel temp. is 0C or
vehicle tachometer. The Pulse train signal will be sent out with a 50% duty higher. Max. preheat time of 30 secs is at -20C. The operator may start
cycle and will switch from 0V to Bat. Voltage. The tachometer output may the engine at any time during or after the preheat time. If the operator
be either enabled or disabled through Trim Options page and can be con- starts the engine during the preheat time, the heaters are turned off as
figured to 3 different settings of pulses per revolution: 27 pulses per revo- soon as the ECU detects engine speed. The heaters are turned off during
lution, 30 pulses per revolution and 60 pulses per revolution. cranking to maximize cranking speed. The heaters are turned back on
during run-up.
The reheat time is also based on fuel temperature. Reheat is used to
AIR FILTER RESTRICTION reduce white smoke and rough idling after start.
Air Heaters
The ability for the ECU to use customer supplied switch to generate an air Click this link, or “scroll” to next page.
filter restriction fault code and the corresponding engine protection derate
may be enabled through Trim Options. The default state of the switch,
either normally open or normally closed is also configurable though the
Trim Options. Refer to John Deere Custom Performance (Trim Options)
LOSS OF COOLANT ENGINE WARM-UP ROUTINE - INDUSTRIAL ENGINES ONLY
Refer to John Deere Custom Performance (Trim Options) Refer to John Deere Custom Performance (Trim Options)
The ability for the ECU to use customer supplied switch to generate a loss An electronically controlled engine warm-up routine (idle speed increase)
of coolant fault code and the corresponding engine protection derate may is available for the OEM Industrial applications. For engines with a Start
be enabled through trim options. A secondary selection of a shutdown Temperature lower than 0 degrees C, idle speed is increased up to 200
may also be enabled through Trim Options. The default state of the rpm, but not to exceed 1200 rpm. If a minimum speed offset (bump) and
switch, either normally open or normally closed is also configurable. the idle warm up offsets are both applied, the governor software will use
the maximum of the two offsets; the minimum speed offset and the fast
idle warm up offsets do not stack. This option is disabled by default and is
selectable in the Trim Options page.

Air Heaters / Glow Plugs

Glow Plugs are standard with the 4.5L - 6.8L PowerTech Plus TM and the 2.4L - 3.0L PowerTechTM engines and remain functional
all the time. Air Heaters are optional on the 4.5L - 6.8L PowerTech and the 9.0L PowerTech Plus engines, but are not
required and can be enabled or disabled from the Trim page. Air Heaters are not used on 13.5L PowerTech Plus engines.
4.5L & 6.8L Cold Starting Air Reference Data

1400
1200
1000
Engine Speed (rpm)

800
600
400
200
0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200
Time (seconds)
Preheat Runupheat Reheat Reheat Cycle Heaters Off Engine Speed
Key-On occurs at time = 0.

o
The preheat time (light blue section of the chart) is based on Fuel Temperature, if faulted -30 C is used.
The operator may start the engine at any time during or after the preheat time. If the operator starts the engine during the
preheat time, the heaters are turned off as soon as the ECU detects engine speed. The following table is the preheat table
for this application.
Glow Plugs Air Heater
1) 1)
Fuel Temperature Preheat Time Reheat Time Preheat Time Reheat Time
1) 1)
›20 C 15 sec. 10 sec. 30 sec. 20 sec.
1) 1)
›15 C 15 sec. 10 sec. 20 sec. 20 sec.
1) 1)
›10 C 10 sec. 10 sec. 15 sec. 15 sec.
1) 1)
›5 C 5 sec. 10 sec. 10 sec. 10 sec.
0 C 0 sec. 0 sec. 0 sec. 0 sec.
1)
Plus 5 seconds to allow the operator to notice the lamp turned off and then crank
The Glow Plugs are turned off during cranking of the engine and are turned back on when the engine speed reaches a
programmable threshold.
The run-up heat time (yellow section of the chart) is dependent on how long the engine takes to increase its speed from
the first fire threshold (set to 10 rpm) to the start mode exit speed (set between 800 to 1000 rpm). The maximum run-up
heat time allowed is 60 seconds. If the preheat time was 0, then the run-up heat is not performed.

ECU Sensors
Required Sensors ECU Level

14 15 16 18
Camshaft Speed Sensor X X X X
Charge Air Cooler Outlet Temperature X X
Compressor Inlet Temperature X X
Coolant Temperature X X X X
Crankshaft Speed Sensor X X X X
Exhaust Temperature X X
Fuel Pressure (9.0L & 13.5L) X X
Fuel (Return) Temperature X X X
Manifold Air Pressure X X
Manifold Air Temperature X X X X
Oil Pressure X X X
Rail Pressure X X
Turbo Speed X X
Water-in-Fuel X X X
Optional Sensors ECU Level

14 15 16 18
Air Filter Restriction X X X X
Coolant Level X X X X
Primary Analog Throttle X X X X
Secondary Analog Throttle X X X X
Digital (Multi-state or Ramp) Throttle X X X X
Fuel Pressure (4.5L & 6.8L) X X
Fuel (Return) Temperature X
Engine Application Guidelines AG11 - T3 - 19 February 2008

TIER-3 APPLICATIONS Non-trimmable Features
Non-trimmable Features
Non-trimmable Features
Engine Speed ............................................................................................................................................................................................................. 2
Remote On / Off Control............................................................................................................................................................................................. 2
Fuel Filter Pressure Sensor........................................................................................................................................................................................ 2

Water-in-Fuel Sensor ................................................................................................................................................................................................. 2
Fuel Transfer Pump Control ....................................................................................................................................................................................... 2
Hour Meter .................................................................................................................................................................................................................2

TIER-3 APPLICATIONS Non-trimmable Features
NON-TRIMMABLE FEATURES Fuel Transfer Pump Control

Engine Speed The ECU controls the electric fuel transfer pump to provide adequate fuel
pressure to the high pressure fuel pump under a wide range of inlet and
Engine speed is measured by filtering engine speed values, which are filter restrictions. This control maximizes filter life and provides for easy fil-
calculated over one cylinder event. The ECU will broadcast engine speed ter changes. Transfer pump is powered external from the ECU. This is not
via standard J1939 CAN message. The CAN signal will be accessible a Trimmable Option on the 9.0L.
via CAN. (Murphy Gauge PV) The CAN speed message is not immedi-
ately available. It takes aproximately 500 milliseconds to get a good Hour Meter
speed message.
The ECU keeps and broadcasts, on request, a record of engine run
Remote On / Off Control hours. The information is available for retrieval by service tools (i.e. Ser-
vice Advisor or PowerView).
When the ignition switch is in the run position the remote on / off feature
can be used as an emergency or remote shut-off. This switch interrupts No run time will be lost on a normal power down cycle. When reprogram-
key switch power. This is not a trim option. ming the ECU with service tools, the hour meter will be maintained if pos-
sible. In situations where the engine hours can not be retrieved, the
Fuel Filter Pressure Sensor service tool can be used to set the engine hours to the correct value. The
service tool (SA) also has the capability to increase -but not decrease -the
The Fuel Filter Pressure Sensor is standard on the 6090 engines; it is not hours from what is stored in the ECU at anytime.
a Trimmable Option. A fault code for low fuel pressure is provided.
Water-in-Fuel Sensor
The water in fuel sensor is a standard feature on the 6090 engine, it is not
a Trimmable Option. A fault code for water in fuel is provided.

TIER-3 APPLICATIONS Diagnostic Trouble Codes
Diagnostic Trouble Codes
Diagnostic Trouble Codes

Calibration and Diagnostic Tests ................................................................................................................................................................................ 2
Turbo Learn ................................................................................................................................................................................................................ 2
Injector Calibration...................................................................................................................................................................................................... 2
EGR Learn .................................................................................................................................................................................................................2
Diagnostic Tests ......................................................................................................................................................................................................... 2

TIER-3 APPLICATIONS Diagnostic Trouble Codes
DIAGNOSTIC TROUBLE CODES Calibration and Diagnostic Tests

See engine-specific details.
For Detailed Fault Codes SPN FMI, refer to Component Technical
Manual. See engine-specific details.
Diagnostic trouble code or Fault or Service Codes are provided to give Turbo Learn
information on ECU, engine, EGR system, injection pump, and sensor
status. These codes are displayed on a diagnostic gage and stored in the See engine-specific details.
ECU.
Most diagnostic codes are not set as soon as trigger values are reached.
The trigger value must be exceeded for a preset amount of time (persis-
tence). This is done to reduce the amount on nuisance or false codes. Injector Calibration
For details, see engine-specific information.
Codes are set up according to SAE Standard J1939. To inform about level
of Diagnostic Trouble Code (level of concern), lamp status will be commu-
nicated via J1939 message DM1 or DM2. Hardware lamps (blink codes)
driven by the ECU are not used in this application. EGR Learn
Diagnostic Tests

TIER-3 APPLICATIONS Controller Area Network (CAN)
Controller Area Network (CAN)
Controller Area Network (CAN)

CAN Messages and Communication.......................................................................................................................................................................... 2
The J1939 Standard ................................................................................................................................................................................................... 2
CAN Hardware ...........................................................................................................................................................................................................4

CONTROLLER AREA NETWORK (CAN) The J1939 Standard

CAN Messages and Communication CAN (Controller Area Network) is used to allow communication between
controllers in a vehicle. All of the controllers that wish to communicate
Link to Controller Area Network using CAN are connected together via wire(s) thus forming what is called
https://jdpower.deere.com/psdistrib/engapp/App_Guidelines/AG13.pdf a bus. J1939 is an SAE (Society of Automotive Engineers) standard that
utilizes CAN. When you hear J1939, this is a reference to this standard.
The standard itself is broken into many parts to deal with the different
The Controller Area Network (CAN) is a high speed open interconnect issues. The more common parts you will hear are listed with very basic
network for electronic systems. It allows up to 30 electronic controllers to definitions:
communicate with each other through a standard architecture of elec-
tronic signals over shielded twisted pair wires. Typical CAN communica- J1939/12 - This is the Physical Layer. In short, it deals with the "hard-
tion will occur between engines, throttles, instrument panels, ware" standards requirements. This is the hardware standard used in
transmissions ect. The Default CAN address for the engine is 0. Con/AG which is a 250K baud, Twisted Quad.
A standard serial communication is provided using the CAN physical layer J1939/21 - This is referred to as the Data Link Layer. This describes
with SAE J1939 protocol. mechanism used to send data across the physical layer. Terms like
transport protocol, BAM, etc.. are specified in this part of the stan-
CAN Application Message Summary dard.
J1939/71 - This is referred to as the Application Layer. This defines
CAN signals broadcast and received by the ECU are described here the messages that can be sent and how the data should be scaled in
(Figure 6.a CAN Messages) the messages
Each message is linked to the JD CAN website where details on format J1939/73 - This is referred to as the Diagnostics Layer. This defines
and scaling are located. fault code message formats and all other emissions required mes-
sages
CAN (Controller Area Network) is used to allow communication between
controllers in a vehicle. All of the controllers that wish to communicate J1939/81 - This is referred to as the Network Management Layer.
using CAN are connected together via wire(s) thus forming what is called This defines how controllers should be identified by other controllers
a bus. J1939 is an SAE (Society of Automotive Engineers) standard that among other things
utilizes CAN. When you hear J1939, this is a reference to this standard.
Summary
To get to the point, information is transmitted by controllers across the
bus. That information has a field called an identifier (defined in /71) that
allows the other controllers to recognize the data. After a little processing,
this is a little snip of what raw data "looks like" from the bus:
18feee00 81 63 ff ff ff ff ff ff
18fef200 3a 02 ff ff ff ff ff ff
18fef700 ff ff ff ff ff ff f0 00
0cf00300 ff 7f 2e ff ff ff ff ff
0cf00400 f1 ff ff 94 2f ff ff ff
18ef1700 f0 06 01 7d 41 73 2f 63
18effa00 64 01 ff 00 00 00 ff ff
18fef600 ff ff 7e ff ff ff ff ff
0cf00300 ff 7f 2e ff ff ff ff ff

The Identifier Data and SLOTS

This data is going by at an extremely fast speed. So how do the control- The stuff after the identifier is the data in the message. This is also
lers know what to look at? The identifier! Let's look at the first message defined by /71. If you look at Engine Temperature, you will see what each
from the snip to see the identifier. byte means and how it is scaled. Looking at the message below, the first
byte is an 81 hex which is 129 decimal. Is this 129 deg C, 129 deg F,
18feee00 81 63 ff ff ff ff ff ff etc..? This is determined by the standard SLOT (or scaling function - well
technically its Scaling Limit Offset and Transfer function) that is defined
18feee00 is the identifier for this particular message. Breaking it down: for every single piece of data that is transmitted. The controller that trans-
mits a message is garaunteed that the receiver will understand the data in
Value Name Definition the message as long as both the receiver and the transmitter use the
specified SLOT. Let's look at an example.. In this message:
18 P This field defines several things, but the most common
you will hear is the priority. 0 is the highest priority and 18feee00 81 63 ff ff ff ff ff ff
7 is the lowest. This message is priority 6. I won't go Byte 1, Coolant Temperature, has a SLOT of 1ºC/bit with a -40ºC Offset.
into the mechanics of figuring that out because its So... 81 hex converted to dec is 129. It is 1ºC/bit so 129*1 = 129. We
somewhat painful. then subtract the offset, 40, to get 89. So at the time this message was
transmitted, the coolant temperature was 89ºC. As a result, by using the
FE PF This is referred to as the PDU Format (PF). If the PF standard SLOT, anyone receiving this message can determine what the
is greater than ef (239) then the message is global or
a PDU 2 type message and all controllers on the bus value is. If the byte is FF, then information for that data is not available or
not supported by that controller.
can receive it. If the PF is ef (239) or less , then the Important: If the data is 2 or more bytes long, read it backwards (data
message is Destination Specific or a PDU 1 type mes-
sage and the next field (PS) defines who the message is transmitted LSB first unless it is ASCII). Example: The below mes-
sage is EEC1 and contains engine speed in bytes 4 and 5. You must
is to be sent to. This message is global. swap the bytes to get the number.
EE PS This is referred to as the PDU Specific (PS). If the PF 0cf00400 f1 ff ff 94 2f ff ff ff
indicated that this was a destination specific message,
then this byte indicates the address or ID of the con- Byte 4: 94
troller that receives this message. Since this mes- Byte 5: 2f
sage was global, "EE" just further identifies which Engine Speed: 2f94 -> 12180 (decimal) According to the SLOT .125
global message this is (a.k.a. group extension). RPM/bit so 12180*.125 = 1522.5 RPM
00 SA This is the source address or id of the controller that
sent this message. 00 is always the engine controller. SAE J1939 Fault Codes:
Fault Codes and How They are Used In an Application:

PGN
You will often hear people rattling off about SPNs (Suspect Parameter
The PF and PS fields described above combine to make what is known Numbers), FMIs (Failure Mode Indicators), and OC's (occurence counts).
as the PGN. You will see this referred to very frequently! The PGN of this The SPN/FMI/OC combination make a fault code. The SPN is a number
message is FEEE. You could look in /71 and find this message using the that stands for the parameter that has a problem (such as coolant temper-
PGN. It is also on the site... This is the message for Engine Temperature, ature), the FMI is a number that stands for what is wrong (such as "value
take a look! high - most severe level"), and the OC is the number of times it has hap-
pened (technically the number of times it has transitioned from active to
previously active). Together they make the fault code - SPN 110 FMI 0
OC 1 means Coolant Temperature above normal - most severe level and
happened once. In some cases, FOCUS does not use the OC and per
the J1939 standard it is set to the maximum value (127) to mean not
available. If a controller detects a problem, then this SPN/FMI/OC combi-

nation will be sent in a DM1 message. We document this data for each This is what it looks like for more than one fault sent in a BAM transport
application in an application specific grid on the FOCUS web site (under (in this case 2 faults ( SPN 91, FMI 4 and SPN 174, FMI 3 ). Keep in mind
FOCUS Applications). Looking at an example, at first glance this will be that if a parameter (such as SPN) is more than one byte long, it is sent in
confusing, but once you understand, it makes sense. There are three reverse order (that's why you see 5b 00 0 instead of 0 00 5b)!:
things here. The SPN, FMI and Rev 2B. The Rev 2B is a number that 0x18ecff00 0x20 0x0a 0x00 0x02 0xff 0xca 0xfe 0x00
was used as the fault code before CAN came along on certain applica-
tions. So many people are familiar with this number that we can't just 0x18ebff00 0x01 0x10 0xff 0x5b 0x00 0x04 0x7f 0xae
drop it on those applications. In the white part of the grid, you will see a 0x18ebff00 0x02 0x00 0x03 0x7f 0xff 0xff 0xff 0xff
bunch of numbers - these are Rev 2b codes. The existence of a Rev 2b
code kind of works like an "x". The number in the corresponding row on Transport basically gives you a mechanism to send out a series of 8 byte
the left hand side is the SPN and the number in the corresponding column messages until all of the data is sent. There are 2 methods of transport,
is the FMI which forms the CAN fault code. The Rev 2B code is just there BAM as seen above (Broadcast Announce Message) and RTS/CTS.
for reference. In the example, a SPN of 91 and an FMI 4 could be a fault. BAM is used to transmit the data globally (to all controllers on the bus).
If you are familiar with old Rev 2b codes, this is a Rev 2b of 12. As RTS/CTS is used to transmit the data to a specific controller. RTS/CTS is
defined in SAE J1939, the SPN 91 means Primary Throttle the FMI 4 more involved than BAM due to the handshaking that goes on throughout
means Value Below Normal or Shorted to Low Source so..... the primary the process, (such as request to send (RTS), clear to send (CTS), the
throttle is shorted to ground. actual data, repeat as necessary, acknowledgmend (ACK), etc..). A good
portion of J1939/21 is dedicated to describing the state machine required
Fault Codes and Transport for RTS/CTS transport so if you are a code implementer, this should not
be taken lightly.
If you don't understand what J1939 faults are at all, read Fault Codes and
How They are Used In an Application. There are 2 types of fault codes, If you just want to view data on the bus, the PGNs for BAM are ECFF and
active and previously active. Active is referred to by /73 as DM1 and pre- EBFF for connection management and data transfer respectively. The
viously active is referred to by /73 as DM2. If there are no codes active, PGNs for RTS/CTS are ECxx and EBxx where xx is the address to which
DM1 will not be transmitted unless requested. If there is 1 code active, the data is going for connection management and data transfer respec-
then the message will be broadcast at a 1 second rate as a standard 8 tively. If there is more than one active code, DM1 will be transmitted via
byte message using the assigned PGN in the identifier (FECA). If there is BAM (global broadcast) at a one second rate as required by /73. DM2 is
more than one code, it gets somewhat complicated. The data won't fit in only transmitted when a controller requests the data. RTS/CTS must be
one message so the data will be broadcast using transport protocol used to send data when a request is sent Destination Specifically (the
defined in /21. When transport is used, the PGN for faults is no longer request is sent to one and only one controller) and the data is more than 8
contained in the identifier of the message but rather in the data. It sounds bytes long.
confusing because it is. If you have a tool and can look at specific CAN
messages by filtering for identifiers and you are filtering for fault codes CAN Hardware
you must also set filters up to look for transport message PGN's (ECxx
(connection management) and EBxx (data transfer) then look in the data A CAN terminator (120-Ohm resistor) must be provided in the application
of the connection management messages to find out what PGN is being interface harness as shown in AG-11H.
transported. The best way to explain this is with an example.
CAN connection is provided in two locations on the engine wiring harness
This is what the message will look like for one fault (SPN 91, FMI 4, OC the Deutsh 9-pin round and Deutsch 3-pin Wedge connectors.
(127 = not available)- see DM1 details for help with faults and CAN for
Dummies if the stuff below is a foreign language) Keep in mind that if a CAN is also accessible through the 21-pin instrumentation and controls
parameter (such as SPN) is more than one byte long, it is sent in reverse connector on the interface harness.
order (that's why you see 5b 00 0 instead of 0 00 5b)!:
L14 Application Interface
0x18feca00 0x10 0xff 0x5b 0x00 0x04 0x7f 0xff 0xff Click this link, or “scroll” to next page.
where PGN, Lamp Status, SPN, FMI, and Occurence Count are identi-
L14 Engine Interface
fied. Click this link, or “scroll” down two pages.
https://jdpower.deere.com/psdistrib/engapp/App_Guidelines/
T3_pin_to_pin.xls
Appendix B L14 Ap
pli cati on Interface
Vbatt
A Common(blk)
B Power(red) A Air Filt
er
P Restriction
C CAN High(yel) B
Switch
D CAN Low(grn)
E Shield A
Loss of
F B Coolant
G
Ex#4+
H C
Ex#4+ A A Secondary
I B
B B Ignition Analog
J2 J1939 nterface
I A
Ex#4› C C Throttle
CAN High
1 A1 D D
Frequency 5 A2 E E
Excitation #3 + A3 Ex#3+ F F
Analog 20 PD A4 G G
A
23 Pin Connector (Auxiliary Connector)

Cruise External
CAN Low
1 B1 H H STOP
Common B Derate
Key Switch B2 J J
Switch In 9 PD B3 K K A
External
STOP
Analog 25 B Shutdown
PU750 B4 L L
Sink Drv 3 C1 M M
Sink Dr
v 1 C2 N N
Excitation #3 › C3 Ex#3› O O Ex#4+
Analog 26 PD C4 P P Droop /Iso
c
Switch
Sink Dr
v 4 D1 Ex#4› Q Q
Sink Dr v 2 D2 R R
Analog 27 Cruise C
ancel
PU750 D3 S S
Resume
Switch In 5 PD D4 T T
Switch In 2 PD E1 U U
Cruise
Sink Drv 5 E2 V V Cruise On Common
Switch In 7 PU E3 W W
Switch nI 10 PD E4 X X
Switch In 4 PD F1 Remote Cruise
Stop Engine
Switch In 1 PD F2
Ignition
Analog 22 PD F3
Analog 21 PD F4 Vbatt
Cruise B
rake
Warning
Frequency 3 G1
Excitation #4 + G2 Ex#4+
Excitation #4 › G3 Ex#4› Resume Coast /
Analog 23 Wait ot start Bump Down
PU750 G4 Ignition
Ignition
Frequency 1 H1
Frequency 2 H2 Set Ac
cel / Bump
Up
CAN Low
2 H3 A A
Analog 19 PD H4 B B
Switch In 3 PU J1 Ex#3› C C Bump Enable
Switch In 6 PD J2 D D Battery
CAN High
2 J3 E E Start
Source D
rv 1 J4 F F Ignition Acc.
21 Pin Connector (Panel Connector)

Switch In 8 PU K1 G G Ignition
CAN Shield K2 H H Key S
witch
Spare K3 To Alternator J J
Source D
rv 2 K4 A
K K Primary
B
Battery + L1 L L Analog
Ground L2 Ex#3+ M M C
Throttle
Ground L3 N N
Battery + L4 Ex#4› P P Tachometer
Battery + M1 R R Override
Shutdown A
Ground M2 Ex#4› S S
Multi›State
Source D
rv 3 M3 T T
B
Throttle
Battery + M4 U U
Vbatt V V
W W
X X
20A
Vbatt
12 to
To Starter B A
24VDC
› +

AppendixA
L 1 4 E n g in e In te rfa c e 1
Fuel
2 t
E x# 2 ›A Tem p
2
E x# 1 ›
2 1 3 1 In c P R a il
J3 E x# 2 ›A 1
A n a lo g 1 P U 7 5 0 A 1 E x# 1 +
3 P re ss u re 3 In c P M a n ifo ld A ir
M a tin g V ie w of
E x citatio n # 5 + A2 E x# 5 + R P C o n n ec to r 2 P re s s u re
E x # 2 +A
E xc ita tio n # 5 › A3 E x# 5 › 1
E x #2 › A
A n a log 1 1 P U 1 0 k A 4 E G R # 1 P o sitio n 3 In c P Fuel
A
A n a lo g 2 P U 7 5 0 B 1
2 P re s s u re C o m p re s so r
E x#2+A B t
D e ltaT em p R etu r n B 2 DT› E x# 2 ›A In le t T e m p
S p a re B3
1
E x# 2 ›A A
A na lo g 1 8 P U 1 0 K B 4
In c P O il
3
B
2 00K W IF
A n a lo g 6 P U 1 5 0 K C 1
2
P re s s u re E x # 2 ›A
A n a lo g 5 P D C2 E x #2 + A
A
A n a lo g 4 P D C3 C o o la n t
B t
A n a lo g 3 P D C4 E x# 2 ›A T em p
A n a log 10 P U 75 0 D1
A n alo g 9 P U 1 0 K D2 A
E x# 2 ›A
A n a log 8 P U 1K .1 % D 3 C In c P Exhaust
A n a log 7 P D D4 B P re s su re
E x# 2 ›A
A na lo g 1 6 P D E1
A na lo g 13 D T E2
A E xh a u s t
A n a lo g 1 2 P U 7 5 0 E 3
B t T em p
A c tu ato r C o m m + E 4 DT›
(E G R )
A na lo g 1 5 D T F1
A na lo g 14 D T F2 A
CRA NK Speed › F3 B
MAT
B t
C R A N K S p e ed + F 4 A
4 .5L & 6 .8 L E n gin e s DT› (M ixe d )
E xc ita tio n # 1 + G1 E x# 1 +
A 1 Speed CM D CAC
A
E x cita tio n # 1 › G2 E x# 1 ›
B
9 .0 L E n g in e s 2 C ur re n t O u t O u tle t
B t
C A M S pe e d › G3 3 S tatu s O u t DT› T em p
CAM Speed + G4 4 P W R O n S ig . ( F re s h )
A
A na lo g 1 7 P D H1 5 P o w er 1
S p a re H2
B V b a tt 6 G r o un d 2 t O il T e m p
E x #2 › A
E x citatio n # 2 › H3 E x# 2 ›A
L o w P re s s u re F u e l
E xc ita tio n # 2 + H4 E x# 2 + A P u m p (9 .0 L )
4U AR T
6 ›c y lin d e r 3 PW M VGT
e n g in e o n ly B o rg›
+ 2 G ND
SR A
J1 G lo w
1PW R W a rn e r
A1 P lu g
In je cto r 5 (C yl 4 ) › › (6 .8 L )
S in k D r v 7 A2 5
E x citatio n # 2 + A3 E x# 2 + B S h ield
+ 6 › c y lin d e r fir in g o r d e r:
S w itc h In 1 2 P D A4 S tar t A id R e la y D ia gn o stic G lo w In je c tor 0 = C y lin d er 1
In je c tor 4 (C y l 2 ) › B 1 P lug In je c tor 1 = C y lin d er 5
› (6 . 8 L )
In je c tor 2 = C y lin d er 3
E xc ita tio n # 2 › B2 E x# 2 ›B 4 In je c tor 3 = C y lin d er 6
T u r b o S p e e d In › B 3 2 S h ield In je c tor 4 = C y lin d er 2
+ In je c tor 5 = C y lin d er 4
T u r bo S p e e d In + B 4 1 G lo w
A ir H ea te r
P lug 4 › c y lin d e r fir in g o r d e r:
In je cto r 3 (C y l 6 ) › C 1 › ( 6 .8 L & 4 .5 L ) (9 .0 L )
(C y l2 in 4 . 5 L )
S in k D r v 8 C2 3 In je c tor 1 = C y lin d er 3
F r e q ue n cy In 4 C3 S h ie ld In je c tor 2 = C y lin d er 4
S pa r e C 4 G lo w
P lu g
Inje cto r 2 (C y l 3 )› D 1 › (6 .8 L & 4 . 5 L )
( C y l3 in 4 .5 L )
S in k D r v 6 D2 2
A ir H e ate r B ›
S h ield D r a in D3 S h ield S h ie ld
R e la y
+
S o u rce D rv 6 D 4 G lo w (9 .0 L )
P lu g
Inje cto r 0 (C yl 1 ) › E 1
S w itch In 1 1 P U
› (6 .8 L & 4 . 5 L )
V b a tt
E2 0
A +
S pa r e E3 S h ie ld
S o u rce D rv 9 E4
+
S h a re d w ith J 2 ›M 3 G lo w
In je c tor 1 (C y l 5 ) › F 1 P lug
› ( 6 .8 L & 4 .5 L )
( C y l4 in 4 .5 L )
S pa r e F2 1
S pa r e F3 S h ie ld (2 4 V ) S h ie ld
G lo w P lug R e la y
T w iste d P a ir
S o u rc e D rv 1 0 F4 S tar t A id R e la y D ia gn o stic ( 6 .8L & 4 .5 L )
(1 2 V )
In je ct 0 ,4 ,2 + G 1 4 B A
+ M
In je ct 1 ,3 ,5 + G 2 3
› +
H ›B ridg e 1 + G 3
E G R # 1 P o sitio n 6 EGR
J3 ›A 4
H ›B rid g e 1 › G 4
S hie ld (24 V )
S h ie ld 15V POS #1
E x# 5 +
1 + 5
P u m p S o le n o id + H 1 HP E x# 5 › R etu r n
2
P um p S o len o id › H 2
T w iste d P a ir › Pum p
H ›B rid g e 2 + H 3 (12V)
S o u rc e D r v H4

TIER-3 APPLICATIONS Engine Control Unit (ECU)
Engine Control Unit (ECU)
Engine Control Unit (ECU)

ECU Mounting Requirements..................................................................................................................................................................................... 2
ECU Environment....................................................................................................................................................................................................... 3
Welding Precautions................................................................................................................................................................................................... 4
ECU Electrical Requirements ..................................................................................................................................................................................... 4
Fuel System / ECU Level (By Engine Model)............................................................................................................................................................. 5
Engine Application Guidelines AG-11 - Tier 3 July 2008

ECU Mounting Requirements

The ECU can be engine-mounted or remote mounted. The following mounting requirements must be met.
The ECU should be mounted in a vertical plane with the mating connectors pointing downward. This orientation provides maximum moisture resistance.
Other acceptable mounting orientations are shown below. The wiring harness must be routed downward from the ECU enclosure so that moisture can-
not drain into the connector. A "drip loop" is required when the harness is to be routed above the ECU enclosure.
ECU Mounting Orientation
PREFERRED ACCEPTABLE UNACCEPTABLE

Vent
Plug
Vent
Plug

ECU Environment Vibration levels that the ECU is subjected to as measured on the head of
the ECU mounting bolt shall:
The ECU mounting location should be chosen to provide as benign an • Not exceed 3Grms from 100Hz to 2000Hz.
environment as possible. The ECU mounting location must meet the fol- • Peak vibration levels shall not exceed the limit line in the following
lowing environmental limits.
graph.
Documents R124775 and JDQ-53.2 specify JDPS ECU operational and
environmental requirements, including EMI, chemical environment, vibra-
tion, mechanical and thermal shock, etc. Peak Vibration Limit Line
1
10
http://www.rg.deere.com/focus/Specifications/R124775K.pdf
For details, contact your JDPS application engineer.

0
10
The bracket temperature maximum (at LAT) must be less than 220 oF
(105oC). Average temperatures at the mounting bracket must be less
than 185 oF (85oC).
PSD (g2/Hz)
-1
10
Vibration Limits
The ECU is most sensitive to lateral vibration. Lateral vibration at the nat- -2
ural frequency of the ECU will directly excite the side plates. The natural 10
frequency can fall in between 240Hz and 300Hz. The FlexBox enclosure
is designed such that the flexible circuit board is directly laminated to the
side plate. High vibration levels at the natural frequency can create large -3
displacements in the plates that will lead to solder joint fracture and ulti- 10
1 2 3 4
10 10 10 10
mately ECU failure. Frequency (Hz)
If the measured vibration levels exceed the requirements specified above,

then the ECU mounting should be modified or vibration isolation will need
to be implemented.
Vibration Isolator
The RE527581 vibration isolator will attenuate vibration above 100Hz, so
if the limits that were exceeded are below 100Hz the isolator will not help.
FREQ(Hz) ASD(G2/Hz) These isolators have a natural frequency of 80Hz so some amplification
10 0.11000 of the vibration levels will occur around 80Hz. The ECU its self is not as
50 0.16820 sensitive to vibration levels below 100Hz so some elevated levels here
will be expected. The ECU connector system could be affected so the
80 1.68200 harness should be firmly supported on the isolated side of the bracket
270 0.01682 before leaving the ECU bracket.
2000 0.001934

Exposure to Water
Vibration Isolator The ECU should not be in a location that allows it to be submerged in
water. Washing of the ECU, sensors, instrument panel and harnesses
should be done by hand or with low pressure water spray (<20psi).
Avoid spraying into connectors.
Welding Precautions
Welding causes high currents or electrostatic discharge in electronic com-
ponents that can cause permanent damage to the ECU. It is recom-
mended that "No Welding" signs be prominently displayed on the vehicle
chassis.
The following steps should be used to protect from damage when welding
FREQ(Hz) ASD(G2/Hz) on the vehicle chassis:
10 0.1200
270 0.0160 1. Remove the ground connection from the ECU to the vehicle frame.
2000 0.0020 2. Disconnect all connectors from the ECU, turbocharger and fuel trans-
fer pump.
The graph below shows the characteristic response of the isolator. 3. Connect the welder ground close to the welding point and verify ECU
and other electronic components are not in the ground path.
Excitation Input
1
10
For applications that require routine or daily welding (i.e. for bucket tooth
resurfacing, etc.), contact Application Engineering.
0
10
ECU Electrical Requirements
The ECU is the same for 12V or 24V systems however,12-volt or 24-volt
operation must be specified when ordering the engine. The engine control
PSD (g2/Hz)
-1
10
system has the following voltage requirements:
12 Volts DC 24 Volts DC Description

