Professional Documents
Culture Documents
Installation Guide
Electronics
LEBH0019-02
Table of Contents
The information contained in this supplement is confidential and proprietary to Caterpillar. It is intended for
circulation only to Caterpillar and Cat® dealer employees, or to employees of OEMs intending to purchase
and install U.S. EPA Tier 3/EU Stage IIIA equivalent Cat engines in their equipment. Distribution of this material
must be limited to personnel whose duties require knowledge of such material and is intended exclusively for
their information and training. Distribution of this material for other purposes is strictly prohibited.
3
Table of Contents
The information in this document is the best available at the time of publication to describe the application and
installation requirements for a production representative engine and software configuration. During development
stages please consult the applications engineering department before implementing any of the features contained
in this document.
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. Always be alert to potential hazards and have the necessary training, skills, and tools
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. Cat dealers will have the most current information.
Improper operation, maintenance, or repair of this product may be dangerous. Improper operation, maintenance,
or repair of this product may 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.
Caterpillar 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, a procedure, a work method, or an operating
technique that is not specifically recommended by Caterpillar 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.
DO NOT use electrical components to ground the welder. Do not use the ECU or sensors or any other electronic
components to ground the welder.
The following precautions should be taken when using electrostatic paint spraying techniques on engines:
• Connect all 64 pins of the ECU J1 connector directly to the spraying booth ground.
• Connect the engine block to ground at two points. Ensure that good screwed connections onto bright metal
are used.
The sensor is used to determine atmospheric (barometric) pressure. During certain operating conditions, the ECU
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 overspeed. The ECU 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. If intake manifold pressure is too low for the requested fuel, 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. 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, a low default value is used in the software. The wastegate
regulator control (if fitted) will go to open loop, and the resultant intake manifold pressure will be low (as
determined by the wastegate hardware chosen). Therefore, fuel will be limited under certain engine conditions,
effectively providing a fuel/torque derate.
Note: T his 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, the data can be accessed on the J1939 data link.
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 data link or displayed on the service tool, and the warning
lamp will illuminate.
If the sensor/circuit fails, 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 data link, or displayed on the service tool, and the warning
lamp will illuminate.
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 is
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.
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, ECU and software. The fuel rail pressure sensor measures the fuel rail pressure; the signal is
processed by the ECU 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 energy’s 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.
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.
The sensor produces a signal as the timing ring/crank rotates past the sensor. The ECU then uses this signal to
calculate crankshaft speed and crankshaft position. The crank speed/timing signal is used during normal engine
running since it 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, it may be
obtained from the SAE J1939 data link. The software includes logic to prevent reverse engine running.
Speed Sensor
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.
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 while an oil pressure diagnostic
is present.
Intake
Temperature
Sensor Fuel Rail
Pressure Sensor
Coolant Sensor
ECU
Intake
Pressure
Sensor
Cam Speed
Sensor
Crank
Speed
Sensor
Oil Pressure
Sensor
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
NOTE 2 59 WARNING LAMP
NOTE 4
NOTE 5
TO GLOW
PLUGS
GLOW PLUG
RELAY
Battery
43 SENSOR SUPPLY 8V
PWM
THROTTLE 53 PWM THROTTLE SENSOR INPUT
SENSOR
33 SENSOR RETURN
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
22 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Engine Component Overview
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
40 IGNITION KEYSWTICH
IGNITION KEY
SWITCH STOP LAMP
60 STOP LAMP
TO STARTER MOTOR
MAG SWITCH
WARNING LAMP
59 WARNING LAMP
NOTE 2
NOTE 4
NOTE 5
TO GLOW
PLUGS
GLOW PLUG
RELAY
Battery
35 SWITCH RETURN
NOTES
1. CAN shield connection at ECM is optional J1 PLUG
2. Fuse value depends on Mag Switch circuit current
3. CDL connection may be used for secondary diagnostic
connection
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 dependent on system voltage
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 23
Engine Component Overview
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
NOTE 2 59 WARNING LAMP
NOTE 4
NOTE 5
TO GLOW
PLUGS
GLOW PLUG
RELAY
Battery
ON / OFF
SET / LOWER
35 SWITCH RETURN
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 dependent on system voltage
24 C 4 . 4 A N D C 6 . 6 I N D U S T R I A L E L E C T R O N I C
Engine Component Overview
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
40 IGNITION KEYSWTICH
IGNITION KEY
SWITCH STOP LAMP
60 STOP LAMP
TO STARTER MOTOR
MAG SWITCH
WARNING LAMP
59 WARNING LAMP
NOTE 2
NOTE 4
NOTE 5
41 SENSOR SUPPPLY 5V
42 SENSOR SUPPPLY 5V
ANALOGUE
THROTTLE 55 ANALOGUE THROTTLE INPUT 2
SENSOR 2
34 SENSOR RETURN
Battery
ON / OFF
SET / LOWER
39 MODE SWITCH 1
46 MODE SWITCH 2
MODE SWITCH 1
MODE SWITCH 2
35 SWITCH RETURN
NOTES
1. CAN shield connection at ECM is optional J1 PLUG
2. Fuse value depends on Mag Switch circuit current
3. CDL connection may be used for secondary diagnostic
connection
4. Fit suppression diodes across relay coils
5. Glow Plug fuse rating differs between 4cyl and 6cyl
engines and systme voltage
6. Starter motor control circuits will vary
7. Fuse value dependent on system voltage
A P P L I C AT I O N A N D I N S TA L L AT I O N G U I D E 25
Power and Grounding Considerations
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.
