руководство по ремонту сист.управления ДВС Перкинс

1100
Series
Perkins 1100D Series

Models NP, NR and PV
ELECTRONIC APPLICATION &

INSTALLATION MANUAL
1104D-E44T Four and six cylinder diesel

1104D-E44TA engines for agricultural,
1106D-E70TA industrial, construction
applications
Developed to meet EEC off-road mobile machinery Stage IIIA and EPA off-road Tier 3
equivalent legislation
Note: Information in this manual is preliminary and is subject to change or withdrawal
Publication No.TPD1855 – Production issue 3, July 2014
Copyright © 2014 Perkins Engines Company Limited, all rights Perkins Engines Company Limite d
reserved. No part of this document may be reproduced in any form Peterborough, PE1 5FQ, United Kingdom
Perkins
or by any means, without Engines
prior written Company
permission Limited
of Perkins Engines TPD1855
Tel: +44 (0)1733 583000 1
Company Limited. The information in this document is substantially Fax: +44 (0)1733 582240
correct at the time of printing and may be altered subsequentl y. www.perkins.com
CONTENTS
1.0 INTRODUCTION AND PURPOSE .................................................................... 6
1.1 Applicable Engines ......................................................................................................................... 6
1.2 Electronic Applications Contacts .................................................................................................... 6
1.3 Safety .............................................................................................................................................. 6
1.3.1 Warning – Welding.................................................................................................................. 7
1.3.2 Warning - Electrostatic Paint Spraying .................................................................................. 7
1.3.3 Warning – Jump Starting ........................................................................................................ 7
2.0 ENGINE COMPONENT OVERVIEW............................................................... 8
2.1 Electronic Control Module (ECM) ................................................................................................. 8
2.2 Sensor and Actuator Details ........................................................................................................... 8
2.2.1 Intake Manifold Pressure Sensor ............................................................................................ 8
2.2.2 Intake Manifold Temperature Sensor ...................................................................................... 9
2.2.3 Coolant Temperature Sensor ................................................................................................... 9
2.2.4 Fuel Rail Pressure Sensor ....................................................................................................... 9
2.2.5 Fuel Pump Solenoid .............................................................................................................. 10
2.2.6 Electronic Unit Injectors ....................................................................................................... 10
2.2.7 Crankshaft Speed/Timing Sensor........................................................................................... 10
2.2.8 Camshaft Speed/Timing Sensor ............................................................................................. 11
2.2.9 Oil Pressure Sensor ............................................................................................................... 12
2.2.9 Wastegate Regulator ............................................................................................................. 12
3.0 ENGINE COMPONENT DIAGRAMS AND SCHEMATICS........................ 13
3.1 1106D-E70TA Factory Installed Wiring and Components......................................................... 13
3.2 1104D-E44TA Factory Installed Wiring and Components......................................................... 14
Fig. 3.23.4 1106D Principal Engine Electronic Components ........................................................... 14
3.5 1104D Principal Engine Electronic Components ......................................................................... 16
4.0 CUSTOMER SYSTEM OVERVIEW KEY ELEMENTS .............................. 17
4.1 Mandatory Components to Install ................................................................................................. 17
4.2 Optional Customer Installed Components* .................................................................................. 17
4.3 Typical Customer Installed Component Diagram ........................................................................ 18
4.4 Example OEM Schematic ............................................................................................................. 19
4.4.1 Example 1 Basic Engine Application .................................................................................... 19
4.4.2 Example 2 Construction Application..................................................................................... 19
4.4.3 Example 3 Industrial Open Power Unit Application ............................................................. 19
4.4.4 Example 4 Agricultural Application ...................................................................................... 19
4.4.5 Example 1 - Basic Schematic OEM Harness ......................................................................... 20
4.4.6 Example 2 - Construction Schematic OEM Harness ............................................................. 21
4.4.7 Example 3 – Industrial Open Power Unit Schematic OEM Harness .................................... 22
4.4.8 Example 4 - Agricultural Schematic OEM Harness .............................................................. 23
5.0 POWER AND GROUNDING CONSIDERATIONS ....................................... 24
5.1 System Grounding ........................................................................................................................ 24
5.1.1 Ground stud on Starter Motor ............................................................................................... 24
5.1.2 Engine Block Ground Connection ......................................................................................... 24
5.2 Voltage and Current requirements ................................................................................................ 26
5.3 ECM power supply circuit resistance ........................................................................................... 26
5.3.1 Important Voltage Supply Circuit Considerations ................................................................ 28
5.3.2 Battery (+) Connection ......................................................................................................... 29
5.3.4 Battery (-) Connection ........................................................................................................... 30
5.4 Engine ECM Power Supply Circuit Resistance Test .................................................................... 33
5.4.1 Test Procedure ...................................................................................................................... 34
5.5 Suppression of Voltage Transients ............................................................................................... 34
5.5.1 Suppression Methods & Best Practice .................................................................................. 34
5.6 Direct Battery connection requirements ....................................................................................... 36
5.7 Powering The Engine ECM Via Auxiliary Power Supplies ......................................................... 36
5.8 Sensor Common Connections ....................................................................................................... 36
Perkins Engines Company Limited TPD1855 2

5.8.1 Analogue Sensor Return ........................................................................................................ 36
5.8.2 Switch Return ........................................................................................................................ 37
5.8.3 Digital Return ........................................................................................................................ 37
6.0 CONNECTORS AND WIRING HARNESS REQUIREMENTS ................... 38
6.1 ECM connector ............................................................................................................................. 38
6.2 Connector Layout ......................................................................................................................... 39
6.3 Tightening the OEM Connector ................................................................................................... 39
6.4 ECM connector Terminal / Wire Gauge Size ............................................................................... 39
6.4.1 ECM Connector Terminals.................................................................................................... 39
6.4.2 Terminal Retention ................................................................................................................ 39
6.4.3 Hand Crimping for Prototype machines and Low Volume Production: ............................... 40
6.4.3 ECM connector se7aling plug installation guidelines........................................................... 41
6.4.4 OEM harness Retention at the ECM ..................................................................................... 41
6.4.5 Machine Crimping For High Volume Production ................................................................. 41
6.5 Harness Wiring Standards ............................................................................................................ 41
6.5.1 General Recommendations for Machine Wiring harnesses .................................................. 41
6.5.2 Connectors ............................................................................................................................ 42
6.5.3 Cable routing......................................................................................................................... 42
6.5.4 Electromagnetic Compliance (EMC) .................................................................................... 43
6.6 Diagnostic Connector ................................................................................................................... 43
6.6.1 Termination Resistor ............................................................................................................. 43
TABLE 6.1 .................................................................................................................. 44
7.0 STARTING AND STOPPING THE ENGINE ................................................. 44
7.1 Starting the Engine ....................................................................................................................... 44
7.2 Stopping the Engine (and Preventing Restart) .............................................................................. 45
7.3 Ignition Keyswitch........................................................................................................................ 45
7.4 Emergency Stop Button ................................................................................................................ 45
7.5 Battery Isolation Switches ............................................................................................................ 46
7.6 Remote Stop Button ...................................................................................................................... 47
7.7 Intake Air Shutoff Valve............................................................................................................... 47
7.7.1 Intake Air Shutoff Valve Operation ....................................................................................... 47
7.8 Overspeed Verify Switch .............................................................................................................. 48
7.7 Datalink stops ............................................................................................................................... 49
7.8 Common problems with the application of stop devices .............................................................. 49
8.0 ENGINE SPEED DEMAND ............................................................................... 49
8.1 Analogue Sensor ........................................................................................................................... 50
8.1.1 Device Description ................................................................................................................ 50
8.1.2 Analogue Sensors –Connection details ................................................................................. 51
8.1.3 Evaluating Component Compatibility ................................................................................... 52
8.1.4 Test Procedure ...................................................................................................................... 52
8.1.5 Required Values .................................................................................................................... 53
8.1.6 Analogue Throttle Switch - EST Configurable Parameters................................................... 54
8.2 PWM Sensor - Compatibility ....................................................................................................... 54
8.2.1 Device Description ................................................................................................................ 54
8.2.2 Component Compatibility...................................................................................................... 54
8.2.3 Connection details ................................................................................................................. 54
8.2.4 PWM Throttle - EST Configurable Parameters .................................................................... 54
8.3 PTO mode ..................................................................................................................................... 55
8.3.1 PTO Mode ON/OFF switch ................................................................................................... 55
8.3.2 PTO Mode Set/lower Button.................................................................................................. 55
8.3.3 PTO Mode Raise/ Resume Button ......................................................................................... 55
8.3.4 PTO Mode Disengage Switch ................................................................................................ 55
8.3.5 PTO Mode Preset Speed........................................................................................................ 56
8.3.6 PTO Mode - EST Configurable Parameters.......................................................................... 56
8.3.7 Example of PTO mode operation .......................................................................................... 57
8.4 Multi Position Throttle Switch (MPTS) ....................................................................................... 58
8.4.1 Multi Position Throttle Switch - EST Configurable Parameters ........................................... 59

8.5 Torque Speed Control TSC1 (Speed Control Over CAN) ............................................................ 60
8.6 Arbitration of speed demand......................................................................................................... 60
8.6.1 Manual Throttle Selection Switch ......................................................................................... 60
8.7 Ramp Rate .................................................................................................................................... 60
8.8Throttle Calibration ....................................................................................................................... 60
8.9 Throttle Parameter Description ..................................................................................................... 62
8.9.1 Diagnostic Lower Limit ......................................................................................................... 62
8.9.2 Lower Position limit .............................................................................................................. 62
8.9.3 Initial Lower Position limit ................................................................................................... 62
8.9.4 Lower Deadzone .................................................................................................................... 62
8.9.5 Initial Upper Position limit ................................................................................................... 62
8.9.6 Upper Position Limit ............................................................................................................. 62
8.9.7 Upper Deadzone .................................................................................................................... 62
8.9.8 Diagnostic Upper Limit ......................................................................................................... 62
8.10 Throttle Calibration Function ..................................................................................................... 63
8.10.1 Idle Validation Switch ............................................................................................................. 67
8.10.2 Idle validation maximum ON threshold (Closed) ................................................................ 67
8.10.3 Idle validation minimum OFF threshold (Open) ................................................................. 67
9.0 COLD STARTING AID. ..................................................................................... 68
9.1 Control of Glow Plugs by the Engine ECM ................................................................................. 68
9.1.1 Relay, Fuse and Cable Gauge Specification ......................................................................... 68
9.1.2 Wait-to-Start / Start Aid active lamps.................................................................................... 69
9.1.3 OEM / Operator control or override of the Glow Plugs ....................................................... 70
9.2 Ether Cold Start Systems .............................................................................................................. 71
9.2.1 Ether start Configuration ...................................................................................................... 71
9.2.2 Ether start Installation .......................................................................................................... 71
9.3 Water Jacket Heaters .................................................................................................................... 72
9.3.1 Intake Temperature Sensor - EST Configurable Parameter ................................................. 73
10 OPERATOR DISPLAYS ..................................................................................... 73
10.1 Gauge Drivers ............................................................................................................................. 73
10.1.1 Lamp Outputs ...................................................................................................................... 74
10.1.2 Indicator lamps Logic ......................................................................................................... 75
10.1.3 Datalink Driven Intelligent Displays ................................................................................... 76
10.1.4 Customer Triggered Engine Fault codes............................................................................. 76
10.2 Engine Software Features ........................................................................................................... 77
10.2.1 Engine Monitoring System .................................................................................................. 77
10.2.2 Monitoring Mode - EST Configurable Parameters ............................................................. 78
10.2.3 Monitoring Mode Thresholds .............................................................................................. 78
11.0 MONITORED INPUTS FOR CUSTOMER FITTED SENSORS ................ 80
Table 11.0 ........................................................................................................................................... 80
11.1 Configurable States ..................................................................................................................... 80
11.2 Air Filter Service Indicator – Air Filter Restriction Switch ........................................................ 80
11.3 Coolant Low Level Switch ......................................................................................................... 81
11.4 Water in Fuel Switch .................................................................................................................. 81
12.0 ENGINE GOVERNOR ..................................................................................... 82
12.1 Governor ..................................................................................................................................... 82
12.1.1 All speed .............................................................................................................................. 82
12.1.2 Torque limit curve ............................................................................................................... 82
12.1.3 Droop .................................................................................................................................. 82
12.1.4 High Speed Governor (Governor Run-Out) ........................................................................ 82
12.2 Auxiliary Governor ..................................................................................................................... 84
12.3 Rating selection via Service Tool ............................................................................................... 84
12.4 Mode Switches............................................................................................................................ 84
12.5 Rating and Droop changes requested via the J1939 datalink ...................................................... 85
12.6 Service Maintenance Indicator ................................................................................................... 85
13.0 USING THE EST SERVICE TOOL................................................................ 86

13.1 Datalink Support ......................................................................................................................... 86
13.2 SAE J1939 .................................................................................................................................. 86
13.3 Summary of Key J1939 Application Issues ................................................................................ 86
13.3.1 Physical layer ...................................................................................................................... 86
13.3.2 Network Layer ..................................................................................................................... 87
13.3.3 Application Layer ................................................................................................................ 87
13.4 J1939 Supported Parameters Quick reference Summary Table .................................................. 88
13.5 J1939 Parameters – Detailed Descriptions.................................................................................. 92
13.6 Sending Messages to the Engine ECM ....................................................................................... 92
13.6.1 Source Address .................................................................................................................... 92
13.6.2 Destination Address ............................................................................................................ 92
14.0 J1939 - VEHICLE APPLICATION LAYER .................................................. 93
14.1Torque Speed Control .................................................................................................................. 93
14.1.1 ECM Response Time To TSC1 Request ............................................................................... 93
14.1.2 TSC1 Configuration ............................................................................................................ 93
14.1.3 TSC1 Continuous Fault Handling: [Disabled] (Default) .................................................... 93
14.1.4 End of Transmission – Fault Detection ............................................................................... 93
14.1.5 TSC1 Continuous Fault Handling: [Enabled] .................................................................... 94
Table 14.0 TSC1 - Feature Summary..................................................................................... 94
14.1.6 Rating and Droop Control................................................................................................... 94
15.0 J1939 PARAMETERS....................................................................................... 95
15.1 Torque Speed Control (TSC1) ................................................................................................... 95
15.2 Electronic Brake Controller 1 (EBC1) ........................................................................................ 95
15.3 Electronic Engine Controller 2 (EEC2) ...................................................................................... 96
15.4 Electronic Engine Controller 1 (EEC1) ...................................................................................... 97
15.5 Turbocharger Wastegate (TCW)................................................................................................. 97
15.6 Auxillary Discrete IO state (AUXIO) ......................................................................................... 98
15.7 Software Identification (SOFT) .................................................................................................. 99
15.8 Engine Fluid Level / Pressure 2 (EFL/P2) ................................................................................ 100
15.9 Electronic Engine Controller 3 (EEC3) .................................................................................... 100
15.10 Engine Configuration (EC) ..................................................................................................... 101
15.11 Shutdown (SHUTDOWN) ...................................................................................................... 102
15.12 Engine Hours / Revolutions (HOURS) ................................................................................... 103
15.13 Fuel Consumption ................................................................................................................... 104
15.14 Component ID (CI) ................................................................................................................. 104
15.15 Vehicle Identification (VI)...................................................................................................... 105
15.16 Engine Temperature (ET1) ..................................................................................................... 105
15.17 Engine Fluid Level / Pressure (EFL/P1) ................................................................................. 105
15.18 PTO information (PTO) .......................................................................................................... 106
15.19 Fuel Economy (LFE) .............................................................................................................. 107
15.20 Inlet / Exhaust Conditions (IC1) ............................................................................................. 107
15.21 Vehicle Electrical Power (VEP) ............................................................................................. 108
15.22 Operator Primary Intermediate Speed (ISCS) ........................................................................ 108
15.23 Off highway engine control selection (OHECS) .................................................................... 109
15.23 Off highway Engine control selection state (OHCSS) ............................................................ 110
16.0 J1939- DIAGNOSTIC LAYER ...................................................................... 111
16.1 Active Diagnostics Trouble Codes (DM1) ............................................................................... 111
16.2 Previously Active Diagnostic Trouble Codes (DM2) ............................................................... 113
Supported Parameters – Section 21 - Simplified Descriptions................................................... 113
Supported Parameters – Section 81 Network Management - Detailed Descriptions ................ 114
Other Datalink Standards .................................................................................................................. 115
CANopen ...................................................................................................................................... 115
OEM Proprietary CAN standards ................................................................................................ 115
APPENDICES .......................................................................................................... 116
Appendix 1 - ECM J1 Connector Terminal Assignments ................................................................ 116
Appendix 2 – List of Diagnostic and Event codes ............................................................................ 118
Manual Updates ................................................................................................................................ 120

1.0 Introduction and Purpose
This document is intended to provide necessary information for correct
electrical and electronic installation of 1100D Series Electronically Controlled
Industrial engines, into an off-highway machine. Perkins expects that there will
be some additions and modifications to this document as the engine
development program continues, and as OEM requests for information, not
currently addressed, are added. The Information herein is the property of
Perkins and/or its subsidiaries. Without written permission, any copying,
transmission to others, and any use except that for which it is loaned is
prohibited.
1.1 Applicable Engines

This manual is related to the following 1100 Series engine types:
NP: 1104D-E44T
NR: 1104D-E44TA
PV: 1106D-E70TA
The information contained within this document is the best available at the
time of authoring to describe the application and installation requirements for
a production representative engine and software configuration. During
development stages please ensure the Applications Engineering department
is consulted before implementing any of the features contained within this
document.
1.2 Electronic Applications Contacts

If the information in this document is incomplete, incorrect, or further details
are required, then please contact your Applications Engineer.
1.3 Safety
Most accidents that involve product operation, maintenance and repair are
caused by failure to observe basic safety rules or precautions. An accident
can often be avoided by recognizing potentially hazardous situations before
an accident occurs. A person must be alert to potential hazards. This person
should also have the necessary training, skills and tools in order to perform
these functions properly.
The information in this publication was based upon current information at the
time of publication. Check for the most current information before you start
any job. Perkins dealers will have the most current information.
Improper operation, maintenance or repair of this product may be dangerous

and result in injury or death.
Do not operate or perform any maintenance or repair on this product until you
have read and understood the operation, maintenance and repair information.
Perkins cannot anticipate every possible circumstance that might involve a

potential hazard. The warnings in this publication and on the product are not
all inclusive. If a tool, procedure, work method or an operating technique that
is not specifically recommended by Perkins is used, you must be sure that it is

safe for you and for other people. You must also be sure that the product will
not be damaged and / or made unsafe by the procedures that are used.
1.3.1 Warning – Welding

Welding can cause damage to the on engine electronics. The following
precautions should be taken before and during welding:
• Turn the engine OFF. Place the ignition keyswitch in the OFF position
• Disconnect the negative battery cable from the battery. If the machine is
fitted with a battery disconnect switch then open the switch
• Clamp the ground cable of the welder to the component that will be
welded. Place the clamp as close as possible to the weld.
• Protect any wiring harnesses from welding debris and splatter.
DO NOT use electrical components in order to ground the welder. Do not

use the ECM or sensors or any other electronic components in order to
ground the welder.
1.3.2 Warning - Electrostatic Paint Spraying

The high voltages used in electrostatic paint spraying can cause damage to
on engine electronics. The damage can manifest itself through immediate
failure of components, or by weakening electronic components causing them
to fail at a later date.
The following precautions should be taken when using electrostatic paint

spraying techniques on engines:
• Connect all 64 pins of the ECM J1 Connector directly to the spraying booth
ground.
• Connect the engine block to ground at 2 points. Ensure that good screwed
connections onto bright metal are used.
1.3.3 Warning – Jump Starting

Jump-starting an engine can cause higher than normal voltages to appear
across the battery terminals. Care must be taken that this does not exceed the
recommended maximum voltage for the ECM.

2.0 Engine Component Overview
2.1 Electronic Control Module (ECM)
The A4E2v3 ECM is an electronic control device that governs engine speed,
torque output and manages the engines performance and emissions via a
number of sensors and actuators. The device is assembled to a special
mounting plate fitted to the engine. The location is common on the 1100D
series engines, left hand side close to the fuel rail. The device has 2
connection sockets, one for the engine wire harness (J2) that is blue in colour
and the other for the machine OEM harness connection (J1) that is grey in
colour. There are two ECM options, a fuel cooled version and an air-cooled
version.
2.2 Sensor and Actuator Details

2.2.1 Intake Manifold Pressure Sensor
The intake manifold pressure sensor measures the air pressure inside the
intake manifold, after the turbo. The range is 39 - 400 Kpa absolute
The sensor is used to determine atmospheric (barometric) pressure. During

certain operating conditions the ECM will take a snapshot of the measured
pressure to set the atmospheric pressure value. The atmospheric pressure is
used to determine the atmospheric related fuel limits (if any) e.g. at high
altitude fuel may be limited during cranking to prevent turbo over-speed. The
ECM also uses the atmospheric value to calculate gauge pressure of other
absolute engine pressure sensors.
When the engine is running the sensor measurement is used as an input

parameter to calculate torque and air fuel ratio limits. This helps prevent black
smoke during transient engine conditions, mainly during acceleration or upon
sudden load application. i.e. If intake manifold pressure is too low for the
requested fuel, then the fuel is limited to prevent the over fuel condition. The
measurement will also be used to select certain timing maps.
Intake manifold pressure is also used to control the turbo wastegate regulator,
if fitted. The turbo wastegate regulator control system regulates intake
manifold pressure to a desired value, calibrated in the software. In order to do
this, the software needs to know the actual value of intake manifold pressure,
hence the need for the sensor measurement.
If the intake manifold pressure sensor/circuit fails, then a low default value is
used in the software. The wastegate regulator control (if fitted) will go to open
loop, whereby the resultant intake manifold pressure will be low (as
determined by the wastegate hardware chosen) and hence fuel will be limited
under certain engine conditions, effectively providing a fuel/torque derate.