-2
10
0 to 6.5 V 0 to 13 V System does not operate; No ECU damage.
6.5 to 10 V 13 to 20 V Cranking Voltage Range; Some features “inac-
tive.”
-3
10
1 2 3 4 10 to 16 V 20 to 32 V Normal Operation; All features “active.”
10 10 10 10
Frequency (Hz) 16 to 24 V 32 to 36 V Over-voltage, ECU can operate for up to 5 min-
utes without damage; Some features “inactive.”
>24 V >36 V System damage
ECU Voltage Requirements

Fuel System / ECU Level (By Engine Model)
Engine Model(s) Fuel System / ECU Level

4024HF285, 4024HF295, 5030HF285 EUP / L18
4045TF285, 4045HF285, 4045TF285, 6068HF285 HPCR / L16
4045HF485, 6068HF485, 6090HF475, 6090HF484, 6090HF485 HPCR / L14
6135HF475, 6135HF485 EUI / L15
Engine Application Guidelines AG11 - T3 - 5 July 2008

TIER-3 APPLICATIONS Wiring Harness
Wiring Harness
Wiring Harness
Power and Ground Connections ................................................................................................................................................................................ 2
Wiring Best Practices ................................................................................................................................................................................................. 4
L14 Interface Harnesses (Application \ Engine) used by 4.5L/6.8L PT Plus, and 9.0L PTE/PT Plus......................................................................5-6
L15 Interface Harnesses (Application \ Engine) used by 13.5L PT Plus .................................................................................................................7-8
L16 Interface Harnesses (Application \ Engine) used by 4.5L/6.8L PTE...............................................................................................................9-10
L18 Interface Harnesses (Application \ Engine) used by 2.4L/3.0L PTE............................................................................................................. 11-12
Starter Relay.............................................................................................................................................................................................................13
Transient Voltage Protection ....................................................................................................................................................................................13
Engine Application Guidelines AG-11 - Tier 3 August 2008

WIRING HARNESS This process is completed within 15 seconds of removing switched power.
Fault Codes requiring a reset must see the ECU power off before they will
Power and Ground Connections (continued) reset. Removal of unswitched power during the shutdown process (bat-
tery disconnect) can result in loss of EEPROM data including the load
Before operating the engine for the first time, the main power and ground profile information, recently generated fault information, the latest engine
connections to the battery must be made. Unterminated system power hour meter updates, and injector calibrations.
and ground wires are provided in the engine wiring harness for this pur-
pose. These wires should be connected directly to the battery if possible. Key off power draw is less than 500ma during the power down sequence
As a rule the battery should not be more then 10 feet (3 M) from the and less than 150 micro amps thereafter. The ECU is the same for 12 or
engine. The ground wire should be connected directly to the negative ter- 24V systems, however,12-volt or 24-volt operation must be specified
minal of the battery. If a battery disconnect switch is used on the negative when ordering the engine.
battery terminal, the ground wire should be connected to the disconnect-
able side of the switch When ordering the engine, 12-volt or 24-volt operation must be specified.
The engine ECU has the following voltage requirements:
Fused battery power must be wired directly to the unswitched power input
of the ECU. All operating current is drawn from the unswitched power
input. The recommended fuse size for the unswitched power input to the Wiring Practices
ECU is 20Amps. Click on link, or “scroll” to next page.
The switched power input to the ECU is used to start the ECU from a
power-down condition and to indicate that the engine is allowed to oper-
ate. Switched power is normally provided through the key switch.
Removing the switched power input from the ECU will cause the engine
to be shut down within 50 ms and initiate an internal ECU shutdown pro-
cess. Some control system values are stored into EEPROM memory from
RAM locations before the ECU switches itself off.

General Wiring Practices
The recommended fuse size for the unswitched power input to the ECU is 20 Amps.
The recommended routing of unswitched power is directly from the battery, not through the battery cable and
off the unswitched terminal on the starter solenoid. See the diagram below.
The switched input is used only as a signal to the ECU and should be fused based on other system requirements.
No operating current is drawn from the switched battery input.
The recommended routing of ECU ground is directly from the battery, not through a single point or chassis ground.
See the diagram below.
An accessible CAN Deutch 9-pin connector is required in the vehicle wiring harness.
Unacceptable Required
Unswitched Power
Starter
Starter ECU
› ECU ›
+ +
Battery Battery
Single Point Unswitched Power
Ground

Wiring Best Practices

The vehicle interface wiring harness must be routed to provide access to
the diagnostic connectors for service diagnostic work. L14 Application Interface
Used by 4.5L/6.8L PT Plus, and 9.0L PTE/PT Plus
The ECU case must be grounded to the machine chassis to protect Click here.
against electrostatic discharge. If the ECU is not bolted directly to the
grounded machine frame, a separate ground strap must be provided. The
strap must be greater than 12-gauge. L14 Engine Interface
Used by 4.5L/6.8L PT Plus, and 9.0L PTE/PT Plus
Never cut or splice into the ECU wiring harness. Do not wire any other Click here.
electrical loads into the ECU wiring harnesses, except for unterminated
wires that are provided for that purpose.
All wiring must be installed and routed to avoid sharp bends, kinking, Used by 13.5L PT Plus
pinching, cutting, rubbing or excessive pulling. Use cable clamps or wire Click here.
ties as needed. Do not overtighten wire ties. Do not run screws through
the wiring harnesses. Shields may be needed to protect the harnesses
from hazards, debris, sharp surfaces, corrosive materials or excessive L15 Engine Interface
heat. Used by 13.5L PT Plus
Click here.
If harnesses are made by a machine builder wire color and gage should
match the John Deere harnesses as closely as possible, to aid in service.
If an OEM installs their own harness, caution should be taken that the har- Used by 4.5L/6.8L PTE
ness connectors are attached to the correct sensors. Click here.
The harness / engine is not mistake-proof, for example: fresh air and
mixed air temp sensors can be crossed. L16 Engine Interface
Used by 4.5L/6.8L PTE
The John Deere wiring harness brackets should be used whenever possi- Click here.
ble for routing and support of the wiring harness.
Used by 2.4L & 3.0L PTE
Click here.

Used by 2.4L & 3.0L PTE
Click here.
Refer to Engine Option Drawings,

8400 and/or 9100.
Engine Application Guidelines
(In left navigation column, see, “Option Drawings.”)

Appendix B L14 Ap
pli cati on Interface
Vbatt
A Common(blk)
B Power(red) A Air Filt
er
P Restriction
C CAN High(yel) B
Switch
D CAN Low(grn)
E Shield A
Loss of
F B Coolant
G
Ex#4+
H C
Ex#4+ A A Secondary
I B
B B Ignition Analog
J2 J1939 nterface
I A
Ex#4› C C Throttle
CAN High
1 A1 D D
Frequency 5 A2 E E
Analog 20 PD A4 G G
A

Cruise External
CAN Low
1 B1 H H STOP
Common B Derate
Key Switch B2 J J
Switch In 9 PD B3 K K A
External
STOP
PU750 B4 L L
Sink Drv 3 C1 M M
Sink Dr
v 1 C2 N N
Analog 26 PD C4 P P Droop /Iso
c
Switch
Sink Dr
v 4 D1 Ex#4› Q Q
Sink Dr v 2 D2 R R
Analog 27 Cruise C
ancel
PU750 D3 S S
Resume
Switch In 5 PD D4 T T
Switch In 2 PD E1 U U
Cruise
Switch In 7 PU E3 W W
Switch nI 10 PD E4 X X
Switch In 4 PD F1 Remote Cruise
Stop Engine
Switch In 1 PD F2
Ignition
Analog 22 PD F3
Cruise B
rake
Warning
Frequency 3 G1
Analog 23 Wait ot start Bump Down
PU750 G4 Ignition
Ignition
Frequency 1 H1
Frequency 2 H2 Set Ac
cel / Bump
Up
CAN Low
2 H3 A A
Analog 19 PD H4 B B
Switch In 3 PU J1 Ex#3› C C Bump Enable
Switch In 6 PD J2 D D Battery
CAN High
2 J3 E E Start
Source D
rv 1 J4 F F Ignition Acc.

witch
Source D
rv 2 K4 A
K K Primary
B
Battery + L1 L L Analog
Throttle
Ground L3 N N
Shutdown A
Multi›State
Source D
rv 3 M3 T T
B
Throttle
Battery + M4 U U
Vbatt V V
W W
X X
20A
Vbatt
12 to
To Starter B A
24VDC
› +

AppendixA
L 1 4 E n g in e In te rfa c e 1
Fuel
2 t
E x# 2 ›A Tem p
2
E x# 1 ›
2 1 3 1 In c P R a il
J3 E x# 2 ›A 1
A n a lo g 1 P U 7 5 0 A 1 E x# 1 +
3 P re ss u re 3 In c P M a n ifo ld A ir
M a tin g V ie w of
E x citatio n # 5 + A2 E x# 5 + R P C o n n ec to r 2 P re s s u re
E x # 2 +A
E xc ita tio n # 5 › A3 E x# 5 › 1
E x #2 › A
A n a log 1 1 P U 1 0 k A 4 E G R # 1 P o sitio n 3 In c P Fuel
A
A n a lo g 2 P U 7 5 0 B 1
2 P re s s u re C o m p re s so r
E x#2+A B t
D e ltaT em p R etu r n B 2 DT› E x# 2 ›A In le t T e m p
S p a re B3
1
E x# 2 ›A A
A na lo g 1 8 P U 1 0 K B 4
In c P O il
3
B
2 00K W IF
A n a lo g 6 P U 1 5 0 K C 1
2
P re s s u re E x # 2 ›A
A n a lo g 5 P D C2 E x #2 + A
A
A n a lo g 4 P D C3 C o o la n t
B t
A n a lo g 3 P D C4 E x# 2 ›A T em p
A n a log 10 P U 75 0 D1
A n alo g 9 P U 1 0 K D2 A
E x# 2 ›A
A n a log 8 P U 1K .1 % D 3 C In c P Exhaust
A n a log 7 P D D4 B P re s su re
E x# 2 ›A
A na lo g 1 6 P D E1
A na lo g 13 D T E2
A E xh a u s t
A n a lo g 1 2 P U 7 5 0 E 3
B t T em p
A c tu ato r C o m m + E 4 DT›
(E G R )
A na lo g 1 5 D T F1
A na lo g 14 D T F2 A
MAT
B t
C R A N K S p e ed + F 4 A
4 .5L & 6 .8 L E n gin e s DT› (M ixe d )
E xc ita tio n # 1 + G1 E x# 1 +
A 1 Speed CM D CAC
S h ield A
E x cita tio n # 1 › G2 E x# 1 ›
B
9 .0 L E n g in e s 2 C ur re n t O u t O u tle t
B t
C A M S pe e d › G3 3 S tatu s O u t DT› T em p
CAM Speed + G4 4 P W R O n S ig . ( F re s h )
A
A na lo g 1 7 P D H1 5 P o w er 1
S h ield
S p a re H2
B V b a tt 6 G r o un d 2 t O il T e m p
E x #2 › A
E x citatio n # 2 › H3 E x# 2 ›A
L o w P re s s u re F u e l
E xc ita tio n # 2 + H4 E x# 2 + A P u m p (9 .0 L )
4U AR T
6 ›c y lin d e r 3 PW M VGT
e n g in e o n ly B o rg›
+ 2 G ND
SR A
J1 G lo w
1PW R W a rn e r
A1 P lu g
In je cto r 5 (C yl 4 ) › › (6 .8 L )
S in k D r v 7 A2 5
E x citatio n # 2 + A3 E x# 2 + B S h ield
+ 6 › c y lin d e r fir in g o r d e r:
S w itc h In 1 2 P D A4 S tar t A id R e la y D ia gn o stic G lo w In je c tor 0 = C y lin d er 1
In je c tor 4 (C y l 2 ) › B 1 P lug In je c tor 1 = C y lin d er 5
› (6 . 8 L )
E xc ita tio n # 2 › B2 E x# 2 ›B 4 In je c tor 3 = C y lin d er 6
T u r b o S p e e d In › B 3 2 S h ield In je c tor 4 = C y lin d er 2
T u r bo S p e e d In + B 4 1 G lo w
A ir H ea te r
P lug 4 › c y lin d e r fir in g o r d e r:
In je cto r 3 (C y l 6 ) › C 1 › ( 6 .8 L & 4 .5 L ) (9 .0 L )
(C y l2 in 4 . 5 L )
S h ield In je c tor 0 = C y lin d er 1
S in k D r v 8 C2 3 In je c tor 1 = C y lin d er 3
F r e q ue n cy In 4 C3 S h ie ld In je c tor 2 = C y lin d er 4
S pa r e C 4 G lo w
P lu g
Inje cto r 2 (C y l 3 )› D 1 › (6 .8 L & 4 . 5 L )
( C y l3 in 4 .5 L )
S in k D r v 6 D2 2
A ir H e ate r B ›
S h ield D r a in D3 S h ield S h ie ld
R e la y
+
S o u rce D rv 6 D 4 G lo w (9 .0 L )
P lu g
Inje cto r 0 (C yl 1 ) › E 1
S w itch In 1 1 P U
› (6 .8 L & 4 . 5 L )
V b a tt
E2 0
A +
S pa r e E3 S h ie ld
S o u rce D rv 9 E4
+
S h a re d w ith J 2 ›M 3 G lo w
In je c tor 1 (C y l 5 ) › F 1 P lug
› ( 6 .8 L & 4 .5 L )
( C y l4 in 4 .5 L )
S pa r e F2 1
S pa r e F3 S h ie ld (2 4 V ) S h ie ld
G lo w P lug R e la y
T w iste d P a ir
S o u rc e D rv 1 0 F4 S tar t A id R e la y D ia gn o stic ( 6 .8L & 4 .5 L )
(1 2 V )
In je ct 0 ,4 ,2 + G 1 4 B A
+ M
In je ct 1 ,3 ,5 + G 2 3
› +
H ›B ridg e 1 + G 3
E G R # 1 P o sitio n 6 EGR
J3 ›A 4
H ›B rid g e 1 › G 4
S hie ld (24 V )
S h ie ld 15V POS #1
E x# 5 +
1 + 5
P u m p S o le n o id + H 1 HP E x# 5 › R etu r n
2
P um p S o len o id › H 2
T w iste d P a ir › Pum p
H ›B rid g e 2 + H 3 (12V)
S o u rc e D r v H4
Engine Application Guidelines AG11 - T3 - 6 October 2009


Vbatt
A Common(blk)
B Power(red) A Air Filter
B P Restriction
C CAN High(yel)
Switch
D CAN Low(grn)
E Shield A
Loss of
F B Coolant
G
Ex#4+
H C
Ex#4+ A A Secondary
I B
B B Ignition Analog
J2 J1939 Interface
Ex#4› C C A Throttle
CAN 1 High A1 D D
Frequency 5 A2 E E
Analog 20 PD A4 G G
A

Cruise External
CAN 1ow
L B1 H H STOP
Common B Derate
Key Switch B2 J J
Switch nI 9PD B3 K K A
External
STOP
PU750 B4 L L
Sink Drv 3 C1 M M
Sink Drv 1 C2 N N
Excitation #3 ›C3 Ex#3› O O Ex#4+
Analog 26 PD C4 P P Droop /Isoc
Switch
Sink Drv 4 D1 Ex#4› Q Q
Sink Drv 2 D2 R R
Analog 27 Cruise Cancel
PU750 D3 S S
Resume
Switch In 5PD D4 T T
Switch In 2PD E1 U U
Cruise
Switch In 7PU E3 W W
Switch In 10 PD E4 X X
Switch In 4PD F1 Remote Cruise
Stop Engine
Switch In 1PD F2
Ignition
Analog 22PD F3
Cruise Brake
Warning
Frequency 3G1
Excitation #4 +G2 Ex#4+
Analog 23 Wait tostart Bump Down
PU750 G4 Ignition
Ignition
Frequency 1H1
Frequency 2H2 Set Accel / B
ump
Up
CAN 2ow
L H3 A A
Analog 19 PD H4 B B
Switch In 3PU J1 Ex#3› C C Bump Enable
Switch In 6PD J2 D D Battery
CAN 2 High J3 E E Start
Source Drv 1 J4 F F Ignition Acc.