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 1.7 mOhms for a 12V system and 3.4 mOhm 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.
If a tapping is used, it should be checked to be free of lacquer, paint, and dirt before the connection is made.
An M10 metric screw should be used plated with zinc. A washer should retain the ring terminal and the screw
tightened to 44 N•m (32 Ib-ft)
***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 is based on automotive blade type fuses and are for guidance only.
***The ECU can survive higher voltages. ECU will survive for at least two minutes on a supply voltage of 30V for
12V systems and 48V for 24V systems.
The maximum permissible circuit resistance including positive and negative wires is 50 mOhms for 12V systems
and 100 mOhms for 24V systems; however, Caterpillar recommends that this value 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
40 mOhms for 12V systems and 80 mOhms for 24V systems is recommended. The table below provides typical
wire resistance for various cross sections of copper wire.
As with all electrical circuits, wire should be selected to ensure 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.
The following recommendations will ensure that the integrity of the electrical supply circuit is not compromised
during design and installation.
• Supply cable wire gauge or CSA must be capable of meeting the maximum electrical requirement demanded by
the engine ECU under all conditions.
• When specifying ECU 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 ECU power pins must be connected to the main battery supply to ensure a complete and robust electrical
circuit is made.
• When splicing the ECU supply or return cables, the main supply cable must be rated to carry the total circuit
current to the ECU and provide the correct amount of mechanical durability for the number of splices made.
• The total ECU circuit resistance must meet the stated limits (50 mOhms for 12V and 100 mOhms for 24V systems)
to ensure that voltage drop across these cables is minimized.
It should also be noted that the ECU 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.
The power supply to the ECU should be taken from the battery, not from the starter motor terminals, to avoid
unnecessary system noise and voltage drops. Note that there are 4 ECU pins allocated for battery positive. All
four 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 Prime Fuel 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 ECU supply circuitry meets the limits stated
within table on page 28 (Voltage During Cranking and Normal Running Conditions). For this reason it may be
necessary to increase the supply cable AWG (CSA) to meet the system design criteria.
Note A: Ensure cable splices are made using 14AWG wire and kept to a minimum length.
Note B: E nsure that the main supply cable is correctly specified in terms of length, resistance, voltage drop, and
current carrying capacity.
Battery Connection – Do not supply power to the ECU from the starter motor connections
Incorrect Wiring
• Positive wired via starter motor. High volt drop to ECU on starting.
• Single pin on ECU used for each of positive and negative supply – possibly exceeding pin ratings and possibly
causing risk of arcing or overheating.
• ECU return through chassis – risk of conducted noise and also additional voltage drop.
• Engine not grounded – risk of engine component damage.
Note: T he total ECU supply circuit resistance forms part of the application appraisal. Circuits which do not meet
the 50 mOhm requirement for a 12V system and 100 mOhm for a 24V system will be classed as a failure
during the appraisal sign-off.
Formula:
Worked Example
V1 = 11.8
V2 = 12
R1 = 2.21 Ohms
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 the
following figure for ways to minimize 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 a diode would.
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 50 Ohms, the current passing through the coil
is 480 mA (I = V/R). The diode would then need to be able to withstand a reverse voltage of 24V and a forward
current of 480 mA when the current to the coil is interrupted by the opening of the switch, since the collapse of
the coil’s magnetic field 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 50 Ohms and the voltage
applied is 24V, an 82 Ohm suppression resistor would allow the transient voltage to reach -39.6V (V = IR = -.48A x
82 Ohms, the voltage is shown as negative since the polarity reverses once the switch opens). Using a 330 Ohm
resistor would allow a -158V transient but the current would diminish in the loop faster. For power dissipation
concerns, the resistor’s power rating should be considered. For example, if 24V were applied across a 330 Ohm
resistor, the power dissipated by the resistor would be 1.75W (P = V2/R). Therefore a 330 Ohm 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 ECU 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 with 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 associated with electrical noise.
ECU Feature
Analog Throttle 2
Auxiliary Temperature Sensor
Air Inlet Temperature Sensor
Analog Throttle 1
Analog Sensor Connections
ECU Feature
Idle Validation Switch
Idle Validation Switch 2/Air Filter Restriction
MPTS 1/PTO Disengage
User Defined Shutdown Switch/PTO Mode Speed 1 & 2 Select
MPTS2/PTO Raise/Resume
MPTS3/PTO Set/Lower/Intermediate Speed
MPTS4/PTO Mode On/Off
Coolant Level Switch
ECU Feature
PWM Throttle 1
Water in Fuel Switch
The above components are available in kit form. The kit will provide all the necessary components to make one
basic engine connection.