2.2.2 Intake Manifold Temperature Sensor
This sensor measures the temperature inside the inlet air manifold .The
sensor option on the 1100D engines at time of authoring is a 2 pin passive,
with an operating range of –40°C to +150°C
Note that this is the sensor to which the engine is calibrated. Intake air
temperature measurement is very sensitive to location. If the OEM adds
additional inlet air temperature monitoring, for example during prototype
evaluation, it should be anticipated that there may be a difference of several
degrees Celsius between the engine sensor and the OEM sensor.
Intake manifold temperature measurement is used as an input to the cold start

strategy. When the engine is running the sensor measurement is used as an
input parameter to calculate torque and air fuel ratio limits.
The OEM has no connection to this sensor, but if the intake air is required by
some machine system, for example for fan control strategy, then the data can
be accessed on the J1939 datalink.
It is possible, if extreme temperatures are measured at the intake that the

engine will derate. In the event of a derate, an event code will be generated
on the J1939 datalink, or displayed on the service tool, and the warning lamp
will illuminate.
2.2.3 Coolant Temperature Sensor

The coolant temperature sensor measurement is used as an input to the cold
start strategy. The measurement is also used to select certain maps at certain
temperatures. The engine is considered warm at 65°C. The fuel delivery
characteristics will change dependant on the engine temperature. The sensor
is also used for activating the glow plugs for cold engine starting and for
detecting high coolant temperatures for raising an event. The range is –40C to
+150C
If the sensor/circuit fails, then a default value is used and a diagnostic code is
raised. For glow plug control if this sensor/circuit is faulted, the intake
manifold air temperature sensor is used. It is possible that with this
sensor/circuit in a failure condition white smoke may result during a cold
engine start. The high coolant temperature event will not be raised under this
fault condition.
The sensor reading of coolant temperature is also used to determine the
maximum fuel allowed during engine starting. If the sensor/circuit fails, it is
possible the engine will not start under cold engine conditions.
It is possible, if the coolant temperature exceeds the design limits, that the
engine will derate. In the event of a derate, a fault code will be generated on
the J1939 datalink, or displayed on the service tool, and the warning lamp will
illuminate.
2.2.4 Fuel Rail Pressure Sensor

The fuel rail pressure sensor is used to measure the fuel pressure in the high-
pressure fuel rail. (The fuel in the fuel rail then feeds all injectors. Injection
takes place when each injector is electrically operated.)
The fuel rail pressure measurement is used in conjunction with the high-
pressure fuel pump to maintain the desired fuel pressure in the fuel rail. This
pressure is determined by engine calibrations to enable the engine to meet
emissions and performance objectives.
If the fuel rail pressure sensor/signal is faulted, a diagnostic code is set with a
warning; a default value used and a 100% engine derate results. The default
value for fuel rail pressure will allow the engine to run in a limp home fashion
whereby a known fuel rail pressure will be controlled within reasonable engine
conditions. Emissions compliance cannot be guaranteed under this fault
condition.
2.2.5 Fuel Pump Solenoid

Fuel Rail Pump Solenoid is used to control the output from the high-pressure
fuel pump.
The fuel rail pump solenoid is energized when fuel is required to be pumped
into the high-pressure fuel rail. Varying the energize time of the solenoid
controls the fuel delivery from the pump. The earlier the solenoid is energized
(degrees before TDC), the more fuel is pumped into the fuel rail.
The solenoid forms part of the fuel rail pressure closed loop control system in
conjunction with the fuel rail pressure sensor, ECM and software. The fuel rail
pressure sensor measures the fuel rail pressure; the signal is processed by
the ECM and software and compared to the desired fuel rail pressure for the
given engine operating conditions. The control algorithm then controls the fuel
rail pump solenoid energies time. There is no OEM connection to this
component.
If the fuel rail pump solenoid fails, it is likely that fuel will not be pumped into
the fuel rail and engine shutdown or failed start is expected.
2.2.6 Electronic Unit Injectors

Each fuel injector contains a solenoid to control the quantity of fuel injected.
Both positive and negative wires to each solenoid are wired directly back to
the ECM
There is no OEM connection to this component. Voltages of up to 70V are

used to drive the injectors. The signals to the injectors are sharp pulses of
relatively high current. The OEM should ensure that any systems that are
sensitive to electromagnetic radiation are not in proximity to the harness
components that lead to the injectors.
2.2.7 Crankshaft Speed/Timing Sensor

The crankshaft speed-timing sensor (Figure 1) is a Hall effect sensor. The
sensor works in conjunction with the timing ring fitted to the engine crankshaft.
The sensor produces a signal as the timing ring/crank rotates past the sensor.
The ECM then uses this signal to calculate crankshaft speed and crankshaft

position. The crank speed/timing signal is used during normal engine running
since is more accurate than the signal obtained from the cam speed/timing
sensor.
If the crank speed/timing sensor signal is lost or faulted, the engine is capable
of starting provided the cam speed/timing signal is healthy. A diagnostic and
warning will be raised if the fault occurs during engine running. A full derate
will result since the engine is not then guaranteed to be emissions compliant
due to the accuracy of the cam speed/timing signal. The diagnostic and derate
will not be raised during engine cranking (if fault present), but the service tool
will provide a means to read the condition of the cam and crank speed signals
to aid fault finding.
The OEM has no connection to this sensor. If the OEM requires accurate
engine speed information then this may be obtained from the SAE J1939
datalink. The software includes logic to prevent reverse engine running.
Fig. 2.1 Crankshaft Speed Sensor
2.2.8 Camshaft Speed/Timing Sensor
The camshaft speed/timing sensor works in conjunction with the timing ring
fitted on the camshaft (1106D) and the fuel pump (1104D).
The sensor produces a signal as the timing ring rotates past the sensor. The
ECM then uses this signal to calculate camshaft speed, camshaft position and
engine cycle. The cam speed/timing signal is required for determining the
correct engine cycle and is also used for limp-home operation in the event of
the crank speed sensor / circuit being faulted / lost.
If the camshaft speed/timing sensor/signal is lost or faulted, the engine will not
start (since engine cycle is not known from the crank signal only), but if the
engine is already running, no engine performance effect will be noticed. A
diagnostic and warning will be raised if the fault occurs during engine running.
The diagnostic will not be raised during engine cranking, but the service tool
will provide a means to read the condition of the cam and crank speed signals
to aid fault finding. The software includes logic to compensate for minor timing
errors.

2.2.9 Oil Pressure Sensor
The oil pressure sensor measures the engine oil pressure in kPa. Oil
pressure is used for engine protection, whereby if insufficient oil pressure is
measured for a given speed, an event for low oil pressure would be raised.
The low oil pressure threshold is defined as a map against engine speed.
Currently, two levels of event are specified. Level 1 is the least severe and
raises a warning. Level 3 is the most severe and raises a warning, which
request the engine be shutdown. Automatic engine shutdown can be
configured for certain applications, such as Gensets to occur when a level 3
event is raised.
If the oil pressure sensor fails, a diagnostic is raised and a default value is
used by the software, which has been chosen to be a healthy (high) pressure
value. It is not possible to raise an event whilst an oil pressure diagnostic is
present.
2.2.9 Wastegate Regulator

The regulator controls the pressure in the intake manifold to a value that is
determined by the ECM. The wastegate regulator provides the interface
between the ECM and the mechanical system that regulates intake manifold
pressure to the desired value that is determined by the software.

3.0 Engine Component Diagrams and Schematics
3.1 1106D-E70TA Factory Installed Wiring and Components
Electronic Unit Injectors
A4E 2 ECM
Diagnostic( If Equipped)
J1
J2
64 Pin Plug
Fuel Pump
Coolant Temperature
Oil Pressure Wastegate Regulator

( If Equipped)
Intake Manifold
Pressure
Cam/Timing
Sensor
Intake Manifold
Temperature
Crank Speed/
Fuel Rail Pressure
Timing
Fig. 3.1

3.2 1104D-E44TA Factory Installed Wiring and Components
Fig. 3.2

3.4 1106D Principal Engine Electronic Components
Fig. 3.3
Wastegate
Fig. 3.4

3.5 1104D Principal Engine Electronic Components
Fig. 3.5

4.0 Customer System Overview Key Elements
The following section provides details on both the mandatory and optional
system connections that need to be made as part of the customers machine
wiring harness.
4.1 Mandatory Components to Install

Mandatory or Required Engine Family A&I Guide Section
Components
Battery All Power and Grounding
Considerations
Circuit Protection All Power and Grounding
Considerations
Key Switch All Starting the Engine
Warning Lamp All Operator Displays
Shutdown Lamp All Operator Displays
Wait to Start Lamp All Operator Displays
Glow Plug Relay* All Cold Starting Aid
Speed Demand Input All Engine Speed Demand
J1939 All Communication Datalink
PDL All Perkins Datalink
Water in Fuel Sensor All Monitored input
4.2 Optional Customer Installed Components*

Optional Components A&I Guide Section
Low Oil Pressure Lamp Operator Displays
Remote Shutdown Switch (Normally Open) Stopping the Engine
Coolant Level Switch Monitored Inputs for Customer Fitted
Sensors
Air Intake Filter Restriction Switch Monitored Inputs for Customer Fitted
Sensors
PWM Throttle Position Sensor Engine Speed Demand
Analogue Throttle Position Sensor with Idle Engine Speed Demand
Validation Switch (1)
Analogue Throttle Position Sensor with Idle Engine Speed Demand
Validation Switch (2)
Throttle Selection Switch Engine Speed Demand
Multi-Position Switch Engine Speed Demand
PTO On/Off Switch Engine Speed Demand
PTO Set/Lower Switch Engine Speed Demand
PTO Raise/Resume Switch Engine Speed Demand
PTO Disengage Switch Engine Speed Demand
Mode Switch (1) Engine Governor
Mode Switch (2) Engine Governor
Ether Start Cold Starting Aids
Auxiliary Temperature Monitored Inputs for Customer Fitted
Sensors
Overspeed Verify Switch Engine Speed Demand
Starter motor Relay Control Starting and Stopping the engine
* Check Compatibility in specific sections, some components cannot be used together.

4.3 Typical Customer Installed Component Diagram
Battery Isolation
Switch
Glow Plug
Relay
+ - PWM
Battery Throttle
Analogue
Throttle with
IVS
IVS
Circuit Protection
(Mandatory)
Air Filter Restriction

Switch
Keyswitch
Intake temperature sensor

Magnetic
Switch
Warning Lamp PTO On/Off Switch
PTO Raise/Resume Button

Stop Lamp
PTO Set/Lower Button
Wait to Start Lamp
PTO Disengage
Low Oil Pressure Lamp
Modes Switch 1
PTO Lamp
Modes Switch 2
Shutdown Switch
Service Tool Connector
J1939 Termination Resistor
Fig. 4.1

4.4 Example OEM Schematic
The engine can be configured and wired many different ways dependent on
the requirements of the OEM. The following four example schematics and
descriptions provide a guide for the OEM.
4.4.1 Example 1 Basic Engine Application

This solution is suitable for applications where very little integration or
additional engineering is a requirement when compared to the solution used
for a mechanical engine. This solution can be used in most mechanically
governed engine replacement situations. The OEM needs to consider only
basic functions these being Power Supply, Operator Indication, Cold Start Aid
and a simple method of controlling the engine speed.
4.4.2 Example 2 Construction Application

An application where the engine, in response to an arrangement of switched
inputs will operate at one of a range of defined speeds. This is suitable for
applications where the device has multiple operating speeds that are either
defined for the specific output reasons, for simplicity of operator use or for
operation dependent upon the environment - e.g. quiet modes. This could
include: auxiliary engine on road sweeper, multiple speed water pumps, etc.
There are sixteen possible set speeds based on four discrete ECM inputs. In
addition to the Key-Switch a separate engine shutdown switch is used to stop
the engine.
4.4.3 Example 3 Industrial Open Power Unit Application

An application where the engine, in response to a control input, e.g. a button
press, accelerates from idle speed up to the pre-defined operating engine
speed. Once at the pre-defined operating speed, the engine speed may be
raised or lowered by increment / decrement button presses. This is suitable
for enhancing some of the applications of the single speed (set speed) control,
or to provide a variable speed control without having a throttle pedal / lever.
This functionality may benefit when the user wants to use ‘set speed
operation’, but with the capability to adjust it themselves - users may have a
favorite operating speed. This could include concrete pumps, hydraulic driven
machines.
4.4.4 Example 4 Agricultural Application

The application will allow single or twin throttles, engine twin set speed
control, Multi mode operation, integrated display drive, etc. This set-up is
suitable for applications where the customer requires a high degree of
operator control over the machine’s behavior. It is one of the most complex
applications. Typically this is used in mobile applications that may be driven to
the place of work and then require operator selectable speed operation whilst
performing their chosen task. This could include: Tractors, Combines,
Backhoe loaders.

4.4.5 Example 1 - Basic Schematic OEM Harness
A4E2v3 ECM
Basic OEM Wiring Schematic
J1 CONNECTOR
February 2014
UNCONTROLLED DOCUMENT FOR
INDICATION ONLY
Confidential Green
Template file: Unity series OEM wiring_
NOTE 7
7 BATTERY +
8 BATTERY +
15 BATTERY +
16 BATTERY +
1 BATTERY -
2 BATTERY -
3 BATTERY -
9 BATTERY -
10 BATTERY -
OFF
ON 5A
START
40 IGNITION KEYSWTICH
IGNITION KEY
SWITCH STOP LAMP
60 STOP LAMP
TO STARTER MOTOR
MAG SWITCH
WARNING LAMP
59 WARNING LAMP
NOTE 2
COLD START - WAIT TO START LAMP

63 COLD START LAMP
LOW OIL PRESSURE LAMP LOW OIL PRESSURE LAMP

62 (OPTIONAL)
NOTE 4
57 START AID CONTROL
NOTE 5
TO GLOW
PLUGS
GLOW PLUG
RELAY
Battery
PWM
THROTTLE 53 PWM THROTTLE SENSOR INPUT
SENSOR
33 SENSOR RETURN
43 SENSOR SUPPLY 8V
WATER IN
FUEL SENSOR 44 WIF SENSOR INPUT
NOTES
1. N/A J1 PLUG
2. Fuse value depends on Mag Switch circuit current
3. N/A
4. Fit suppression diodes across relay coils
5. Glow Plug fuse rating differs between 4cyl and 6cyl
engines and system voltage
6. Starter motor control circuits will vary
7. Fuse value dependant on system voltage
Rear View of J1 Plug Front View of J1 Plug
Fig. 4.2

4.4.6 Example 2 - Construction Schematic OEM Harness
120
Construction OEM Wiring Schematic OHM A4E2 ECM
J1 CONNECTOR
February 2014
INDICATION ONLY CAN J1939 BUS
20 CAN J1939 +
Confidential Green NOTE 1

21 CAN J1939 -
Template file: Unity OEM wiring 22 CAN J1939 SHIELD
23 CDL +
NOTE 3
24 CDL -
120
NOTE 7 OHM
7 BATTERY +
8 BATTERY +
15 BATTERY +
16 BATTERY +
1 BATTERY -
2 BATTERY -
3 BATTERY -
9 BATTERY -
10 BATTERY -
OFF
ON 5A
START
IGNITION KEY
SWITCH STOP LAMP
TO STARTER MOTOR 60 STOP LAMP
MAG SWITCH
WARNING LAMP
NOTE 2 59 WARNING LAMP

63 COLD START LAMP

62 (OPTIONAL)
NOTE 4
NOTE 5
TO GLOW
PLUGS
GLOW PLUG
RELAY
Battery
33 SENSOR RETURN
WATER IN
43 SENSOR SUPPLY 8V
S1 49 THROTTLE POSITION SWITCH 1

10
POSITION S2 50 THROTTLE POSITION SWITCH 2
CMN
ROTARY S3 51 THROTTLE POSITION SWITCH 3
SWITCH
S4 52 THROTTLE POSITION SWITCH 4
SHUTDOWN SWITCH (CLOSE TO

48 STOP)
35 SWITCH RETURN
NOTES
1. CAN shield connection at ECM is optional J1 PLUG
3. CDL connection may be used for secondary diagnostic
connection
7. Fuse value dependent on system voltage
Fig.4.3

4.4.7 Example 3 – Industrial Open Power Unit Schematic OEM Harness
IOPU OEM Wiring Schematic A4E2 ECM
J1 CONNECTOR
February 2014
INDICATION ONLY
Confidential Green
Template file: Unity OEM wiring
NOTE 7
7 BATTERY +
8 BATTERY +
15 BATTERY +
16 BATTERY +
1 BATTERY -
2 BATTERY -
3 BATTERY -
9 BATTERY -
10 BATTERY -
OFF
ON 5A
START
PTO MODE LAMP

61 PTO MODE LAMP (OPTIONAL)
IGNITION KEY
SWITCH STOP LAMP
60 STOP LAMP
TO STARTER MOTOR
MAG SWITCH
WARNING LAMP
59 WARNING LAMP
NOTE 2

63 COLD START LAMP

62 (OPTIONAL)
NOTE 4
NOTE 5
TO GLOW
PLUGS
GLOW PLUG
RELAY
33 SENSOR RETURN
WATER IN
43 SENSOR SUPPLY 8V
Battery
ON / OFF
SET / LOWER
52 PTO MODE - ON / OFF

RAISE / RESUME PTO MODE - SET/ LOWER
51
50 PTO MODE - RAISE /RESUME
DISENGAGE SWITCH PTO MODE - DISENGAGE (NC)
49
35 SWITCH RETURN
NOTES
1. N/A J1 PLUG
3. N/A
Fig. 4.4

4.4.8 Example 4 - Agricultural Schematic OEM Harness
120
Agricultural OEM Wiring Schematic OHM A4E2v3 ECM
J1 CONNECTOR
February 2014
INDICATION ONLY CAN J1939 BUS
20 CAN J1939 +
Confidential Green NOTE 1

21 CAN J1939 -
Template file: Unity OEM wiring_ 22 CAN J1939 SHIELD
23 CDL +
NOTE 3
24 CDL -
120
NOTE 7 OHM
7 BATTERY +
8 BATTERY +
15 BATTERY +
16 BATTERY +
1 BATTERY -
2 BATTERY -
3 BATTERY -
9 BATTERY -
10 BATTERY -
OFF
ON 5A
START
PTO MODE LAMP

61 PTO MODE LAMP (OPTIONAL)
IGNITION KEY
SWITCH STOP LAMP
60 STOP LAMP
TO STARTER MOTOR
MAG SWITCH
WARNING LAMP
59 WARNING LAMP
NOTE 2

63 COLD START LAMP

62 (OPTIONAL)
INTERMEDIATE SPEED 36 INTERMEDIATE SPEED
NOTE 4
NOTE 5
41 SENSOR SUPPPLY 5V
TO GLOW ANALOGUE ANALOGUE THROTTLE INPUT 1

54
PLUGS THROTTLE
GLOW PLUG
SENSOR 1
RELAY 33 SENSOR RETURN
45 IDLE VALIDATION (IVS 1) N/C
42 SENSOR SUPPPLY 5V
ANALOGUE
THROTTLE 55 ANALOGUE THROTTLE INPUT 2
SENSOR 2
34 SENSOR RETURN
38 IDLE VALIDATION (IVS 2) N/C
Battery
33 SENSOR RETURN
WATER IN
ON / OFF
43 SENSOR SUPPLY 8V
SET / LOWER
52 PTO MODE - ON / OFF

RAISE / RESUME PTO MODE - SET/ LOWER
51
50 PTO MODE - RAISE /RESUME
DISENGAGE SWITCH PTO MODE - DISENGAGE (NC)
49
39 MODE SWITCH 1
46 MODE SWITCH 2
MODE SWITCH 1
MODE SWITCH 2
THROTTLE SELECTION SWITCH

THROTTLE SELECTION SWITCH 47 (cannot be used in conjunction with
IVS2)
35 SWITCH RETURN
NOTES
1. CAN shield connection at ECM is optional J1 PLUG
3. CDL connection may be used for secondary diagnostic
connection
engines and systme voltage
Fig. 4.5

5.0 Power and Grounding Considerations
5.1 System Grounding

Although the engine electronics are all directly grounded via the ECM
connector, it is also necessary that the engine block be properly grounded to
provide a good return path for components such as Starter Motor, Alternator
and Cold Start Aids.
Improper grounding results in unreliable electrical circuit paths. Stray electrical

currents can damage mechanical components, and make electronic systems
prone to interference. These problems are often very difficult to diagnose and
repair.
5.1.1 Ground stud on Starter Motor

If the Starter motor has a grounding stud then this should be used. The
ground connection should be preferably be made directly back to the battery
negative terminal.
The starter motor ground path must not include any flanges or joints. Painted
surfaces and flexible mounts in particular must be avoided. Star washers must
not be relied upon to make contact though paint.
The ground cable should be of sufficient cross sectional area to ensure that
the total starter motor supply circuit resistance does not exceed 1.7mOhms for
a 12V system and 3.4mOhm for a 24V system.
Please refer to the Starting and Charging Systems A&I Manual for further
information on starter motor, alternator, battery and complete system
installation guidelines.
5.1.2 Engine Block Ground Connection

A separate engine block ground should be used in addition to the starter
motor ground. A ground cable, direct from the battery negative or starter
ground terminal, should be connected to a ring terminal which connects to one
of the three tappings shown in figures 5.1 and 5.2. The tapped holes will be
reserved for customer use and can be used for grounding purposes.
If a tapping is used then it should be checked to be free of lacquer, paint and

dirt before the connection is made. A M10 metric screw should be used plated
with Zinc. A washer should retain the ring terminal and the screw tightened to
44 Nm (32Ibft)
It is preferable to use a conductive grease to ensure the reliability of this

connection.

Ground Point
Ground Point Option2
Option 1(behind
bracket)
Fig.5.1 Ground Point 1 & 2
Ground Point
Option 3
Fig. 5.2. Ground Point 3

5.2 Voltage and Current requirements
The ECM power supply requirements must be carefully considered when
designing the supply circuit; there are specific limitations that must be
considered in the design to ensure a reliable consistent power supply to the
engine electronic components. Table 1 provides the electrical characteristics
and limitations for the A4E2v3 ECM.
VOLTAGE SUPPLY SYSTEM 12V 24V

Max Peak Current 60A 60A
Peak Current Cranking 36A 36A
Max RMS Current* 13A 7.5A
Suggested Fuse Rating** 25A 20A
Sleep Current <8mA <10mA
Min Running Voltage 9V 18V
Max Running Voltage*** 16V 32V
Minimum ECM Voltage during 6V 6V
Cranking
Maximum total ECM power 50 mOhmns 100 mOhmns
circuit wire resistance
Target circuit resistance 40 mOhms 80 mOhms
Table 5.1
*Max RMS current measurements conducted on engine running at rated

speed and load. RMS current will vary with engine speed (assuming constant
voltage) no Lamp Drivers or application side components fitted during
measurement.
** Suggested fuse rating are based on automotive blade type fuses and are
for guidance only.
***The ECM can survive higher voltages. ECM will survive for at least 2
minutes on a supply voltage of 30V for 12V systems and 48V for 24V
systems.
5.3 ECM power supply circuit resistance

Often during engine cranking the battery voltage will drop to values much
lower than the normal system operating voltage. The minimum permissible
voltage measured at the ECM during cranking is 6V. The power requirements
to drive the engine electronic components such as the Injectors and fuel pump
circuit remain the same during cranking; for this reason the ECM power
supply circuit resistance becomes very important and will affect the voltage
seen at the ECM. Table 2 illustrates the difference between the voltage at the
ECM during cranking and normal running conditions:

Parameter Engine Cranking Engine Running
System Voltage at the Battery 8V 13.8V
Engine ECM Current Draw 36A 36A
Total ECM power supply 40 mOhms 40 mOhms
resistance
Voltage Drop (I*R) 1.44V 1.44V
Voltage at the ECM 6.56V 12.36V
Table 5.2
The maximum permissible circuit resistance including positive and negative

wires is 50mOhms for 12V systems and 100mOhms for 24V systems,
however Perkins recommends that this value should not be targeted during
design, as it is often difficult to predict the final circuit resistance when
considering other factors such as fuse holders, connector resistance and
aging. A target calculated circuit resistance including wire and connections of
40mOhms for 12V systems 80mOhms for 24V systems is recommended. The
tables below provide typical wire resistance for various cross sections of
copper wire.
Table 5.3
Conductor mohm/m at mOhm at 20Deg C for Cable Length
Material
CSA 20Deg C 2m 4m 6m 8m 10m
2 Ni-plated Copper 9.82 19.64 39.28 58.92 78.56 98.2
2.5 Ni-plated Copper 7.92 15.84 31.68 47.52 63.36 79.2
3 Ni-plated Copper 6.41 12.82 25.64 38.46 51.28 64.1
4 Ni-plated Copper 4.91 9.82 19.64 29.46 39.28 49.1
5 Ni-plated Copper 4.11 8.22 16.44 24.66 32.88 41.1
6 Ni-plated Copper 3.27 6.54 13.08 19.62 26.16 32.7
10 Ni-plated Copper 1.9 3.8 7.6 11.4 15.2 19
16 Ni-plated Copper 1.21 2.42 4.84 7.26 9.68 12.1
25 Ni-plated Copper 0.774 1.548 3.096 4.644 6.192 7.74
35 Ni-plated Copper 0.549 1.098 2.196 3.294 4.392 5.49
50 Ni-plated Copper 0.383 0.766 1.532 2.298 3.064 3.83
70 Ni-plated Copper 0.27 0.54 1.08 1.62 2.16 2.7
95 Ni-plated Copper 0.204 0.408 0.816 1.224 1.632 2.04
120 Ni-plated Copper 0.159 0.318 0.636 0.954 1.272 1.59
American mohm/m at mOhm at 20Deg C for Cable Length