Switch nI 8PU K1 G G Ignition
CAN Shield K2 H H Key Switch
Source Drv 2 K4 A
K K Primary
Battery + L1 B
L L Analog
Throttle
Ground L3 N N
Shutdown A
Multi›State
Source Drv 3 M3 T T
B
Throttle
Battery + M4 U U
Vbatt V V
W W
X X
20A
Vbatt
12 to
To Starter B A
24VDC
› +

Ex#2› A
C In c P M a n if o ld A ir
B P ress ur e
Ex#2+
J3 A
Fuel
A nalog 1 PU 750 A1 B t A
E x c i t a t io n # 5 +
Ex#2› Tem p C om press or
A2 Ex#5+ B t
E x c i ta tio n # 5 › A 3
Ex#2› In l e t T e m p
Ex#5›
A nalog 11 PU10k A4 1
E G R # 1 P o s itio n Ex#2› A
3 In c P Fuel
A nalog 2 PU 750 B1
B
20 0K W IF
D e lta T e m p R e tu r nB 2 2 P re s s u re Ex#2›
DT› Ex#2+
Spar e B3 A
Anal og 18 P U 10 K B 4
C oolant
E G R # 2 P o s itio n 1 B t
A nalog 6 PU150K C1 Ex#2› O il Ex#2› Tem p
3 In c P
Anal og 5 PD C2 2
Press ure
Anal og 4 PD Ex#2+ A
C3 Ex#2›
Anal og 3 PD C4
C In c P E xhaus t
A nalog 10 PU750 D1 B Press ure
Ex#2+
A nalog 9 PU10K D2
A n a l o g 8 P U 1 K .1 % D 3
A nalog 7 PD D4
A nalog 16 PD E1 A
A nalog 13 DT E2
Exhaus t
B t
A nalog 12 PU 750 E3
DT› Tem p
A c t u a t o r C o m m +E 4
A
A nalog 15D T F1 M AT
B t
A nalog 14 DT F2 DT› (M ix e d )
C RA NK Speed + F4 A
CAC
A
Spar e G1
O u t le t
B t
Spar e G2 S h ield DT› Tem p
CA M Speed ›
(F r e s h )
G3 B
CA M Speed + G4 A S h i e ld ( 2 4 V ) A
A nalog 17 PD H1 B t O il T e m p
4 Ex#2›
Spare H2 S h ield + M
3
E x c i t a t io n # 2 › H 3 Ex#2›
E G R # 2 P o s itio n
6 EGR
4U A R T
E x c ita tio n # 2 + H 4 Ex#2+ 15V POS #2 3 PW M VGT
Ex#5+
Ex#5›
5
R etur n 2G ND B org›
SR A
1PW R W arner
+
J1
In je c to r 5 (C y l 4 ) › A 1 ›
S in k D r v 7 A 2 5
E x c i ta tio n # 2 + A 3 Ex#2+ B S h ie ld
A ir H e a t e r R e l a y +
S w i t c h In 1 2 P D A 4
D ia g n o s t i c
In j e c t o r 4 ( C y l 2 ) › B 1 ›
E x c ita tio n # 2 › B 2 Ex#2›B 4
T u r b o S p e e d In › B 3 2 S h ie ld
1 +
T u r b o S p e e d In + B 4
I n j e c t o r 3 ( C y l 6 ) ›C 1 ›
S in k D r v 8 C 2 S h ield
3
F r e q u e n c y In 1 C 3 S h ie ld
+
H ›B r id g e 3 + C 4
In je c to r 2 (C y l 3 )› D 1 ›
S in k D r v 6 D 2 2
S h i e ld D r a in D 3 S h ie ld S h ie ld
+
H ›B r id g e 3 › D 4
In je c to r 0 (C y l 1 ) › E 1 ›
S w it c h In 1 1 P U E2 0
Spar e E3 S h ie ld
+
Sour ce Drv 9 E4
In je c to r 1 (C y l 5 ) › F 1 ›
Spar e F2 V batt 1
A B
Spar e F3 S h ie ld
Sour ce Drv 10 F4 + ›
A ir H e a te r
In j e c t 0 ,4 ,2 + G1
In j e c t 1 ,3 ,5 + G2 4
+ M
H ›B r i d g e 1 + G 3 3
H ›B r id g e 1 › G 4 6 EG R
Spare H 1 T w i s t e d P a ir E G R # 1 P o s itio n 15V PO S #1
Ex#5+
(1 2 V ) 5
Spare H 2 Ex#5› R etur n
S h ie ld (2 4 V )
H ›B r id g e 2 + H 3
H ›B r id g e 2 › H 4


Vbatt
A Common(blk)
B P Restriction
C CAN High(yel)
Switch
D CAN Low(grn)
E Shield A
Loss of
F B Coolant
G
Ex#4+
H C
Ex#4+ A A Secondary
I B
B B Ignition Analog
J1939 Interface
J2 Ex#4› C C A Throttle
CAN 1High A1 D D
Frequency 5 A2 E E
Analog 1 PD A4 G G
A

Cruise External
CAN 1 Low B1 H H STOP
Common B Derate
Key Switch B2 J J
Switch In 9PD B3 K K A
STOP
External
Analog 6 PU750 B4 L L B Shutdown
Sink Drv 3 C1 M M
Sink Drv 1 C2 N N
Analog 2 PD C4 P P Droop / Isoc
Switch
Freq Out PWM D1 Ex#4› Q Q
Sink Drv 2 D2 R R
PU750 D3 S S
Resume
Switch In 5PD D4 T T
Switch In 2PD E1 U U
Cruise
Spare E2 V V Cruise On Common
Switch nI 7 PU E3 W W
Switch In 10 PD E4 X X
Switch In 4PD F1 Remote Cruise
Stop Engine
Switch nI 1PD F2
Ignition
Analog 5PD F3
Cruise Brake
Warning
Frequency 3G1
Analog 15 Wait to start Bump Down
PU750 G4 Ignition
Ignition
Frequency 2H1
Frequency 1H2 Set Accel / Bump
Up
CAN 2 Low H3 A A
Analog 8 PD H4 B B
Switch nI 3 PU J1 Ex#3› C C Bump Enable
Switch nI 6 PD J2 D D Battery
CAN 2High J3 E E Start

witch
Source Drv 6 K4 A
K K Primary
Battery + L1 B
L L Analog
Throttle
Ground L3 N N
Shutdown A
Multi›State
Source Drv 7 M3 T T
B
Throttle
Battery + M4 U U
Vbatt V V
W W
X X
20A
Vbatt
12 to
To Starter B A
24VDC
› +

6›cyl inder firi n g o rde r:

In ject or0 =Cyli n der1 +
In ject or1 =Cyli n der5
Inj 1,3,
5 High Vb att
In ject or2 =Cyli n der3 Inj 5 L ow ›
In ject or3 =Cyli n der6 5 A ir He ater
In ject or5 =Cyli n der4 Sh ield
+
Inj 0,2,
4 High
4›cyl inder firi n g o rde r:
In ject or0 =Cyli n der1 Inj 4 L ow ›
In ject or1 =Cyli n der3 6›c yl ind er 4
In ject or2 =Cyli n der4 en gi ne onl y Sh ield
+
Inj 1,3,
5 High
B ›
Inj 3 L ow ›
A ir Hea ter
3
Relay
Sh ield
+
Inj 0,2,
4 High A +
Inj 2 L ow ›
2
Sh ield
+ Col d St art Aid
Inj 1,3,
5 High
In j 1 L ow ›
1
Sh ield
+
Inj 0,2,
4 High
Inj 0 Low ›
0
Col d St art Aid Diag nosti c Sh ield 1
Ex#2›
J1 3 In c P Oil
In ject or 5 › A1 Inj 5 L ow
2 Pres sure
Ex#2+
Sw itc h In 11 PD A2 A
A n alog 7PD A3 B
A
CA M Spee d + A 4
S h ield Cam B
200K WIF
Ex#2›
Inject o r 4 › B 1 Inj 4 Lo w
A nal og 14 PU10k B 2
1
B Ex#2›
A n alog 9PD B3
3 Inc P Fu el
CRA NK Spe ed + B 4 A Pres sure
2
Ex#2+
Inj ector 3 ›C1 Inj 3 Lo w Crank
S h ield
A na lo g 13 PU750 C2
A
A nal og 3PD C3 Man ifo ld Air
B t
A nal og 10PU750 C4 Ex#2› Tempe ratur e
Inj ecto r 2 › D1 Inj 2 Low
Exc itation #2 ›D2 Ex #2›
Ex #2› 1
Exc itation # 1+D3 Ex#1+ In c P Man ifo ld A ir
3
CRA NK Spe ed › D4 Press ure
2
Inj ector 0 › E 1 Ex #2+
Inj 0 Lo w
Exc itation #1›E 2 Ex#1›
A
A nal og P U150K E 3 Coo lant
B t
CA M Sp eed › E 4 Ex#2› Temp
In ject or 1 › F1 Inj 1 Low 2 1 3
Shield Dr ain F2 Sh ie ld 2
Mat in g View of Ex#1›
Exc itation #2 + F3 Ex#2+
RP Co nnector 1 In c P Rail
A na lo g 11 PU750 F4
3 Pres sure
E x#1+
Inj ect 0,2 ,4 + G1 In j 0,2,
4 High
Inj ect 1,3 ,5 + G2 Inj 1,3 ,5 High
Frequen cy 3 G3 1 Fu el
Sw itch In PU G4 2 t Temp
Ex#2›
Pu m p Solen oi d + H1
Pum p S ol enoi d › H2
Frequen cy O ut H3 1 Spee d CM D
Driver 6 PW M H4 Sh ield
Cold Start Ai d 2 Cur r en t Out
(24V) L ow
1 +
HP 3 Status O ut
Vba tt Pres sure
2 Ex #2+ 4 PWR On Sig.
› Pump Fu el Pump
Tw ist ed Pair 5 Po wer
Sh ield (12V) 6 Groun d

Vbatt
A Common(blk)
B P Restriction
C CAN High(yel)
Switch
D CAN Low(grn)
E Shield A
Loss of
F B Coolant
G
Ex#4+
H C
Ex#4+ A A Secondary
I B
B B Ignition Analog
J2 J1939 Interface
Ex#4› C C A Throttle
CAN 1High A1 D D
Frequency 5 A2 E E
Analog 1 PD A4 G G
A

Cruise External
CAN 1Low B1 H H STOP
Common B Derate
Key Switch B2 J J
Switch In 9PD B3 K K A
External
STOP
Analog 6PU750 B4 L L B Shutdown
Sink Drv 3 C1 M M
Sink Drv 1 C2 N N
Analog 2 PD C4 P P Droop / Isoc
Switch
Freq Out PWM D1 Ex#4› Q Q
Sink Drv 2 D2 R R
PU750 D3 S S
Resume
Switch nI 5PD D4 T T
Switch nI 2PD E1 U U
Cruise
Spare E2 V V Cruise On Common
Switch In 7PU E3 W W
Switch nI 10PD E4 X X
Switch nI 4PD F1 Remote Cruise
Stop Engine
Switch In 1PD F2
Ignition
Analog 5 PD F3
Cruise Brake
Warning
Frequency 3 G1
Excitation #2+ G2 Ex#4+
Analog 15 Wait to start Bump Down
PU750 G4 Ignition
Ignition
Frequency 2 H1
Frequency 1 H2 Set Accel / Bump
Up
CAN 2Low H3 A A
Analog 8 PD H4 B B
Switch In 3PU J1 Ex#3› C C Bump Enable
Switch In 6PD J2 D D Battery
CAN 2High J3 E E Start

CAN Shield K2 H H Key Switch
Source Drv 6 K4 A
K K Primary
Battery + L1 B
L L
Analog
Throttle
Ground L3 N N
Shutdown A
Multi›State
Source Drv 7 M3 T T
B
Throttle
Battery + M4 U U
Vbatt V V
W W
X X
20A
Vbatt
12 to
To Starter B A
24VDC
› +


Starter Relay Transient Voltage Protection

The standard engine wiring harness is designed for use with a starter Refer to TVP hardware
relay located within 600 mm of the starter. Under no circumstances https://jdpower.deere.com/psdistrib/engapp/App_Guidelines/AG11-H.pdf
should the starter solenoid be operated directly from the key switch with-
out a relay.
The Transient Voltage Protection (TVP) Module mates with the TVP Con-
nector in the engine wiring harness. All electronic engines must be
equipped with a TVP module. Most alternators have internal TVP protec-
tion. A TVP module can be provided with the engine. If you provide your
own alternator, a TVP module must be verified present in the alternator or
installed in the engine harness.
There are two TVP modules, 12-volt and 24-volt. The 12-volt TVP module
protects the engine ECU, and other electronics from transient voltage
spikes (such as starter load dump) greater than 24 volts. The 24-volt TVP
module protects against voltage spikes greater than 36 volts. The TVP
module can be wrapped in the wiring harness or mounted in the vehicle. If
the TVP module is mounted in the vehicle, it should be mounted vertically
with the pigtail wires exiting from the bottom of the module. The mounting
location should be away from battery fumes, engine heat and vibration,
such as in a control cabinet, vehicle chassis, or cab. Mounting ears of the
TVP module may not withstand overtightening of mounting bolts. The
TVP module does not protect against sustained over-voltage to the ECU.
Reverse Current Protection
The system has limited protection against the battery or battery boosters
being connected in reverse. The 20A unswitched power fuse will blow if
power is reversed.

TIER-3 APPLICATIONS Instrumentation and Controls
Instrumentation and Controls
Instrumentation and Controls

Diagnostic Gauge and PowerView (PV)..................................................................................................................................................................... 2
Adapter Harness (9 Pin) ............................................................................................................................................................................................. 2
Auxilary Gauge Wiring................................................................................................................................................................................................ 2

DataBus Module ......................................................................................................................................................................................................... 3
Full-Featured Instrument Panel .................................................................................................................................................................................. 3
Basic Instrument Panel............................................................................................................................................................................................... 4
Instrumentation Extension .......................................................................................................................................................................................... 4
OEM Instrumentation and Controls ............................................................................................................................................................................ 4
Instrumentation and Wiring Kit ................................................................................................................................................................................... 4
Minimum Required Wiring .......................................................................................................................................................................................... 5
Ignition Switch ............................................................................................................................................................................................................ 5
Shutdown Override Switch ......................................................................................................................................................................................... 5
Engine Application Guidelines AG-11 - Tier 3 April 2007

INSTRUMENTATION AND CONTROLS Auxiliary Gauge Wiring

Diagnostic Gauge PowerView (PV)
All 6090 engines must be equipped with the PowerView PV diagnostic
gauge or equivalent SAE J1939 CAN based on-board diagnostic system.
The PV diagnostic gauge is a complete on-board engine diagnostic and
display system. It includes built-in "Warning" and "Stop engine" lights to
alert the operator of problems, and it digitally displays diagnostic codes,
rpm, hours, oil pressure, coolant temperature, voltage, engine load, fuel
consumption, manifold temperature and other engine parameters. The
diagnostic gauge can drive optional auxiliary gauges.
There are three ways to connect the PV diagnostic gauge to your system. Auxiliary Gauge
1. Connect the PV to the 9 pin Diagnostic connector with adapter har-
ness. The PV diagnostic gauge can drive the following optional auxiliary
gauges:
2. Wire the PV diagnostic gauge directly to the 21-pin instrumentation
and controls connector.
• Percent engine load gauge
3. Use the Databus Module to connect the PV diagnostic gauge and
up to six auxiliary gauges plus backlighting to the 21-pin instrumen- • Voltage gauge
tation and controls connector. • Tachometer
• Gauge, Oil Pressure
Adapter Harness (9 Pin) • Gauge, Coolant Temp
The PV diagnostic gauge can be connected with an adapter harness. • Audible warning alarm
The adapter harness connects with the 9-pin Deutsch diagnostic connec-
tor, which is present on every engine wiring harness. These are display gauges that operate from a second proprietary bus
from the PV diagnostic gauge.
The adapter harness does not connect to any wires in the 21-pin instru-
mentation and control connector or any unterminated wires. It connects to There are two ways to connect the auxiliary gauges, a direct wiring con-
the 9-pin diagnostic connector that is normally used only for service. It nection, and the databus module.
leaves 21-pin connector and unterminated wires free. It does not include
wiring for any auxiliary gauges.
Place resistor at White White RS 485 ( + ) Data
end of line on Orange Orange RS 485 ( - ) Data
Tieback to
last MLA gauge Pin A Pin H
CAN Terminator CAN Connector (X03) Harness MDDM Gauge
(rear view)
A B 120
100
Illumination Control
Diagnostic Connector (X01) C
Diagnostic Gauge (X02) To next MLA Gauge

J H G MLA gauge (rear view)
B A F 3400 300 100
C D E Blue Blue Back Light
Black Black Ground
400 Dimmer (X05) Red Red Battery
Ignition
Switch
400 Voltage Regulator (X04)
Tieback to Battery
Harness
Adapter Harness Schematic Auxiliary Gauge Wiring

The diagram is for 12-volt systems only. Wiring for 24-volt systems is Full-Featured Instrument Panel
identical, except for the optional backlighting. The backlights in the
gauges are 12-volt only. To use backlighting with 24-volt systems, voltage Link to Instrumentation and Controls Part List
must be converted to 12 volts. https://jdpower.deere.com/psdistrib/accessories/acc_diesel/Acc10.pdf
As many auxiliary gauges as desired can be connected in parallel from
the diagnostic gauge as shown. Use the wire colors shown to conform to The full-featured instrument panel, is a large panel designed to accommo-
John Deere service publications for ease of trouble shooting and service. date the needs of applications that require extensive and varied instru-
The RS485+ wire is white. The RS485-wire is orange. The RS485+ and mentation and controls. The full feature panel operates on 12 or 24 volts.
RS485 wires must be connected through a 120-Ohm resistor after the last
auxiliary gauge. The two RS485 bus wires should be twisted together To operate the engine using a John Deere panel only connection to the
along their entire length for EMI resistance. 21-pin Deusch connector and power and ground are needed. Instrument
Panel Standard Features :
Databus Module
• Ignition switch
Link to Databus Module • Panel mounted fuse
https://jdpower.deere.com/psdistrib/engapp/App_Guidelines/AG13.pdf • Adjustable 3-state throttle switches
• Shutdown override switch
• PowerView (PV) diagnostic gauge
The simplest way to wire the diagnostic gauge and multiple auxiliary • Tachometer
gauges is to use the Databus Module. It includes shielded wiring and con- • Oil pressure analog gauge
nectors for the diagnostic gauge and up to 6 auxiliary gauges. It also • Coolant temperature analog gauge.
includes plugs for all backlighting accessories and 120-Ohm terminators • Cutouts for 3 additional gauges
for the SAE J1939 CAN bus and the proprietary auxiliary gauge bus. It is
included with PV panel and kit or available separately from parts. The panel is prewired for the following optional or user-selectable fea-
tures:
The diagnostic gauge, all backlighting accessories, and all six auxiliary
gauges plug right into the databus module. Only the CAN link and power • Analog throttle potentiometer
and ground connectors have to be provided by the user. • Analog gauges for voltage, % load, etc.
• Audible Warning Alarm Module
Blink-code diagnostics are not supported for T3 engines. • Gauge backlighting (12 Volt standard, 24 Volt optional)
• Backlight dimmer (brightness adjustment)
You can also provide your own SAE J1939-based onboard diagnostic • Intake air heater "WAIT" lamp
system using the information provided over the SAE J1939 Controller
Area Network (CAN) described later in this document. Any PV Auxiliary Analog Gauge or the alarm module can be plugged into
any of the 6 gauge connectors in the Databus module. The optional ana-
log gauges operate by reading a proprietary signal from the PV Diagnos-
tic gauge. The gauge will know what part of the signal to use, regardless
of which gauge terminal it's plugged in to. Only gauges specifically
designed for this system will work. Do not attempt to plug any other
gauges into the Databus module.
The tachometer fits into a standard SAE 3-inch tach cutout. All other
gauges and the audible alarm module fit into a standard SAE 2 inch
gauge cutouts.