The wire dress cover must be fitted to prevent direct jet washing onto the rear connector seals.
Caterpillar does not recommend the use of “non-conductive grease” with the ECU connector.
Note: It is critical that two terminal position assurance components are used.
When a terminal has been properly crimped and retained, it will be able to withstand a “pull test” of 45N (10 lb).
4.1.6 Hand Crimping for Prototype Machines and Low Volume Production
A hand crimp tool and appropriate die are required for crimping contact sockets. The hand crimp tool and
removal tool for removing the sockets from the connector body are available from power and signal group (PSG).
Note: T he insulation should be stripped to 5 mm from the end of the wire. Only a single wire must be crimped into
each terminal.
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.
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.
4.2.2 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.
Ideally, harnesses should not rub against any mechanical components. The only points of contact should be
clamps and connectors. If this is not possible, 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, they should cross at right angles.
The engine wire harness should not be used by the installer or 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.
If screened cable is used, the screens should be connected to ground at one point only. That point should be
central if possible.
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 ECU connector.
It is recommended that all customer-installed 9-pin diagnostic connectors be wired according to the diagram below:
The most popular way to control engine starting is by a specifically designed 3-position keyswitch. The keyswitch
controls battery voltage to the keyswitch input and the starter motor circuit. Some applications may require a
4-position switch to run auxiliary equipment when the engine is not running.
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 ECU software considers the engine running when the engine speed is 100 rpm below the desired engine
speed or has reached 1400 rpm. 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 300 rpm.
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 perform 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.
Emergency stop buttons are defined by national or international standards in terms of color, functionality, shape,
size, and 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 so both the
+battery and the ignition keyswitch lines are cut directly by the emergency stop button.
Caterpillar does 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.
The battery isolation switch is not a suitable method for stopping an engine; it is not guaranteed to stop the
engine as the ECU 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 electrical transient can cause damage to electronic components.
Battery isolation switches are normally fitted in the negative path, close to the battery.
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.
It is recommended that if such features are implemented, they are clearly documented and communicated to the
final users and owners of the machine. If this is not done, there may be complaints that the engine is stopping
unexpectedly.
Some regulatory requirements, in mining and petrochemical industries for example, 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 keyswitch must be cycled to deactivate the solenoid control.
Once installed, the engine monitoring system parameter for engine overspeed may be changed to establish the
level of protection necessary for the specific installation.
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 uses the same J1 pin-out as the vehicle speed limiting feature and as such only one
of these features can be connected. The below figure shows the wiring required for this feature to be activated.
J1
Overspeed Verify Switch
Batt +
37 OVERSPEED VERIFY SWITCH
35 SWG RETURN
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 ECU will be configured correctly for the type of 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 Analog/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.
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 any 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 ECU.
This analog 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.
The following test circuits must be used when evaluating analog throttle devices.
If the results of the tests are not in the range specified in the table above, the device will not be compatible with
the default settings in the ECU. Contact the electronic applications team to determine whether it will be possible
to configure the input to meet the device.
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 ET.
Once the PTO speed has been engaged, if pressed again or held down, the engine speed will be lowered.
If the PTO mode has already been engaged by the set button, 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, pressing the resume/
raise button will set the engine speed to the last memorized speed.
The disengage switch may be an operator panel switch, or a micro-switch on the brake, clutch, or other
component of the application.
On/Off
0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 0 0 0 1
Switch
Hold Hold
Raise Quick Quick Close Quick Close Quick Quick
0 0 0 0 0 0 0 0 0 0 0 0
Resume Close Close 3 Close 3 Close Close
secs secs
Throttle
Pedal 1200 1200 1200 1200 1900 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200
Demand
Memorized
1800 1800 1800 1800 1800 1800 1820 2050 2030 2030 2030 2030 1200 1180 2430 1800 1800 1800 1800
Speed
Resulting
Engine 1200 1200 1800 1800 1900 1800 1820 2050 2030 1200 2030 1200 1200 1200 2430 1200 1200 1200 1200
Speed
Speed Ramps Up
Resumes to 2030
Comments
at Once
If a switch combination is detected which has been configured as “Not Valid,” a fault code will be raised and the
ECU 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 are 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 four 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 four
switch inputs would be used.
The following table illustrates how the ECU may be configured for a 10-position rotary switch.
The service tool configuration allows the user to specify the number of switch inputs to use. It is recommended
where possible for the user to configure four inputs and mark those not used as “not valid.” If, however, the user
chooses to configure fewer than four inputs using the service tool, the physical input allocation vs software input
description changes as described in the table below.
This feature is configurable for analog and PWM inputs. The algorithm treats either a PWM or analog input as a
‘raw signal’ in the range 0 to 100%; for example, the analog voltage range is 5V therefore 0.05V is treated as 1%.
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 with a purpose; these parameters are required for
correct calibration. Expressed as a percentage of raw signal, the parameters may be changed/configured to
match the chosen device.
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 ECU as the throttle start point. Once clear of the
dead zone the desired engine speed will change. In this case the lever would have to move 14% of the raw signal
(9% + 5% dead zone) before desired engine speed changes. This is situation is undesirable.
