4000 Series PEC

Update
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 Old v’s New – What are the differences?

• Twin Bank governing

• ECM Controlled
• Fuel Coil Commander

Coming Soon…
• Meui Style Electronic Injectors

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 Twin Bank Governing

• All Vee Form are fitted with twin E6V actuator arrangement, this replaces the previous single E16 actuator.
• Twin actuators allow the fuelling to each bank to be varied independently. The objective of this is to reduce visible white s moke in the
exhaust when running in cold climates and to improve off-load engine speed stability. The default set up as of is to single bank, this can
be changed to default as twin banking, with Pandaros Packager software.

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 Twin Bank Governing
The engine starts on both banks as standard. Once rated speed has been reached (1500 rev/min) and maintained stably (+/- 10
rev/min) for at least 1 second one of the actuators will move to zero fuel which stops injection on that bank. The other actuator will
increase the fuelling to the other bank in order to maintain engine speed. When this happens you will briefly hear the engine rev
and there will be a momentary increase in speed. Which bank continues to run depends on how the power is maintained to the
Pandaros controller. If it is the first start since the Pandaros controller has been powered then the engine will run on A-Bank only. If,
between starts, the power is maintained to the Pandaros controller then the engine will alternate which bank runs after each start
(i.e. if the engine ran on A-Bank after the last start then the engine will run on B-Bank after the next start). Because the engine starts
on both banks and then drops to one you will see no detriment to the engine starting time. If running in a cold climate (<10c ) there
will be a brief puff of white smoke as the engine runs up to speed and then this will clear once the engine enters single bank mode.
Rapid load increase (load acceptance) If a large load step is applied (engine speed drops below 1475 rev/min) after the engine has
started running in single bank mode then the controller will immediately return fuelling to the deactivated bank and the engi ne will
respond as normal. There is no reduction in the engine’s ability to accept block load and you should not hear any different
behaviour.
Ramped load increase If the load is gradually increased such that the speed does not drop below 1475 rev/min then the controller
will return fuelling to the deactivated bank once the load has increased above ~300 kWe. This is to protect the engine from
overloading a single bank. Unless running in very low ambient temperatures the engine should not produce visible white smoke
above 300 kWe.
Removal of load / engine cool-down In order to prevent visible white smoke returning when the load is removed the controller will
deactivate one of the banks when the load drops below ~150 kWe. When this happens you will briefly hear the engine rev and the
engine speed will momentarily increase. Each time this occurs the engine will deactivate a different bank.
Operating at 200-250kW for long periods of time As with existing product operating below 30% for extended periods of time is not
recommended it can lead to excessive oil consumption and accelerated liner/piston-ring wear. This is no different for an engine
running in single bank mode.
Ref. JBTB-016 – August 2018

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 Electronic System Overview
Electronic Control Module
The A5:E2V2 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 ECM is situated on the right-hand side rear of the engine, above the
starter motor. The device has two connection sockets, one for the engine wiring harness J2 and the other for the OEM machine
wiring harness J1.

Fuel System
The engine fuel system comprises of conventional mechanical unit injectors operated by electronic actuators which are governe d
by the ECM.

Engine Speed
The engine is fitted with a Variable Reluctance Magnetic speed sensor which is mounted on the engine to measure the crank
speed. The engine ECM uses the speed sensors to calculate engine speed. The fuel rack actuator is operated by the controller to
maintain desired engine speed.

Air System
The engine air system contains an Intake Manifold Air Pressure sensor which is used to regulate the fuel delivery of the engi ne to
avoid generating excessive amounts of smoke due to running with a low Air-to-Fuel Ratio (AFR.) During transient loading of the
engine the fuel will be limited until the Intake Manifold Air Pressure is increased by the turbochargers which will then allow the
fuel rate to be increased, providing more power.

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 Electronic System Overview

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 Engine Components RHS

A. ECM
B. ECM J1 Connector
C. ECM J2 Connector
D. MPU Link Harness
E. Diagnostic Connector
F. Fuel coil Commander
Connector

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 ECM Wiring

Note 4:
• ECM power supply circuit must be less than 50 MΩ from battery to ECM
connector, power supply must go directly to the battery and not the starter
motor stud

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 ECM Wiring
There must be a 300ms time delay between these 2 signals

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 ECM Wiring

Connected with Injection enable signal

Positive Starter motor signal from DSE Module

Fused Positive Supply (40a)

Negative supply from starter motor stud

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 ECM Configuration

• As standard the ECM’s will come configured and set for droop load control will need to be changed.

• There is a known software issue, that you cannot change the setting from Droop to Isochronous and we
need to do the following:
Change the droop % to ‘0’
The Digital speed control link needs to be connected otherwise you will get errors in the ECM

Please refer to service bulletin JBTB-082 if you need to Synchronise with DSE8610.

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 Questions?

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