The audible alarm module is also prewired for a single-pole, double (nor- OEM Instrumentation and Controls
mally open / normally closed) throw relay output. The relay output can
drive 0.5 Amps at 125 VAC max, 1 Amp at 24 VDC max, or 62.5 VA, 30 Link to Electronic Engine Harnesses
Watts max. This was designed to drive a typical control relay that powers https://jdpower.deere.com/psdistrib/engapp/App_Guidelines/AG11-H.pdf
a larger load.
If you choose not to use one of the John Deere instrument panels or
The panel (interface) wiring harness is prewired for the following optional instrumentation kit, you must provide your own ignition switch, fuse
features through the 23-pin Deutch connector: holder, throttle device, diagnostics gauge, and any other instrumentation
and controls you need.
• Intake air heater control
• Selectable droop or isochronus governor regulation All required electrical connections to the engine, including throttle, instru-
• Auxiliary tachometer output mentation, key switch, starter, and alternator connections, are made
• Cruise Control through the single 21-pin Deutsch connector provided on the interface
• Secondary analog throttle potentiometer wiring harness. A 23 pin Deutsch connector for optional features and a
• Auxiliary fault lamp remote on/off connector are also
• User selectable external derate/shutdown input provided.
Basic Instrument Panel Instrumentation and Wiring Kit
Link to Instrumentation and Controls Part List Another way to provide all the control system parts that do not come on
https://jdpower.deere.com/psdistrib/accessories/acc_diesel/Acc10.pdf the engine is to use the John Deere instrumentation and wiring kit.
The instrumentation and wiring kit includes all the parts that are included
The Basic instrument panel is a smaller panel, designed to meet the in the full feature instrument panel except for the adjustable 3-state throt-
needs of applications that require minimal instrumentation and controls. tle switches. The kit includes ignition switch, shutdown override switch, all
The basic panel operates on 12 or 24 volts. needed wiring connectors, and the Databus module which can be used to
add up to three additional auxiliary gauge displays (in addition to the
The basic panel comes with a ramp throttle switch and PV diagnostic included tachometer, coolant temperature, and oil pressure gauges). The
gauge. There is no wiring or mounting space for an analog throttle or only other parts needed are the wires and a throttle control.
adjustable 3-state throttle. All engine operating parameters, such as
RPM, oil pressure, coolant temperature, etc., can be read through the All optional features of the full feature panel also apply to the instrumenta-
diagnostic gauge. All fault codes can also be read. tion kit (including the adapter harness). The adapter harness can be used
to attach the main panel connector in the kit to the 21-pin instrumentation
Instrumentation Extension and controls connector on the engine.
The 3.7M extension harness is often used to attach either panel to the
interface Harness, it is recommended that no more then two 3.7M exten-
sion harnesses are used.

Minimum Required Wiring Ignition Switch

Link to Minimun Required Wiring Link to Ignition Switch,
https://jdpower.deere.com/psdistrib/engapp/App_Guidelines/AG13.pdf https://jdpower.deere.com/psdistrib/engapp/App_Guidelines/AG13.pdf
Minimum required wiring attachments can be made through the 21-pin The ignition switch must be connected on all applications. All ignition
instrumentation and controls connector on the John Deere interface har- switch connections can be made through the 21-pin connector. Pin J on
ness or user provided interface harness. .An ignition switch is always the 21-pin connector is the alternator ignition circuit. If your ignition switch
required. The PV diagnostic gauge or equivalent CAN-based instrumen- does not have an "Accessory" terminal, the wire from Pin J can be con-
tation is required. nected to the "Ignition" terminal, along with the ECU power and all other
switched accessories.
For gen-set applications that start and operate at full rated speed only
(1500 or 1800 rpm), it is not necessary to connect anything except the If necessary to support heavy accessory loads through the key switch
key switch and diagnostic gauge. (flood lights, electric motors, etc.), battery power to the "BAT" terminal of
the key switch must be taken from a separate heavy-duty source instead
For industrial applications, the analog throttle circuit must also be com- of Pin B in the 21-pin connector. Pin B is provided for your convenience to
pleted. If you choose to operate without an analog (potentiometer) throt- simplify wiring on simple installations. The fuse and wire gauges in the
tle, you still must install a resistor bridge to terminate the circuit. The interface harness are designed for engine control system power require-
throttle switch must also be connected on all industrial (non-gen-set) ments only. However, pin B can be used if additional loads of less than 3
ECUs. If you choose not to use the throttle switch feature, this circuit can amps will be carried through the key switch. The starter relay and alterna-
be easily terminated with a single resistor. tor ignition connections can also be made through separate circuits
instead of Pins J and D.
For all required connections, and for the more common optional connec-
tions that are made through the 21-pin connector, refer to the following Only switched power to the ECU (between "J" and "Ignition") must be
wiring connected through the 21-pin connector.
Shutdown Override Switch

Link to Shutdown Override Switch,
If the shutdown override switch is enabled through the trim options, a sin-
gle pole, single throw, normally open switch must be connected through
the 21-pin connector. Each time the circuit is closed, the shutdown timer
is reset to 30 seconds and the engine will start and run in a derate mode.
Link to Connector Part Numbers, Tier 3,

https://jdpower.deere.com/psdistrib/engapp/App_Guidelines/AG11_H.pdf

TIER-3 APPLICATIONS SUPPLIER CONTACTS
SUPPLIER CONTACTS
"Metri-Pack" and "Weather Pack" connectors are products of the Deutsch Connectors (Ladd Industries)
Packard Electronics Division of Delphi Automotive Systems. web: www.Laddinc.com
Delphi Automotive Systems For information on SAE J1939 CAN standards contact:
Worldwide Headquarters, United States & Canada Headquarters
One Pontiac Plaza Society of Automotive Engineers (SAE)
Pontiac, Michigan 48340-2952 400 Commonwealth Drive
USA Warrendale PA 15097-0001
Toll Free: [1] 888.255.7179 USA
Tel: [1] 810.857.4323 Tel: 412-776-4841
Fax: [1] 810.857.4248 Fax: 412-776-5760
web: http:\\www.delphiauto.com/electric/ Email: isales@sae.org
web: http:\\www.sae.org/
Delphi Automotive Systems
Asia Pacific Headquarters
1-1-110 Tsutsujigaoka
Akishima-shi, Tokyo 196 Electronic Throttle Manufacturers:
Japan
Tel: [81] 425.49.7200 Teleflex Morse Electrical Systems
Fax: [81] 425.42.3018 (formerly Morse Controls)
Delphi Automotive Systems 6980 Professional Parkway East
European Headquarters Sarasota, FL 34240
117 Avenues des Nations, BP 60059
Zac Paris Nord II Tel: 941-907-1000
95972 Roissy Charles de Gaulle Cedex Fax: 941-907-1020
France web: http://www.tflx.com
Tel: [33] 1.4990.4990 Technical Support: techsupport@tflx.com
Fax: [33] 1.4990.4950
Delphi Automotive Systems

Mexico & South American Headquarters SAE J1939 Cable Manufacturer:
Av. Goiás, 1820
São Caetano do Sul Champlain Cable
São Paulo 09550-050 175 Hercules Drive
Brasil Colchester, Vermont 05446
Tel: [55] 11.741.9500 Tel: 800-451-5162
Fax: [55] 11.741.9599 Fax: 802-654-4224
web: http:\\www.champcable.com
Distributor for Delphi: Power & Signal
1-800-722-5273

TIER-3 APPLICATIONS GLOSSARY OF TERMS
GLOSSARY OF TERMS
2nd Input - The throttle signal from the 2nd throttle. Decelerator -A throttle that decreases engine speed as the throttle is
advanced.
2-State Throttle - A digital throttle with 2 operating positions; minimum
throttle and fast idle. Digital Throttle -A throttle input controlled by multi-position switches.
3rd Input - The throttle signal from the 3rd throttle. Derate - Engine power reduction for engine protection and / or to drive
corrective action
3-State Throttle - A digital throttle with 3 operating positions; minimum
throttle, maximum throttle and fast idle. Droop Governor - Governor control that drops engine speed the selected
RPM of droop as engine load increases from 0% to 100%.
Accelerator - A throttle that increases engine speed as the throttle is
advanced. ECT - Engine Coolant Temperature
AECD - Auxiliary Emission control Device- method of protecting the ECU - Engine Control Unit.
engine during abnormal conditions
EGR - Exhaust Gas Recirculation - method for emission reduction
Air Filter Restriction Switch - Customer supplied switch that may be used
to generate a CAN Fault Code for high Air Filter Restriction. Emission Range Label - Emission label listing power range of ratings
allowed within given software assembly (see example on following
Analog Throttle - A throttle that provides a 0-volt to 5-volt signal to the page)
ECU.
Enable - Selecting a feature by checking the "enable" box. This makes
Application Guidelines - Published recommendations from John Deere to the feature active, as long as it is not incompatible with another fea-
guide in the installation and application of John Deere engines. For- ture.
mal name, Engine Application Guidelines.
EUI - Electronic Unit Injector Delphi fuel system
Base Rating - Rating that will ship from factory for given Power Trim Fam-
ily. External Derate - The selectable feature will accept external application
conditions (on/off) to signal the engine to derate.
BAP - Barometric Air Pressure
External Derate Input - The switched signal for external derate. The
Breakaway - The intersection point of the governor curve and torque switch can be either a normally open or closed circuit.
curve.
External Derate Rate - The speed selected for the engine to reduce
Bump Switches - An unlock switch and a raise/lower switch used for power when the external derate circuit is switched.
adjusting minimum and maximum throttle speeds.
External Shutdown - The feature allowing an application condition to shut
CAN Bus - SAE J1939 Controller Area Network standard. A 2-wire net- the engine down when that condition reaches a pre-set (switched)
work for communication between controllers. condition.
Cruise Control - The software feature that controls engine speed to an External Shutdown Input - The signal for engine shutdown through the
adjustable set point.CAC - Charge Air Cooler wiring harness. Either a normally open or closed circuit.
CAN - Control area network - vehicle communication protocol External Shutdown Timer - The time delay amount from when the external
shutdown circuit switches (reached the pre-set shutdown limit) and
Custom Performance - John Deere Custom Performance TM - The pro- the engine is shut down.
gram used to load engine software into an ECU and select options

GLOSSARY OF TERMS
Factory Option Assembly Number - The assembly part number, which MAP - Manifold Air Pressure- intake manifold
combines the performance option part number with Custom Perfor-
mance™, available in pull-down when re-programming. MAT - Manifold Air Temperature - intake manifold
Fast Idle - The maximum engine speed that can be reached when there is Maximum Throttle -The maximum engine speed at 100% throttle (analog
no external engine load. It is factory pre-set and cannot be adjusted. and/or digital) condition. It is set when selecting maximum throttle off-
set or using the bump switches.
Fault Code - An abnormal operating condition detected by the ECU and
communicated by a CAN message. Maximum Throttle Offset - The rpm reduction below fast idle for maximum
(100%) throttle.
FMI - Failure Mode Indicator
Minimum Throttle - The minimum engine speed at 0% throttle. Factory
Fuel Temp Componsation - with Active compensation the ECU controls pre-set at low idle, it can be increased using minimum throttle offset.
fuel quality as a function of fuel temp to attempt to maintain constant
power. With passive compensation (HPCR) the design of the fuel Minimum Throttle Offset - The rpm selection above low idle for minimum
system maintains constant power without any change in ECU desired (0%) throttle speed.
fuel delivery.
Normally Closed Switch - A switch that is closed under normal operating
Governor - The ECU control that maintains engine speed on a selected conditions.
droop curve as engine load varies.
Normally Open Switch - A switch that is open under normal operating
Harness Selectable Governor - The wiring harness feature that allows the conditions.
customer to select (or switch) between droop governor and isochro-
nous governor operation. Override Shutdown Timer - The standard shutdown feature that allows
the customer to select the time delay between when a shutdown con-
Hertz - The cycles per second of the AC current from the generator. dition occurs and the ECU shuts the engine down.
HPCR- High Pressure Common Rail - Denso Fuel system Percent Throttle - The percent throttle value broadcast on the Can bus
describing speed from minimum throttle to maximum throttle.
Isochronous Governor - A governor droop control that has 0 RPM of
droop, or maintains the same engine speed independent of the load Performance Curve Reference Number -Number associated with perfor-
on the engine. mance curve as listed on Distributors' Website.
LAT - Limiting ambient Temperature - the maximum ambient temperatre Performance Option Part Number -The performance part number
the engine cooling and CAC system is capable to meet requitements.. assigned to each 7200 option code.
Loss of Coolant Switch - A Customer supplied switch which may be used Performance Rating - Specific power and torque curve, identified by
to generate a CAN Fault Code for the loss of coolant. power at rated speed with % power bulge and % torque rise.
Low Idle - The factory pre-set minimum engine speed for the engine. It Power Bulge - A steep torque curve that results in a power increase
cannot be adjusted. "bulge" 100 to 300 rpm below rated speed.
Low Idle Warm-up - The feature that allows the engine speed to be Power Trim Family - Group of ratings between which an engine can be
increased for a selected amount of time to warm an engine. repowered, based on common performance hardware.
Master Input - The throttle signal that is the chosen baseline signal to Primary Analog Throttle - One of the 2 analog throttle input circuits in the
which the 2nd and 3rd signals are applied. engine wiring harness.

GLOSSARY OF TERMS
Ramp Rate - The selectable feature that limits the maximum rpm/second Source Address - The electrical name (decimal number) of the electronic
when in ramp mode. controller sending a torque speed control signal on the CAN bus.
Ramp Step -The selectable feature selecting the size of step rpm change Standard Derate - The derate software in the ECU that monitors engine
when the ramp switch is held in the speed increase (rabbit) or speed operating conditions and derates the engine when pre-set thresholds
decrease (turtle) position for less than 0.2 seconds. are exceeded.
Ramp Throttle -The digital throttle option that uses a switch to increase or Standard Shutdown - The shutdown software in the ECU that monitors
decrease engine speed between minimum and maximum throttle val- engine operating conditions and shuts down the engine when pre-set
ues. thresholds are exceeded.
Restricted Features -Features that cannot be selected at the same time. SRA - Smart Remote Actuator - moves the VGT vanes- provides feed
back on position.
Resume Recovery - One of the 5 switches in the cruise control feature,
initiates the resume recovery function. Tachometer Output - An output signal from the ECU that can be set for 27
or 30 pulses per engine revolution.
RPM of Droop - how many rpm the engine will slow down at a throttle set-
ting as the load is increased from 0% fuel delivery (theoretical friction- TVP - Transient Voltage Protection- Circuit to protect ECU from electrical
less no load condition) to 100% fuel delivery (torque curve fuel system voltage spikes.
delivery).
Throttle Range - The engine speed range in which the engine will operate
SAE J1939 - The SAE standard which is defines the digital messages on between minimum throttle and maximum throttle.
the CAN bus.
Throttle Rate - The maximum rate the percent throttle can change.
Secondary Analog Throttle - One of the 2 analog throttle input circuits in
the engine wiring harness. Throttle Signal - The digital or analog signal from a throttle circuit provid-
ing a throttle voltage or throttle input to the ECU.
Self Calibration - The ECU software that monitors the analog throttle volt-
age input and adjusts the 0% and 100% voltages to maximize the use TSC - Torque Speed Control - The CAN bus message sent to the ECU
the analog throttle range and minimize the mechanical deadband. that sets operating conditions.
SDS - Software Delivery System - JDPS - provides payloads and records VGT - Variable Geometry Turbo - Emission control device that allows con-
latest installed software trol of intake air and EGR flows.
SPN - Suspect Parameter Number - along with FMI identifies diagnostic TRIM - Adjustable parameters in the ECU software to customize the
codes. engine for different applications.
Shutdown Timer - The ECU software function that turns the engine off Wait-to-start - The software feature that can be enabled to send the digital
when a shutdown condition is present. signal on the CAN bus to indicate the operator should wait for the air
heater, usually displayed on an instrument panel.
Shutdown Override Switch - The switch in the standard override function
that can re-set the standard override timer to 30 seconds to allow the Wait-to-start Lamp - The engine wiring harness and instrumentation cir-
machine to be taken out of harms way. cuit that is energized when the wait to start circuit is closed.
Software Assembly -Software number that contains all performance rat- WIF - Water in fuel
ings for given Power Trim Family, specific to voltage, and all trim fea-
tures.