Diagram B – after calibration, the start position used by the engine ECU 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 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 ECU as the throttle maximum point. Once clear
of the dead zone the desired engine speed will change. In this case the lever would have to move 10% of the raw
signal (5% + 5% dead zone) before desired engine speed changes. This is situation is undesirable.
Diagram D – after calibration, the maximum position used by the engine ECU has changed. With this new initial
upper position, the lever needs to travel through the dead zone only. Once clear of the dead zone 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 reinstated whenever the power to the
ECU is recycled.
When the ignition keyswitch is switched ON, the engine ECU will monitor the coolant temperature and the inlet
air temperature and decide whether the glow plugs are required. If so, the ECU will drive ECU connector pin 57 to
ground, activating the glow plug relay.
The glow plug relay is supplied and fit by the OEM. Glow plug configuration in Cat ET can be set to installed or
not installed.
As the glow plugs may be activated during cranking, when the battery voltage may be low, it is recommended
that relay is specified so 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, best practice in cold ambient conditions
would be to size the cable to withstand the stabilized glow plug current permanently. 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.
Note: T he ECU will also transmit a parameter on the J1939 data link indicating the status of the wait-to-start lamp
(see section on J1939 support).
Note: It is required to shield the terminal post prior to painting the engine.
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 50 rpm 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.
Note: E ther 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 2 amps.
Temperature Sensor
Required Parts
Part Number Description Qty
256-6454 Temperature Sensor 1
230-4011 Matting Connector 1
8T-8730 Socket 18AWG 2
The Cat sensor is required for correct operation. The sensor should be located in a position that measures the
application external 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.
If a needle-type analog gauge is required to display an engine parameter such as engine speed, oil pressure
or coolant temperature, it is recommended that the OEM use a gauge or display that can use the parameters
broadcast by the ECU on the J1939 data link.
As an alternative, traditional single wire gauge “senders” may be used if a suitable tapping is available. If this
implementation is required, please contact the electronic applications team to discuss requirements.
A traditional tacho 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 data link.
Warning: The engine wiring harness must NEVER be modified to use the signal from the sensors connected to the
engine ECU. This action would invalidate the engine warranty.
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 data link-driven intelligent display is fitted, which fulfills the specification outlined in the next section.
Warning Shutdown
System
Devices that are connected to the J1939 data link should meet the following standard if the OEM does not intend
fitting the indicator lamps described above.
Caterpillar 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 Caterpillar.
Gauge manufacturers may contact the electronic applications team, however, for information and assistance in
ensuring that their products are compatible with the engine ECU.
To support new standards and requirements, Caterpillar may add to the fault code table. Therefore any active
engine fault codes including those not recognized or referenced should be displayed. Caterpillar recommends
that any suspect parameter number and the associated failure mode identifier are displayed.
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 Caterpillar. 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 Caterpillar and of the OEM.
Caterpillar recommends, therefore, that intelligent displays 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).”
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 derate 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 ECU will log these events and turn on the appropriate lamp driver.
Derate
Each monitored parameter that uses the derate function has its own derate trigger threshold. If the derate
threshold is equaled or exceeded by any parameter for a derate, protection will be set active. The engine will
derate. The ECU will log these events and turn on the appropriate lamp driver. While derate protection is set
active, the derate percentage may vary with parameter value.
Shutdown
The engine shutdown indication lamp driver will be triggered when any parameter equals or exceeds its shutdown
threshold for a time exceeding its shutdown indication guard time. Physical engine shutdown will occur only if
enabled by the configurable parameter. The ECU will log these events and turn on the appropriate lamp driver.
Note: A
ll 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
Coolant Temperature
Parameter Temperature Derate %
Warning (for top tank temperature 108°C) 109 N/A
Derate 111 25
112 50
113 75
114 100
Shutdown Configurable N/A
Debounce J1 Pin
Input State Warning/Shutdown
Time (secs) Assignment
Air Filter Restriction SWG Normally Closed 30 Disabled or Warning J1-38
Disabled, Warning
Engine Coolant Level Low SWG Normally Closed 30 J1-47
or Shutdown
Water in Fuel SWG Normally Open 30 Disabled or Warning J1-44
Connector Details
Component Cat Part Number Supplier Part Number
Sensor 430-9454 N/A
Plug 169-8670 DT06-3S-EP09
Wedge Plug 155-2276 Deutsch W3S-P012
Socket 18AWG 8T-8730 Deutsch 0462-201-16141
Connector Details
Component Cat Part Number Supplier Part Number
Sensor 439-5039 N/A
Sensor Receptacle Connector Housing 230-4014 AMP 776430-1
Mating Plug Connector 230-4013 AMP 776429-1
Female Mating Terminal 9X-3402 AMP 776429-2
Rubber Seals 3J-1907 AMP
12.0 Electrical
10.0 Electrical FuelFuel
LiftLift
PumpPump
An option isAnavailable
optiontoisfitavailable
an Electrical
to Fuel
fit anLiftElectrical
Pump to the primary
Fuel filter. When
Lift Pump activated
to the primarythrough
filter.the switch, it
When
will pump the fuel through
activated the fuel
through thesystem
switch,to ensure
it will it’s
pump filledthe
before
fuelcranking.
throughThistheisfuel
particularly
systemuseful on first
to ensure
fire and maintenance.
it’s filled before cranking. This is particularly useful on first fire and maintenance.