Material
Wire Gauge 20Deg C 2m 4m 6m 8m 10m
14 Ni-plated Copper 9.82 19.64 39.28 58.92 78.56 98.2
12 Ni-plated Copper 6.41 12.82 25.64 38.46 51.28 64.1
10 Ni-plated Copper 4.11 8.22 16.44 24.66 32.88 41.1
8 Ni-plated Copper 2.59 5.18 10.36 15.54 20.72 25.9
6 Ni-plated Copper 1.55 3.1 6.2 9.3 12.4 15.5
4 Ni-plated Copper 1.06 2.12 4.24 6.36 8.48 10.6
2 Ni-plated Copper 0.62 1.24 2.48 3.72 4.96 6.2
0 Ni-plated Copper 0.383 0.766 1.532 2.298 3.064 3.83
00 Ni-plated Copper 0.27 0.54 1.08 1.62 2.16 2.7
000 Ni-plated Copper 0.204 0.408 0.816 1.224 1.632 2.04
0000 Ni-plated Copper 0.159 0.318 0.636 0.954 1.272 1.59
Table 5.4

A4E2 ECM
Total Circuit Length
Circuit Load (ECM)
Negative Wire Resistance

Positive Wire Resistance
(Ohms)
(Ohms)
+ - Battery
Note: Circuit protection not shown
Fig. 5.3
As with all electrical circuits, wire should be selected so that the rated
maximum conductor temperature is not exceeded for any combination of
electrical loading, ambient temperature, and heating effects of bundles,
protective braid, conduit and other enclosures. Consult wire manufacturers
data sheets for further information.
5.3.1 Important Voltage Supply Circuit Considerations

Poorly designed or installed ECM supply circuitry can lead to intermittent
engine problems and reduce the engine ECM’s ability to maintain optimum
performance under harsh conditions.
To ensure that the integrity of the electrical supply circuit is not compromised
during design and installation the following recommendations should be
adhered to.
- Supply cable wire gauge or CSA must be capable of meeting the

maximum electrical requirement demanded by the engine ECM under
all conditions.
- When specifying ECM circuit supply and return cables, which are to
be routed around hot components or form part of a machine wiring
harness bundle the appropriate cable current carrying capacity derate
should be applied.
- All ECM power pins must be connected to the main battery supply to
ensure a complete and robust electrical circuit is made.
- When splicing the ECM supply or return cables the main supply cable
must be rated to carry the total circuit current to the ECM and provide
the correct amount of mechanical durability for the number of splices
made.
- The total ECM circuit resistance must meet the stated limits
(50mOhms for 12V and 100mOhms for 24V systems) to ensure that
voltage drop across these cables is minimized.
It should also be noted that the ECM supply circuit must be routed directly
back to the application battery to maintained optimum system performance
under all conditions. Failure to do so will lead to excessive system voltage
drop and high circuit resistance as well as increased levels of supply circuit
noise.
5.3.2 Battery (+) Connection

The ECM requires four un-switched battery positive inputs; the inputs should
be permanently connected to the machine battery. When the ignition key
switch is off the ECM is in a sleep mode during which it draws a very small
residual current through the four battery connections. When the ignition key
switch is turned on the ECM will become active. It is recommended, therefore
that the ignition keyswitch is turned to the off position when connecting or
disconnecting the ECM J1 connector, to prevent large sparks which may
cause damage to the pins.
The power supply to the ECM should be taken from the battery and not from
the starter motor terminals to avoid unnecessary system noise and voltage
drops. Note that there are 4 ECM pins allocated for battery positive. All 4 pins
must be used.
The correct system voltage must be applied (12V or 24V), as the following
components on the engine are system voltage sensitive:
-Glow Plugs
-Alternator
-Starter Motor
-Electric Fuel priming pump (where fitted)
It is recommended that one supply cable from the battery be used. This
single supply cable should then be spliced as shown as below.
Please note that it is the customer’s responsibility to ensure that the ECM
supply circuitry meets the limits stated. For this reason it may be necessary to
increases the supply cable AWG (CSA) in order to meet the system design
criteria.

ECM Power Supply Wiring
A B
A4E 2 ECM
J1
J2
MAIN MACHINE ENGINE

DISTRIBUTION ECM
Diagram shown is an example of the ECM

supply and ground connection. All fuses must
BATTERY be chosen in conjunction with the data
supplied. Fuses must be rated to protect the
MACHINE ECM supply cables and not the engine ECM.
BATTERY
Fig. 5.4
Note A: Ensure cable splices are made using 14AWG wire and kept to a
minimum length.
Note B: Ensure that the main supply cable is correctly specified in terms
of length, resistance, voltage drop and current carrying capacity.
5.3.4 Battery (-) Connection

The ECM requires five un-switched battery negative inputs; the inputs should
be permanently connected to the machine battery.
Battery Connection – Do Not supply power to the ECM from the starter
motor connections:

R ig h t W ro n g
+ - B a ttery
S tarte r M o to r
+ -
B a ttery
N o te: C ircu it prote ctio n n o t sh o w n
Fig. 5.5
Correct method of ECM battery connection.
Right
ECM
Connector
Engine
Starter
Motor
Fuse
Chassis
Fig. 5.6

Correct Power Supply Wiring
• ECM Positive wires connected direct to battery, not via starter motor
• Power supply wires go to all 4 positive pins and all 5 negative pins on
the ECM Connector
• ECM Negative is wired to the battery rather than return through chassis
• The engine is grounded to the machine chassis.
Incorrect method of ECM battery connection.
Wrong
ECM
Connector
Engine
Starter
Motor
Chassis
Chassis
Fig. 5.7
Incorrect wiring
• Positive wired via starter motor. High volt drop to ECM on starting
• Single pin on ECM used for each of positive and negative supply.
Possibly exceeding pin ratings and possibly causing risk of arcing or
over heating.
• ECM return through chassis – risk of conducted noise and also
additional voltage drop.
• Engine not grounded – risk of engine component damage.

5.4 Engine ECM Power Supply Circuit Resistance Test
It is not possible to accurately measure the machine ECM power supply wire
resistance using a standard ohmmeter alone; it is therefore necessary to use
a specific test circuit. The diagram and table below details the test apparatus
used in the circuit to determine the engine ECM circuit resistance. The circuit
consists of two voltmeters and a resistor connected to the J1 ECM plug that
can be switched in and out of circuit using a relay. It’s very important to keep
the test circuit resistance to a minimum, use a relay with low contact
resistance (preferably silver oxide or gold) and short lengths of heavy gauge
wire.
Component Perkins part Supplier Part Quantity
number number
J1 Receptacle 1244365 1
Pins T400047 0460-202-16141 10
2.2 Ohm Resistor N/A N/A 1
200W
Relay (low contact N/A N/A 1
resistance
Pushbutton N/A N/A 1
Voltmeter N/A N/A 2
Table 5.5
Voltmeter 1
V1
2.2 Ohms 200 watts
R1
Voltmeter 2
7 8 15 16 1 2 3 9 10 J1 Engine ECM Plug
V2 Machine
Harness
+ -
Fig. 5.8
Machine Battery

Note: The total ECM supply circuit resistance forms part of the Application
Appraisal. Circuits which do not meet the 50mOhm requirement for a 12V
system and 100mOhm’s for 24V will be classed as a failure during the
Appraisal sign off.
5.4.1 Test Procedure

Record the measured resistance value of the test resistor used. Disconnect
the J1 engine ECM plug from the ECM and connect the test apparatus
detailed in the above diagram to the plug. Press the button for three seconds
at the same time record the voltage measured from Voltmeter 1 and Voltmeter
2.
Formula:
Power Supply Circuit Resistance (mOhms) = 1000 * (R1 * (V2 – V1)/ V1)
V1 = Voltmeter 1 Measured Value

V2 = Voltmeter 2 Measured Value
R1 = Measured Resistor Value
Worked Example
V1 = 11.8
V2 = 12
R1 = 2.21 Ohms
1000 * (2.21 * (12 – 11.8)/11.8)

1000 * (2.21 * 0.1695)
1000 * (0.375)
Harness Resistance = 37.5 mOhms
5.5 Suppression of Voltage Transients

5.5.1 Suppression Methods & Best Practice
Note: The installation of transient suppression at the source of the transient is
required. Perkins follows a stringent electrical environment standard that is
similar to SAE recommended practices.
The use of inductive devices such as relays and solenoids can result in the
generation of voltage transients in electrical circuits. Voltage transients that
are not suppressed can exceed SAE specifications and lead to a degradation
in the performance of the electronic control system.
The customer should specify relays and solenoids with built-in voltage
transient suppression. Refer to figure 4.7 for ways to minimise voltage
transients from relays and solenoids without built-in voltage transient
suppression. Techniques include the installation of a diode or resistor of the
proper size in parallel with the solenoid or the relay coil.

Diodes and resistors accomplish suppression in different ways. Diodes clamp
the voltage across the coil to approximately –0.7V when the switch opens.
The current circulates in the loop until it eventually diminishes. Suppression
resistors will allow the transient voltage to increase to a value determined by
the forward current flow through the coil and the value of the resistance of the
suppression resistor. However, resistor suppression causes the current in the
loop to diminish much faster than would a diode.
Fig. 5.9 Voltage Suppression Diagram
Diode selection should be based on the normal voltage and current seen by
the coil. For example, if the normal voltage applied to the coil is 24V and the
coil has a resistance of 50Ohms, then the current passing through the coil is
480mA (I = V/R). The diode then would need to be able to withstand a
reverse voltage of 24V and a forward current of 480mA when the current to
the coil is interrupted by the opening of the switch since the collapse of the
coil’s magnetic filed will attempt to maintain that current.
Suppression resistors are a low-cost alternative and can be less stressful on

relay coils. Resistor selection should be determined by the voltage applied
across the coil, the resistance of the coil, maximum power dissipation allowed,
and the level of transient voltage to be tolerated. For example, if the coil is
50Ohms and the voltage applied is 24V, an 82Ohm suppression resistor
would allow the transient voltage to reach –39.6V (V = IR = -.48A x 82Ohms,
the voltage is shown as negative since the polarity reverses once the switch
opens). Using a 330Ohm resistor would allow a –158V transient but the
current would diminish in the loop faster. For power dissipation concerns, the
resistors power rating should be considered. For example, if 24V were
applied across a 330Ohm resistor, the power dissipated by the resistor would
be 1.75W (P = V2/R). Therefore a 330Ohm resistor should be selected with
the capability of dissipating at least 2W. The heat generated by the resistor
should be considered when selecting a resistor.
Note: If the resistance of the suppression resistor is too low, the driver circuitry
in the ECM may be loaded to a point where the relay or solenoid does not

function properly. If the resistance is too high, the transient voltage may reach
undesirable levels.
There are other techniques that can be used for transient suppression.
Snubbers, Zener diodes, and varistors are all methods that have
characteristics that make them better suited for some applications. But for
simple applications of relays or solenoids, diodes or resistors should suffice.
Inductive devices such as relays or solenoids should be located as far as

possible from the components of the electronic control system. Wiring
harnesses that are installed by the customer should be routed as far as
possible from the wiring harness of the electronic control system in order to
avoid problems that are associated with electrical noise.
5.6 Direct Battery connection requirements

The following components require a power supply direct from the application
battery, these components are voltage dependant.
-Electric Fuel Priming Pump
-Starter Motor
-Alternator
5.7 Powering The Engine ECM Via Auxiliary Power Supplies

If the engine is to be supplied with electrical power via any other means than a
standard machine battery arrangement, care must be taken when choosing
the power supply. Engine ECM’s powered by devices such as switch mode
power supplies can be particularly troublesome due to the intermittent high
current load demands of the engine ECM during engine operation. To ensure
that the power supply operates correctly, management of these intermittent
high current spikes is employed. For more assistance when implementing
auxiliary power supplies please contact the Applications Engineering
Department.
5.8 Sensor Common Connections

Certain components that interface directly with the ECM require connection to
one of the dedicated sensor/switch return pins on the ECM customer machine
interface connector J1. Separate sensor/switch returns are provided for
analogue and digital signals. All components requiring connection to one of
the ECM ground connections must be connected to the correct ground path to
ensure the correct operation of the component.
5.8.1 Analogue Sensor Return

All of the following Features and switches must be connected back to the
engine ECM J1 Analogue return pins VS_Return J1-33 & J1-34.
ECM Feature
Analogue Throttle 2
Air Inlet Temperature Sensor
Auxiliary Temperature
Sensor
Analogue Throttle 1
Table 5.6 Analogue Sensor Connections

5.8.2 Switch Return
All of the following Features and switches must be connected back to the
engine ECM J1 GND switch return pin (35).
ECM Feature
Idle Validation switch 1
Idle Validation Switch 2 / Air
filter restriction switch
MPTS 1 / PTO Disengage
User Defined Shutdown Switch
/ PTO Mode Speed 1 & 2
Select
Overspeed Verify Switch
MPTS 2 / PTO Raise / Resume
MPTS 3 / PTO
Set/Lower/Intermediate speed
MPTS 4 / PTO Mode on/off
Coolant level switch
Table 5.7 Switch to Ground Connections
5.8.3 Digital Return

All of the following Features and switches must be sensor supplied (8v) form
ECM J1 pin 43 and connected back to the engine ECM J1 digital return pin
(33).
ECM Feature
PWM Throttle 1
Water In Fuel Switch
Table 5.8 Digital Signal Connections

6.0 Connectors and Wiring Harness Requirements
6.1 ECM connector
The A4E2v3 engine ECM has an integral rectangular 64-pin Delphi Packard
socket; the socket is grey in appearance and is the customer/OEM connection
point. To make a connection to the engine ECM the components listed in the
table below are required.
Qty Description (photo ref.) Delphi Part Perkins Part Number

Number
1 Plug Assembly (1) 15488667 28170033
1 Wire Dress Cover (2) 15488664 28170035
2 Terminal Lock (TPA) (3) 15404650 28170034
N/A Contact Socket (Terminal)(4) 15359002 N/A
formed option for high
volume machine crimping
only.
N/A Contact Socket (Terminal) N/A 28170085
machined option for hand
crimping with CH11155
N/A Sealing Plugs 12129557 28170088
Table 6.0
The above components are available in kit form. The kit will provide all the
necessary components to make one basic engine connection.
Description Perkins Part Number

Connector kit U5MK1229
Fig. 6.0
Components required for A4E2v3 engine ECM connection
The wire dress cover must be fitted to prevent direct jet washing onto the rear
connector seals.

6.2 Connector Layout
The diagram below illustrates the pin layout, looking from the rear of the
connector
6.3 Tightening the OEM Connector

A central 7mm AF hex screw retains the connector. This screw should be
tightened to a torque of 5Nm+/- 1 (3.7+/-0.7lbft).
Perkins does not recommend the use of “non conductive grease” with the
ECM connector.
6.4 ECM connector Terminal / Wire Gauge Size

All connections must be made with 0.82mm² (18AWG) wire with GXL type
insulation.
Min outside diameter (Inc Insulation) = 1.85mm

Max outside diameter (Inc Insulation) = 2.5mm
6.4.1 ECM Connector Terminals

The OEM connector terminals should be Delphi p/n 15359002
6.4.2 Terminal Retention

Two terminal position assurance components should be used once all
terminals have been crimped and inserted into the connector body. Terminal
Position Assurance - Perkins part No. 28170035 (Delphi p/n 15404650)
Note: It is critical that two terminal position assurance components are

used.

Connector body and terminal assurance components
When a terminal has been properly crimped and retained, it will be able to
withstand a “pull test” of 45N (10lb)
6.4.3 Hand Crimping for Prototype machines and Low Volume

Production:
A hand crimp tool and appropriate Die are required for crimping contact
sockets - (Delphi p/n 15359002). The hand crimp tool and removal tool for
removing the sockets from the connector body are available from Power and
Signal Group (PSG).
Perkins hand crimping solution:
Component Perkins part Supplier Part number

number
Contact socket 28170085 10-613370-020
Crimp Tool number CH11155 Deutsch HDT-48-00
Removal tool N/A 15314902
Delphi Solution:
Component Perkins part Supplier Part number

number
Contact sockets N/A 15359002
HT micro 100W Crimp N/A HT42000480-1
Tool with Die – European
Use Only
Delphi Crimp Tool N/A 12129557
Removal tool N/A 15314902
Note: The insulation should be stripped to 5 mm from the end of the wire. Only a
single wire must be crimped into each terminal.

6.4.3 ECM connector se7aling plug installation guidelines
All unused connector socket slots must be filled with sealing plugs - Delphi
p/n 12129557.
Due to the small size of the sealing plugs, it may be quicker to install sealing
plugs in all cavities, and then remove those which are not required, rather
than to try to fit the sealing plugs when wires have already been inserted into
the back of the connector.
Note: do not use “non conductive” grease to seal unused terminal cavities.
6.4.4 OEM harness Retention at the ECM

A wire strain relief component should be used to prevent ECM connector
damage. The wire strain relief component is assembled to the engine ECM
during engine manufacture and will be supplied on the engine.
Wire bundle size may vary between applications. Cable tie/Wire tie slots are
provided for correct bundle retention. Use the correct slots.
Use Strain Relief and correct slots for the harness bundle size:
Small Medium Large

Bundle Bundle Bundle
6.4.5 Machine Crimping For High Volume Production

The hand tool may not be the appropriate solution for crimping terminals in a
high volume production environment. The OEM’s harness manufacturer
should contact their local Delphi component distributor directly.
6.5 Harness Wiring Standards

6.5.1 General Recommendations for Machine Wiring harnesses
The following are general “good practice” for wire harnesses. It is the
responsibility of the machine designer to follow standards appropriate to the
application type and to the geographical territory where the machine will be
operated. These recommendations do not replace in any way any industrial
standards or legislative requirements:

6.5.2 Connectors
It is strongly recommended that high quality, sealed connectors are used
throughout. Automotive standard components are not necessarily suitable as
they are often only designed for a very low number of disconnect/reconnect
cycles.
Connectors should be horizontally mounted rather than vertically mounted to

prevent ingress of water/chemicals. Whenever possible, connectors should be
mounted such that they are protected from direct exposure to extreme cold.
Connectors can be damaged by frost if water does penetrate the seals.
Cables should not bend close to the connector seals, as the seal quality can
be compromised.
The correct wire seal must be selected for the diameter of wire used.
Cables should be selected of an appropriate cross section for the current and
voltage drop requirements
Where large numbers of wires go to the same connector, it is essential that no

single wire is significantly shorter than the others, such that it placed under
exceptional strain.
6.5.3 Cable routing.

Cables should be routed such that bend radii are not too tight. A cable should
not be either in compression or tension, nor should it be excessively long or
loose, such that sections may become caught or trapped. Clips should be
used at regular intervals to support cables. These clips should be of the
correct diameter to grip the cable firmly without crushing it.
Ideally, harnesses should not rub against any mechanical components. The
only points of contact should be clamps and connectors. If this is not possible
then as a minimum they should not touch components that are hot, that move
or vibrate, or that have sharp edges
Conductors carrying high currents or voltages, particularly when these are

alternating or switched, should be physically separated from conductors
carrying small signal currents. In particular, high current and signal wires
should not run parallel in the same harness bundle for any significant
distance. Ideally, if high current wires must be in proximity to signal wires then
they should cross at right angles.
The engine wire harness should not be used by the installer for as a support
for any components that are not supplied as part of the engine. For example,
external hoses and wires should not be tied to the engine harness.

6.5.4 Electromagnetic Compliance (EMC)
Special measures should be taken to shield cables if the application is to be
used in extreme electromagnetic environments – e.g. aluminum smelting
plants.
If screened cable is used, the screens should be connected to ground at one
point only. That point should be central if possible
6.6 Diagnostic Connector

A 9 pin diagnostic connector is fitted to the engine wire harness on all
industrial engines. Various diagnostic and development tools may use the
connector to access the engine data links.
If the connector is inaccessible when the engine is in the application or no

connector is fitted to the engine wire harness, provisions should be made to
allocate an alternative location for diagnostic connection. In this case it is
recommended that a diagnostic connector be wired in a location that can be
easily accessed, free from possible water/dirt ingress and impact damage.
The engine wire harness must not be changed or modified. To wire a
diagnostic connection use the data link pins available on the OEM J1 ECM
connector.
It is recommended that all customer installed 9 pin diagnostic connectors be

wired according to the diagram below:
Battery +
Battery -
Service Tool
Connector
A
J1 ECM
B
PDL + D 23 PDL +
PDL - E 24 PDL -
J1939 + G 20 J1939 +
J1939 - F 21 J1939 -
Fig. 6.1
Mandatory Requirement for Prototype Machines
It is mandatory for all prototype machines to have access to the engines PDL
and J1939 CAN data links.
6.6.1 Termination Resistor

It is recommended that termination resistors be wired to the OEM machine
harness as stated in the SAE standard. If the engine is the only CAN J1939
devise ever present on the machine it is not necessary to wire the resistors. It
is important to note, however that if devices such as handheld code readers,
CAN PC tools or Navigation systems are installed in field later, resistors will
be required.

9 Pin Diagnostic Connector Part Numbers
Description Deutsch Part Number Perkins Part Number

Receptacle HD10-9-96PE 2900A026
Receptacle End Cap HDC-16-9 2900A018
Pin Information
Pin Description Diagnostic Connector J1 OEM 64 way

Connector
Battery + Pin A
Battery - Pin B
PDL + Pin D 23
PDL - Pin E 24
J1939 - Pin F 21
J1939 + Pin G 20
Table 6.1
7.0 Starting and Stopping the Engine

7.1 Starting the Engine
Unlike mechanically controlled fuel systems no customer connection to the
fuel pump solenoid is necessary. To activate the engine ECM battery voltage
needs to be constantly applied to pin 40. When the ECM is active the engine
crankshaft needs to be rotated above a minimum cranking speed, a typical
cranking speed is 180rpm (this will differ dependent on the application). Once
the ECM has determined engine cranking speed and engine position, fuel
pressure and delivery will be controlled.
The most popular way to control engine starting is by a specifically designed 3
position key switch. The key switch controls battery voltage to the keyswitch
input and the starter motor circuit. Some application may require a 4-position
switch to run auxiliary equipment when the engine is not running.
OFF 2
4 ON
START 1 POSITION TERMINALS
POSITION 1 - OFF 2&4

POSITION 2 - RUN 1&4
POSITION 3 - START 1, 3 & 4
IGNITION KEY START 3
SWITCH
Automatic Starting – Some applications need to be started automatically.

There is no automatic start feature available on this product. If an automatic
start sequence is required the following points must be considered:
Start Aid - Wait to Start Control

Starter Cranking Duration
Starter Abutment Detection

Number of Start Attempts
Starter Disengagement Speed
Warm Up Period
Cool Down Period
The ECM software considers the engine running when the engine speed is
100rpm below the desired engine speed or has reached 1400rpm, at this point
after a predetermined period of time the engine will switch from cranking fuel
maps to running fuel maps. It is important to note that starter motors must be
disengaged earlier to prevent the starter motor being driven by the engine.
The engine is considered stalled when the engine has dropped below
300rpm.
When the engine is running the engine firing order is:
Engine Firing Order

1104D-E44TA 1-3-4-2
1106D-E70TA 1-5-3-6-2-4
7.2 Stopping the Engine (and Preventing Restart)

There is often some confusion about the different methods and devices used
to either stop the engine or to prevent it from starting. These devices may be
divided into the following categories:
• Ignition Keyswitch
• Emergency Stop Button
• Battery Isolation Switch
• Remote Stop Button
• Datalink stop
Each of these devices is described below to assist the OEM in selecting the
method that is most suitable for his machine and his market. It remains,
however, the responsibility of the OEM to ensure compliance of the machine
with legislation in the territories into which it is sold.
It is recommended that the OEM performs a risk assessment such as a

Failure Mode Effects Analysis (FMEA) on the application to determine the
most appropriate method of stopping the engine and/or preventing it from
being restarted.
7.3 Ignition Keyswitch

It is a Perkins requirement that all machines have an simple intuitive and
accessible method of stopping the engine. This will normally be a directly
wired Ignition Keyswitch. When the keyswitch is turned to the off position or
when the key is removed, power must be removed from the ignition keyswitch
pin (pin 40) of the ECM J1 connector.
7.4 Emergency Stop Button

An emergency Stop button is a failsafe method for an operator to stop a
machine to protect people or equipment.

