C9.3 - C18 Electronics A&i LEBH0011-01

Cat® C9.
3 ACERT™ - C18 ACERT

Tier 4 Final Industrial Engines
electronics application &
installation guide
CEM
INDUSTRIAL
C9.3 ACERT™ (N1F) C15 ACERT (N5F)
(Greenville Built) C18 ACERT (N8F)*
C9.3 ACERT (CS9)
(Seguin Built) ot including > 750 hp/
*N
560 kW ratings of this
C13 ACERT (N3F) serial number prefix.
LEBH0011-01
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 Tier 4 Final/EU Stage IV 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.
1.0 Introduction and Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

1.1 Purpose
1.2 Electronic Applications Contacts
1.3 Safety
1.4 Terminology
2.0 Engine & CEM Component Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

2.1 Industrial Engine Electronic Components
2.2 Clean Emissions Module (CEM)
2.3 System Component Diagrams and Schematics
3.0 Customer System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

3.1 Minimum Mandatory Engine Connection Customer Requirements
3.2 Minimum Mandatory CEM Connection & Interconnection Customer Requirements
3.3 Optional Customer Functionality
3.4 Typical Customer-installed Component Diagram
3.5 Customer ID & Passwords
4.0 Power and Grounding Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

4.1 Power Requirements
4.2 Engine System Grounding
4.3 Example Schematics Method of Power and Ground Connection
4.4 Engine ECU Power Supply Circuit Resistance Test
4.5 Direct Battery Connection Requirements
4.6 Powering the Engine ECU via Auxiliary Power Supplies
4.7 CEM Grounding
4.8 Air Starter Equipped Vehicles
4.9 Sensor Common Connections
4.10 Suppression of Voltage Transients
4.11 Battery Disconnect Switch
3
Table of Contents
5.0 Connectors and Wiring Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50

5.1 Wiring Harness Components
5.2 Wiring Harness Design
5.3 Customer-supplied Service Tool Connector (J66) Wiring
5.4 SAE J1939/11 – Data Bus Wiring
6.0 Connecting Engine to Aftertreatment System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65

6.1 CEM Component and Interface Overview
6.2 Mandatory Customer Interface Wiring
6.3 Engine Fuel Filter Interface Options without Instrument Panel
6.4 Cat Regeneration System and Fuel Priming Pump Operation
6.5 Auxiliary Devices
7.0 Monitored Inputs for Customer-installed Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110

7.1 Air Filter Service Indicator – Air Intake Restriction Switch
7.2 Coolant Level Sensor
7.3 Auxiliary Temperature Sensors
7.4 Auxiliary Pressure Sensor
8.0 Regeneration System and Operator Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115

8.1 High Temperature DPF Regeneration System
8.2 Total Regeneration System Operation
8.3 Aftertreatment System Inducement
9.0 Starting and Stopping the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140

9.1 Starting the Engine
9.2 Stopping the Engine (and Preventing Restart)
10.0 Engine Retarding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149

10.1 Compression Brake/Constant Lift Brake Engine Retarding
11.0 Engine Cooling Fan Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151

11.1 Hydraulic Fan Control
11.2 Reversing Hydraulic Fan Control
11.3 Variable Pitch Fan Control
11.4 Variable Pitch Fan Reversing (Purging)
4 C 9 . 3 A CE RT ™ – C 18 AC ER T TI ER 4 FI N AL EN G INES
Table of Contents
12.0 Engine Speed Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160

12.1 PWM Sensor – Throttle Position Sensor (TPS)
12.2 Throttle Lock (Previously PTO Mode)
12.3 Multi-position Throttle Switch (MPTS)
12.4 Torque Speed Control TSC1 (Speed Control Over CAN)
12.5 Arbitration of Speed Demand
12.6 Acceleration and Deceleration Ramp Rates
12.7 Throttle Behavior During Engine Governor Changes
12.8 Definition of Engine Speed Points
13.0 Engine Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180

13.1 Min/Max Governing
13.2 All-speed (Full-range)
13.3 Auxiliary Governor
13.4 Rating Selection via Cat ET Service Tool
13.5 Engine Governor (Governor Run-out)
14.0 Cold Starting Aid and Intake Manifold Freeze Protection (IMFP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
14.1 Ether Starting Aid System
14.2 Intake Manifold Freeze Protection (IMFP)
15.0 Engine and CEM Indicators and Operator Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188

15.1 Engine Management System Status Indication
15.2 Gauge Drivers
15.3 Lamp Outputs
15.4 Activation of J1939 Indicators
16.0 Engine Monitoring System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200

16.1 General Information
16.2 Engine Monitoring & Protection
E L E C T R ON I CS A P PLI CA T I ON AN D I N S TALLATI ON GUI DE 5

Table of Contents
16.3 CEM Monitoring & Protection

17.0 Data Link Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
17.1 SAE J1939
17.2 SAE J1939/11 – Physical Layer Data Bus Wiring
17.3 J1939 Supported Parameters
17.4 Cat Data Link
17.5 Other Data Link Standards
18.0 Tier 4 Final Service Tool Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228

18.1 Introduction
18.2 Cat ET Service Tool Features
19.0 Appendices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239

Appendix A: Tier 4 Final ECU Connector Pinouts
Appendix B: Mini-Industrial Power Display (MIPD) Pinout
Appendix C: Hydraulic Fan Control Calibration Procedure
Appendix D: Commercial Engine Cooling Fan Summary
Summary of Revisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263
Introduction and Purpose
1.0 Introduction and Purpose