10.1 Electrical
12.1Wiring
Electrical Wiring
10A Electrical Lift Pump
To Batt+
1 Alim+
2 Ground
To Batt-
Activation
Switch
11.3 Droop
Droop is the variation of engine speed as load is applied. For example, if an engine has 10% droop and is
running at 1500 rpm without load, 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: D
roop 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).
Example Governing 2 – showing isochronous droop but with a shallow HSG slope
Note: T he 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 data link.
The mode switches are of the switch-to-ground type and the ECU J1 pin connections are as follows:
The following table is an example of how the mode switches can be configured. The two switch inputs provide a
total of four possible combinations. Two ratings have been configured so 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 so that if
it is open, 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: T he highest rating available in the mode switch feature will be defined by the “rating” parameter on the
configuration screen of the service tool.
11.7.1 Rating and Droop Changes Requested via the J1939 Data Link
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 data link section
of this applications and installation guide.
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 ET, 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” enables the lamp status to 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 ECU 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.)
Section of Parameter
SAE PGN PGN (parameters in italics are Receive/
SPN PGN Description
J1939 (decimal) Hexidecimal proposed but may not yet be Transmit
Document available/fully validated
71 711 Aux IO discrete channel_11
71 712 Aux IO discrete channel_12
71 713 Aux IO discrete channel_13
71 714 Aux IO discrete channel_14
71 715 Aux IO discrete channel_15
71 716 Aux IO discrete channel_16
71 1083 Aux IO Analog channel_1
71 1084 Aux IO Analog channel_2
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 Rail 1
71 157
Pressure
Electronic Engine Controller 23
71 65247 FEDF Tx
(EEC3)
Engine Desired Operating
71 515
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 Percent 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
Engine Hours Revolutions
71 65253 FEE5 Tx
(HOURS)
71 247 Total Engine Hours
71 65257 FEE9 Fuel Consumption 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
Section of Parameter
SAE PGN PGN (parameters in italics are Receive/
SPN PGN Description
J1939 (decimal) Hexidecimal proposed but may not yet be Transmit
Document available/fully validated
71 65260 FEEC Vehicle Identification (VI) Tx/OR
Vehicle Identification
71 237
Number
71 65262 FEEE Engine Temp (ET1) Tx
71 110 Engine Coolant Temperature
EngineFluidLevel_Pressure
71 65263 FEEF Tx
(EFL/P1)
71 100 Engine Oil Pressure
71 65264 FEF0 Power Take Off Info (PTO) Tx
71 984 PTO Set Switch
71 982 PTO Resume Switch
71 980 PTO Enable Switch
PTO Coast/Decelerate
71 983
Switch
71 981 PTO Accelerate Switch
71 65266 FEF2 Fuel Economy (LFE) Tx
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
71 64967 FDC7 Tx
Selection State (OHCSS)
Alternate Rating Select
71 2888
State
Alternate Droop
71 2889
Accelerator 1 Select State
Alternate Droop
71 2893
Accelerator 2 Select State
Alternate Droop Remote
71 2894
Accelerator Select State
Off-highway Engine Control
71 64971 FDCB Rx
Selection (OHECS)
71 2882 Alternate Rating Select
Alternate Droop Accelerator
71 2881
1 Select
Alternate Droop Accelerator
71 2879
2 Select
Alternate Droop Remote
71 2886
Accelerator select
Section of Parameter
SAE PGN PGN (parameters in italics are Receive/
SPN PGN Description
J1939 (decimal) Hexidecimal proposed but may not yet be Transmit
Document available/fully validated
Operator Primary Intermediate
71 64968 FDC8 TX
Speed (ISCS)
Operator Primary
71 2892 Intermediate 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
73 65228 FECC Rx
of previously active DTCs)
Request to Clear Logged
73
Fault 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
Note: T he 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 analyze
traffic on the CAN J1939 bus.
The engine ECU 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.
The Request PGN message is also sensitive to destination address. When the engine #1 destination 00 is
requested, the engine ECU 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), the engine ECU responds by sending
the requested message. If the message is larger than 8 bytes, 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.
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.
Note: T here 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.
There are currently two TSC1 fault-handling options available in the service tool and the CEOS. These are
described as TSC1 Continuous Fault Handling: Disabled or Enabled.
Resolution Range
Send Receive Parameter Name Byte Bit Length State Units Note
(unit/bit) Min Max
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
3 2
Conditions (SPN 696)
Override Control Mode Priority
X 5 2 A
(SPN 897)
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
X 2 1 16 rpm 0.125 0 8032
(SPN 898)
X Requested Torque/Torque Limit 4 1 8 % 1 -125 +125 B
Note A: T he ECU 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: S
upport 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.