TIER-3 APPLICATIONS PowerTech 2.4L/3.0L ENGINES
Electronic Engine Controls - Tier 3 - 2.4L / 3.0L PTE
Introduction ................................................................................................................................. AG11_T3_2.4L/3.0L - 2
Safety (Refer to Engine Application Guidelines, AG-02) ....................................................................... AG11_T3_2.4L/3.0L - 3
Principles of Operation............................................................................................................... AG11_T3_2.4L/3.0L - 4
ECU Programming ...................................................................................................................... AG11_T3_2.4L/3.0L - 5
Trimmable Features .................................................................................................................... AG11_T3_2.4L/3.0L - 6
Non-Trimmable Features ............................................................................................................ AG11_T3_2.4L/3.0L - 7
Diagnostic Trouble Codes .......................................................................................................... AG11_T3_2.4L/3.0L - 8
Controller Area Network (CAN).................................................................................................. AG11_T3_2.4L/3.0L - 9
Engine Control Unit (ECU)........................................................................................................ AG11_T3_2.4L/3.0L - 10
Wiring Harness .......................................................................................................................... AG11_T3_2.4L/3.0L - 11
Instrumentation and Controls .................................................................................................. AG11_T3_2.4L/3.0L - 12
Supplier Contacts...................................................................................................................... AG11_T3_2.4L/3.0L - 13
Glossary of Terms ..................................................................................................................... AG11_T3_2.4L/3.0L - 13
History of Changes ................................................................................................................... AG11_T3_2.4L/3.0L - 14
Engine Application Guidelines AG11_T3_2.4L/3.0L February 2008

TIER-3 APPLICATIONS PowerTech 2.4L/3.0L Engines
INTRODUCTION
Specific to the 2.4L/3.0L PTE engines . . . For all Tier-3 engines . . .
The intent of this document is to provide necessary electronic control sys- Refer to “Introduction”
tems information for Distributor or OEM engineers to successfully install Electronic Engine Controls - Tier 3
John Deere 4024 and 5030 PowerTechTM E engines in their equipment.
To leverage John Deere engine software, trim capability and hardware to
provide advantages to the end customer.
• Basic principles of operation for the electronic control systems.
• Software requirements and features available for the 4024 and

5030 PowerTech E engines, with links to detailed specifications.
• Hardware requirements and components available for the 4024 and
5030 PowerTech E engines, with links to detailed drawings and
component lists.
Documents AG-11-H; AG-13, Acc-10 and CTM101019 are referenced

heavily in this document.
If a wiring harness is installed or replaced, care should be taken that all

sensor wires are connected to the correct sensors. The connectors on
John Deere harnesses are labeled. However, not all connectors are
keyed, it is possible to install the harness incorrectly. If any sensors are
moved from their factory installed locations check with Application Engi-
neering.
Engine Installation Drawings

2-valve, PowerTech E
• 4024HF285
• 4024HF295
• 5030HF285
Engine Application Guidelines AG11_T3_2.4L/3.0L (PTE) - 2 February 2008

SAFETY
For all Tier-3 engines . . .
Refer to “Safety”
Refer to Engine Application Info \ Engine Application Guidelines

(2.4L - 13.5L) \ AG-02 Safety.)

PRINCIPLES OF OPERATION
EUP Fuel System Refer to “Principles of Operation”

Direct fuel injection is provided by high pressure electronic unit pumps.
These unit pumps are actuated by a roller follower riding on the engine
camshaft. The motion of the cam follower provides the fuel pumping
energy. Fuel quantity and injection timing are controlled electronically
through a spill-pump-spill valve in the EUP.
This control system provides improvements in starting, fuel consumption,

power and smoothness, compared to the MUP system.
Glowplugs (starting aid) are provided on all 4024 and 5030 PowerTech E
engines.
Emissions
4024 and 5030 PowerTech E engines have no external EGR, EGR valve
or Variable Geometry Turbocharger.
NOx reduction is accomplished through internal EGR and injection timing

control.
The higher injection pressures provided by the EUP system, reduce par-
ticulate emissions. Some of the <75hp models in this family are ceritified
under the Interim Tier-4 (iT4) emission regulation. Engines with iT4 certifi-
cation have special labeling requirements.
Architecture
Designed to be a cost effective package, the 4024 and 5030 PowerTech
E engines use the 2-valve cylinder head and most components from the
Tier-2 models.

ECU PROGRAMMING
Specific to the 2.4L/3.0L PTE engines . . . Trimable Options, Throttle Selection

On the Trim Sheet, for Digital Throttle, either 2-state, 3-state or Ramp
ECU Programming may be selected. ( Ramp throttle is not available for Genset.)
(Refer to JD Custom Performance)
A primary and secondary analogue throttle may also be enabled.
The OEM software is highly configurable through the trim option pages.
Production OEM ECUs will be programmed at the engine factory, the
engines will come preprogrammed with the default Trim Options selected.
Final programming (Custom Performance) or Service programming (Ser-
vice ADVISOR) is usually required to select and configure Trim Options
for a specific end user's application needs. It is always best to enable only
those Trim Options that are needed, to avoid unexpected problems.
Default trim templates are available through 9400 option selection. For
assistance, contact regional sales manager (RSM).

Final Programming
The ECU interacts with Service ADVISOR for diagnostics and servicing. Refer to “ECU Programming”
The ECU is programmable in the field using the ECU Software Delivery Electronic Engine Controls - Tier 3
System SDS. John Deere Custom Performance Programmer can be
used to program the ECU, which allows an approved user to select a dif-
ferent power rating (from a list of available ratings) and allows the user to
open the Trim Options page. After making selections on the Trim Options
page, the user can “save” the selections as a Trim Template (to be used
at a later time, this is especially helpful if programming multiple engines
with the same Trim Options), or continue on and complete the program-
ming cycle.
Service Programming
Service ADVISOR can be used to program the ECU, which allows the
ments. For either type of programming, return files must be sent to SDS
for future servicing and record keeping. Return files will automatically be
sent by the Custom Performance or SA program the next time the pay-
load website is accessed.

TRIMMABLE FEATURES Engine Speed

Engine speed is measured by filtering engine speed values, which are
Specific to the 2.4L/3.0L PTE engines . . . calculated over one cylinder event. The ECU broadcasts engine speed
via standard J1939 CAN message. The CAN signal is accessible via
CAN (Murphy Gauge PV). The CAN speed message is not immediately
Starting Aid Control available. It takes approximately 500 milliseconds to get a good speed
message.
Glow Plugs are standard hardware on the 4024 and 5030 Power Tech E
engines, and cannot be enabled from the Trim Page.
The ECU controls the glow plugs based component temperatures at the Required Sensors
time of starting. The preheat time is based on coolant and internal ECU
temperature (The lower value of the two). No preheat occurs when this The only required sensors for a 4024 / 5030 engine are for camshaft
arbitrated temperature is 0oC or higher. . Maximum preheat time of 30 speed, crankshaft speed, coolant temperature and intake manifold tem-
seconds is at -20oC. The operator may start the engine at any time during perature.
or after the preheat time. If the operator starts the engine during the pre-
heat time, the glow plugs are turned off as soon as the ECU detects Refer to “Trimmable Features \ ECU Sensors”
engine speed. The glow plugs are turned off during cranking to maximize Electronic Engine Controls - Tier 3
cranking speed. The glow plugs are turned back on during run-up. The
reheat time is also based on coolant and internal ECU temperature.
Reheat is used to reduce white smoke and rough idling after start. Ether
starting fluid should never be used in an engine with functioning glow- Hour Meter
plugs. The relay and associated wiring for this option are not included "as
delivered" from the factory. The OEM must install an interface harness The ECU keeps and broadcasts, on request, a record of engine run
between the engine control harness and the OEM supplied relay. For hours. The information is available for retrieval by service tools (i.e. Ser-
more information on this wiring, please refer to Engine Application Guide- vice ADVISOR or PowerView). No run time will be lost on a normal power
lines \ Electronic Wiring Harness (AG11-H) \ “Electric Starting Aid...” down cycle. When reprogramming the ECU with service tools, the hour
meter will be maintained if possible. In situations where the engine hours
cannot be retrieved, the service tool can be used to set the engine hours
Fuel Temperature Compensation to the correct value. The service tool (SA) also has the capability to
increase (but not decrease) the hours from what is stored in the ECU at
The ECU adjusts desired fuel values based on fuel temperature to keep anytime.
engine power constant.
Engine Warm-Up Routine - Industrial Engines Only

An electronically controlled engine warm-up routine (idle speed increase)
is selectable in trim for OEM Industrial applications. For engines with a
Start Coolant Temperature lower than 0oC, idle speed is increased up to For all Tier-3 engines . . .
200 rpm, but not to exceed 1200 rpm. If a minimum speed offset (bump)
and the idle warm up offsets are both applied, the governor software will
use the maximum of the two offsets; the minimum speed offset and the Refer to “Trimmable Features”
fast idle warm up offsets do not stack. The idle speed will ramp down to Electronic Engine Controls - Tier 3
normal low idle speed after two minutes, or sooner if coolant temperature
exceeds 0oC.
Engine Application Guidelines AG11_T3_2.4L/3.0L (PTE) - 6 October 2010

NON-TRIMMABLE FEATURES
Refer to “Non-trimmable Features”


DIAGNOSTIC TROUBLE CODES
Diagnostic Trouble Codes Refer to “Diagnostic Trouble Codes”

For detailed Fault Codes SPN FMI see CTM101019.
Diagnostic trouble code or Fault or Service Codes are provided to give

status. These codes are displayed on a diagnostic gage and stored in the
ECU. Codes are set up according to SAE Standard J1939. To inform
about level of Diagnostic Trouble Code (level of concern), lamp status will
be communicated via J1939 message DM1 or DM2. Hardware lamps
(blink codes) driven by the ECU are not used on Tier-3 engines.
Diagnostic Tests - Details can be found in CTM101019.

Harness Test - a continuity test for the harness and connectors. It can
also detect some out-of-range sensors.
Compression Test - ECU analyzes relative engine speed fluctuations to

determine if one or more cylinders has low compression.
Misfire and Cutout Tests - ECU cuts out one cylinder at a time and ana-
lyzes relative engine speed fluctuations to determine if one or more cylin-
ders has low power.

CONTROLLER AREA NETWORK (CAN)
Refer to “Controller Area Network (CAN)”


ENGINE CONTROL UNIT (ECU)
Refer to “Engine Control Unit (ECU)”


WIRING HARNESS
The 4024 and 5030 PowerTech E engines are available with the ECU Refer to “Wiring Harness”
either engine-mounted or remote-mounted. The ECU mounting decision Electronic Engine Controls - Tier 3
dictates which engine harness is provided.
These engines use the John Deere level 18 Electronic Control Unit. This
unit maintains a high level of feature commonatilty with the level 14 and
level 16 ECU's.
An engine can be ordered with an engine-mounted ECU interface har-

ness, or remote-mounted ECU interface harness (depending on ECU
mounting location), or “NO” interface harness. The interface harness uses
the J2 Cinch connector on the ECU. An engine can also be ordered with-
out any harnesses. However, it is highly recommended that at least an
engine harness is provided from John Deere.
Link to 4024/5030 PTE wiring harness schematics

INSTRUMENTATION AND CONTROLS
Refer to “Instrumentation and Controls”


SUPPLIER CONTACTS GLOSSARY OF TERMS
For all Tier-3 engines . . . For all Tier-3 engines . . .
Refer to “Supplier Contacts” Refer to “Glossary of Terms”

Electronic Engine Controls - Tier 3 Electronic Engine Controls - Tier 3

History of Changes
Date Section Owner EIB Page(s) Description of Change(s)

09 May 01 Todd Loes 09-00 AG11_T3 - 6 • Under “Starting Aid Control,” text added for visitors with a need for additional wir-
ing information to refer to Engine Application Guidelines \ Electronic Wiring Har-
ness (AG11-H) \ “Electric Starting Aid...”
10 Oct 20 Todd Loes --- AG11_T3 - 6 • Under “Starting Aid Control,” the description of how the ECU controls the glow
plugs was revised.
Engine Application Guidelines AG11_T3_2.4L/3.0L (PTE) - 14 October 2010

Electronic Engine Controls - Tier 3 - 4.5L/6.8L (PTE)
Introduction ......................................................................................................................................... AG11_T3_PTE - 2
Safety (Refer to Engine Application Guidelines, AG-02) ............................................................................... AG11_T3_PTE - 3
Principles of Operation....................................................................................................................... AG11_T3_PTE - 4
ECU Programming .............................................................................................................................. AG11_T3_PTE - 5
Trimmable Features ............................................................................................................................ AG11_T3_PTE - 6
Non-Trimmable Features .................................................................................................................... AG11_T3_PTE - 7
Diagnostic Trouble Codes .................................................................................................................. AG11_T3_PTE - 8
Controller Area Network (CAN).......................................................................................................... AG11_T3_PTE - 9
Engine Control Unit (ECU)................................................................................................................ AG11_T3_PTE - 10
Wiring Harness .................................................................................................................................. AG11_T3_PTE - 11
Instrumentation and Controls .......................................................................................................... AG11_T3_PTE - 12
Supplier Contacts.............................................................................................................................. AG11_T3_PTE - 13
Glossary of Terms ............................................................................................................................. AG11_T3_PTE - 13
History of Changes ........................................................................................................................... AG11_T3_PTE - 14
Engine Application Guidelines AG11_T3_PTE August 2008

INTRODUCTION
John Deere 4045/6068 PowerTechTM E engines in their equipment and to
leverage John Deere engine software, trim capability and hardware, to
• Software requirements and features available for the

4045/6068 PowerTech E engine, with links to detailed specifica-
tions.
• Hardware requirements and components available for the

4045/6068 PowerTech E engine, with links to detailed drawings and
component lists.
Documents AG-11-H; AG-13, Acc-10 and CTM502 are referenced heavily

in this document.

moved from their factory installed locations, check with Application Engi-
neering.

2-valve, PowerTech E (Turbocharged and Aftercooled)
• 4045HF285 (Aux drive) - RE527987
• 4045HF285 (non-Aux drive) - RE532123
• 6068HF285 (Aux drive) - RE527986

2-valve, PowerTech E (Turbocharged)

• 4045TF285 (Aux drive) - RE534501
• 4045TF285 (non-Aux drive) - RE534502
Engine Application Guidelines AG11_T3_PTE - 2 August 2008

SAFETY

(2.4L - 13.5L) \ AG-02 Safety.)

HPCR Fuel System Refer to “Principles of Operation”

Direct fuel injection is provided by a high pressure common rail fuel sys-
tem (Denso). The pump for the 4045/6068 PowerTech E engine delivers
fuel at a higher pressure than earlier HPCR systems. The extremely high
injection pressures provided by this system reduce particulate emissions.
The ECU calculates the fuel quantity delivered using measured rail pres-
sure, injection duration, and a unique flow vs. pressure/duration calibra-
tions for each injector. This control system provides improved consistency
in fuel delivery, power and smoothness. Pilot injection under light-load
conditions provides a significant reduction in combustion noise and
harshness.
The standard HPCR fuel system for 4045/6068 engines uses a mechani-
cal fuel transfer pump. This fuel system is very similar to what is used on
the PowerTech Plus engines.
EGR
There is no external EGR, EGR vale or Variable geometry turbocharger
on PowerTech E engines. NOx reduction is accomplished through charge
air cooling, valve timing, and multiple injections.
Architecture
Designed to be a cost effective package, the 4045/6068 PowerTech E
engine uses the 2-valve cylinder head architecture.
Engine Application Guidelines AG11_T3_PTE - 4 June 2010

ECU PROGRAMMING
ECU Programming Refer to “ECU Programming”

Final Programming
The ECU interacts with Service ADVISOR for diagnostics and servicing.
The ECU is programmable in the field using the ECU Software Delivery
System (SDS). John Deere Custom Performance Programmer can be
ming cycle.
Service Programming
for future servicing and record keeping.
Other
The ECU can control an air heater (optional) for improved cold starting
and reduced start white smoke. The air heater must not be enabled in trim
if Ether is to be used. For some applications Ether may be preferred for
extreme cold weather starting.