Emergency Stop buttons are defined by national or international standards in
terms of colour, functionality, shape, size, latching /locking. In the EU for
example, they are described in the Machinery Directive.
For mobile machines, however, true emergency stop buttons are not always
appropriate and are rarely fitted, due to the following issues:
• Legislation is designed principally for static industrial machinery (e.g.
lathe) where the main power source is mains electricity.
• Stopping a diesel engine in a mobile machine may not always be safe.
In particular the vehicle may need the power to move to a safe position
(for example off the public highway, or off a railway track)
• In practice it is difficult to find components such as safety relays which
are suitable for mounting on mobile machines due to the high vibration
and water ingress protection, and the low voltages that occur during
starting
• Fail-safe wiring can be a cause of machine unreliability and can create
faults that are difficult to detect in the field.
If a true emergency stop button is required for an application it is

recommended that it is implemented such that both the +battery and the
ignition keyswitch lines are cut directly by the emergency stop button.
Perkins do not provide a standard recommendation, or approval, for a circuit

for multiple emergency stop buttons, as the differences between application
mean that significant time and resources are necessary to design a system
which will be fail safe without adversely affecting reliability.
7.5 Battery Isolation Switches

Battery Isolation switches are usually fitted in the battery or the engine
compartment of a machine. On some machines there may be a small number
of low current devices which are not switched off by this device e.g. clocks or
anti-theft tracking devices.
The function of a battery isolation switch is as follows:

• Prevent battery discharge during vehicle shipping or storage
• Protect service technicians from danger caused by inadvertent engine
crank or start .To offer good protection of service personnel is it
possible to provide a switch which can be locked in the open position
(e.g. with a padlock) and the key removed and given to the service
engineer who is working on the dangerous components
The battery isolation switch is not a suitable method for stopping an engine,
as it is not guaranteed to stop the engine as the ECM may continue to operate
with power generated by the alternator.
It is also possible that opening the battery isolation switch when the engine is
running will cause an “alternator load dump”. This is a kind of electrical
transient that can cause damage to electronic components
Battery isolation switches are normally fitted in the negative path, close to the
battery.
7.6 Remote Stop Button
Remote stop is intended to provide a convenient method of stopping the
engine. It is not designed to be fail safe and so should not be used assure the
protection of either personnel or equipment
Remote stop buttons may be used on large machines, which can be operated
from ground level and where the operator wants to stop the machine without
climbing into the cab.
There are a number of variations on remote stop button circuits. The engine
uses a single normally open contact, which must be closed to stop the engine.
The remote stop button will function as follows:

A single switch to ground input on pin 48 of the ECM J1 Connector (Several
stop buttons can therefore be connected in parallel)
When the switched is closed (or if a button is pressed for longer than 150mS),
then the engine will stop.
The ECM will remain ON, so it will continue to communicate over J1939 and
with the service tool. Note however that it will continue to draw power from the
battery so if it is left in this state it will eventually result in a flat battery.
Remote Stop Button

J1 ECM
48 REMOTE STOP SWITCH
35 SENSOR RTN
Fig. 7.1
The engine may be restarted by opening the switch and activating the starter
motor.
The red “mushroom” emergency stop buttons must not be used for remote
stop functions as they may be mistaken for emergency stop buttons as
described above.
7.7 Intake Air Shutoff Valve

7.7.1 Intake Air Shutoff Valve Operation
There are industries where flammable gases could be inhaled by the engine,
potentially resulting in engine speed runaway. The engine software shall
monitor engine speed. If a predefined engine speed is exceeded the engine
software shall invoke the shutoff process, this involves disabling fuelling and
closing an intake shutoff valve (valve installed by the customer). This feature
will assist with stopping the engine in a runaway condition.
Some regulatory requirements in Mining and Petrochemical industries

stipulate the use of an engine intake shutoff. This feature allows the user to
control an air shutoff system, by monitoring engine speed and activating the
air shutoff valve output driver when required.

Once installed using the service tool, the engine software monitors the
measured engine speed and compares it to a maximum engine speed limit,
which must also be configured using the service tool. When the engine speed
exceeds the configured engine overspeed shutdown value, the fuel injection is
disabled and the air shutoff valve activated. Once the shutoff valve is
activated the key switch must be cycled to de-activate the solenoid control.
7.7.1.2 Intake Air Shutoff Valve Configuration

This parameter must be configured using the service tool prior to using the
intake air shutoff solenoid. Within the ‘configuration screen’, air shutoff
defaults to “disabled” and must be set to “enabled”.
Once installed, the engine monitoring system parameter for engine overspeed
may be changed to establish the level of protection necessary for the specific
installation.
7.7.1.3 Intake Air Shutoff Valve Installation

The intake air shutoff valve is controlled by the engine ECM using an electrical
solenoid. The solenoid requires electrical connection to the engine ECM as
shown in figure 7.2 with return to battery negative.
Figure 7.2 Intake Air Shutoff Valve Installation Wiring
7.8 Overspeed Verify Switch

The overspeed verify switch compliments the Intake Air Shutoff feature. The
overspeed verify switch allows the user to verify that the shutoff feature is
operating correctly without exceeding or reaching the engine overspeed limit.
The switch input allows the user to test the air intake shutoff feature at 75
percent of the engine speed limit. The switch is a normally open switch. When
the switch is closed and the actual engine speed is equal to or exceeds 75
percent, the air intake shutoff feature is activated.
The overspeed verify switch utilizes the same J1 pin-out as the vehicle speed
limiting feature and as such only one of these features can be connected.
Figure 7.3 shows the wiring required for this feature to be activated.
Overspeed Verify Switch

J1
37 OVERSPEED VERIFY SWITCH
35 SWG RETURN
Figure 7.3 Overspeed Verify Switch Installation Wiring

7.7 Datalink stops
It will be possible to stop the engine via a datalink (J1939 or PDL). As per the
remote stop button, described above, the datalink stop is not fail safe and
does not meet the requirements of emergency stop legislation so should not
be relied on to assure the safety of machine operators or other personnel.
Datalink stops may be used in the following circumstances

• Immobilisers
• Machine protection strategies
• Automatic machine features (e.g. idle shutdown timer)
• Stopping machines by radio control or other telemetry. Geo-fencing is a
particular application, where a machine will not operate outside defined
map coordinates
It is recommended that if such features are implemented, then they are clearly
documented and communicated to the final users and owners of the machine.
If this is not done then there may be complaints that the engine is stopping
unexpectedly.
7.8 Common problems with the application of stop devices

It is possible, although extremely rare, that diesel engines continue to run
even if all electrical power is removed. This can happen when high
quantities of oil vapour or other inflammable gases are present in the air
into the engine. The only way to prevent this is to provide an air inlet shut-
off valve (slicer valve). It is not common practice to fit such devices to all
engines, but they should be considered where there is a risk of flammable
gases (e.g. in petroleum applications), or where the application demands
high engine gradebility (slopes)
Some hazards are present when the engine is being cranked by the starter
motor, as well as when it is running. For example, components will still
rotate, hydraulic pressure will still be present, fuel may still be pump to
high pressures.
If an emergency stop button is pressed, to cut power to ECM and ignition,
but is released while the engine is still turning, it is possible for the engine
to continue to run.
8.0 Engine Speed Demand

It is necessary to select a device that converts the speed requirements of the
engine operator or controller to an electrical signal recognized by the engine
ECM. There are five types of speed demand input:
• Pulse Width Modulation (PWM) Sensor

• Analogue Sensor
• PTO mode - also known as “engine speed cruise control” or “set speed
control”.
• Multi Position Throttle Switches (MPTS)

• Torque Speed Control - TSC1 (Speed control over CAN J1939)
The speed demand type must be carefully considered and appropriate for the
application. The options must be selected at the time of engine order so that
the ECM will be configured correctly, for the type or pedal, lever or control
device selected.
There are two dedicated software input channels that can be configured to
accept specific types of speed demand inputs. The valid combinations and
throttle logic are given in the following diagram. PTO mode can be used with
Analogue/PWM combinations; it cannot be used with multi position switch.
The J1939 TSC1 parameter will override any speed demand input when
broadcast. Droop is applied to the requested desired engine speed.
VALID THROTTLE COMBINATIONS AND DROOP
DROOPED DESIRED ENGINE

REQUESTED DESIRED
DESIRED ENGINE SPEED

ARBITRATED DROOPED
ENGINE SPEED
VALID COMBINATIONS
SPEED
THROTTLE 1 THROTTLE 2
NOT PTO MODE (NOT
ANALOGUE VALID WHEN USING
INSTALLED MPTS)
NOT
PWM THROTTLE 1 % DROOP
INSTALLED
NOT
MPTS
INSTALLED
ANALOGUE ANALOGUE
THROTTLE 1 & 2 OVERALL
ARBITRATION ARBITRATION
PWM ANALOGUE
MANUAL OR
ANALOGUE MPTS
HIGHEST WINS OR
SUMMING
PWM MPTS THROTTLE 2 % DROOP
MPTS ANALOGUE % DROOP

NOT NOT
INSTALLED INSTALLED
J1939 TSC 1
REQUESTED
SPEED
Fig. 8.0 DESIRED ENGINE SPEED
8.1 Analogue Sensor

8.1.1 Device Description
Two inputs are available for Analogue throttle devices, which may be either a
pedal, lever or cable operated. The Analogue sensor gives a DC Analog
output in the range 0.5 to 4.5 volts, when connected to the engine ECM. The
ECM provides a regulated 5V 200mA power supply.

8.1.2 Analogue Sensors –Connection details
Analogue Throttle 1 J1 ECM

+5 VDC 41 SENSOR SUPPLY +5 VDC
SIGNAL 54 ANALOGUE THROTTLE INPUT 1
RTN 33 SENSOR RETURN
IVS 45 IDLE VALIDATION SWITCH
IVS CMN 35 SWITCH RETURN
Analogue Throttle 2 J1 ECM

SIGNAL 55 ANALOGUE THROTTLE INPUT 2
IVS 38 IDLE VALIDATION SWITCH
IVS CMN 35 SWITCH RETURN
Fig. 8.1
The Analog sensor should use non-contact Hall effect technology. Robust
potentiometer contact sensors designed for use in vehicles may be
considered under no circumstances should ordinary carbon track or wire
wound potentiometers be used, as they will not be reliable.
For all mobile applications, and those where a rapid change in engine speed
could cause a hazard, an idle validation switch is required. The idle validation
switch closes to ground when the sensor is in the minimum position.
Off idle switches and kickdown switches are not monitored by the engine
ECM.
This Analogue input must only be used to control engine speed from a direct
operator input, and is not suitable as the mechanism for speed control by
another electronic controller.
There is no special requirement for a relationship between angular movement

of the pedal and output voltage.
This document does not measure component acceptability in terms of:

• Temperature
• Vibration
• Electromagnetic Compatibility
• Design life
• Supply voltage requirements (min, max, stability)
• Legal Compliance
It the responsibility of the OEM and the throttle device manufacturer to ensure
that the component is suitable for the application in which it is to be used.

8.1.3 Evaluating Component Compatibility
The following procedure should be used to evaluate whether an Analogue
throttle is compatible with the engine ECM. This may be used either by the
OEM in selecting components or by the manufacturer of devices which are to
be connected to the engine.
The following test circuits must be used when evaluating Analogue throttle
devices.
Analogue Input Test circuit
22K
V+
normal
supply Device Sig
voltage of Under
device under Test 13V DC
test V-
Fig 8.2
V1
Idle Validation Switch Test Circuit
2K
IVS
V+
Normal
supply
voltage of Device IVS Fig. 8.3
device Under
(Hall Effect Test 13V DC
Devices only) IVS
ground
V2
8.1.4 Test Procedure

Test 1: Output at Min position
Place the Device Under Test (DUT) in it’s minimum or “released” condition.
Measure the voltage V1

Test 2: Output at Min position: forced
Without causing damage, pull the pedal/ handle hard against the minimum
travel end stop. Measure the voltage V1
Test 3: Output at Max position

Place the DUT in it’s maximum or “fully depressed” condition.
Test 4: Output at Max position: forced

Without causing damage push the pedal/ handle hard against the maximum
travel end stop. Measure the voltage V1
Test 5: IVS switch Closed Voltage

Place the DUT in it’s minimum or “released” condition.
Test 6: IVS switch Opening Threshold

Test 7: IVS switch Open Voltage

Place the DUT in it’s maximum or “fully depressed” condition.
Test 8: IVS switch Closing Threshold

Test 9: track resistance (potentiometer type sensors only)

If the DUT is a potentiometer type device, disconnect it from the test circuit
and measure the resistance across the track (from V+ to V-)
8.1.5 Required Values

If the results obtained from the tests above are in the ranges specified below,
then the device will be compatible with the default values in the ECM.
Test Parameter Units Min Nominal Max

1 Output at Min position Volts 0.45 0.6 0.7
2 Output at Min position: forced Volts 0.4 0.6 -
3 Output at Max position Volts 3.8 4 -
4 Output at Max position: forced Volts - 4 4.5
5 IVS switch Closed Voltage Volts 0 0.5 1.2
6 IVS switch Opening Threshold Volts 1.08 1.15 1.22
7 IVS switch Open Voltage Volts 4 10 24
8 IVS switch Closing Threshold Volts 1.08 1.15 1.22
9 Potentiometer Track resistance K Ohms 1 2.5 3
Table 8.1

If the results of the tests are not in the range specified in the table above, then
the device will not be compatible with the default settings in the ECM. Contact
the electronic applications team to determine whether it will be possible to
configure the input to meet the device.
8.1.6 Analogue Throttle Switch - EST Configurable Parameters

The throttle configurable parameters must be configured in Perkins EST prior
to using the analogue throttle feature. The parameters are selectable in the
main throttle configuration screen. See the Throttle Calibration section of this
guide parameter details.
8.2 PWM Sensor - Compatibility

8.2.1 Device Description
One input is available for a PWM throttle devices that may be pedal, lever or
cable operated. A regulated 8V, 100mA power supply is provided by the ECM.
8.2.2 Component Compatibility

The sensor should have a sinking output driver with a frequency of 500hz (+/-
50hz). The sensor should give a valid output within 150ms of power being
applied.
When mounted on the pedal and lever the target duty cycle should be as
follows, however it is possible to deviate from these values by adjusting the
throttle configuration in EST.
Position Acceptable signal duty cycle range

Released (low idle) 10 to 22%
Fully Depressed 75 to 90%
Table 8.2
8.2.3 Connection details
PWM Throttle Sensor J1 ECM

SIGNAL 53 PWM THROTTLE SENSOR INPUT
Fig.8.4
8.2.4 PWM Throttle - EST Configurable Parameters

to using the PWM Throttle feature. The parameters are selectable in the main
throttle configuration screen. See the Throttle Calibration section of this guide
parameter details.

8.3 PTO mode
PTO mode has also previously been referred to as “engine speed cruise
control” or “set speed control”
PTO mode is a cost effective way to control engine speed as it only requires
switched inputs.
Another benefit is that it can be used in an application where it is necessary to
control the engine speed from several different points on the machine.
The disadvantage of controlling engine speed via PTO mode is that it takes
some time to ramp up or down to the required speed.
J1 ECM
ON/OFF
52 PTO MODE - ON/OFF
SET/LOWER
51 PTO MODE - SET/LOWER
RAISE RESUME
50 PTO MODE - RAISE RESUME
DISENGAGE
49 PTO MODE - DISENGAGE
35 SWITCH RETURN
Fig. 8.5
8.3.1 PTO Mode ON/OFF switch

When this switch input is open then the PTO mode cannot be engaged, and
none of the other buttons will have any effect. When the switch is turned off,
any adjusted memorized speed will be lost.
8.3.2 PTO Mode Set/lower Button

When the PTO mode is on but not engaged, the first time that the set button is
pressed it will save the current engine speed as the memorized speed, and
the engine will try to run at this speed.
Once that a PTO speed has been engaged, if the pressed again, or if it is held
down, then the engine speed will be lowered.
8.3.3 PTO Mode Raise/ Resume Button

If the resume button, is pressed before the set button, immediately after start
or after switching ON the cruise control ON/OFF switch then the engine will go
to the preset speed as described below.
If a the PTO mode has already been engaged by the set button, then the
resume/raise button can be pressed or held down to increase the speed.
After the PTO mode has been disengaged using the disengage switch
described below, then pressing the Resume/Raise button will set the engine
speed to the last memorized speed.
8.3.4 PTO Mode Disengage Switch

The disengage switch input is opened the engine speed will not follow the
memorised speed, but will return to the next highest engine speed demand

The disengage switch may be a operator panel switch, or may be a micro
switch on the brake, clutch, or other component of the application
8.3.5 PTO Mode Preset Speed

The preset speed is programmed via the service tool. A speed may be
selected such that if the resume button is pressed, before the set button has
been pressed, then the engine speed will jump straight to this speed.
8.3.6 PTO Mode - EST Configurable Parameters

Four parameters must be configured in Perkins EST prior to using the PTO
feature. The parameters are listed in the main configuration screen.
PTO and Throttle Lock Parameters

EST Description Range or Option Description
Throttle Lock Feature Installation Used to install the PTO
Not Installed/Installed
Status feature
Memorised speed used as
PTO Engine Speed Setting 0 to 2500 rpm
the initial resume speed.
Speed at which the engine
will accelerate or
Throttle Lock Increment Speed
20 to 600 rpm/sec decelerate when holding
Ramp Rate
the raise or lower button
down
Amount of RPM by which
the engine speed will
Throttle Lock Engine Set Speed
10 to 200 rpm increase or decrease when
Increment
the raise or lower button is
pressed quickly.
Table 8.3

8.3.7 Example of PTO mode operation
The following table illustrates the operation of the PTO mode feature. In this example, the preset speed has been set on the service
tool to 1800 rpm.
On/Off Switch 0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 0 0 0 1
Quickly Quickly
Interrupt Switch 1 1 1 1 1 1 1 1 1 open 1 open 1 1 1 1 1 1 1
Quick Quick Quick Quick

Set/Lower Switch 0 0 0 0 0 0 0 0 Close 0 0 0 Close Close 0 0 0 0 Close
Hold Hold
Quick Quick Close Quick Close Quick Quick
Raise resume 0 0 Close 0 0 0 Close 3 secs 0 0 Close 0 0 0 3 secs 0 Close 0 Close
Throttle Pedal demand 1200 1200 1200 1200 1900 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200
Memorised Speed 1800 1800 1800 1800 1800 1800 1820 2050 2030 2030 2030 2030 1200 1180 2430 1800 1800 1800 1800
Resulting engine speed 1200 1200 1800 1800 1900 1800 1820 2050 2030 1200 2030 1200 1200 1200 2430 1200 1200 1200 1200
no effect if both buttons are pressed at once

PTO mode switched off. Preset memorised
Disengage – speed retuns to next highest
Disengage – speed retuns to next highest
Memorized speed lowered by 20RPM but

Sets memorised speed to current speed
no effect as PTO mode is not enabled

now pedal is highest wins
demand ( Throttle pedal)
demand (Throttle pedal)
PTO mode disengaged

Pedal overrides PTO (max wins)
PTO jumps to memorised speed
Resumes to 2030
Speed ramps up
Comments
speed now
Speed raised by 20 RPM
PTO mode not enabled
PTO mode disenaged
Lowered by 20 RPM
Speed ramps up
Table 8.4

8.4 Multi Position Throttle Switch (MPTS)
Four switch inputs are available on the ECM for a switch-controlled throttle.
The ECM may be configured so that different combinations of switch inputs
will relate to different engine speed demands. There are 16 different
combinations of states of these 4 switches, although not all of these
combinations need to be programmed.
Rotary Switch
J1 ECM
S1 49 THROTTLE SWITCH INPUT 1
CMN S4 52 THROTTLE SWITCH INPUT 4
35 SWITCH RETURN
Fig. 8.6
If a switch combination is detected which has been configured as “Not Valid”

then a fault code will be raised and the ECM will ignore the MPTS for the rest
of the key cycle.
This is a very powerful and flexible feature that may be used in a number of
ways. For example:
• Controlling hydrostatic machines where engine speed is selected and
then not required to be frequently changed by the operator. It is in this
respect a good alternative to a hand throttle as the speeds selected on
the switch. Can be designed to correspond to the optimum operating
speeds of hydraulic pumps. A rotary encoded 10 position switch
component is available for this function. Please contact the electronic
applications team for further details.
• Machine limp home speed feature. For example, if the normal throttle
fails the operator could remove a fuse or a link and the engine would
go to a speed that would allow the machine to be moved. In this
application only one of the available 4 switch inputs would be used.
• Elevated idle. For example the OEM could increase the idle speed
when work lights are switched on so that the alternator will provide
sufficient current to recharge the battery. In this application only one of
the available 4 switch inputs would be used.
The following table illustrates how the ECM may be configured for a 10
position rotary switch.
Multi-Position Switch Configuration Example
Switch 4 Switch 3 Switch 2 Switch 1 Switch Engine
position Speed
Open Open Open Open Not valid 800
Open Open Open Closed 1 800
Open Open Closed Open 3 1800
Open Open Closed Closed 2 1400
Open Closed Open Open 7 2050
Open Closed Open Closed 6 2000
Open Closed Closed Open 4 1900
Open Closed Closed Closed 5 1950
Closed Open Open Open Not valid 800
Closed Open Open Closed Not valid 800
Closed Open Closed Open Not valid 800
Closed Open Closed Closed Not valid 800
Closed Closed Open Open 8 2100
Closed Closed Open Closed 9 2200
Closed Closed Closed Open Not valid 800
Closed Closed Closed Closed 10 2350
Table 8.5
The service tool configuration allows the user to specify the number of switch
inputs to use. It is recommended that where possible the user configures 4
inputs and mark those not used as ‘not valid’. If however the user chooses to
configure less then 4 inputs using the service tool the physical input allocation
vs software input description changes as described in the table below.
MPTS Pin Allocation Logic

Pin 49 Pin 50 Pin 51 Pin 52
4 configured Software Input Software Input Software Input Software Input
inputs 1 2 3 4
3 configured Software Input Software Input Software input 3
inputs 1 2
2 configured Software input 1 Software Input
inputs 2
1 configured Software Input
inputs 1
Table 8.6
8.4.1 Multi Position Throttle Switch - EST Configurable Parameters

to using the MPTS feature. The parameters are selectable in the main throttle
configuration screen.