Resolution Range
Send Receive Parameter Name Byte Bit Length State Units Note
(unit/bit) Min Max
Auxiliary Engine Shutdown
X 4 5 2
Switch (970)
Off 00
On (engine will be shut down) 01
Note: T he 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 analog 1 or PWM throttle 1 input. Likewise,
accelerator pedal position 2 refers to any device that uses the analog throttle 2 input.
Resolution Range
Send Receive Parameter Name Byte Bit Length State Units Note
(unit/bit) Min Max
Accelerator Pedal 1 Low Idle Switch
X 1 1 2 C
(SPN 558)
Accelerator Pedal Not in
X 00
Low Idle Condition
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
Accelerator Pedal 2 Low Idle Switch
X 1 7 2 A
(SPN 2970)
Accelerator Pedal Not in
X 00
Low Idle Condition
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
Engine Percent Load at Current Speed
X 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: A
ccelerator 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: P
ercent 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, 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, it will be sent as not
supported. This will apply to both accelerator 1 and accelerator 2.
Resolution Range
Send Receive Parameter Name Byte Bit Length State Units Note
(unit/bit) Min Max
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
6 1 8 None 1 0 253
Device for Engine Control
Engine Starter Mode 7 1 4
Note A: T he J1939 standard describes the frequency of transmission of this PGN as engine speed dependant. The
ECU actually transmits the message every 20 ms, however, regardless of engine speed.
Note B: D
uring the engine cranking cycle, while the ECU 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
8128 rpm.
Resolution Range
Send Receive Parameter Name Byte Bit Length State Units Note
(unit/bit) Min Max
Turbocharger 1 Wastegate Drive
X 1 1 8 % 0.4 0 100
(SPN 1188)
Turbocharger 2 Wastegate Drive 2 1 8
Turbocharger 3 Wastegate Drive 3 1 8
Turbocharger 4 Wastegate Drive 4 1 8
Turbocharger Wastegate Act
5 1 8
Control Pressure
The two “SWB” inputs below are “Switch To Battery,” meaning that when battery voltage is applied to the pin, 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.”
Identifier Rate (msec) PGN Default Priority R1 DP Source Destination
18FED900 Note A FED9 6 0 0 00 –
Resolution Range
Send Receive Parameter Name Byte Bit Length State Units Note
(unit/bit) Min Max
X Auxiliary I/O #04 (SPN 704) 1 1 2 B
X Auxiliary I/O #03 (SPN 703) 1 3 2 B
X Auxiliary I/O #02 (SPN 702) 1 5 2 B
X Auxiliary I/O #01 (SPN 701) 1 7 2 B
X Auxiliary I/O #08 (SPN 708) 2 1 2 B
X Auxiliary I/O #07 (SPN 707) 2 3 2 B
X Auxiliary I/O #06 (SPN 706) 2 5 2 B
X Auxiliary I/O #05 (SPN 705) 2 7 2 B
X Auxiliary I/O #12 (SPN 712) 3 1 2 B
X Auxiliary I/O #11 (SPN 711) 3 3 2 B
X Auxiliary I/O #10 (SPN 710) 3 5 2 B
X Auxiliary I/O #09 (SPN 709) 3 7 2 B
Auxiliary I/O #16 (SPN 716) 4 1 2 B
Auxiliary I/O #15 (SPN 715) 4 3 2 B
Auxiliary I/O #14 (SPN 714) 4 5 2 B
X Auxiliary I/O #13 (SPN 713) 4 7 2 B
Auxiliary I/O Channel #1
5, 6 1 16 64255
(SPN 1083)
Auxiliary I/O Channel #2
7, 8 1 16 64255
(SPN 1084)
Note A: T he message will be sent at a frequency of 100 ms, and additionally when any of the supported switch
inputs (SPNs 701 through 716) change state.
Note B: Each of the switch inputs is transmitted as 00 if the switch is open (or not connected) and 01 if it is closed.
Resolution Range
Send Receive Parameter Name Byte Bit Length State Units Note
(unit/bit) Min Max
Number of Software
X 1 1 8 1 255 A
Identification Fields (SPN 965)
X Software Identification (SPN 234) 2 1 N ASCII B
Note B: The software identification is ASCII text, with the fields delimited by an asterisk (*).
Resolution Range
Send Receive Parameter Name Byte Bit Length State Units Note
(unit/bit) Min Max
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.