TRIMMABLE FEATURES the maximum of the two offsets; the minimum speed offset and the fast
idle warm up offsets do not stack. The idle speed will ramp down to nor-
mal low idle speed after 2 minutes or sooner if coolant temp exceeds 0oC.
Specific to the 4.5L/6.8L PTE engines . . .
Engine Speed
Throttle Selection
On the Trim sheet, a selection of Digital throttle (either 2-state, 3-state or calculated over one cylinder event. The ECU broadcasts engine speed
Ramp) may be selected. (Ramp throttle is not available for Genset appli- via standard J1939 CAN message. The CAN signal is accessible via
cations.) A primary and secondary analog throttle may also be enabled. CAN (Murphy Gauge PV). The CAN speed message is not immediately
Detail on the throttles is given in the Hardware section of this document. available. It takes approximately 500 milliseconds to get a good speed
message.
Starting Aid control

Fuel Filter Pressure Sensor
The fuel filter pressure sensor is optional on 4045/6068 PowerTech E
Air heaters are optional hardware on the the 4045/6068 Power Tech E engines. It is a Trimmable Feature. A fault code for low fuel pressure is
engines, and can be enabled from the Trim page. provided.
The ECU controls the air heaters based on starting fuel temperature. The
preheat time is based on Fuel Temperature. No preheat occurs when fuel Water-in-Fuel Sensor
temperature is 0oC or higher. Maximum preheat time of 30 seconds is at
-20oC. The operator may start the engine at any time during or after the The water-in-fuel sensor is a standard feature on the 4045/6068 Pow-
preheat time. If the operator starts the engine during the preheat time, the erTech E engine. It is not a Trimmable Feature. A fault code for water in
air heaters are turned off as soon as the ECU detects engine speed. The fuel is provided.
air heaters are turned off during cranking to maximize cranking speed.
The air heaters are turned back on during run-up. The reheat time is also Hour Meter
based on fuel temperature. Reheat is used to reduce white smoke and
rough idling after start. Ether starting fluid should never be used in an The ECU keeps and broadcasts, on request, a record of engine run
engine with functioning air heater or glowplugs. The relay and associated hours. The information is available for retrieval by service tools (i.e. Ser-
wiring for this option are not included "as delivered" from the factory. The vice ADVISOR or PowerView). No run time will be lost on a normal power
OEM must install an interface harness between the engine control har- down cycle. When reprogramming the ECU with service tools, the hour
ness and the OEM supplied relay. For more information on this wiring, meter will be maintained if possible. In situations where the engine hours
please refer to Engine Application Guidelines \ Electronic Wiring Harness can not be retrieved, the service tool can be used to set the engine hours
(AG11-H) \ “Electric Starting Aid...” to the correct value. The service tool (SA) also has the capability to
increase-but-not-decrease the hours from what is stored in the ECU at
anytime.
An electronically controlled engine warm-up routine (idle speed increase)
is trimmable for OEM Industrial applications. For engines with a Start
Coolant Temperature lower than 0oC, idle speed is increased up to 200 Refer to “Trimmable Features”
rpm, but not to exceed 1200 rpm. If a minimum speed offset (bump) and Electronic Engine Controls - Tier 3
the idle warm up offsets are both applied, the governor software will use
Engine Application Guidelines AG11_T3_PTE - 6 May 2009



Diagnostic Trouble Codes Refer to “Diagnostic Trouble Codes”

Diagnostic trouble code or Fault or Service Codes are provided to give

status. These codes are displayed on a diagnostic gage and stored in the
ECU. Codes are set up according to SAE Standard J1939. To inform
about level of Diagnostic Trouble Code (level of concern), lamp status will
be communicated via J1939 message DM1 or DM2. Hardware lamps
(blink codes) driven by the ECU are not used on Tier-3 engines.
Calibration and Diagnostic Tests

(Accessible through Service ADVISOR)
Calibration Tests - Details can be found in CTM104
Injector Calibration
When an injector is replaced, new injector flow calibration codes must be
entered. These allow the ECU to more accurately control engine power
and cylinder-to-cylinder variation.
Diagnostic Tests - Details can be found in CTM104

Harness Test - a continuity test for the harness and connectors. It can
Compression Test - ECU analyzes relative engine speed fluctuations to

Weak Cylinder Test - ECU cuts out one cylinder at a time and analyzes
relative engine speed fluctuations to determine if one or more cylinders
has low compression.





WIRING HARNESS
The 4045/6068 PowerTech E engine is available with the ECU either Refer to “Wiring Harness”
engine-mounted or remote-mounted. The ECU mounting decision dic- Electronic Engine Controls - Tier 3
tates which engine harness is provided.
Because the PTE engines do not have an EGR system, less sensor and
control wiring is needed. PTE engines use only the J1 connector for the
engine harness, compared to PowerTech Plus engines which use J1 and
J3 for the engine harness. There is no J3 connector on the PTE L16 ECU.
The J2 connector is used for the vehicle interface with either ECU.
An engine can be ordered with an engine-mounted ECU interface har-

ness, or remote-mounted ECU interface harness (depending on ECU
mounting location), or “NO” interface harness. (The interface harness
uses the J2 Cinch connector on the ECU.) An engine can also be ordered
without any harnesses. However, it is highly recommended that at least
an engine harness is provided from John Deere.





History of Changes

09 May 01 Todd Loes 09-00 AG11_T3 - 6 • Under “Starting Aid Control,” text added for visitors with a need for additional wir-
ing information to refer to Engine Application Guidelines \ Electronic Wiring Har-
ness (AG11-H) \ “Electric Starting Aid...”
Engine Application Guidelines AG11_T3_PTE - 14 May 2009

Electronic Engine Controls - Tier 3 - 4.5L/6.8L (PT Plus)
Introduction ....................................................................................................................................AG11_T3_PT Plus - 2
Safety (Refer to Engine Application Guidelines, AG-02) ..........................................................................AG11_T3_PT Plus - 3
Principles of Operation..................................................................................................................AG11_T3_PT Plus - 4
ECU Programming .........................................................................................................................AG11_T3_PT Plus - 5
Trimmable Features .......................................................................................................................AG11_T3_PT Plus - 6
Non-Trimmable Features ...............................................................................................................AG11_T3_PT Plus - 7
Diagnostic Trouble Codes .............................................................................................................AG11_T3_PT Plus - 8
Controller Area Network (CAN).....................................................................................................AG11_T3_PT Plus - 9
Engine Control Unit (ECU)...........................................................................................................AG11_T3_PT Plus - 10
Wiring Harness .............................................................................................................................AG11_T3_PT Plus - 11
Instrumentation and Controls .....................................................................................................AG11_T3_PT Plus - 12
Supplier Contacts.........................................................................................................................AG11_T3_PT Plus - 13
Glossary of Terms ........................................................................................................................AG11_T3_PT Plus - 13
Engine Application Guidelines AG11_T3_PT_Plus August 2008

INTRODUCTION
Specific to the 4.5L/6.8L PT Plus engines . . . For all Tier-3 engines . . .
John Deere 4045/6068 PowerTechTM Plus engines in their equipment. To
leverage John Deere engine software, trim capability and hardware to
• Software requirements and features available for the 4045/6068

PowerTech Plus engine, with links to detailed specifications.
• Hardware requirements and components available for the 4045/
6068 PowerTech Plus engine, with links to detailed drawings and
component lists.

in this document.

neering.

4-valve, PowerTech Plus
• 4045HF485 (Aux drive) - RE526556
• 6068HF485 (Aux drive) - RE524833
Engine Application Guidelines AG11_T3_PT Plus - 2 August 2008

SAFETY

(2.4L - 13.5L) \ AG-02 Safety.)

Other Refer to “Principles of Operation”

The ECU controls glowplugs to provide good starting. The glowplugs are
preheated after initial key “on,” and a wait-to-start lamp is lit. The glow-
plugs are not energized during cranking to provide highest possible crank
speed. The glowplugs are energized after start to help white smoke clean-
up and smoothness. The glowplug “on” times are adjusted depending on
fuel temperature.

ECU PROGRAMMING
ECU Programming Refer to “ECU Programming”

Final Programming
The ECU interacts with Service ADVISOR for diagnostics and servicing.
The ECU is programmable in the field using the ECU Software Delivery
System (SDS). John Deere Custom Performance Programmer can be
ming cycle.
Service Programming
for future servicing and record keeping.
Other
The ECU can control glowplugs (optional) for improved cold starting and
reduced white smoke at start. The glowplugs must not be enabled in trim
if Ether is to be used. For some applications Ether may be preferred for
extreme cold weather starting.

TRIMMABLE FEATURES Engine Speed

Specific to the 4.5L/6.8L PT Plus engines . . . calculated over one cylinder event. The ECU broadcasts engine speed
via standard J1939 CAN message. The CAN signal is accessible via
CAN. (Murphy Gauge PV) The CAN speed message is not immediately
Throttle Selection available. It takes aproximately 500 milliseconds to get a good speed
message.
On the Trim sheet, a selection of Digital throttle (either 2-state, 3-state or
Ramp) may be selected. (Ramp throttle is not available for Genset appli-
cations.) A primary and secondary analog throttle may also be enabled. Fuel Filter Pressure Sensor
The fuel filter pressure sensor is optional on 4045/6068 PowerTech Plus
Starting Aid control engines. It is a Trimable Feature. A fault code for low fuel pressure is pro-
vided.
Glowplugs are standard hardware on the the 4045/6068 Power Tech Plus Water-in-Fuel Sensor
engines, and cannot be disabled from the Trim page. The ECU controls
the glowplugs based on starting fuel temperature. The preheat time is The water-in-fuel sensor is a standard feature on the 4045/6068 Pow-
based on Fuel Temperature. No preheat occurs when fuel temperature is erTech Plus engine. It is a Trimable Feature. A fault code for water in fuel
0oC or higher. Maximum preheat time of 30 seconds is at -20oC. The is provided.
operator may start the engine at any time during or after the preheat time.
If the operator starts the engine during the preheat time, the glowplugs Hour Meter
are turned off as soon as the ECU detects engine speed. The glowplugs The ECU keeps and broadcasts, on request, a record of engine run
are turned off during cranking to maximize cranking speed. The glowplugs hours. The information is available for retrieval by service tools (i.e. Ser-
are turned back on during run-up. The reheat time is also based on fuel vice ADVISOR or PowerView). No run time will be lost on a normal power
temperature. down cycle. When reprogramming the ECU with service tools, the hour
meter will be maintained if possible. In situations where the engine hours
Reheat is used to reduce white smoke and rough idling after start. If an can not be retrieved, the service tool can be used to set the engine hours
application will never require the engine to start below 0oC, the glowplug to the correct value. The service tool (SA) also has the capability to
wiring harness and relay can be omitted from the engine specification. increase-but-not-decrease the hours from what is stored in the ECU at
Ether starting fluid should never be used in an engine with functioning anytime.
glowplugs.

An electronically controlled engine warm-up routine (idle speed increase) For all Tier-3 engines . . .
is standard for OEM Industrial applications. For engines with a Start Cool-
ant Temperature lower than 0oC, idle speed is increased up to 200 rpm,
but not to exceed 1200 rpm. If a minimum speed offset (bump) and the Refer to “Trimmable Features”
idle warm up offsets are both applied, the governor software will use the Electronic Engine Controls - Tier 3
maximum of the two offsets; the minimum speed offset and the fast idle
warm up offsets do not stack. The idle speed will ramp down to normal
low idle speed after 2 minutes or sooner if coolant temp exceeds 0oC.



DIAGNOSTIC TROUBLE CODES EGR Learn

When a new EGR valve is installed on an engine it must be put through a
Specific to the 4.5L/6.8L PT Plus engines . . . learn cycle. This allows the ECU to correlate valve desired position-to-
position feedback from the valve.
Diagnostic Trouble Codes Diagnostic Tests - Details can be found in CTM320
For detailed Fault Codes SPN FMI see CTM320. Harness Test - a continuity test for the harness and connectors. It can
Calibration and Diagnostic Tests Compression Test - ECU analizes relative engine speed fluctuations to
Weak Cylinder Test - ECU cuts out one cylinder at a time and analizes rel-
ative engine speed fluctuations to determine if one or more cylinders has
Calibration Tests - Details can be found in CTM320 low compression.
Turbo Learn
When a new VGT turbo is installed on an engine, the Smart Remote Actu-
ator (SRA ) must be put through a learn cycle. This allows the ECU to cor-
relate actuator desired position-to-position feedback from the SRA.
When an injector is replaced new injector flow calibration codes must be For all Tier-3 engines . . .
entered, these allow the ECU to more accurately control engine power
and cylinder-to-cylinder variation. Refer to “Diagnostic Trouble Codes”





WIRING HARNESS For all Tier-3 engines . . .
Specific to the 4.5L/6.8L PT Plus engines . . . Refer to “Wiring Harness”

The 4045/6068 PowerTech Plus engine is available with the ECU either
engine-mounted or remote-mounted. The ECU mounting decision dic-
tates which engine harness is provided. The engine harness uses the
outer two Cinch connectors on the ECU. Either an engine-mounted ECU
interface harness or remote-mounted ECU interface harness (depending
on ECU mounting location), or no interface harness can be ordered with
the engine. The interface harness uses the center Cinch connector on the
ECU. An engine can also be ordered without any harnesses. However, it
is highly recommended that at least an engine harness is provided from
John Deere.





TIER-3 APPLICATIONS PowerTech 9.0 L ENGINES
Electronic Engine Controls - Tier 3 - 9.0L (PTE / PT Plus)
Introduction ......................................................................................................................................... AG11_T3_9.0L - 2
Safety (Refer to Engine Application Guidelines, AG-02) ............................................................................... AG11_T3_9.0L - 3
Principles of Operation....................................................................................................................... AG11_T3_9.0L - 4
ECU Programming .............................................................................................................................. AG11_T3_9.0L - 5
Trimmable Features ............................................................................................................................ AG11_T3_9.0L - 6
Non-Trimmable Features .................................................................................................................... AG11_T3_9.0L - 7
Diagnostic Trouble Codes .................................................................................................................. AG11_T3_9.0L - 8
Controller Area Network (CAN).......................................................................................................... AG11_T3_9.0L - 9
Engine Control Unit (ECU)................................................................................................................ AG11_T3_9.0L - 10
Wiring Harness .................................................................................................................................. AG11_T3_9.0L - 11
Instrumentation and Controls .......................................................................................................... AG11_T3_9.0L - 12
Supplier Contacts.............................................................................................................................. AG11_T3_9.0L - 13
Glossary of Terms ............................................................................................................................. AG11_T3_9.0L - 13
Engine Application Guidelines AG11_T3_PTE / PT Plus August 2008

TIER-3 APPLICATIONS PowerTech 9.0 L Engines
INTRODUCTION
Specific to the 9.0L (PTE / PT Plus) engines . . . For all Tier-3 engines . . .
John Deere 6090 PowerTechTM E / PowerTechTM Plus engines in their
equipment and to leverage John Deere engine software, trim capability
and hardware to provide advantages to the end customer.
• Software requirements and features available for the 6090 Pow-

erTech E / PowerTech Plus engine, with links to detailed specifica-
tions.
• Hardware requirements and components available for the 6090

PowerTech E / PowerTech Plus engine, with links to detailed draw-
ings and component lists.
Documents AG-11-H; AG-13, Acc-10, CTM400 and CTM385 are refer-

enced heavily in this document.

John Deere harnesses are labeled. However, since not all connectors are
neering.

4-valve, PowerTech E
6090HF484 - (Drawing Number) 6090HF484
4-valve, PowerTech Plus
6090HF485 - (Drawing Number) RE521089
Engine Application Guidelines AG11_T3_9.0L - 2 August 2008

SAFETY

(2.4L - 13.5L) \ AG-02 Safety.)

Other Refer to “Principles of Operation”

The ECU controls air heaters to provide good starting. The air heaters are
preheated after initial key “on,” and a wait-to-start lamp is lit. The air heat-
ers are not energized during cranking to provide highest possible crank
speed. The air heaters are energized after start to help white smoke
clean-up and smoothness. The air heater “on” times are adjusted depend-
ing on fuel temperature.
Engine Application Guidelines AG11_T3_9.0L - 4 May 2007

ECU PROGRAMMING
• The level 14 ECU is designed, manufactured, programmed and cal- Refer to “ECU Programming”
ibrated by John Deere. Electronic Engine Controls - Tier 3
• The ECU is a flex board design with a 32-bit processor.
• The ECU has three Cinch connectors. The two outer connectors
are for engine inputs and outputs. (Engine Harness)
• The center connector is for vehicle interface. (Interface Harness)
• ECU Mounting, Environ and Elect (refer to generic document)
• 12 Volts DC / 24 Volts DC Description

TRIMMABLE FEATURES
Trimable Software Refer to “Trimmable Features”

Throttle Selection, Adjustment, Recovery and Combination
Torque Speed Command
Governor Droop and Gains
Engine Derates, Shutdowns and D/S Dissabling
Cruise Control
Tachometer, Air Filter Restriction, and Loss of Coolant
Start Aid and Warm-up
Digital Throttle
Three types of digital throttles are available:
• digital "Ramp" throttle
• non-adjustable, 2-state throttle
• adjustable 3-state throttle.
Any of the three digital throttles can be used along with the analog throt-
tle feature for variable speed operation.