8.5 Torque Speed Control TSC1 (Speed Control Over CAN)
A special J1939 message called Torque/Speed Control #1 (TSC1) allows
other electronic devices to control or to limit the engine speed. This message
is explained in detail in the J1939 section of this application and installation
guide
8.6 Arbitration of speed demand

In applications where there is more than one source of engine speed demand,
it is necessary to arbitrate between the different demands. There are 3
methods of arbitration:
• Max Wins. The highest speed demand is the one that controls the
engine. This is the default configuration
• Min Wins. The lowest speed demand is the one that controls the
engine.
• Manual Selection switch. A switch input can be used to define which
speed input has control. This is particularly useful in applications where
there are 2 driver seat positions. Cannot be used in conjunction with
coolant level switch – pin clash
• TSC1 override. As described above, the Tsc1 message over J1939 will
override speed demand from any other source.
8.6.1 Manual Throttle Selection Switch

A switch input is available on pin 47of the ECM J1 connector, which can be
configured to manually select the active speed demand channel. If the switch
input is open then Speed demand 1 is selected. If the switch is closed then
speed demand 2 is selected. Function cannot be used in conjunction with
Coolant level switch.
8.7 Ramp Rate
It is possible to limit the overall acceleration rate of the engine speed. The
acceleration limit applies to overall engine speed, irrespective of applied
strategy. The rate may be configured in EST. The rate is defined in units of
rpm per second. 0 rpm/s represents no limit to engine acceleration (i.e. turns
off the feature.) The default ramp rate will be 0 rpm/s.
8.8Throttle Calibration
The majority of throttle components have mechanical and electrical tolerances

that affect the final output of a device, for example two components of the
same design and part number may produce a different voltage output in the
open position. After a period of time throttle components can mechanically
wear, affecting/changing the output of a device. To accommodate these
differences and changes the engine ECM may be configured to automatically
calibrate to differing input values at the upper and lower positions. The
diagrams below give an example pedal design where the open and closed
positions of the throttle pedal are set by adjusting the manufacturing
adjustment screws. With this type of arrangement the mechanical accuracy is
limited and therefore auto calibration may be used. The calibration control

logic needs a number of parameters specific to the chosen device to allow
auto calibration.
This feature is configurable for Analogue and PWM inputs. The algorithm
treats either a PWM or analogue input as a ‘raw signal’ in the range 0 to 100%
for example the analogue voltage range is 5V therefore 0.05V is treated as
1%.
Several parameters are used to:

Define the boundaries for calibration in the open and closed positions
Define the amount of ‘deadzone /play’ from the open and closed positions
Define the upper and lower diagnostic boundaries
Initial Lower Position

n Limit
it
Lim
adzone
wer
Positio
Lo
De
stic
Lower
Lower
gno
Dia
5%
20%
0% 5% 10%
ne n
zo
ad sitio
De Po
per p er
er
Up l Up
ia
Init
ev
5%
L
or ion 70%
e ns tat
S Ro r Posi
tion
Limit
Uppe
85%
Sensor
95% Diagnostic Upper Limit
100%
Pedal Rotation
Lock Screws
Foot Force
Pedal
The diagram above is a simplified representation of a throttle pedal assembly;

a small lever attaches the pedal to a throttle position sensor. Two lock screws
limit the open and closed pedal movement, one for each position. The lever
movement is directly proportional to the electrical output signal of the throttle
sensor. The electrical raw signal is shown as a percentage of the total
permissible input range.
Eight parameters are shown on the diagram scale, each parameter has a
purpose; these parameters are required for correct calibration. The
parameters are expressed as a percentage of raw signal, the parameters may
be changed/configured to match the chosen device:

8.9 Throttle Parameter Description
8.9.1 Diagnostic Lower Limit
The lower diagnostic limit is the absolute minimum raw value accepted as a
valid signal by the engine ECM. Any values below this point will flag
appropriate diagnostics and invoke the limp-home strategy. Most analogue
devices are classed as faulted with a voltage of 0.25V and below (5%) this is
to prevent a possible open or short circuit being mistaken for a valid signal, for
similar reasons a PWM duty cycle should not fall below 5% duty cycle.
8.9.2 Lower Position limit

This is the minimum point of the lower calibration boundary
8.9.3 Initial Lower Position limit

This is the maximum point of the lower calibration boundary. This value is also
used as the initial lower position when no calibration has been applied.
8.9.4 Lower Deadzone

This position is given as a discrete raw signal percentage value. The lower
dead zone effectively gives some play at the lower position. This dead band is
expressed in terms of a raw signal percentage, such that the initial lower
position plus the lower dead zone will give the 0% throttle position.
8.9.5 Initial Upper Position limit

This is the minimum point of the upper calibration boundary. This value is also
used as the initial upper position when no calibration has been applied.
8.9.6 Upper Position Limit

This is the maximum point of the upper calibration boundary
8.9.7 Upper Deadzone

This position is given as a discrete raw signal percentage value. The upper
dead zone effectively gives some play at the upper position. This dead band
is expressed in terms of a raw signal percentage, such that the initial upper
position minus the upper dead zone will give the 100% throttle position.
8.9.8 Diagnostic Upper Limit

The upper diagnostic limit is the absolute maximum raw value accepted as a
valid signal by the engine ECM. Any values above this point will flag
appropriate diagnostics and invoke the limp-home strategy. Most analogue
devices are classed as faulted with a voltage of 4.75V and above, this is to
prevent a possible open or short circuit being mistaken for a valid signal, for
similar reasons a PWM duty cycle should not go above 95% duty cycle.

8.10 Throttle Calibration Function
When the engine ECM is active the raw throttle signal is continuously
monitored. The following diagrams explain how the automatic calibration
functions. The adjustment screws in the diagram have been purposely
adjusted and differ from the previous throttle pedal diagram. When the engine
ECM is active the raw throttle value is checked, if the value falls within the
lower calibration region (defined by the ‘lower position limit’ & ‘Initial lower
position limit’) calibration will take place. In the diagram below the lever
position is at 11% and falls within the lower calibration area so auto calibration
will be applied.

it
tion Lim
it
Lim
zone
er
Low
Dead
Posi
stic
Lower
Lower
gno
Dia
5%
20%
0% 5% 10%
ne n
zo
ad sitio
De Po
p er p er
r Up l Up
ve
ia
5% Init
e
rL n 70%
n so atio
t
OUTPUT 11% Se Ro r Pos
itio n Lim
it
Uppe
85%
Sensor
100%
Pedal Rotation
Lock Screws
Foot Force
Diagram A
Pedal
Diagram A - before calibration, the sensor output falls within the lower
calibration region, without auto calibration the ‘initial lower position limit’ is
used by the engine ECM as the throttle start point. Once clear of the
deadzone the desired engine speed will change. In this case the lever would
have to move 14% of the raw signal (9% + 5% deadzone) before desired
engine speed changes. This is situation is undesirable.

it
tion Lim
it
Lim
zone
er
Low
Dead
Posi
stic
Lower
Lower
gno
Dia
5%
20%
0% 5% 10%
ne n
zo
ad sitio
De Po
p er p er
r Up l Up
ve
ia
5% Init
e
rL n 70%
n so atio
t
OUTPUT 11% Se Ro r Pos
itio n Lim
it
Uppe
85%
Sensor
100%
Pedal Rotation
Lock Screws
Foot Force
Diagram B
Pedal
Diagram B - after calibration, the start position used by the engine ECM has
changed to 11%; with this new initial lower position the lever needs to travel
through the deadzone only. Once clear of the dead zone the desired engine
speed will change i.e. the effective dead zone has decreased to a desired
value of 5%.
The same principal applies for the upper calibration region as shown in the
diagram C.

Limit
it im
e
er L
eadzon
Position
Low
D
stic
Lower
Lower
iagno
D
5%
20%
0% 5% 10%
e
on n
dz itio
ea os
rD rP
pe pe
r Up
ial
U p
e ve 5% Init
rL n 70%
nso atio
t
Se Ro r Pos
ition
Limit
Uppe
85%
Sensor
OUTPUT 75%
100%
Pedal Rotation
Lock Screws
Foot Force
Pedal Diagram C
Diagram C - before calibration, the sensor output falls within the upper
calibration region, without auto calibration the ‘initial upper position limit’ is
used by the engine ECM as the throttle maximum point. Once clear of the
deadzone the desired engine speed will change. In this case the lever would
have to move 10% of the raw signal (5% + 5% deadzone) before desired
engine speed changes. This is situation is undesirable.

Limit
it im
e
er L
eadzon
Position
Low
D
stic
Lower
Lower
iagno
D
5%
20%
0% 5% 10%
e
on n
dz itio
ea os
rD rP
pe pe
r Up
ial
U p
e ve Init
rL n 70% 5%
nso atio
t
Se Ro r Pos
ition
Limit
Uppe
85%
Sensor
OUTPUT 75%
100%
Pedal Rotation
Lock Screws
Foot Force
Pedal Diagram D
Diagram D - after calibration, the maximum position used by the engine ECM
has changed; with this new initial upper position the lever needs to travel
through the deadzone only. Once clear of the deadzone the desired engine
speed will change.
The auto calibration feature is continuously active during engine operation if a

lower minimum position or higher maximum position is seen auto calibration
will take place on the new values. The initial positions (defined by the initial
lower position limit and initial upper position limit) will be re-instated whenever
the power to the ECM is recycled.

8.10.1 Idle Validation Switch
Analogue devices must use an idle validation switch. The idle validation
switch is required to validate that a change in signal is indeed valid and not a
potential electrical fault. Two parameters need to be defined for correct
operation. When configured the engine ECM continually monitors the speed
demand request and the Idle validation switch.
8.10.2 Idle validation maximum ON threshold (Closed)

The value is defined as percent raw signal. At low idle the Idle Validation
switch should be ‘ON’ (the input should be switched to ground). When
increasing engine speed the ECM will continually monitor the idle validation
switch. The switch needs to have switched ‘OFF between the two IVS
thresholds. If the switch state does not change by the ‘Idle validation
maximum ON threshold’ the ECM will invoke the limp home strategy and the
throttle will not respond.
8.10.3 Idle validation minimum OFF threshold (Open)

The value is defined as percent raw signal. At high idle the Idle Validation
switch should be ‘OFF’ (the input should be switched to open). When
decreasing engine speed the ECM will continually monitor the idle validation
switch. The switch needs to have switched ‘ON’ between the two IVS
thresholds. If the switch state does not change by the ‘Idle validation minimum
off threshold’ the ECM will invoke the limp home strategy and the throttle will
not respond.
Idle Validation Switch
ON
OFF
OFF
ON
ON
OFF
5%
21% 25%
5%
Sensor
100%
Pedal Rotation
Lock Screws
Foot Force
Diagram E.
Shows the Idle validation
switch transition.
Pedal

9.0 Cold Starting Aid.
9.1 Control of Glow Plugs by the Engine ECM
Glow plugs are fitted as standard on the 1100D Series engines.
When the ignition key switch is switched ON, the engine ECM will monitor the
coolant temperature and the inlet air temperature and decide whether the
glow plugs are required. If so then the ECM will drive ECM connector pin 57
to ground, activating the glow plug relay.
The Glow plug relay is supplied and fit by the OEM. Glowplug configuration in
Perkins EST can be set to installed or not installed.
9.1.1 Relay, Fuse and Cable Gauge Specification
Key Switched + Battery Supply J1 ECM
57 Start Aid Control
FUSE
+ Battery
TO GLOW PLUGS
Fig. 9.0
GLOW PLUG
RELAY
The relay coil should not draw more than 1A and should be fitted with either a
resistor or diode to suppress flyback energy (back emf) when the relay is de-
energized.
As the glow plugs may be activated during cranking, when the battery voltage
may be low, it is recommended that relay is specified such that it will close at
a voltage of 60% of nominal battery voltage or lower.
The relay contacts should be rated to withstand the current characteristics

outlined in the table below. Note that for the purpose of relay specification, the
glow plugs are a purely resistive load (no inductive element).
Although the glow plugs are normally operated only for a short time, in cold
ambient conditions, best practice would be to size the cable to withstand the
stabilized glowplug current permenantly. This will allow for a relay that fails
closed. For example a 4 Cylinder 12V application should have wire sized to
carry 50A. Refer to the recommended cable sizes in the table below.
Table 9.0
Engine: 1104D-E44TA 1106D-E70TA
Supply Voltage: 12V 24V 12V 24V
Current - Initial 82A 36A 122A 54A
Current after 4 seconds 64A 29A 97A 43A
Current after 8 seconds 50A 24A 74A 36A
Recommended Fuse 50 30 80 40
To SAEJ1888 ( slow blow)
Recommended min cable gauge - 5mm2 2mm2 8mm2 3mm2
mm2 (SAE J1128 GLX cable)

9.1.2 Wait-to-Start / Start Aid active lamps
On a cold start, when the ECM decides that it is necessary for the glowplugs
to be activated prior to starting, a lamp output will indicate to the operator that
he needs to “wait to start”. Note that it is possible that start aids will also be
used either during cranking or when the engine has started. The wait to start
lamp will not be active in these conditions. For further information refer to the
Lamp Output section.
Note that the ECM will also transmit a parameter on the J1939 datalink
indicating the status of the Wait to Start lamp (see section on J1939 support).
Start Aid Control
Key ON
Fig. 9.1
Engine Coolant Temperature Sensor ECM selects
coldest
Engine Intake Temperature Sensor temperature
Temperature N
No Start Aid required
<= +5 degC ?
Y Coolant Temp
ECM activates
The operator should wait
Wait to
until after the Pre-heat period
Start Lamp Pre-heat map
before cranking. The Glow
and Glow Plugs
Plugs will remain off after the
for period
Pre-heat period until the
determined from
Intake Temp
engine is cranked
Pre-heat map
e
m
Ti
Operator crank
engine when lamp Typical Values (May Vary)
turns off
ECM activates
Glow Plugs during
cranking for
maximum of 10 sec
Engine speed >= to

N low idle -200 rpm?
ECM activates
Glow Plugs for
Post-start period
of 15 seconds
Start Aid End

9.1.3 OEM / Operator control or override of the Glow Plugs
The ECM glow plug control strategy has been developed in a cold chamber to
be suitable for the majority of applications.
There may be some applications that require a specially adapted strategy for
control of the start aid. In such cases it will be necessary for the OEM or
operator to control the start aid. Examples of applications that may require
special starting strategies are:
• Engines in extremely cold climates that are fitted with block heaters.
• Engines that drive high loads during run up e.g. compressors.
1106D Busbar
connection
point
Fig. 9.2
1104D Busbar
connection
point
Fig. 9.2.1
An insulated M6 terminal post is provided for the machine harness connection

to the busbar, this is located to the top right hand side of the ECM bracket. A
5.5-6 mm diameter ring terminal is required to connect the machine harness;
this should be capable of handling an 80Amp current and insulated by a
terminal insulator cap.
The existing terminal nut is used to locate both the engine-side and harness-
side ring terminals to the post. A 10mm ring spanner is required to tighten the
terminal nut to a torque of 6 Nm ± 2Nm.
Customers who paint their engine are required to shield the terminal post prior
to painting.

9.2 Ether Cold Start Systems
The ether solenoid control is available to drive a relay and/or solenoid to
control ether delivery to the intake manifold. The ECU controls the ether
solenoid control output when conditions dictate the use of a starting aid.
Perkins offers an optional ether start system matched to each engine’s
particular cold start strategy. Please refer to your Application engineering
department for more information.
The ether control strategy establishes ether injection durations based on

maps configured for temperature and altitude. These values are fixed and are
not configurable by the customer. If the temperature is below the threshold
and an attempt is made to start the engine, the ether solenoid control will be
enabled until the engine reaches 50rpm less than low idle. If the engine starts
or a condition occurs that prevents fuel from being injected, the ether solenoid
control will be disabled.
Ether will only be injected while the engine speed is greater than zero. Ether
will not be injected prior to cranking the engine.
9.2.1 Ether start Configuration

Please refer to your Application engineering department for more information.
9.2.2 Ether start Installation

The continuous flow ether system is available as an optional attachment. The
component in the ether system that controls ether quantity and spray angle is
the atomizer. The atomizer has a control orifice that is sized for a specific
range of intake air flow. Be sure to order the correct ether system to match
the engine.
NOTE: Ether atomizer location is critical to proper operation of each model’s

cold start strategy. For proper ether atomizer location, specific to each engine
model, consult with your Applications Engineer.
The ECU is capable of directly controlling and activating the ether control
valve solenoid as long as the parts used require no more than 2Amps. All
Caterpillar parts are verified to ensure that they meet this requirement.

9.3 Water Jacket Heaters
When an engine water jacket heater is installed, Perkins recommends the
installation of an air inlet temperature / ambient sensor. When installed and
configured the sensor measurement will be used by the ECM to ensure
optimum engine starting and run-up.
Temperature Sensor J1 ECM
RETURN 02 35 SENSOR RTN

Fig. 9.3
SIGNAL 01 04 AIR INLET / AMBIENT
TEMP SIG
Fig. 9.4
Air Inlet / Ambient Temperature Sensor
Table 9.1
Description Perkins Part Number Supplier Part Number Qty
Sensor metric T407354 N/A N/A
Sensor Imperial - N/A N/A
2 Way Amp Seal 28170044 AMP 776427-1 1
Sockets 18AWG 2900A009 Deutsch 0462-201-16141 2
Air inlet / Ambient temp sensor
The Perkins sensor is required for correct operation. The sensor should be
located in a position that measures the application external Inlet / ambient air
temperature. A location should be chosen that avoids any radiated or
conducted heat produced by the engine water jacket heater. The location and
mounting design should protect the sensor from damage; the sensor probe is
particularly vulnerable and should be guarded from possible impact damage.
NOTE: Do not splice the sensor signal wire for input to third party devices.
Recommended connector mounting for component with a pigtail harness:

The connector interface should never be tied directly to a vibrating member.

Pigtail wire lead should be tied down on only one side of the connector
interface. Choose one of these two locations:
- midpoint on the sensor pigtail, OR

- 150 mm from the connector on the wire harness side
9.3.1 Intake Temperature Sensor - EST Configurable Parameter

The ‘Air Intake Temperature Sensor Installation Status’ listed under start aid
configurable parameters must be configured installed in Perkins EST prior to
using the sensor. The working range of the sensor is -40 to 150°C
10 Operator Displays
10.1 Gauge Drivers
OEM’s are increasingly selecting datalink driven intelligent displays for their
applications, instead of traditional gauges and lamps directly driven from
sensors or engine ECM.
If a needle type Analog gauge is required, to display an engine parameter

such as engine speed, oil pressure or coolant temperature, then it is
recommended that the OEM uses a gauge or display that can use the
parameters broadcast by the ECM on the J1939 datalink.
As an alternative, traditional single wire gauge “senders” may be used if a

suitable tapping is available. If this implementation is required, then please
contact the electronic applications team to discuss requirements.
A traditional tachometer signal may be obtained from the “W” terminal of the
alternator, although this will not be as accurate as the value sent on the J1939
datalink.
Warning: The engine wiring harness must NEVER be modified to use the
signal from the sensors connected to the engine ECM. This action would
invalidate the engine warranty.

10.1.1 Lamp Outputs
The lamp strategy is designed to display the maximum amount of information
on the minimum number of lamps.
There are four lamp outputs available:
Lamp Description Pin Allocation

Red Stop Lamp Pin 60
Amber Warning Lamp Pin 59
Wait to Start Lamp (Cold Start Aid) Pin 63
Low Oil Pressure Lamp Pin 62
Table 10
It is mandatory for the OEM to fit the Red Stop Lamp (1), Amber Warning
Lamp (2) and the Wait to Start Lamp (3) unless a datalink driven intelligent
display is fitted, which fulfils the specification outlined in the next section.
The Low oil pressure lamp is optional.

10.1.2 Indicator lamps Logic
Warning Shutdown Lamp State Description of what Lamp Status Engine State
Managem
System
Lamp Lamp is Indicating

ent
(Also known (Also known

as Alert as Action
Lamp) Lamp)
Bulb Check When the ignition is turned on the Key on but engine has yet to
ECM shall illuminate each bulb for 5 be cranked.
seconds and extinguishes them
On On
afterwards.
No Faults With both lamps off whilst engine is Engine is running with no
Present. running then there are no currently detected faults.
active warnings diagnostic’s or
Off Off
events.
Active Should the warning lamp illuminate Engine is running normally but
Diagnostic during engine running this indicates has one or more faults with the
that an Active diagnostic (Electrical engine management system.
On Off
fault) is present.
Derate. Should the warning lamp illuminate Engine is running but has one
(Invoked by and the shutdown lamp flash during or more Active diagnostic
Active engine running this indicates that an events that have initiated
Diagnostic) Active diagnostic (Electrical fault) is engine derate.
On present. The diagnostic is sufficiently
Flash serious to invoke engine derate.
Warning Should the warning lamp flash Engine is running normally but
(Warning only) during engine running this indicates has one or more monitored
that one or more of the engine engine parameters outside of
protection strategy warning values the acceptable range.
Off have been exceeded but not to a
Flash level that will invoke Derate or
Shutdown.
Derate. Should both the Warning lamp and Engine is running but one or
(Warning and Shutdown lamp flash during engine more of the monitored engine
Derate). running this indicates that one, or parameters has gone beyond
more, of the engine protection that of warning only and has
strategy values have been exceeded now exceeded those set for
Flash Flash beyond the level required to invoke engine derate.
engine Derate.
Engine Should both the Warning lamp and Engine is either shutdown or
Shutdown Shutdown lamp illuminate during shutdown is imminent, one or
engine running this indicates that more monitored engine
either parameters have gone beyond
1. One or more of the engine that of warning or derate and
protection strategy shutdown have now exceeded those set
values has been exceeded. for engine shutdown. Or a
On On 2. A serious Active diagnostic serious Active diagnostic has
has been detected. been detected
Shortly after (time duration to be
agreed) engine will shutdown.

10.1.3 Datalink Driven Intelligent Displays
Displays may be connected to the engine ECM using J1939 datalink.
Some products that use the PDL may also be compatible. Please contact your
local applications team to confirm before selecting a PDL display.
Devices that are connected to the J1939 datalink should meet the following
standard if the OEM does not intend fitting the indicator lamps, described
above.
Minimum Functional Specification for J1939 display.
• The display always on when the engine is running
• The display should be line-of-sight of machine operator during machine
operation
• Display of the whole J1939 fault code including Suspect Parameter
Number, Failure Mode Indicator, and Occurrence number.
• Clear indication of what action, if any the operator is required to take.
• Display of engine speed
• Audible or bright lamp warning when new fault code is detected
• The scaling of any gauges (e.g. coolant temperature) should be such
that the needle is not far to the right of vertical when the engine is in
normal operation (this would give the impression that the engine was
abnormally hot, when in fact it is running within it’s design limits).
Perkins will under no circumstances change the engine J1939 implementation

in order to resolve compatibility issues with gauges or displays other than
those supplied directly by Perkins.
Gauge manufacturers may contact the Electronic Applications team, however

for information and assistance in ensuring that their products are compatible
with the engine ECM.
To support new standards and requirements Perkins may add to the fault
code table. Therefore any active engine fault codes including those not
recognized or referenced should be displayed. Perkins recommends that any
suspect parameter number and the associated failure mode identifier are
displayed.
10.1.4 Customer Triggered Engine Fault codes

The engine will raise fault codes (event codes) when it’s design limits are
exceeded. For example, for excessive coolant temperature. The fault code
algorithms are carefully designed and validated so that they do not cause
spurious codes when there is in fact no fault.
Some intelligent instrument clusters available on the market are also capable
of raising fault codes themselves, based on the information that the engine
transmits on J1939 such as “engine coolant temperature”. The machine
designer could set a limit that is more conservative (lower) than the warning
threshold defined by Perkins. This raises the possibility that the display will
say that the engine has a fault, when the engine is in fact running within its
design limits. This is undesirable as it may result in a service technician being

called to resolve a “problem” when in fact no problem exists. It will also cause
damage to the reputation of Perkins and of the OEM.
Perkins recommend therefore, that intelligent display DO NOT have their own
fault detection for engine over temperature / oil pressure etc, but that they use
the fault codes generated by the engine, sent in the J1939 “Diagnostic
Message#1 (DM1)”.
10.2 Engine Software Features

10.2.1 Engine Monitoring System
Software will monitor the engine during operation and in extreme conditions
make decisions to protect the engine from damage. The values of four main
operating parameters are monitored Engine Coolant Temperature, Engine Oil
Pressure, Intake Manifold Air Temperature and Engine Speed. The monitoring
system will compare parameters predetermined as dangerous to the engine
and depending on the parameter values take appropriate action. There are
three levels of action Warning, De-rate and Shutdown.
General
All parameters work independently using individual threshold values and
guard timers. Consequently, it is possible for more than one parameter to
register a warning or de-rate condition at any one time.
Warning
Each monitored parameter has its own warning trigger threshold. A warning
will be triggered when any parameter equals or exceeds its warning. In
addition, for oil pressure, the trigger threshold varies with engine speed. The
ECM will log these events and turn on the appropriate lamp driver.
De-rate
Each monitored parameter that uses the de-rate function has its own de-rate
trigger threshold. If the de-rate threshold is equaled or exceeded by any
parameter for a de-rate protection will be set active. The engine will de-rate.
The ECM will log these events and turn on the appropriate lamp driver. Whilst
de-rate protection is set active, the de-rate percentage may vary with
parameter value
Shutdown
The engine shutdown indication lamp driver will be triggered when any
parameter equals or exceeds it shutdown threshold for a time exceeding its
shutdown indication guard time. Physical engine shutdown will occur only if
enabled by the configurable parameter. The ECM will log these events and
turn on the appropriate lamp driver.
Note: All values quoted in tables below are subject to change. Also, the
percentage derate can be confusing. 100% derate does not mean that the
engine has no power at all, it means that the engine will be running on a
derate rating. The percentage of normal power that is available on the derate
curve will depend on the rating used, but will normally be approximately 50%
of nominal power.