Resolution Range
Send Receive Parameter Name Byte Bit Length State Units Note
(unit/bit) Min Max
Resolution Range
Send Receive Parameter Name Byte Bit Length State Units Note
(unit/bit) Min Max
Engine Speed at Idle, Point 1
X 1 1 16 rpm 0.125 0 8031
(SPN 118)
Percent Torque at Idle, Point 1
X 3 1 8 % 1 -125 +125
(SPN 539)
X Engine Speed at Point 2 (SPN 528) 4 1 16 rpm 0.125 0 8031 C
Percent Torque at Point 2
X 6 1 8 % 1 -125 +125 C
(SPN 540)
X Engine Speed at Point 3 (SPN 529) 7 1 16 rpm 0.125 0 8031
Percent Torque at Point 3
X 9 1 8 % 1 -125 +125
(SPN 541)
X Engine Speed at Point 4 (SPN 530) 10 1 16 rpm 0.125 0 8031
Percent Torque at Point 4
X 12 1 8 % 1 -125 +125
(SPN 542)
Engine Speed at Point 5
X 13 1 16 rpm 0.125 0 8031
(SPN 531)
Percent Torque at Point 5
X 15 1 8 % 1 -125 +125
(SPN 543)
Engine Speed at High Idle, Point 6
X 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
Reference Engine Torque
X 20 1 16 N•m 1 0 64255 B
(SPN 544)
Maximum Momentary Engine
22 1 16 rpm 0.125 0 8031
Override Speed, Point 7
Maximum Momentary Override
24 1 8 S 0.1 0 25
Time Limit
Requested Speed Control Range
25 1 8 rpm 10 0 2500
Lower Limit
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, while the engine is running.
Note C: A
s 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.
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).
Resolution Range
Send Receive Parameter Name Byte Bit Length State Units Note
(unit/bit) Min Max
Idle Shutdown Has Shut Down
1 1 2
Engine
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
5 1 2
Shut Down Engine
Engine Protection System
3 2
Approaching Shutdown
Engine Protection System Timer
5 2
Override
Engine Protection System Timer
7 2
State
Engine Protection System
7 2
Configuration
Resolution Range
Send Receive Parameter Name Byte Bit Length State Units Note
(unit/bit) Min Max
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.
Resolution Range
Send Receive Parameter Name Byte Bit Length State Units Note
(unit/bit) Min Max
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
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 an asterisk (*).
“Make” will be transmitted as “CTRPL”
“Model” will be transmitted in the form “C 7.1” or “C 4.4”
“Serial Number” will be the engine serial number as marked on the nameplate of the engine
Resolution Range
Send Receive Parameter Name Byte Bit Length State Units Note
(unit/bit) Min Max
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
Resolution Range
Send Receive Parameter Name Byte Bit Length State Units Note
(unit/bit) Min Max
Vehicle Identification
X ASCII None A
Number (SPN 237)
Resolution Range
Send Receive Parameter Name Byte Bit Length State Units Note
(unit/bit) Min Max
Engine Coolant Temperature
X 1 1 8 °C 1 -40 210
(SPN 110)
Fuel Temperature 2 1 8 °C 1 -40 210
Engine Oil Temperature 3 1 16 °C .03125 -273 1735
Turbo Oil Temperature 5 1 16 °C .03125 -273 1735
Engine Intercooler
7 1 8 °C 1 -40 210
Temperature
Engine Intercooler
8 1 8 % 4 0 100
Thermostat Opening
Resolution Range
Send Receive Parameter Name Byte Bit Length State Units Note
(unit/bit) Min Max
Some of the PTO mode switch inputs on the ECU 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, both SPN 982 and SPN 981 will go to the active state.
Resolution Range
Send Receive Parameter Name Byte Bit Length State Units Note
(unit/bit) Min Max
Power Takeoff Oil
1 1 8
Temperature (SPN 90)
Power Takeoff Speed
2 1 16
(SPN 186)
Power Takeoff Set Speed
4 1 16 rpm rpm 0 8031
(SPN 187)
PTO Enable Switch
X 6 1 2
(SPN 980)
Remote PTO Preprogrammed
Speed Control Switch 6 3 2
(SPN 979)
Remote PTO Variable Speed
6 5 2
Control Switch (SPN 978)
X PTO Set Switch (SPN 984) 7 1 2
PTO Coast/Decelerate
X 7 3 2
Switch (SPN 983)
PTO Resume Switch
X 7 5 2
(SPN 982)
PTO Accelerate Switch
X 7 7 2
(SPN 981)
Resolution Range
Send Receive Parameter Name Byte Bit Length State Units Note
(unit/bit) Min Max
X Fuel Rate (SPN 183) 1 1 16 L/hr .05 0 3212 A
km/
Instantaneous Fuel Economy 3 1 16 1/512 0 125.5
kg
km/
Average Fuel Economy 5 1 16 1/512 0 125.5
kg
Throttle Position 7 1 8 % .4 0 100
Resolution Range
Send Receive Parameter Name Byte Bit Length State Units Note
(unit/bit) Min Max
Particulate Trap Inlet
1 1 8 kPa .5 0 125
Pressure
X Boost Pressure (SPN 102) 2 1 8 kPa 2 0 500 B
Intake Manifold
X 3 1 8 °C 1 -40 210
Temperature (SPN 105)
X Air Inlet Pressure (SPN 106) 4 1 8 kPa 2 0 500 A
Air Filter Differential
5 1 8 kPa .05 0 12.5
Pressure
Exhaust Gas Temperature 6 1 16 °C .03125 -273 1735
Coolant Filter Differential
8 1 8 kPa .5 0 125
Pressure
Note A: I nlet air pressure will be supported as the absolute pressure as measured by the inlet manifold pressure
sensor.
Note B: B
oost 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.