Non-trimable Features Refer to “Non-trimmable Features”

Engine Speed
Remote On/Off
Fuel Pressure
Water-in-Fuel
Fuel Transfer Pump
Hour Meter
Refer to “Diagnostic Trouble Codes,” (Calibration and Diagnostic

Tests) and “Controller Area Network,” (CAN Messages and Commu-
nication and CAN Hardware).

Specific to the 9.0L (PTE / PT Plus) engines . . . EGR Learn

When a new EGR valve is installed on an engine it must be put through a
Diagnostic Trouble Codes learn cycle. This allows the ECU to correlate valve desired position-to-
position feedback from the valve.
Diagnostic Tests - Details can be found in CTM385
Calibration and Diagnostic Tests Harness Test - a continuity test for the harness and connectors. It can
Compression Test - ECU analizes relative engine speed fluctuations to
Calibration Tests - Details can be found in CTM385
Weak Cylinder Test - ECU cuts out one cylinder at a time and analizes rel-
ative engine speed fluctuations to determine if one or more cylinders has
Turbo Learn low compression.
When a new VGT turbo is installed on an engine, the Smart Remote Actu-
ator (SRA ) must be put through a learn cycle. This allows the ECU to cor-
relate actuator desired position-to-position feedback from the SRA.
When an injector is replaced new injector flow calibration codes must be
entered, these allow the ECU to more accurately control engine power
and cylinder-to-cylinder variation.
Refer to “Diagnostic Trouble Codes”

Engine Application Guidelines AG11_T3_9.0L - 8 May 2007





WIRING HARNESS
The PowerTech 9.0L engines (PTE or PT Plus) are available with ECU, Refer to “Wiring Harness”
either engine-mounted or remote-mounted. The ECU mounting location Electronic Engine Controls - Tier 3
will dictate which engine harness is provided, engine mount or remote
mount. The engine harness uses the outer two Cinch connectors on the
ECU.
Because the PTE engines do not have an EGR system, less sensor and
control wiring is needed.
Either an engine-mounted ECU interface harness or remote-mounted

ECU interface harness (depending on ECU mounting location) or no inter-
face harness can be ordered with the engine. The interface harness uses
the center cinch connector on the ECU.
An engine can also be ordered without any harnesses. However, it is

highly recommended that at least an engine harness is provided from
John Deere.





TIER-3 APPLICATIONS PowerTech 13.5 L ENGINES
Electronic Engine Controls - Tier 3 - 13.5L
Introduction ....................................................................................................................................... AG11_T3_13.5L - 2
Safety (Refer to Engine Application Guidelines, AG-02) ............................................................................. AG11_T3_13.5L - 3
Principles of Operation..................................................................................................................... AG11_T3_13.5L - 4
ECU Programming ............................................................................................................................ AG11_T3_13.5L - 5
Trimmable Features .......................................................................................................................... AG11_T3_13.5L - 6
Non-Trimmable Features .................................................................................................................. AG11_T3_13.5L - 8
Diagnostic Trouble Codes ................................................................................................................ AG11_T3_13.5L - 9
Controller Area Network (CAN)...................................................................................................... AG11_T3_13.5L - 10
Engine Control Unit (ECU).............................................................................................................. AG11_T3_13.5L - 11
Wiring Harness ................................................................................................................................ AG11_T3_13.5L - 12
Instrumentation and Controls ........................................................................................................ AG11_T3_13.5L - 13
Supplier Contacts............................................................................................................................ AG11_T3_13.5L - 14
Glossary of Terms ........................................................................................................................... AG11_T3_13.5L - 14
History of Changes ......................................................................................................................... AG11_T3_13.5L - 15
Engine Application Guidelines AG11_T3_13.5L November 2009

INTRODUCTION For all Tier-3 engines . . .
Specific to the 13.5L engines . . . Refer to “Introduction”

The intent of this document is to provide necessary electronic control sys-

tems information for Distributor or OEM engineers to successfully install
John Deere 6135 PowerTechTM Plus engines in their equipment. To lever-
age John Deere engine software, trim capability and hardware to provide
advantages to the end customer.
• Software requirements and features available for the 6135 Pow-

erTech Plus engine, with links to detailed specifications.
• Hardware requirements and components available for the 6090
PowerTech Plus engine, with links to detailed drawings and compo-
nent lists.

in this document.

neering.
Engine Installation Drawing: 6135HF485 (RE521095)

SAFETY

(2.4L - 13.5L) \ AG-02 Safety.)
Engine Application Guidelines AG11_T3_13.5L - 3 July 2007

PRINCIPLES OF OPERATION Other

Specific to the 13.5L engines . . . reduced start white smoke.The ECU controls the electric fuel transfer
pump to provide longer fuel filter life and easy fuel system bleeding after
filter changes.
Electronic Unit Injector Fuel System
Direct fuel injection is provided by a high pressure electronically con-
trolled camshaft driven unit injectors. The extremely high injection pres-
sures provided by this system reduce particulate emissions.
The ECU calculates and controls the injection timing and fuel quantity
delivered. This control system provides improved consistency in fuel
delivery, power and smoothness. Pilot injection under light load and low to
mid speed conditions provides a significant reduction in combustion noise
and harshness.
EGR
Exhaust gas recirculation (EGR) and variable turbine geometry (VTG) tur- For all Tier-3 engines . . .
bocharger are both performance and emissions control features. During
starting, warm-up and light load conditions, exhaust gasses are not recir-
culated. The ECU controls the amount of exhaust gas to be mixed with Refer to “Principles of Operation”
intake air through the VTG and EGR valve. Electronic Engine Controls - Tier 3
The VTG has adjustable vanes in the turbine housing. The VTG vane
position is closed loop controlled by the ECU using the water-cooled
Smart Remote Actuator (SRA). The vanes are opened or closed to pro-
vide the necessary pressure differential (between the exhaust and intake
manifold) to achieve the desired level of exhaust gas recirculation.
When EGR is desired, the ECU will set the appropriate VTG and EGR
valve positions. Some of the exhaust gas then will pass through a cooler
that is connected to the exhaust and intake manifold. Engine coolant
cools the exhaust gases. The exhaust gases then pass through the EGR
valve and combine with intake air in the mixer portion of the intake mani-
fold, before entering the combustion chamber.
The percentage of EGR is calculated by the ECU using intake air temp
and pressure, EGR gas temp and calculated pressure, mixed gas temp
and pressure, and known thermodynamic properties of the gasses. Under
some conditions, as much as 10-12% of the intake charge entering the
combustion chamber is recirculated exhaust gas. The cooled exhaust gas
in the intake charge reduces peak in-cylinder temperature and pressure,
resulting in lower NOx emissions. This allows optimized injection calibra-
tion, resulting in reduced fuel consumption, increased power output and
reduced emissions.

ECU PROGRAMMING For all Tier-3 engines . . .
Specific to the 13.5L engines . . . Refer to “ECU Programming”


TRIMMABLE FEATURES Application Guidelines to Qualify the 650-rpm Idle Feature

on 13.5L Engines
Specific to the 13.5L engines . . . The Tier-3 13.5L engine encorporates a VTG and large piston cooling
nozzles that require more oil than the older 12.5L engine (especially when
the oil is hot and thin). Due to these concerns, idle speeds below 900 rpm
Starting Aid Control have not been made readily available in order to maintain adequate oil
pump flow and pressure. Since some applications cannot operate with
Air Heaters are optional hardware on the 13.5L Power Tech Plus™ idle speed as high as 900 rpm, the 650-rpm idle feature is being made
engines, and can be enabled from the Trim page. The ECU will control the available on a limited basis after the application is reviewed and approved
air heaters based on starting temperature. The preheat time is based on by JDPS OEM Application Engineering. This feature requires unique RE
Fuel Temperature. When fuel temperature is 0oC or higher, there will be and SW numbers, and programming with Custom Performance.
no preheat . Maximum preheat time of 30 seconds is at -20oC.
Examples of applications that may require this low-idle feature include:
The operator may start the engine at any time during or after the preheat 1) Drawwork applications where the engine indirectly runs a cable/
time. If the operator starts the engine during the preheat time, the heaters chain on a drum (cathead) and it needs to go slowly for drill pipe
are turned off as soon as the ECU detects engine speed. The heaters are connection and operator safety
turned off during cranking to maximize cranking speed. The heaters are 2) Air or over-center clutch engagement to prevent burning up the
turned back on during run-up. clutch
The reheat time is also based on fuel temperature. Reheat is used to 3) Transmission engagement to prevent shift shock from neutral into
reduce white smoke and rough idling after start. gear
Engine Warm-Up Routine (Industrial Engines Only) Before the 650-rpm idle feature is allowed, the 650-rpm Low Idle Request
Form must be completed and data must be collected on each new appli-
An electronically controlled engine warm-up routine (idle speed increase) cation, and reviewed by JDPS OEM Application Engineering. The follow-
is available for the OEM Industrial applications. For engines with a start ing data must be continuously recorded via Excel or D.R.I.V.E. datalogger
temperature lower than 0oC, idle speed is increased up to 200 rpm, but (or equivalent) and ServiceADVISOR while the equipment is operated
not to exceed 1200 rpm. through its expected duty cycle, including extended high % load and high
coolant temperature conditions:
If a minimum speed offset (bump) and the idle warm-up offsets are both 1) Oil sump temperature
applied, the governor software will use the maximum of the two offsets; 2) Oil pressure
The minimum speed offset and the fast idle warm-up offsets do not stack.
This option is disabled by default and is selectable in the Trim Options 3) Coolant temperature
page. 4) Engine speed
5) Engine Percent Load
6) Fuel usage rate
7) Manifold absolute pressure
The operating conditions of concern include:

1) Heavy load at idle
2) Accelerating under load from idle up to higher speed
3) Running high load and speed, dropping to idle, and then returning
quickly to high load and speed
4) Engines configured with an air compressor and/or rear engine PTO
Engine Application Guidelines AG11_T3_13.5L - 6 November 2009

The pass/fail criteria to allow 650-rpm idle in these applications are as fol- For all Tier-3 engines . . .
lows:
1) Minimum oil pressure = 140 kPa (20 psi).
If the value falls below 140 kPa, it must recover within 30 seconds. Refer to “Trimmable Features”
2) The time spent at 650-rpm idle should not exceed 10% of total Electronic Engine Controls - Tier 3
engine hours.
3) Maximum allowable torque at 650 rpm = 860 Nm (634 lb-ft). This is
equivalent to 58 kW (78 hp).
4) Acceptable sump oil to coolant ΔT less than or equal to 25oC.
5) If a customer requests any idle speed between 650 rpm and 900
rpm to be idle bumped up from 650 rpm, the Application must be
qualified at 650 rpm to prevent reducing it to 650 rpm after
approval.
6) If an application fails the criterion described in #1- #5, contact your
JDPS Application Integration Engineer to evaluate alternate solu-
tions.
Customers who request 650-rpm idle on 13.5L engines must complete

and submit the 650-rpm Low Idle Request Form to their JDPS Application
Integration Engineer during the early application design / investigation
phase of the project. After the application information has been reviewed
and accepted, the unique RE and SW numbers will be provided to allow
programming with Custom Performance. Plans should be made to record
operating data as described above and then it must be submitted to the
JDPS Application Integration Engineer for final approval.
Both the 650-rpm Low Idle Request Form and data should be attached in
the “Pictures and Files” tab of the Application Review in Application
Review Depot.
650-rpm Low Idle Request Form (Word)

NON-TRIMMABLE FEATURES For all Tier-3 engines . . .
Specific to the 13.5L engines . . . Refer to “Non-trimmable Features”


DIAGNOSTIC TROUBLE CODES For all Tier-3 engines . . .
Specific to the 13.5L engines . . . Refer to “Diagnostic Trouble Codes”






WIRING HARNESS For all Tier-3 engines . . .
Specific to the 13.5L engines . . . Refer to “Wiring Harness”

The PowerTech Plus 13.5L engine is available with ECU, either engine-
mounted or remote-mounted. The ECU mounting location will dictate
which engine harness is provided, engine mount or remote mount. The
engine harness uses the outer two Cinch connectors on the ECU.
Either an engine-mounted ECU interface harness or remote-mounted

ECU interface harness (depending on ECU mounting location) or no inter-
face harness can be ordered with the engine. The interface harness uses
the center cinch connector on the ECU.
An engine can also be ordered without any harnesses. However, it is
highly recommended that at least an engine harness is provided from
John Deere.





History of Changes

09 Nov 19 Curt Ritter Pages 6-7 New text added to Tier-3 Electronic Controls, 13.5L PT Plus, “Trimmable Features,”
for 650-rpm low idle feature on 13.5L engines.
Engine Application Guidelines AG11_T3_13.5L - 15 History of Changes

AG11 T3 Electronic Engine Controls Tier3

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AG11 T3 Electronic Engine Controls Tier3

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SECTION CONTENTS PowerTech ENGINES

Electronic Engine Controls - Tier 3

TIER-3 ENGINE MODEL

• • • • • Safety (Refer to AG-02)

• • • • • Diagnostic Trouble Codes

• • • • • Controller Area Network (CAN)

• • • • • Engine Control Unit (ECU)

• • • • • Instrumentation and Controls

Engine Application Guidelines AG-11 - Tier 3 August 2008

Engine Application Guidelines AG-11 - Tier 3 March 2007

Contents / Notes Page

Refer to Engine Application Guidelines, “Safety” (AG-02).

Engine Application Guidelines AG-11 - Tier 3 March 2007

Contents / Notes Page

Engine Application Guidelines AG-11 - Tier 3 March 2007

PRINCIPLES OF OPERATION Exhaust Gas Recirculation (EGR) and

Under some conditions, as much as 10-12% of the intake charge entering

Engine Application Guidelines AG11 - T3 - 2 May 2009

Contents / Notes Page

Service Programming ................................................................................................................................................................................................. 2

Engine Application Guidelines AG-11 - Tier 3 March 2007

ECU PROGRAMMING Final Programming

Engine Application Guidelines AG11 - T3 - 2 March 2007

Contents / Notes Page

Link to John Deere Custom Performance (Trim Features)

Torque Speed Command TSC1 .................................................................................................................................................................................8

Governor Droop Selections ......................................................................................................................................................................................10

Engine Protection ..................................................................................................................................................................................................... 11

Engine Application Guidelines AG-11 - Tier 3 February 2008

TRIMMABLE FEATURES ANALOG (POTENTIOMETER) THROTTLES

Throttles Link to Analog (Potentiometer) Throttles

Link to Analog Throttle

Engine Application Guidelines AG11 - T3 - 2 April 2007

THROTTLE POTENTIOMETER PRE-ADJUSTMENT PROCEDURE THROTTLE POTENTIOMETER

Engine Application Guidelines AG11 - T3 - 3 March 2007

Engine Application Guidelines AG11 - T3 - 4 March 2007

THROTTLE OUT-OF-RANGE RECOVERY COMBINATION THROTTLE

Engine Application Guidelines AG11 - T3 - 5 March 2007

DIGITAL 2-STATE (NON-ADJUSTABLE) THROTTLE DIGITAL 3-STATE (ADJUSTABLE) THROTTLE

If an analog (foot or hand) throttle is desired, up to two throttle potentiom-

Engine Application Guidelines AG11 - T3 - 6 March 2007

DIGITAL RAMP THROTTLE THROTTLE WIRING

Engine Application Guidelines AG11 - T3 - 7 March 2007

BUMP ENABLE SWITCH Torque Speed Command TSC1

Up to two TSC sources may be enabled at one time. If one source is

CAN Application Message Summary (Table)

Engine Application Guidelines AG11 - T3 - 8 March 2007

CAN Application Message Summary

Broadcast: (Help! › I don’t understand this)

Remaining St art Aid Time

Engine Application Guidelines AG11 - T3 - 9 March 2007

Governor Droop Selections

Trim Option Definition of RPM of Droop

Load/Fuel Fast IdleSpeed

Engine Speed RPM ofDroop

The all-speed governor droop is selectable between multiple settings or an

Engine Application Guidelines AG11 - T3 - 10 March 2007

Refer to John Deere Custom Performance (Trim Options) Engine Protection

This is not a complete list of emergency applications but it is intended to

Engine Application Guidelines AG11 - T3 - 11 April 2009

Engine Application Guidelines AG11 - T3 - 12 April 2007

Level-2 Derates Standard Shutdowns

Engine Application Guidelines AG11 - T3 - 13 April 2007

Standard (Level 1) Derates