10.2.2 Monitoring Mode - EST Configurable Parameters
Monitoring Mode (listed under Miscellaneous in EST)
EST Description Range or Option Description
Switches on or off the
Monitoring Mode Shutdowns Disabled/Enabled
shutdown feature
Switches on/off the derate
Monitoring Mode Derates Enabled/Enabled
feature
Table 10.1
10.2.3 Monitoring Mode Thresholds

Coolant Temperature
Parameter Temp De-rate %
Warning (for top tank 109 N/A
temp 108 degC)
De-rate 111 25
112 50
113 75
114 100
Shutdown Configurable N/A
Table 10.2
Engine Oil Pressure

Parameter Engine Trigger
Speed (rpm) Pressure
(kPa)
Warning 700 150
900 150
1000 175
1200 200
1400 250
2500 250
3000 250
Shutdown 700 100
900 100
1000 100
1200 100
1400 100
2500 100
3000 100
Table 10.3

Intake Manifold Temperature (subject to change)
Parameter Temp De-rate %
Warning 87 N/A
De-rate 91 10
92 20
93 30
94 40
95 50
Table 10.4
Other De-rate Reasons

Diagnostic and Events Derate Latch until next
key cycle?
Turbo Wastegate
Turbo wastegate current low diagnostic 100% No
Turbo wastegate current high diagnostic 100% No
Low intake manifold pressure event 100% Yes

High intak manifold pressure event 20% Yes
Fuel Rail Pump and Pressure Sensor
Fuel rail pump solenoid current low diagnostic 100% Yes
Fuel rail pump solenoid current high diagnostic 100% Yes
Rail Pressure sensor voltage low diagnostic 100% No
Rail Pressure sensor voltage high diagnostic 100% No
Low fuel rail pressure event 100% Yes
High fuel rail pressure event 100% Yes
Others
5V sensor supply voltage low diagnostic 100% No
5V sensor supply voltage high diagnostic 100% No
168-01 Low battery power to ECM diagnostic 100% No
Crank speed sensor diagnostic 60% No
Injector data incorrect 60% Yes
Injector not responding 20% No
Table 10.5

11.0 Monitored Inputs for Customer Fitted Sensors
Configurable options will be available that enable the use of discrete ECM
inputs to function as operator warnings and engine protection. The three
options to be offered include:
De
J1 Pin
bounce Warning/Shutdo
Input State Assignmen
Time wn
t
(secs)
Air Filter Normally Disabled or
SWG 30 J1-38
Restriction Closed Warning
Engine Coolant Normally Disabled, Warning
SWG 30 J1-47
Level Low Closed or Shutdown
Normally Disabled or
Water in Fuel SWG 30 J1-44
Open Warning
Table 11.0
11.1 Configurable States

The ECM may be configured to take the following action when the monitored
element has reached or exceeded the predetermined limit (switched).
Disabled, the input will not be monitored.

Warning, the input will be monitored when the device is switched the warning
light will illuminate and an event flagged.
Shutdown, the input will be monitored and when switched will illuminate the
shutdown lamp; flag an event and shutdown the engine.
11.2 Air Filter Service Indicator – Air Filter Restriction Switch

This indicates that the air intake circuit is restricted. The switch is installed or
piped to the air filter housing or air induction pipe so that it is monitoring clean
filtered air (between the air filter and engine). The customer will select an
appropriate restriction switch. The switch shall be connected to the engine
ECM. The switch should open when the maximum permitted restriction is
detected – Normally closed.
Note; Throttle 2 IVS Shares pin 38 with Air filter restriction switch on J1,
therefore either can be configured, but not both simultaneously.
Air Intake Restriction Switch

J1 ECM
38 SENSOR SIGNAL
35 SENSOR RTN
Fig. 11.0

11.3 Coolant Low Level Switch
Indicates that the engine coolant reservoir is at or has exceeded the minimum
level. The sensor needs to be installed such that when coolant level is normal
the sensing element is always completely immersed. Typically a device
switches when the sensing element is fully immersed and when the fluid
touches the body of the sensor. –Normally closed
Coolant Level Switch J1 ECM
+8 VDC A 43 SENSOR SUPPLY +8 VDC
RTN B 33 SENSOR RTN
SIGNAL C 47 COOLANT LEVEL SIGNAL
Fig. 11.1
11.4 Water in Fuel Switch

This indicates that the fuel filter water trap is full. As standard, a switch is
installed in the bottom of the water trap. During normal engine operation the
switch is immersed in diesel fuel. Pin 1 will send a ground signal when the
probe detects water. The signal will stop upon removal of water from the
probe. The sensor should be connected to the engine ECM as detailed below.
The parameter must be configured as installed in PERKINS EST.
Water In Fuel Sensor

J1 ECM
SENSOR SIGNAL 11 44 SENSOR SIGNAL (SWG 9)
SENSOR RETURN 23 33 SENSOR RETURN
SENSOR SUPPLY +8 VDC 32 43 SENSOR SUPPLY +8 VDC
Fig. 11.2
Operating Voltage 8V-28V @ 5mA
Connector Details
Component Supplier Supplier Part number

Connector Tyco-Amp 776429-1
Female terminal Tyco-Amp 929939-3
Table 11.1

12.0 Engine Governor
12.1 Governor
12.1.1 All speed
The default governor type is an All Speed Governor, also known as a variable
Speed Governor. The diagram below illustrates the torque and speed
characteristics of this governor
12.1.2 Torque limit curve

Note that the engine may not be capable of reaching the torque fuel limit
curve in some circumstances. For example, if the turbocharger is not
providing the required boost pressure, then the fuel will be limited so that the
engine does not emit black smoke
12.1.3 Droop
Droop is the variation of engine speed as load is applied. For example, if an
engine has 10% droop and is running at 1500RPM without load, then as load
is applied the operator will feel and hear the engine speed gradually
decreasing. This is represented by the diagonal dotted lines under the torque
curve in the diagram below.
When the load reaches the torque limit curve of the engine, the engine will lug
back along the curve.
Note that droop values can be assigned to the multi-position throttle switch
input, PWM accelerator pedal/lever input and the TSC1 speed demand over
J1939. Droop does not apply, however to the PTO mode, which always
operates isochronously (0% Droop)
12.1.4 High Speed Governor (Governor Run-Out)

The parameter Top Engine Limit (TEL) will no longer be offered on the 1100D
engines. Flexibility is improved, however, by allowing the high idle (HI) speed
to be configured. High Idle is the maximum speed that the engine will reach.
Note that this is on the bare engine and when installed in an application, it
may not be possible to reach this speed due to the parasitic loads of the
driven equipment. The range of possible high idle speeds is defined by the
parameters High Idle Lower limit (HILL) and High Idle Upper Limit. (HIUL).
High Idle cannot be specified to be less than Rated Speed (RS) and the HIUL
will be dependant on the mechanical limits of the engine.
The rated speed (RS) may not be changed by customer configuration.

Example Governing1 - showing droop and HSG slopes approximately
equal
Flywheel
Torque RS 2200
HILL 2200
HIUL 2600
HI 2354
Droop 7%
governor all speed
RS
DROO
HSG
P
HIUL
HILL
Speed
HI
(RPM)
800 1800 2200
Fig.12.0
Example Governing 2 – Showing isochronous droop but with a shallow

HSG slope
Flywheel
Torque RS 2200
HILL 2200
HIUL 2600
HI 2350
Droop 0%
governor all speed
RS
DROOP = ISOCHRONOUS
HSG
HIUL
HILL
Speed
HI
(RPM)
800 1800 2200
Fig. 12.1

12.2 Auxiliary Governor
It is possible to control the engine by the output shaft speed of another
module. Perkins do not offer a speed sensor for this component, nor is there
a direct speed sensor input, however this is for the following reasons:
• There are a wide variety of speeds to be measured
• Speed sensors output signals are low in amplitude and sensitive to
electromagnetic interference
• The engine is often not close to the output shaft to be measured, thus
resulting in poor quality speed signals
The recommended solution for this requirement is as follows:
The speed measured close to the output shaft by a third party electronic
control module, which would give an engine speed demand to the engine,
using J1939 TSC1 speed control or PTO mode raise and lower inputs. The
third party module could also incorporate a display and/or operator control
buttons. The electronic Application team can give advise on specifying and
selecting the third party electronic module for this function.
The advantage of this approach is that, although the initial cost of the
additional module is higher than a direct speed input, the cost of the additional
components is reasonable and the advantages in reliability and ease of
commissioning outweigh the disadvantages.
12.3 Rating selection via Service Tool

Some engines will have the capability to run more than one power rating. If
this is the case then the highest allowed rating may be changed via the
“rating” parameter on the configuration screen of the service tool. Note,
however that the engine may not be running the highest enabled speed due to
the status of the mode switches or due to requests from another electronic
module on the machine over J1939 datalink.
12.4 Mode Switches

A mode is a performance characteristic in terms of power / torque, Droop and
rated speed. There are up to 4 modes configurable on the 1100D engines,
and these can be selected in operation when the engine is running and on
load.
The mode switches are of the Switch to Ground type and the ECM J1 pin
connections are as follows:
Function ECM – J1 connector pin assignment
Mode switch 1 39
Mode switch 2 46
Table 12.0
The following table is an example of how the mode switches can be

configured. The 2 switch inputs provide a total of four possible combinations.
Two ratings have been configured such that if switch 2 is open the engine will
run on the lower rating, and if the switch is closed it will run on the higher

rating. Switch 1 is configured such that if it is open then the droop on throttle 1
and 2 is 10%, which may be suitable for road operation in an agricultural
tractor, for example. When Switch 1 is closed, however, a tighter droop is
applied which may be suitable in “field” or “work” operation
Note that the highest rating available in the mode switch feature will be
defined by the “rating” parameter on the configuration screen of the service
tool.
Example of mode switch configuration

Switch Switch Mode Rating Droop (%)
2 1 No. Throttle 1 Throttle 2 Tsc1
Open Open 1 100KW @ 2200 10 10 10
Open Closed 2 100KW @ 2200 5 2 0
Closed Open 3 120KW @ 2200 10 10 10
Closed Closed 4 120 KW @ 2200 5 5 0
12.5 Rating and Droop changes requested via the J1939

datalink
It will be possible to select an alternative droop and alternative rating via the
J1939 link, instead of via the hardwired switch inputs.
This feature is still in development, although the messages to be used are

outlined in the J1939 datalink section of this applications and installation guide
12.6 Service Maintenance Indicator

A service maintenance indicator option is available. This is a configurable
option; its purpose is to inform the operator that a pre-determined time set in
the service tool has elapsed. The feature may be installed using the EST
service tool. When configured, the default configuration for the service interval
is 500hrs. This can be configured through the service tool configuration
screen. The number of hours cannot be increased above 500hrs however the
hours may be decreased to a lower value.
· Disabled - no monitoring needed

· Manual Hours - software monitors hours since the last reset
When the number of hours since the last service is greater than configured
maintenance interval the software will permanently illuminate the maintenance
due indicator lamp connected to J1-58. The number of hours until the next
service, displayed in EST, will also become negative, i.e. two hours past the
service interval will be indicated by –2.The maintenance due indicator lamp is
available in the service tool as a status parameter, “Maintenance Indicator
Lamp Status”. The override “Maintenance Indicator Lamp Override” such that
the lamp status can be overridden for testing purposes.

At any time, before or after the maintenance interval has expired, the
maintenance due counter can be reset through any of the following
mechanisms:
· Using the Maintenance Due service tool feature, the maintenance due
counter will be reset when the reset button is clicked.
· If the ECM receives J1939 SPN 1584, “Service Component Identification”,
with data value (decimal) 32, “Engine oil-engine #1”, the maintenance due
counter will be reset. (If the SPN is received with any other data value it will
be disregarded.)
13.0 Using the EST service tool.

The latest version of EST will be required to view or modify some of the
1100D engine software parameters and features. It is important that the
engineer regularly updates their service tool to ensure compatibility. In
addition it is the responsibility of the engineer to confirm software release
dates. During project engine development features may not be available or
viewable and may be dependant on later software release dates.
13.1 Datalink Support

There are 2 datalinks available for OEM connection to the engine. J1939 and
Perkins Data link (PDL). It is recognized, however that other CANbus
standards (higher level protocols) do exist and are used in off-highway
applications, so some notes are also provided for users of those standards.
13.2 SAE J1939

The SAE J1939 standard was initially developed for the US truck and bus
industry. It has been expanded and is now the most widely used datalink
standard for industrial powertrains, with compliance from almost all engine
manufacturers and most transmission manufacturers.
13.3 Summary of Key J1939 Application Issues

This is a summary of some of the key points and answers to frequently asked
questions relating to design of a J1939 compatible network. It is intended to
give a design overview and does not in any way replace or contradict the
recommendations contained in the SAE J1939 standard documents.
13.3.1 Physical layer

The data rate is 250 KBits/sec
Twisted pair cable, of a 120Ohm impedance characteristic, should be used
throughout. Note that most commercially available twisted pair cable is not
suitable.
It is recommended that this cable is shielded (as per J1939-11)and that the
screen is grounded at a central point in the network. Unshielded-twisted pair
cable is used by some machine manufacturers, however (as per J1939-15),
offering lower cost but lower immunity to electromagnetic noise.

The bus is linear and should be terminated with 120-Ohm resistors at either
end. It is a common mistake to use one 60-Ohm resistor instead of two 120-
Ohm resistors. This does not work correctly however.
Maximum bus length is 40m
The terminating resistors should not be contained in Network Nodes
Network nodes are connected to the bus via stubs of maximum recommended
length 1 meter.
13.3.2 Network Layer

J1939 recommends a bit sample point of 87% . This relatively late sample
point gives best compromise for immunity to noise and propagation delay. It
does restrict the size of the software jump width (SJW), however.
All nodes should have the same bit timing
Accurate bit timing is essential (4µs +/- 0.2%)
It is recommended that the average bus load is not greater than 40%
Hardware filtering (masking) of CAN messages should be used under high
bus loads to limit demands on processors.
The Engine ECM always assumes a fixed address 0. It will not change it’s
address in the arbitration process described in J1939-81
The multi-7packet protocol (described in J1339-21) is used for sending
messages with more than 8 bytes of data. In the Perkins application this will
be used principally for the diagnostic messages DM1 and DM2.
Information may be broadcast, at regular intervals, or requested. For example
the engine will broadcast its “current speed” every 20ms but it will only send
“hours run “ information if another node requests it.
13.3.3 Application Layer

The messages (PGN’s)supported by Perkins ECM are only a subset of the
messages described in J1939-71 and J1939-73
Some PGN’s may be partially supported i.e. only those bytes for which the
ECM has valid data will be supported.
Unsupported data bytes are generally sent as FF (hex) and incorrect or invalid
information is sent as FE.

13.4 J1939 Supported Parameters Quick reference Summary
Table
Receive / Transmit
J1939 Document
Section of SAE
PGN (decimal)
(Hexidecimal) Parameter (parameters in

PGN
SPN
italics are proposed but may

PGN description
not yet be available / fully
validated )
71 0 0 Torque Speed Control (Tsc1) Rx

Requested Torque / Torque
71 518
Limit
71 898 Requested Speed / Speed Limit
71 695 Override Control Modes
71 61441 Electronic Brake Controller 1 (EBC1)
71 970 Auxillary Engine Shutdown Switch
71 61443 F003 Electronic Engine Controller 2 (EEC2) Tx
71 92 Percent load at current speed
Accelerator Pedal 1 Low Idle
71 558 Switch
Accelerator Pedal 2 Low Idle
71 2970 Switch
71 91 Accelerator Pedal Position 1
71 29 Accelerator Pedal Position 2
61444 F004 Electronic Engine Controller 1 (EEC1)
71 190 Engine Speed
71 899 Engine Retarder Torque Mode
71 513 Actual Engine Percent Torque
71 65174 FE96 TurboWastegate (TCW) Tx
71 1188 Turbo1 Wastegate Drive
71 65213 FEBD Fan Drive Tx
71 977 Fan Drive States
71 975 Estimated Percent Fan Speed
71 65241 FED9 Aux Discrete IO State (AUXIO) Tx
71 701 Aux IO discrete channel_1
71 1083 Aux IO Analog channel_1
71 1084 Aux IO Analog channel_2

Receive / Transmit
J1939 Document
Section of SAE
PGN (decimal)
(Hexidecimal)
Parameter (parameters in
PGN
SPN
PGN description
validated )
71 65242 FEDA Software Identification (SOFT) Tx/OR

71 234 Software Identification
71 965 Number of software ID fields
Engine Fluid Level_Pressure_2
71 65243 FEDB Tx
(EFL/P2)
Injector Metering Rail1
71 157
Pressure
71 65247 FEDF Electronic Engine Controller 23 (EEC3) Tx
71 515 Engine Desired Operating Speed
71 65251 FEE3 EngineConfig (EC) Tx
71 118 Engine Speed At Idle Pt1
71 539 Percent Torque At Idle Pt1
71 528 Engine Speed At Pt2
71 540 Percent Torque At Pt2
71 529 Engine Speed At Pt3
71 541 Percent Torque At Pt 3
71 530 Engine Speed at pt4
71 540 Percent Torque at pt4
71 531 Engine Speed at pt5
71 541 Percen Torque at pt5
71 532 Engine speed at high idle pt6
71 544 Reference Engine Torque
71 65252 FEE4 Shutdown (SHUTDOWN) Tx
71 1081 Wait To Start Lamp
71 65253 FEE5 Engine Hours Revolutions (HOURS) Tx
71 247 Total Engine Hours
71 65257 FEE9 FuelConsumption Tx/OR
71 250 Total Fuel Used
71 65259 FEEB Component Identifier (CI) Tx/OR
71 586 Make
71 587 Model
71 588 Serial Number
71 233
71 65260 FEEC Vehicle Identification (VI) Tx/OR
71 237 Vehicle Identification Number
71 65262 FEEE Engine Temp (ET1) Tx
71 110 Engine Coolant Temperature
71 65263 FEEF EngineFluidLevel_Pressure (EFL/P1) Tx
71 100 Engine Oil Pressure
71 65264 FEF0 Power Take Off Info (PTO) Tx
71 984 PTO Set Switch
71 982 PTO resume Swich
71 980 PTO Enable Switch
71 983 PTO coast / Decelerate Switch
71 981 PTO accelerate Switch
71 65266 FEF2 Fuel Economy (LFE) Tx

Receive / Transmit
J1939 Document
Section of SAE
PGN (decimal)
(Hexidecimal)
PGN
SPN
PGN description
validated )
71 183 Fuel Rate

71 65270 FEF6 Inlet/ExhaustCond (IC1) Tx
71 105 Intake Manifold Temp
71 102 Boost Pressure
71 106 Air Inlet pressure
71 65271 FEF7 VehicleElectricalPower#1 (VEP1) Tx
71 Electrical Potential
71 Battery Potential Switched
Off highway engine control selection
71 64967 FDC7 Tx
state (OHCSS)
71 2888 Alternate Rating Select State
Alternate Droop Accelerator 1
71 2889 Select State
71 2893 Select State
Alternate Droop Remote
71 2894 Accelerator Select State
Off highway engine control selection
71 64971 FDCB Rx
(OHECS)
71 2882 Alternate Rating Select
71 2881 Select
71 2879 Select
Alternate Droop Remote
71 2886 Accelerator select
Operator Primary Intermediate Speed
71 64968 FDC8 TX
(ISCS)
Operator Primary Intermediate
71 2892 Speed Select State
73 65226 FECA DM1 (active codes) Tx
73 Protect Lamp Status
73 Amber Lamp Status
73 Red Lamp Status
73 Spn
73 Fmi
73 Oc
73 Spn Conversion Method
73 65227 FECB DM2 (logged codes) Tx/OR
73 Protect Lamp Status
73 Amber Lamp Status
73 Red Lamp Status
73 Spn
73 Fmi
73 Oc
73 Spn Conversion Method
DM3 (diagnostic data clear/reset of
73 65228 FECC Rx
previously active DTCs)
73 Request To Clear Logged Fault

Receive / Transmit
J1939 Document
Section of SAE
PGN (decimal)
(Hexidecimal)
PGN
SPN
PGN description
validated )
Codes
21 60160 EB00 Transport Protocol (TP_DT) Tx/Rx
21 TP_DT
21 60416 EC00 Transport protocol (TP_CM) Tx/Rx
21 BAM and RTS
21 59392 E800 Acknowledge (ACK and NACK) Tx
21 PGN number
21 Control Byte
21 59904 EA00 Request PGN Rx
21 Requested PGN

13.5 J1939 Parameters – Detailed Descriptions
The engine ECM has been programmed to comply with the SAE J1939
standard according to the specification available on August 1st 2006, this
section summarises the functionality included in the generic industrial engine
software. Where the J1939 standard is vague on functionality, then notes on
implementation have been included.
This section is broken down into the different sections J1939-71 and J1939-73
in accordance with the J1939 documentation. J1939 messages are
referenced in ascending numerical order by their Parameter Group Number
(PGN).
Note: The PGN numbers are written in some documents in decimal form
(e.g.61444). This document will use the Hexidecimal form (e.g. F004) as it is
easier to remember and simpler to decode when using tools to analyse traffic
on the CAN J1939 bus.
13.6 Sending Messages to the Engine ECM

There are a number of messages that are sent by system electronic control
devices that the ECM will respond to, these include; TSC1, OHECS, EBC1,
RequestPGN and DM”, as well as the RTS/CTS handshake protocol.
Messages intended to be sent to the ECM require that the correct source and
destination address protocol is followed.
13.6.1 Source Address

The source address is used to identify different components and electronic
control modules on a CAN bus, source address assignment is given in
Appendix B of SAE J1939. Engine #1 source address is 00, and the Service
tool source address is F0. Preferred J1939 Source addresses vary between
industry groups, when designing a system, check Tables B1-B7 in the SAE
J1939 document to ensure the correct Source Address is allocated.
The ECM will accept messages from modules with any source address. For
instance, TSC1 messages do not necessarily have to be sent by the
transmission.
The engine ECM source address is not configurable, and therefore cannot be
set to any of the other engine source addresses for a multiple engine CAN
network installation.
13.6.2 Destination Address

For messages controlling engine functionality, such as TSC1 and OHECS, the
engine will only respond to messages with the destination address 00.
The Request PGN message is also sensitive to destination address. When
the Engine #1 destination 00 is requested, then the engine ECM responds
with the RTS Transport protocol message, and will not release the requested
information until the handshake message, CTS, is returned.
When the global destination is given for a RequestPGN message, FF
(Global), then the engine ECM responds by sending the requested message.
If the message is larger than 8 bytes, then it will be released via the Transport
Protocol BAM message. When the global destination is used, there is no need
to use the RTS/CTS protocol.