Resolution Range
Send Receive Parameter Name Byte Bit Length State Units Note
(unit/bit) Min Max
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
X Battery Potential (Voltage), Switched (158) 7 1 16 V .05 0 3212
Resolution Range
Send Receive Parameter Name Byte Bit Length State Units Note
(unit/bit) Min Max
Operator Primary Intermediate
X 1 1 4
Speed Select State (SPN 2892)
Intermediate Speed Not Requested 0000 A
X Logical Position 1 0001
X Logical Position 2 0010
X Logical Position 3 0011
X Logical Position 4 0100
X Logical Position 5 0101
X Logical Position 6 0110
X Logical Position 7 0111
X Logical Position 8 1000
X Logical Position 9 1001
X Logical Position 10 1010
X Logical Position 11 1011
X Logical Position 12 1100
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: T here 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 it is not envisaged that this will cause a problem. If 16 states are used, logical states 14, 15, and 16 will
be transmitted as 13.
Note C: If the throttle position switch is not configured on an application, the ECU will send 1111 not available.
Resolution Range
Send Receive Parameter Name Byte Bit Length State Units Note
(unit/bit) Min Max
Auxiliary 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
Note A: Ratings 1 to n are populated with all the ratings available in the ECU with “1” being the lowest and “n”
being the highest rating. If the ECU receives the “0,” the rating value entered through the mode selection
switches should be used.
Resolution Range
Send Receive Parameter Name Byte Bit Length State Units Note
(unit/bit) Min Max
This PGN is intended for the ECU to provide feedback on the OHECS messages described above.
The message contains diagnostic lamp status, indicating the severity of the problem, followed by the DTC
identifiers, SPN and FMI.
If only one DTC is active, DM1 will be transmitted as a single message with the identifier FECA. If there is more
than one fault code present, the DM1 message will be longer than 8 bytes, so the transport protocol (BAM) will be
used to send the message.
Note: T his 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.
Resolution Range
Send Receive Parameter Name Byte Bit Length State Units Note
(unit/bit) Min Max
Malfunction Indicator Lamp A
X Protect Lamp A
X Stop Lamp A
X Warning Lamp A
X SPN (Suspect Parameter Number)
X FMI (Failure Mode Identifier)
X Occurrence Count
X SPN Conversion Method
Note A: T he 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:
Resolution Range
Send Receive Parameter Name Byte Bit Length State Units Note
(unit/bit) Min Max
Malfunction Indicator Lamp A
Protect Lamp A
Stop Lamp A
Warning Lamp A
X SPN
X FMI
X Occurrence Count
X SPN Conversion Method
Diagnostic trouble codes are 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.
Resolution Range
Send Receive Parameter Name Byte Bit Length State Units Note
(unit/bit) Min Max
X Request to Clear Fault Codes
Support for J1939 – 21. Note that this mechanism is used principally as a multi-packet 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:
Note A:If a module is required to decode any information that is sent via the transport protocol, it must be
capable of receiving and processing messages with the same identifier within 50 ms.
This message is used for communication between the ECU and the service tool.
Note: I t 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
Identifier Rate (msec) PGN Default Priority R1 DP Source Destination
18E8xxxx – E800 6 0 0 – –
Both acknowledge (ACK) and negative acknowledge (NACK) are supported as per the J1939 specification.
Request PGN
Identifier Rate (msec) PGN Default Priority R1 DP Source Destination
18EA00xx – EA00 6 0 0 – 00
Supported as per the J1939 specification. This PGN is sent to the ECU to request parameters that are only sent
“on-request.” For example, if an electronic module on the machine requires engine hours information, it must
send a request PGN for the engine hours/revolutions PGN.
Most off-highway machines do not implement this section of the specification. If further information on this
subject is required, however, please contact the applications engineering department.
14.0 Appendices
14.1 Appendix 1 – ECU J1 Connector Terminal Assignments
Pin No. Description Preferred Function Alternative Function
1 Battery -ve -B Direct N/A
2 Battery -ve -B Direct N/A
3 Battery -ve -B Direct N/A
4 AIN_PAS 1 Air Inlet/Ambient Temperature Sensor N/A
5 AIN_PAS 6 ATTAC Temperature N/A
6 N/C DO NOT USE N/A
7 Battery +ve +B Direct N/A
8 Battery +ve +B Direct N/A
9 Battery -ve -B Direct N/A
10 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
14 N/C DO NOT USE N/A
15 Battery +ve +B Direct N/A
16 Battery +ve +B Direct 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 Cat Data Link + Cat Data Link (+) N/A
24 Cat Data Link - Cat Data Link (-) N/A
25 PWM Out - Ether Driver Return N/A
26 PWM Out - Hydraulic Fan Solenoid - /Starter Motor Relay Return N/A
27 N/C DO NOT USE N/A
28 N/C DO NOT USE N/A
29 I_PWM_2A 2 (J2:9) Ether Driver (if equipped) N/A
30 N/C DO NOT USE N/A
31 AIN_ACT 8 (J2:50) DO NOT USE N/A
32 I_PWM_2A 1 Hydraulic Fan Solenoid + /Starter Motor Relay Supply N/A
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 Overspeed Verify VSL Switch
LEBH0019-02 (11-16)
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