14.0 J1939 - Vehicle application Layer
14.1Torque Speed Control
The Torque/Speed Control #1 (TSC1) PGN allows electronic control devices
connected to the CAN network to request or limit engine speed, this feature is
often used as part of a closed engine control system with broadcast message
parameters such as Engine Speed (EEC1). Usage is particularly common in
machines that have complex hydraulic systems.
TSC1 is a powerful feature; the OEM is responsible for ensuring that the
implementation of TSC1 speed control is safe and appropriate for the engine
and the machine. Furthermore, it is necessary for the OEM to perform the
necessary risk assessment validation of the machine software and hardware
used to control the engine speed via TSC1.
14.1.1 ECM Response Time To TSC1 Request

The mean response time for the ECM to alter the desired speed following a
TSC1 request is 52ms +/-5ms. Note, there will be a further delay in the
engine’s actual speed response due to the driving of mechanical components.
If TSC1 response time is critical to transmission development and operation,
contact your Electronic Applications Engineer.
14.1.2 TSC1 Configuration

TSC1 is always available as a speed demand input, and given that a J1939
Diagnostic Code is not active, the engine will prioritize the TSC1 request
above all other speed demand inputs. In effect, TSC1 over-rides all other
configured throttle inputs.
There are currently 2 TSC1 fault-handling options available in the service tool
and the CEOS, these are described as ‘TSC1 Continuous Fault Handling:
Disabled or Enabled’.
14.1.3 TSC1 Continuous Fault Handling: [Disabled] (Default)

This mode is also known as Transient fault detection, it is suitable for
applications where there is more than one throttle input into the ECM, for
instance, in a wheeled excavator where the analogue throttle is used to
control road speed, but TSC1 is used to control the machine hydraulics. The
TSC1 message will override any other speed demand such as PWM throttle
pedal. TSC1 override is switched on and off using the Override Control Mode
SPN.
14.1.4 End of Transmission – Fault Detection

The ECM needs to differentiate between the end of a transmission by another
controller and an intermittent failure. The ECM expects, therefore, that when a
controller no longer wishes to demand engine speed then it will terminate with
at least one message with the Control Override Mode SPN set to 00. If the
engine sees that TSC1 messages have stopped, for 90ms or more, and TSC1
has not been terminated correctly then the ECM will recognize this as a fault,
a J1939 Diagnostic code will be raised and the ECM will not accept any TSC1
speed requests for the remainder of the key cycle.

14.1.5 TSC1 Continuous Fault Handling: [Enabled]
This mode is also known as Continuous fault detection, it is suitable for
applications where either TSC1 is the only throttle used or where TSC1 is
continuously used to limit the top engine speed. The TSC1 speed control /
speed limit cannot be switched off using the Override Control Mode SPN. For
instance, in a wheeled excavator the analogue throttle is connected to the
machine ECM that sends the TSC1 message to control road speed, and to
control the machine hydraulics. When TSC1 Continuous Fault Handling is
active, other throttles will be permanently over-ridden, and will only become
available if a TSC1 fault is detected.
TSC1 Mode Transient Continuous

TSC1 Continuous Fault Handling Disabled Enabled
Speed request Yes Yes
Speed limit Yes Yes
Torque request No No
Torque Limit (temporary) Yes Yes
Fault Detection – 90ms Timeout Yes Yes
Fault Detection – Message present at start No Yes
Accepts TSC1 messages from several sources No No
simultaneously
Override Control Mode Switching Yes No
Table 14.0 TSC1 - Feature Summary
14.1.6 Rating and Droop Control

In addition to Torque Speed Control, the complimentary message ‘OHECS’
allows droop and rating selection over J1939 with a similar effect to the hard-
wired ‘Mode Selection’ feature. The OHECS PGN is described later in this
section.

15.0 J1939 Parameters
15.1 Torque Speed Control (TSC1)

Identifier Rate (msec) PGN Default Priority R1 DP Source Destination
0C 00 00 xx 10 000000 3 0 0 See notes 00
S R B B L S U
e e y i e t n Range
N
n c t t n a i
Resolution o
d e Parameter name e g t t
(unit/bit) t
i t e s
Min Max e
v h
e
X Override Control Mode (spn 695) 1 1 2
X Override Disabled 00
X Speed Control 01
Torque Control 10
X Speed/Torque Limit Control 11
Requested Speed Control Conditions
3 2
(spn 696)
X Override Control Mode Priority (spn 897) 5 2 A
X Highest Priority 00 A
X High Priority 01 A
X Medium Priority 10 A
X Low Priority 11 A
Not Defined 7..8
Requested Speed / Speed Limit (spn Rpm 0.125 0 8032
X 2 1 16
898)
X Requested Torque / Torque Limit 4 1 8 % 1 -125 +125 B
Note A: The ECM does not prioritize or arbitrate between speed requests or limit from more
than one source and so this situation may result in erratic engine operation. The OEM must
ensure that TSC1 messages are not sent from more than one source at a time.
Note B: Support for the “Torque limiting” aspect of TSC1 has been added, although this may
only be used for temporary conditions, such as during a gear change.
15.2 Electronic Brake Controller 1 (EBC1)

The EBC1 message is normally used to control a machine braking system.
The Auxiliary Engine Shutdown Switch SPN allows an external component on
the J1939 network to shutdown the engine without using the key-switch, and
sending the ECM into sleep mode. The resulting stop should not be used as a
safety related fail-safe stop function.
Default
Identifier Rate (msec) PGN R1 DP Source Destination
Priority
18F00100 100 F001 6 0 0 - 00

S R B B L S U N
e e y i e t n Range o
n c t t n a i t
Resolution
d e Parameter name e g t t e
(unit/bit)
i t e s
v h Min Max
e
Auxillary Engine Shutdown Switch 4 5 2
X
(970)
Off 00
On (engine will be shutdown) 01
15.3 Electronic Engine Controller 2 (EEC2)

EEC2 identifies electronic engine control related parameters, including pedal
position for throttles 1 and 2, and IVS status for Throttle 1, and the Percent
Load at current speed.
Note that the name “accelerator pedal” is not always accurate for off highway
machines. Accelerator pedal 1 refers to any pedal, lever or other device that
uses either the Analogue 1 or PWM throttle 1 input. Likewise, Accelerator
pedal position 2 refers to any device that uses the Analogue Throttle 2 input.
Default
Priority
0C F0 03 00 50 00F003 3 0 0 00 -
S R B B L S U N
n c t t n a i t
Resolution
(unit/bit)
i t e s
v h Min Max
e
X Accelerator Pedal 1 Low Idle Switch (spn 1 1 2 C
558)
X Accelerator pedal not in low idle condition 00
X Accelerator pedal in low idle condition 01
X Error indicator 10
X Not available or not installed 11
Accelerator Pedal Kickdown Switch 3 2
X Accelerator Pedal 2 Low Idle Switch (spn 1 7 2 A
2970)
X Accelerator pedal not in low idle condition 00
X Accelerator pedal in low idle condition 01
X Error indicator 10
X Not available or not installed 11
X Accelerator Pedal Position 1 (spn 91) 2 1 8 % .4 0 100
X Engine Percent Load at Current Speed 3 1 8 %1 0 125 B
(spn 92)
Remote Accelerator Pedal Position 4 1 8
X Accelerator Pedal Position 2 (spn 29) 5 1 8 % .4 0 100 A
Note A: Accelerator pedal low idle 2 and accelerator pedal position 2 are new parameters
only recently defined by The SAE. The start byte / bit of accelerator pedal low idle switch 2 is
still to be defined.

Note B: Percent load at current speed is estimated from the steady state engine calibration
maps. This parameter is not accurate at low loads or during transient conditions.
Note C: When there is discrepancy between the pedal position and the idle validation switch
position, then the Accelerator Pedal Low Idle Switch parameter will be transmitted as 10
(error) and the accelerator pedal position will be transmitted as FE (error). However, if a pedal
is not configured, then it will be sent as not supported. This will apply to both accelerator 1
and accelerator 2.

EEC1 identifies the Electronic Engine Control related parameters, including;
Engine Torque Mode, Actual Engine Percent torque, and Actual Engine
Speed.
Rate Default
Identifier PGN R1 DP Source Destination
(msec) Priority
0C F0 04 00 20 A 00F004 3 0 0 00
S R B B L S U N
n c t t n a i t
Resolution
(unit/bit)
i t e s
v h Min Max
e
Engine Torque Mode 1 1 4
Drivers Demand Engine - Percent 2 1 8 % 1
Torque
X Actual Engine - Percent Torque 3 1 8 % 1
X Engine Speed 4 1 16 rpm .125 B
Source Address of Controlling Device 6 1 8 None 1 0 253
for Engine Control
Engine Starter Mode 7 1 4
Note A: The J1939 standard describes the frequency of transmission of this PGN as engine
speed dependant. The ECM actually transmits the message every 20ms, however,
irrespective of engine speed
Note B: During the engine cranking cycle, whilst the ECM is detecting engine position and
speed, engine speed is transmitted as FE00, or ‘Unavailable’. When this value is converted to
engine speed, it gives the value of 8128rpm.
15.5 Turbocharger Wastegate (TCW)

TCW contains the SPN, Turbocharger 1 Wastegate Drive. The
implementation is that this value directly equates to the PWM duty cycle of the
Smart Wastegate Solenoid. A value of 0% represents fully closed and a value
of 100% represents fully open”. Due to the fact that the wastegate is also
Intake Manifold Pressure dependent, this value does not necessarily align to
the actual position of the wastegate.
Default
Priority
18FE9600 100 FE96 6 0 0 00 -

S R B B L S U N
n c t t n a i t
Resolution
(unit/bit)
i t e s
v h Min Max
e
Turbocharger 1 Wastegate Drive (spn % 0.4 0 100
X 1 1 8
1188)
Turbocharger 2 Wastegate Drive 2 1 8
Turbocharger Wastegate Act Control
5 1 8
Pressure
15.6 Auxillary Discrete IO state (AUXIO)

The AUXIO PGN is used to transmit the status of all the customer side switch
inputs, and two of the analogue voltage inputs of the ECM, irrespective of
whether the input is used by the ECM for an application software feature. The
spare inputs of the ECM are available for use by the machine designer as
additional input channels for non-engine systems. The Table below indicates
the inputs, the switch connectors, and the associated J1939 SPN.
Table of Input pins to SPN’s

Input name ECM J1 Connector Pin J1939 SPN
SWG1 52 702
SWG2 51 703
SWG3 50 701
SWG4 49 704
SWG5 48 705
SWG6 47 706
SWG7 46 707
SWG8 45 708
SWG9 44 709
SWG10 39 710
SWG11 38 711
SWB1 37 713
SWB2 38 714
AIN_ACT5 55 1083
AIN_ACT4 56 1084
The 2 “SWB” inputs below are “Switch To Battery”, meaning that when battery
voltage is applied to the pin then it will be “closed”. All the other switch inputs
are switch to ground, which means that when an input is at ground potential it
will be “closed”.
Rate Default
Identifier PGN R1 DP Source Destination
(msec) Priority
18FED900 Note A FED9 6 0 0 00 -

S R B B L S U N
n c t t n a i t
Resolution
(unit/bit)
i t e s
v h Min Max
e
X Auxiliary I/O #04 (spn 704) 1 1 2 B
Auxiliary I/O #12 (spn 712) 3 1 2 B
X Auxiliary I/O Channel #1 (spn 1083) 5,6 1 16 0 64255 C
X Auxiliary I/O Channel #2 (spn 1084) 7,8 1 16 0 64255 C
Note A: The message will be sent at a frequency of 100ms, and additionally when any of the
supported switch inputs (spn’s 701 through 716) change state
Note B: Each of the switch inputs is transmitted as 00 if it the switch is open (or not
connected) and 01 if it is closed.
Note C: The analogue channels are scaled at 0.955Volts per bit with a 0.5V offset. For
example a voltage of 2.5Voltages would be transmitted as (2.5volts – 0.5 v offset)/0.000955
volts/bit = 209410 or 82E16
15.7 Software Identification (SOFT)

The Software Identification PGN is requested via the Request PGN message,
the message includes the Software Part number and the software version
release date. This PGN has more than 8 bytes of data, therefore, the
message content is returned using the Transport Protocol, and the format of
the content is given below.
ASCII code as follows:

02 SWPN:1234556701*SWDT:MAY05*
Software part number (SWPN) will be of the form 123456701
Software release date (SWDT) will be of the form MAY05
Default
Priority
18FEDA00 On Req FEDA 6 0 0 00 -

S R B B L S U N
n c t t n a i t
Resolution
(unit/bit)
i t e s
v h Min Max
e
Number of software identification fields 1 255 A
X 1 1 8
(spn 965)
X Software Identification (spn 234) 2 1 N ASCII B
Note A: The number of software identification fields will be transmitted as “02”
Note B: The software identification is ASCII text, with the fields delimited by a “*”
15.8 Engine Fluid Level / Pressure 2 (EFL/P2)

EFL / P2 includes the Injector Metering Rail 1 Pressure SPN; indicating the
gauge pressure of fuel in the high pressure rail supplying the injectors.
Default
Priority
18FEDB00 500 FEDB 6 0 0 00 -
S R B B L S U N
n c t t n a i t
Resolution
(unit/bit)
i t e s
v h Min Max
e
Injector Control Pressure 1 1 16
X Injector Metering Rail 1 Pressure 3 1 16 Mpa 1/256Mpa/Bi 0 251
(spn157) t
Injector Timing Rail 1 Pressure 5 1 16
Injector Metering Rail 2 Pressure 7 1 16

EEC3 identifies the Electronic Engine Control related parameter; Engine
Desired operating speed. Engine desired operating speed is calculated as
requested speed demand from the throttle input; the speed at which the
engine would run if all load were removed and current speed demand
conditions maintained.
This is not the same as the implementation for Tier 2 product, the change has
been implemented to make the parameter more relevant to customers who
need to determine how far and how rapidly the engine is lugging back. One
effect will be that in many applications where there are high parasitic loads,
the engine speed will never actually reach its desired operating speed.
Default
Priority
18 FE DF 00 250 FEDF 6 0 0 00 -

S R Parameter name B B L S U Resolution Range N
e e y i e t n (unit/bit) o
n c t t n a i t
d e e g t t Min Max e
i t e s
v h
e
Nominal friction – Percent Torque 1 1 8 % 1 -125 +125
X Engine´s Desired Operating Speed 2 1 16 Rpm .125 0 8031 A
(spn 515)
Engine´s Operating Speed Asymmetry 4 1 8 Ratio 0 250
Adjustment
15.10 Engine Configuration (EC)

The Engine Configuration PGN describes the stationary behavior of the
engine via an engine speed torque map; defining several points on the torque
curve (rating) that are active in the engine. This map is only valid for steady
state engine behavior at maximum boost pressure. The values will change if a
different torque curve is selected or to reflect if the engine is derating e.g. due
to excessive engine temperature. As this PGN is more than 8 bytes long, it
will always be transmitted via the transport protocol.
Default
Priority
See Note A See Note A FEE3 6 0 0 00 -
S R B B L S U N
n c t t n a i t
Resolution
(unit/bit)
i t e s
v h Min Max
e
X Engine Speed at Idle, Point 1 (spn 1 1 16 Rpm 0.125 0 8031
118)
X Percent Torque at Idle, Point 1 (spn 3 1 8 % 1 -125 +125
539)
X Engine Speed at Point 2 (spn 528) 4 1 16 Rpm 0.125 0 8031 C
X Percent Torque at Point 2 (spn 540) 6 1 8 % 1 -125 +125 C
X Engine Speed at Point 3 (spn 529) 7 1 16 Rpm 0.125 0 8031
X Percent Torque at Point 3 (spn 541) 9 1 8 % 1 -125 +125
X Engine Speed at High Idle, Point 6 16 1 16 Rpm 0.125 0 8031 C
(spn 532)
Gain (KP) of the Endspeed 18 1 16 %/rpm 0.0007813 0 50.2
Governor
X Reference Engine Torque (spn 544) 20 1 16 Nm 1 0 64255 B
Maximum Momentary Engine 22 1 16 Rpm 0.125 0 8031
Override Speed, Point 7
Maximum Momentary Override Time 24 1 8 S 0.1 0 25
Limit
Requested Speed Control Range 25 1 8 Rpm 10 0 2500
Lower Limit

S R B B L S U N
n c t t n a i t
Resolution
(unit/bit)
i t e s
v h Min Max
e
Requested Speed Control Range 26 1 8 Rpm 10 0 2500
Upper Limit
Requested Torque Control Range 27 1 8 % 1 -125 +125
Lower Limit
Requested Torque Control Range 28 1 8 % 1 -125 125
Upper Limit
Note A: This PGN is sent every 5 seconds but also whenever there is a change in active
torque limit map.
Note B: Engine reference torque is the advertised bare engine torque of the highest “enabled”
rating in the box. That is the highest rating that can be selected via mode switches or J1939,
whilst the engine is running.
Note C: As both point 2 and point 6 are supported, and Gain (Kp) of Endspeed Governor is
not, the support of this message conforms to Engine Configuration Characteristic Mode 1 as
described in the J1939-71 specification
15.11 Shutdown (SHUTDOWN)

Shutdown PGN contains the SPN ‘Wait to Start Lamp’. This indicates that the
engine is too cold to start and the operator should wait until the signal
becomes inactive (turns off).
Default
Priority
18 FE E4 00 1000 FEE4 6 0 0 00 -

S R B B L S U N
n c t t n a i t
Resolution
(unit/bit)
i t e s
v h Min Max
e
Idle shutdown has shut down engine 1 1 2
Idle shutdown driver alert mode 3 2
Idle shutdown timer override 5 2
Idle shutdown timer state 7 2
Idle shutdown timer function 7 2
A/C high pressure fan switch 3 1 2
Refrigerant low pressure switch 3 2
Refrigerant high pressure switch 5 2
X Wait to start lamp (spn 1081) 4 1 2
X Off 00
X On 01
Engine protection system has shut
5 1 2
down engine
Engine protection system approaching
3 2
shutdown
Engine protection system timer
5 2
override
Engine protection system timer state 7 2
Engine protection system configuration 7 2
15.12 Engine Hours / Revolutions (HOURS)

HOURS PGN contains the SPN ‘Total Engine hours’. The SAE defines this
PGN as being sent on request. However, there are some gages and displays
on the market, which require this to be broadcast. Consequently, this
message is broadcast at a low update rate, to ensure compatibility with these
devices.
Default
Priority
1000
18 FE E5 00 FEE5 6 0 0 00 -
Note A
S R Parameter name B B L S U Resolutio N

e e y i e t n n Range o
n c t t n a i (unit/bit) t
d e e g t t e
i t e s
v h Min Max
e
X Total engine hours (spn 247) 1 1 32 Hr .05 0 210,554,060
Total engine revolutions Rev 1000 0 4,211,081,215,00
5 1 32
0

15.13 Fuel Consumption
The Fuel Consumption PGN contains the SPN, Total Fuel Used. This
parameter is not a direct measurement. It is calculated from standard test fuel
at standard test temperatures. The characteristics of most fuels in the field will
differ from the test fuel, particularly at very high or very low temperatures. It is
recommended, therefore, that this value is taken to be an indication only of
the fuel used by an engine.
Default
Priority
18 FE E9 00 On Req 00FEE9 6 0 0 00 -
S R B B L S U N
n c t t n a i t
Resolution
(unit/bit)
i t e s
v h Min Max
e
Trip fuel 1 1 32 L .5 0 2,105,540,607
X Total fuel used (spn 250) 5 1 32 L .5 0 2,105,540,607
15.14 Component ID (CI)

The Component Identification PGN is requested via the Request PGN
message; the message includes the Engine Make, the engine model number
and the engine serial number. This PGN has more than 8 bytes of data,
therefore, the message content is returned using the Transport Protocol. The
format of the content is given below.
All these parameters are supported as ASCII text delimited by “*”
“Make” will be transmitted as “CTRPL”
“Model” will be transmitted in the form “1106D-E70TA” or “1104D-E44TA”
“Serial Number” will be the engine serial number as marked on the nameplate
of the engine
Default
Priority
18 FE EB 00 On Req 00FEEB 6 0 0 00 -
S R B B L S U N
n c t t n a i t
Resolution
(unit/bit)
i t e s
v h Min Max
e
X Make (spn 586) ASCII None A
X Model (spn 587) ASCII None A
X Serial Number (spn 588) ASCII None A
Unit Number (spn 233) ASCII None

15.15 Vehicle Identification (VI)
The Vehicle Identification PGN is requested via the Request PGN message.
The message includes only the Vehicle Identification Number PGN. This PGN
has more than 8 bytes of data, therefore, the message content is returned
using the Transport Protocol. This PGN may be requested from the ECM but
currently the message will simply contain the ASCII text “NOT
PROGRAMMED”.
Default
Priority
18FEEC00 On Req FEEC 0 0 00 -
S R B B L S U N
n c t t n a i t
Resolution
(unit/bit)
i t e s
v h Min Max
e
Vehicle Identification Number (spn ASCII None A
X
237)
15.16 Engine Temperature (ET1)

ET1 contains the SPN ‘Engine Coolant Temperature, this SPN contains the
engine coolant temperature as sensed by the engine control system.
Default
Priority
18 FE EE 00 1000 FEEE 6 0 0 00 -
S R B B L S U N
n c t t n a i t
Resolution
(unit/bit)
i t e s
v h Min Max
e
X Engine Coolant Temperature (spn 110) 1 1 8 deg C 1 -40 210
Fuel Temperature 2 1 8 deg C 1 -40 210
Engine Oil Temperature 3 1 16 deg C .03125 -273 1735
Turbo Oil Temperature 5 1 16 deg C .03125 -273 1735
Engine Intercooler Temperature 7 1 8 deg C 1 -40 210
Engine Intercooler Thermostat Opening 8 1 8 % 4 0 100
15.17 Engine Fluid Level / Pressure (EFL/P1)

EFL/P1 contains the SPN ‘Engine Oil Pressure; this SPN contains the Oil
Pressure as sensed by the engine control system.
Default
Priority
18 FE EF 00 500 FEEF 6 0 0 00 -

S R B B L S U N
n c t t n a i t
Resolution
(unit/bit)
i t e s
v h Min Max
e
Fuel Delivery Pressure 1 1 8 KPA 4 0 1000
Extended Crankcase Blow-by 2
Pressure
Engine Oil Level 3 1 8 % .4 0 100
X Engine Oil Pressure (spn 100) 4 1 8 KPA 4 0 1000
Crankcase Pressure 5 1 16
Coolant Pressure 7 1 8 KPA 2 0 500
Coolant Level 8 1 8 % .4 0 100
15.18 PTO information (PTO)

PTO contains the SPNs PTO Switch Enable, PTO Set Switch, PTO
Coast/Decelerate Switch, PTO Resume Switch and PTO Accelerate Switch.
Some of the PTO mode switch inputs on the ECM have dual functions. For
example, one button provides both SET and LOWER functions and another
button provides both RAISE and RESUME functions. When the SET/LOWER
button is pressed, both SPN 984 and SPN 938 will go to the active state, for
at least one message transmission. Similarly, when the RAISE/RESUME
button is pressed then both SPN 982 and SPN 981 will go to the active state.
Default
Priority
18FEF000 100 FEF0 6 0 0 00 -
S R B B L S U N
n c t t n a i t
Resolution
(unit/bit)
i t e s
v h Min Max
e
Power Takeoff Oil Temperature (spn 90) 1 1 8
Power Takeoff Speed (spn 186) 2 1 16
Power Takeoff Set Speed (spn 187) 4 1 16 Rpm Rpm 0 8031
X PTO Enable Switch (spn 980) 6 1 2
Remote PTO preprogrammed Speed Control 6 3 2
Switch (spn 979)
Remote PTO variable Speed Control Switch 6 5 2
(spn 978)
X PTO set switch (spn 984) 7 1 2
X PTO Coast / Decelerate Switch (spn 983) 7 3 2
X PTO Resume Switch (spn 982) 7 5 2
X PTO Accelerate Switch (spn 981) 7 7 2

15.19 Fuel Economy (LFE)
LFE contains the PGN Fuel Rate. This parameter is not a direct
measurement. It is calculated from standard test fuel at standard test
temperatures. The characteristics of most fuels in the field will differ from the
test fuel, particularly at very high or very low temperatures. It is
recommended, therefore, that this value is taken to be an indication only for
the fuel usage by an engine.
Default
Priority
18 FE F200 100 FEF2 6 0 0 00 -
S R B B L S U N
n c t t n a i t
Resolution
(unit/bit)
i t e s
v h Min Max
e
X Fuel Rate (spn 183) 1 1 16 L/hr .05 0 3212 A
Instantaneous Fuel Economy 3 1 16 km/kg 1/512 0 125.5
Average Fuel Economy 5 1 16 km/kg 1/512 0 125.5
Throttle Position 7 1 8 % .4 0 100
15.20 Inlet / Exhaust Conditions (IC1)

IC1 contains the SPNs Boost Pressure, Intake Manifold Temperature and Air
Inlet Pressure. All these parameters are broadcast as sensed by the engine
control system.
Default
Priority
18 FE F6 00 500 FEF6 6 0 0 00 -
S R Parameter name B B L S U N
n c t t n a i t
Resolution
d e e g t t e
(unit/bit)
i t e s
v h Min Max
e
Particulate Trap Inlet Pressure 1 1 8 kPa .5 0 125
X Boost Pressure (spn 102) 2 1 8 kPa 2 0 500 B
X Intake Manifold Temperature (spn 105) 3 1 8 deg C 1 -40 210
X Air Inlet Pressure (spn 106) 4 1 8 kPa 2 0 500 A
Air Filter Differential Pressure 5 1 8 kPa .05 0 12.5
Exhaust Gas Temperature 6 1 16 deg C .03125 -273 1735
Coolant Filter Differential Pressure 8 1 8 kPa .5 0 125
Note A: Inlet air pressure will be supported as the absolute pressure as measured by the inlet
manifold pressure sensor.
Note B: Boost pressure will be calculated from inlet manifold sensor. Boost pressure will
never be transmitted as a negative number, even though a slight depression at the inlet is
possible for some engines when running at low idle speed.

15.21 Vehicle Electrical Power (VEP)
VEP contains the SPNs Electrical Potential and Battery Potential. Electrical
potential and battery potential parameters are both supported with the same
value, which is the voltage measured between the battery (+) and battery (-)
terminals of the ECM.
Default
Priority
18 FE F7 00 1000 FEF7 6 0 0 00 -
S R Parameter name B B L S U N
n c t t n a i t
Resolution
d e e g t t e
(unit/bit)
i t e s
v h Min Max
e
Net Battery Current 1 1 16 Amp 1 -125 125
Alternator Potential (Voltage) 3 1 16 V .05 0 3212
X Electrical Potential (Voltage) (spn 168) 5 1 16 V .05 0 3212
Battery Potential (Voltage), Switched V .05
X 7 1 16 0 3212
(158)
15.22 Operator Primary Intermediate Speed (ISCS)

The ISCS PGN is used to describe the logical state of the throttle position
switch input (also known as multi-position throttle switch).
Default
Priority
18FDC800 1000 FDC8 6 0 0 00 -
S R B B L S U N
n c t t n a i t
Resolution
(unit/bit)
i t e s
v h Min Max
e
X Operator Primary Intermediate 1 1 4
Speed Select State (spn 2892)
Intermediate speed not requested 0000 A
X Logical Position 1 0001
X Logical state 13, 14, 15 or 16 1101 B
Reserved 1110
X Not available 1111 C

Note A: “intermediate speed not requested” state is not supported. Note however, that on
most applications where throttle position switch is used, logical position 1 will be all four
switches in the open position and will equate to engine idle.
Note B: There are only 13 states available but 16 possible combinations of the 4 switch
inputs. No known application has used more than 10 states however, or is expected to use
more than 10 states in the future, so this is not envisaged that this will cause a problem. If 16
states are use then logical states 14, 15 and 16 will be transmitted as 13.
Note C: If the throttle position switch is not configured on an application then the ECM will
send 1111 not available.
15.23 Off highway engine control selection (OHECS)

OHECS is sent to the engine to select engine rating and droop percentage, in
a similar way to the hardwired “mode switches”. The J1939 request will have
precedence over the hard-wired switch inputs to the ECM.
When the ECM receives this PGN, it will over-ride the mode selection
configuration, and switch to the requested rating and droop setting. The
engine will remain in this new state until either another message is received
with a different rating and droop request, or until the key switch is cycled.
Default
Priority
18FDCBxx 500 FDCB 6 0 0 - 00

S R B B L S U N
n c t t n a i t
Resolution
(unit/bit)
i t e s
v h Min Max
e
Auxillary Governor Switch 1 1 2
Multi-Unit Synch On/Off switch 1 3 2
Alternate Low Idle Switch 1 5 2
X Alternate Rating Select 2 1 8 A
X Alternate Droop Accelerator 1 select 3 1 4
X Accel 1-Default Droop (default) 0000
Accel 1 –Alternate Droop 1 through 10 = 0001
X 1% through 10% -
1010
Accel 1 –Alternate Droop 11 1011
(Isochornous)
Error 1110
X Not Available 1111
X Alternate Droop Accelerator 2 Select 3 5 4
X Accel 12-Default Droop (default) 0000
Accel 2 –Alternate Droop 1 through 10 = 0001
X 1% through 10% -
1010
Accel 2 –Alternate Droop 11 1011
(Isochornous)
Error 1110
Alternate Droop Remote Accelerator 4 1 4
X
Select
X Remote Accel-Default Droop (default) 0000
Remote Accel –Alternate Droop 1 0001
X through 10 = 1% through 10% -
1010
Remote Accel Alternate Droop 11 1011
(Isochornous)
Error 1110
Alternate Droop Auxillary Input Select 4 5 4
Note A: Ratings 1 to n are populated with all the ratings available in the ECM with “1” being
the lowest and “n” being the highest rating. If the ECM receives the “0” then the rating value
entered through the mode selection switches should be used.
15.23 Off highway Engine control selection state (OHCSS)

OHCSS broadcasts the SPNs corresponding engine rating select and droop
select. When the engine is controlled by the hard-wired mode selection, then
OHCSS will contain this data, however, when the OHECS PGN is used to
control rating select and droop, the OHCSS message will mirror the over-ride
information.
Default
Priority
18FDC700 500 FDC7 6 0 0 00 -

S R B B L S U N
n c t t n a i t
Resolution
(unit/bit)
i t e s
v h Min Max
e
Auxillary Governor State 1 1 2
Multi-Unit Synch State 1 3 2
Alternate Low Idle Select State 1 5 2
X Alternate Rating Select State 2 1 8
X Alternate Droop Accelerator 1 3 1 4
Select State
X Alternate Droop Accelerator 2 3 5 4
Select State
X Alternate Droop Remote Accelerator 4 1 4
Select State
Alternate Droop Auxillary Input Select 4 5 4
State
This PGN is intended for the ECM to provide Feedback on the OHECS
messages described above
16.0 J1939- Diagnostic Layer
16.1 Active Diagnostics Trouble Codes (DM1)

The information communicated by DM1 is limited to currently active diagnostic
trouble codes. DM1 will be transmitted whenever a Diagnostic Trouble Code
(DTC) becomes an active fault and once per second thereafter. The message
contains diagnostic lamp status, indicating the severity of the problem,
followed by the DTC identifiers, SPN and FMI. The DM1 message is not sent
if there are no active fault codes.
If only 1 DTC is active then DM1 will be transmitted as a single message with
the identifier FECA. If there is more than one fault code present then the DM1
message will be longer than 8 bytes, thus the transport protocol (BAM) will be
used to send the message.
Note: This is different from the Tier 2 functionality where the transport protocol
(BAM) is used to send all DM1 messages, even if only one fault code is
active.
Default
Priority
See Note A See note B 00FECA 6 0 0 00 -

S R B B L S U N
n c t t n a i t
Resolution
(unit/bit)
i t e s
v h Min Max
e
Malfunction indicator lamp A
Protect lamp A
Stop lamp A
Warning lamp A
X SPN (Suspect Parameter Number)
X FMI (Failure Mode Identifier)
X Occurrence Count
X SPN conversion method
Note A: The J1939 diagnostic lamp description and function is not supported
Diagnostic lamp implementation is supported as follows:

Diagnostic and Event codes have been split into 3 categories of severity
called “Warning Category Indicators (WCI)”.
The lowest level (Level 1) is used for “warning” level faults, such as when
engine design limits for temperature have been reached, or for a sensor short
circuit.
The highest level (Level 3) is used for events where the severity merits the
machine and the engine being immediately stopped.
Level 2 is an intermediate level used particularly for events or diagnostic
which cause an engine derate
The status lamps in the DM1 message will be switched on according to the
following table:
WCI Protect Lamp Warning Lamp Shutdown Lamp

1 ON OFF OFF
2 ON ON OFF
3 ON ON ON

16.2 Previously Active Diagnostic Trouble Codes (DM2)
Default
Priority
See note A On Req FECB 6 0 0 00 -
S R B B L S U N
n c t t n a i t
Resolution
(unit/bit)
i t e s
v h Min Max
e
Malfunction indicator lamp A
Protect lamp A
Stop lamp A
Warning lamp A
X SPN
X FMI
X Occurrence Count
X SPN conversion method
Note A: Lamp support as per DM1
Diagnostic Data Clear / Reset of Previously Active DTCs (DM3)

DM3 is sent as a ‘Request PGN’ message, and has the function of erasing the
record of all previously active fault codes. The ECM responds to the DM3
message by clearing all “diagnostic codes” but not “event” codes. The ECM
will send an Acknowledge message (ACK) to say that this action is complete.
Diagnostic Trouble Codes defined as faults on the electronic system, for
instance if there is a sensor failure. Event codes are raised when the engine
system is operating outside of its defined diagnostic limits, for instance, if the
engine coolant temperature is excessive.
Event codes can only be cleared with the service tool and require a factory
password.
Default
Priority
See Note A On req FECC 6 0 0 - 00
S R B B L S U N
n c t t n a i t
Resolution
(unit/bit)
i t e s
v h Min Max
e
X Request to clear fault codes
Supported Parameters – Section 21 - Simplified Descriptions

J1939 Section 21 describes in detail the framework, structure and protocol of
J1939 messages. The on-engine application of Section 21 is considered too
detailed to give a comprehensive functional description in this guide. For
reference, the message PGNs and descriptions are given to help network
identification of these messages.

Transport Protocol – Connection Management (TP.CM_BAM))
Default
Priority
1CECFF00 - EC00 7 0 0 - -
Support as per J1939 – 21. Note that this mechanism is used principally as a
multipacket protocol for sending messages larger than 8 bytes of data for
example to send diagnostic messages DM1 and DM2 or for the Engine
Configuration PGN. This uses the Broadcast Announce Message (BAM) as
shown in the example below:
Transport Protocol – Data Transfer (TP.DT)

Default
Priority
1CEBFF00 See note A EB00 7 0 0 - -
Note A: If a module is required to decode any information that is sent via the transport
protocol, then it must be capable of receiving and processing messages with the same
identifier within 50 ms.
Proprietary A- Service Tool

Default
Priority
18EF00xx - EF00 6 0 0 - -
This message is used for communication between the ECM and the service
tool. It must not be used by any other electronic system on the machine,
as this may cause unpredictable operation when the service tool is
connected.
Acknowledge
Default
Priority
18E8xxxx - E800 6 0 0 - -
Both Acknowledge (ACK) and negative acknowledge (NACK) are supported
as per the J1939 specification
Request PGN
Default
Priority
18EA00xx - EA00 6 0 0 - 00
Supported as per the J1939 specification. This PGN is sent to the ECM to
request parameters that are only sent “on-request”. For example if an
electronic module on the machine requires engine hours information then it
must send a Request PGN for the Engine Hours/ Revolutions PGN
Supported Parameters – Section 81 Network Management -

Detailed Descriptions
The engine does support the network initialization requirements as outlined in
Specification J1939-81.

This includes the claiming of addresses. The engine will always claim address
zero and will not accept any other address.
Most off-highway machines do not implement this section of the specification.
If further information on this subject is required please contact the Electronic
Applications Team.
Perkins Data Link

For industrial engines, the Perkins Datalink (PDL) is principally used for
service tool support. If an application does have a requirement to
communicate with another system on PDL, for example with a Perkins
transmission or a display, then please contact your local applications team for
further information.
Other Datalink Standards

CANopen
CANopen may become a popular choice of CAN higher level protocol in off-
highway machines which use significant numbers of electro-hydraulic
controllers.
If CANopen is used as the main communications standard in a vehicle, then a
J1939 gateway is required
A specification for a CAN open to J1939 gateway may be obtained from the
the website of “CAN in Automation (CIA)” .
OEM Proprietary CAN standards

It is accepted that the J1939 standard cannot meet all the diverse needs of
the many specialised applications in the off-highway market. The OEM may
have to use a small number of proprietary messages on the same bus as the
J1939 messages. If a large number of proprietary messages are required for
an application, then the machine designer should consider the use of a CAN
gateway to isolate the proprietary messages from the J1939 bus.
The risk of OEM defined messages is that they will clash with some of the
J1939 standard messages.

Appendices
Appendix 1 - ECM J1 Connector Terminal Assignments
Pin No. Description Preferred Function Alternative Function

1 Battery -ve -B direct N/A
Air inlet / ambient temperature
4 AIN_PAS 1 N/A
sensor
5 AIN_PAS 6 ATACC Temperature N/A
6 N/C DO NOT USE N/A
7 Battery +ve +B direct N/A
11 DF_PWM 1 Shield Unused N/A
12 DF_PWM 1- Fan Speed Input N/A
13 DF_PWM 1+ Fan Speed Input N/A
17 DOUT_0.3A 5 Air shut off solenoid relay N/A
18 DOUT_0.3A 6 Unused N/A
19 DOUT_0.3A 7 Unused N/A
20 CAN A+ J1939 (+) N/A
21 CAN A- J1939 (-) N/A
22 CAN A Shield J1939 Shield N/A
23 PDL + PERKINS DataLink (+) N/A
24 PDL - PERKINS DataLink (-) N/A
25 PWM Out - Ether driver return N/A
Hyd. fan solenoid - / Starter motor
26 PWM Out - N/A
relay return
29 I_PWM_2A 2 (J2:9) Ether driver (if equipped) N/A
31 AIN_ACT 8 (J2:50) DO NOT USE N/A
Hyd. Fan solenoid + / Starter motor
32 I_PWM_2A 1 N/A
relay supply
33 VS_RETURN 1 Water in fuel return N/A
34 VS_RETURN 1 VS Ground Return N/A
35 SWG RETURN SWG Return N/A
36 SWB 2 Intermediate Speed Starter Motor Crank switch
37 SWB 1 Over-speed Verify VSL Switch
38 SWG 11 Throttle 2 IVS Air Filter Restriction.
39 SWG 10 Mode Switch 1 N/A
40 SWK 0 Key switch N/A
41 VS_5_200mA Sensor 5V supply N/A
42 VS_5_200mA Sensor 5V supply N/A

43 VS_8_100mA Sensor 8V Supply N/A
44 SWG 9 Water in Fuel Sensor N/A
N/A
45 SWG 8 Throttle 1 IVS
46 SWG 7 Mode 2 switch N/A

47 SWG 6 Coolant Level Switch Throttle Arbitration
48 SWG 5 User Defined Shutdown PTO Speed 1& 2 Selection
49 SWG 4 MPTS1 PTO Mode Disengage
50 SWG 3 MPTS2 PTO Raise / Resume
PTO Set / Lower or Intermediate
51 SWG 2 MPTS3
Speed
52 SWG 1 MPTS4 PTO Mode on / off
53 PWM_I 1 Throttle 1 PWM input N/A
54 AIN_ACT 7 Throttle 1 Analogue Input N/A
55 AIN_ACT 5 Throttle 2 Analogue Input N/A
56 AIN_ACT 4 Auxiliary temperature N/A
57 DOUT_1A 1 Glow Plug relay control N/A
58 DOUT_0.3A 10 Maintenance Ind Lamp N/A
59 DOUT_0.3A 9 Warning Lamp N/A
60 DOUT_0.3A 8 Shutdown Lamp N/A
61 DOUT_0.3A 4 PTO Engaged Lamp N/A

62 DOUT_0.3A 3 Low oil pressure warning lamp N/A
63 DOUT_0.3A 2 Wait to start lamp N/A
64 DOUT_0.3A 1 Fan reversing solenoid control N/A

Appendix 2 – List of Diagnostic and Event codes
Note that in some cases there are differences in the codes which are
transmitted on the J1939 bus and those that are transmitted on the PDL bus
(those normally viewed on the service tool) additionally codes may be added
on later software that are not present on this table.
PDL Code Description J1939 Code Flash Code
N/A No Diagnostic Code Detected N/A 551
0001-05 Cylinder #1 Injector current below normal 651-5 111
0001-06 Cylinder #1 Injector current above normal 651-6 111
Cylinder #5 Injector current below normal (1106D
0005-05 655-5 115
engine only)
Cylinder #5 Injector current above normal (1106D
0005-06 655-6 115
engine only)
Cylinder #6 Injector current below normal (1106D
0006-05 656-5 116
engine only)
Cylinder #6 Injector current above normal (1106D
0006-06 656-6 116
engine only)
0041-03 8 Volt DC Supply voltage above normal 678-03 517
0041-04 8 Volt DC Supply voltage below normal 678-04 517
Throttle Position Sensor erratic, intermittent, or
0091-02 91-02 154
incorrect
0091-03 Throttle Position Sensor voltage above normal 91-03 154
0091-04 Throttle Position Sensor voltage below normal 91-04 154
Throttle Position Sensor abnormal frequency, pulse
0091-08 91-08 154
width, or period
0100-03 Engine Oil Pressure Sensor voltage above normal 100-03 157
0100-04 Engine Oil Pressure Sensor voltage below normal 100-04 157
0100-10 Engine Oil Pressure Sensor abnormal rate of change 100-10 157
Engine Coolant Temperature Sensor voltage above
0110-03 110-03 168
normal
Engine Coolant Temperature Sensor voltage below
0110-04 110-04 168
normal
0168-00 Electrical System Voltage high 168-00 422
0168-01 Electrical System Voltage low 168-01 422
Intake Manifold Air Temperature Sensor voltage above
0172-03 105-03 133
normal
Intake Manifold Air Temperature Sensor voltage below
0172-04 105-04 133
normal
Engine Speed Sensor abnormal frequency, pulse
0190-08 190-08 141
width, or period
0247-09 SAE J1939 Data Link abnormal update rate - 514
0247-12 SAE J1939 Data Link failure - 514
0253-02 Personality Module erratic, intermittent, or incorrect 631-02 415
0261-11 Engine Timing Offset fault 637-11 143
0262-03 5 Volt Sensor DC Power Supply voltage above normal 1079-03 516
0262-04 5 Volt Sensor DC Power Supply voltage below normal 1079-04 516
Programmed Parameter Fault erratic, intermittent, or
0268-02 630-02 527
incorrect
Secondary Engine Speed Sensor abnormal frequency,
0342-08 723-08 142
pulse width, or period
0526-05 Turbo Wastegate Drive current below normal 1188-05 177
0526-06 Turbo Wastegate Drive current above normal 1188-06 177
Secondary Throttle Position Sensor erratic, intermittent,
0774-02 29-02 155
or incorrect
Secondary Throttle Position Sensor voltage above
0774-03 29-03 155
normal
Secondary Throttle Position Sensor voltage below
0774-04 29-04 155
normal
0774-08 Secondary Throttle Position Sensor abnormal 29-08 155

frequency, pulse width, or period
1639-09 Machine Security System Module abnormal update rate 1196-09 426
Engine Operation Mode Selector Switch erratic,
1743-02 2882-02 144
intermittent, or incorrect
Fuel Rail #1 Pressure Valve Solenoid current below
1779-05 1347-05 162
normal
Fuel Rail #1 Pressure Valve Solenoid current above
1779-06 1347-06 162
normal
1785-03 Intake Manifold Pressure Sensor voltage above normal 102-03 197
1785-04 Intake Manifold Pressure Sensor voltage below normal 102-04 197
1797-03 Fuel Rail Pressure Sensor voltage above normal 157-03 159
1797-04 Fuel Rail Pressure Sensor voltage below normal 157-04 159
1834-02 Ignition Key Switch loss of signal 158-02 439
2246-05 Glow Plug Start Aid Relay current above normal 676-05 199
2246-06 Glow Plug Start Aid Relay current above normal 676-06 199
2417-5 Ether injection control solenoid current below normal 626-05 233
2417-6 Ether injection control solenoid current above normal 626-06 233
Event
Codes
E172-1 High Air Filter Restriction 107-15 151
E194-1 High Exhaust Temperature 173-15 185
E232-1 High Fuel/Water Separator Water Level 97-15 -
E360-1 Low Oil Pressure - Warning 100-17 157
E360-3 Low Oil Pressure - Shutdown 100-01 157
E361-1 High Engine Coolant Temperature - Warning 110-15 168
E361-2 High Engine Coolant Temperature - Derate 110-16 168
E361-3 High Engine Coolant Temperature - Shutdown 110-00 168
E362-1 Engine Overspeed 190-15 141
E396-1 High Fuel Rail Pressure 157-00 159
E398-1 Low Fuel Rail Pressure 157-01 159
E539-1 High Intake Manifold Air Temperature - Warning 105-15 133
E539-2 High Intake Manifold Air Temperature - Derate 105-16 133
E1044-2 Intake Manifold Air Pressure - High 102-16 197
E1045-2 Intake Manifold Air Pressure - Low 102-18 197
E2143-3 Low Engine Coolant Level 111-01 169

Manual Updates
June 2014:
Manual updated from production issue 1 to reflect changes to ECM pin allocation and product
functionality. All sections affected.
July 2014:
Added: Section 7.7 & 7.8 – intake air shut-off valve and overspeed verify
switch feature descriptions.

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1100

Perkins 1100D Series

ELECTRONIC APPLICATION &

1104D-E44T Four and six cylinder diesel

Note: Information in this manual is preliminary and is subject to change or withdrawal

Publication No.TPD1855 – Production issue 3, July 2014

Perkins Engines Company Limited TPD1855 2

Perkins Engines Company Limited TPD1855 3

Perkins Engines Company Limited TPD1855 4

Perkins Engines Company Limited TPD1855 5

1.1 Applicable Engines

1.2 Electronic Applications Contacts

Improper operation, maintenance or repair of this product may be dangerous

Perkins cannot anticipate every possible circumstance that might involve a

Perkins Engines Company Limited TPD1855 6

1.3.1 Warning – Welding

DO NOT use electrical components in order to ground the welder. Do not

1.3.2 Warning - Electrostatic Paint Spraying

The following precautions should be taken when using electrostatic paint

1.3.3 Warning – Jump Starting

Perkins Engines Company Limited TPD1855 7

2.2 Sensor and Actuator Details

The sensor is used to determine atmospheric (barometric) pressure. During

When the engine is running the sensor measurement is used as an input

Perkins Engines Company Limited TPD1855 8

Intake manifold temperature measurement is used as an input to the cold start

It is possible, if extreme temperatures are measured at the intake that the

2.2.3 Coolant Temperature Sensor

2.2.4 Fuel Rail Pressure Sensor

2.2.5 Fuel Pump Solenoid

2.2.6 Electronic Unit Injectors

There is no OEM connection to this component. Voltages of up to 70V are

2.2.7 Crankshaft Speed/Timing Sensor

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Fig. 2.1 Crankshaft Speed Sensor

2.2.8 Camshaft Speed/Timing Sensor

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2.2.9 Wastegate Regulator

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Oil Pressure Wastegate Regulator

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Perkins Engines Company Limited TPD1855 14

Perkins Engines Company Limited TPD1855 15

Perkins Engines Company Limited TPD1855 16

4.1 Mandatory Components to Install

4.2 Optional Customer Installed Components*

* Check Compatibility in specific sections, some components cannot be used together.

Perkins Engines Company Limited TPD1855 17

Air Filter Restriction

Intake temperature sensor

Warning Lamp PTO On/Off Switch

PTO Raise/Resume Button

J1939 Termination Resistor

Perkins Engines Company Limited TPD1855 18

4.4.1 Example 1 Basic Engine Application

4.4.2 Example 2 Construction Application

4.4.3 Example 3 Industrial Open Power Unit Application

4.4.4 Example 4 Agricultural Application

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COLD START - WAIT TO START LAMP

LOW OIL PRESSURE LAMP LOW OIL PRESSURE LAMP

57 START AID CONTROL

Rear View of J1 Plug Front View of J1 Plug

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