1.1 Purpose
This document is intended to provide the necessary supplemental information for correct electrical and electronic
installation of the following EPA Tier 4 Final and/or EU Stage IV Cat Industrial engines into off-highway engine
applications: C9.3 ACERT, C13 ACERT, C15 ACERT, and C18 ACERT.
The changes reflected in this guide are intended to supplement the Tier 4 Interim Electronics A&I guide
LEBH0005.
The components in the engine system that have been affected by these changes are as follows:
• CEM
• A5E2V1 ECU added for CEM/DEF control
• PETU and Control Interface
• NOx Sensors
The primary purpose is to assist engineers and designers specializing in engine installations. The Tier 4 Interim
Electronics A&I guide LEBH0005, A&I Manual and Supplement Guide, Engine Application and Installation Guide,
and TMI complement this booklet. Reference these documents as required.
Note: T he information in this document is subject to change as engine feature requirements are revised and
software continues to be developed. In addition, some of the features described in this document are not
yet released.
The information in this document is the property of Caterpillar Inc. and/or its subsidiaries. Without written
permission, any copying, transmission to others, and any use except that for which it is loaned is prohibited.
1.2 Electronic Applications Contacts

Please contact applicationsupport@cat.com for further details.
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. Everyone must 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 with a
Cat dealer for the most current information before you start any job.
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, that the product will not be damaged, and that the product will not be 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
welding:
• Turn the engine OFF. Place the ignition keyswitch in the OFF position
• Disconnect the negative battery cable from the battery. If the application is installed with a battery disconnect
switch, open the switch
• Clamp the ground cable of the welder to the conductive area that will be welded. Place the clamp as close as
possible to the weld.
• Disconnect all electronic components of driven equipment including engine ECU, CEM and sensors from wiring
harness before welding.
• Protect any wiring harnesses from welding debris and splatter.
• Use standard welding procedures to weld the materials together.
• Welding on the CEM frame/chassis is prohibited!
DO NOT use electrical components to ground the welder. Do not use the ECU or sensors or any other electronic
components in order to ground the welder.
1.3.2 Warning – Electrostatic Paint Spraying
Warning: Painting the CEM is prohibited.
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 pins 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.
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 ECU.
1.3.4 Warning – High Voltage Injectors

When servicing and/or disconnecting the engine harness from the ECU, CEM, or the engine head, ensure engine
and keyswitch are turned OFF and allow the injector voltage to discharge.
1.3.5 Warning – Replacement Parts

When replacement parts are required for this product, Caterpillar recommends using Cat replacement parts or
parts with equivalent specifications including, but not limited to, physical dimensions, type, strength, and material.
Warning: Failure to heed these warnings can lead to premature failures, product damage, personal injury,
or death.

1.4 Terminology
The terminology used throughout this document will be as follows:
ACERT Advanced Combustion Emissions Reduction Technology

AMOX Ammonia Oxidation Catalyst
ARD Auxiliary Regeneration Device (also Cat Regeneration System)
A/T Aftertreatment
ATAAC Air-to-Air Aftercooled
BPV Backpressure Valve
CAC Charge Air Cooler
CAN Controller Area Network
Cat RS Caterpillar Regeneration System (also ARD)
CB Circuit Breaker
CDPF Catalyzed Diesel Particulate Filter
CEM Clean Emissions Module
CG Center of Gravity
CO Carbon Monoxide
CPS Compact Power Systems
DCU Dosing Control Unit
DEF Diesel Exhaust Fluid
Delta P Differential Pressure
DES Delayed Engine Shutdown
DOC Diesel Oxidation Catalyst
DPF Diesel Particulate Filter
DSN Dealer Service Network
ECU Electronic Control Unit
EGR Exhaust Gas Recirculation (also NRS)
EU European Union
FEA Finite Elemental Analysis
FMEA Failure Modes & Effects Analysis
HC Hydrocarbon
hp Horsepower
Terminology continued
HSR High Speed Regeneration Identification
IMAT Inlet Manifold Air Temp
IP Ingress Protection
IPU Industrial Power Unit
IVA Intake Valve Actuation
IVS Idle Validation Switch
J1/P1 Jack 1/Plug 1
kW Kilowatt
LPS Large Power Systems
LSR Low Speed Regeneration
LTR Low Temperature Regeneration
MAF Mass Air Flow
MEUI™ Mechanical Electronic Unit Injector
MPTS Multi-position Throttle Switch
NOx Nitrous Oxides – NO and NO2
NRS NOx Reduction System (also EGR)
OEM Original Equipment Manufacturer
PETU Pump Electronic Tank Unit
PM Particulate Matter
RSLL Rated Speed Lower Limit
RSUL Rated Speed Upper Limit
SCAC Separate Circuit Aftercooled
SCR Selective Catalytic Reduction
S/N Serial Number
TDC Top Dead Center
TPS Throttle Position Sensor
TSC1 Torque Speed Control 1
VLPM Voltage Limit Protection Module

Engine & CEM Component Overview
2.0 Engine & CEM Component Overview

2.1 Industrial Engine Electronic Components
Industrial Engine Electronic Component Table
Tier 4 Interim/Stage IV ACERT Industrial Engine Electronic Components
C13 ACERT
C9.3 ACERT C15 ACERT
C18 ACERT
A5:E2V1 ECU (Aftertreatment)
A4:E4 ECU (Engine) X X
Engine Connector (120 pin, J2/P2) 120 120
A/T ECU Harness (Harnesses PA, PJ, PL) X X
Customer Interface Harness (EN) X X
MEUI Injector X
Common Rail Fuel Injector X
Secondary Fuel Filter Differential Pressure Sensors X
Secondary Fuel Filter Outlet Pressure Sensor X
Fuel Rail Pressure Sensor (High Pressure Systems) X
Fuel Temperature Sensor X X
Dual Speed/Timing Sensors X X
Compression Brake Solenoids X(1)
Constant Lift Brake X
Barometric Pressure Sensor X X
Crank Case Pressure Sensor X X
Intake Manifold Pressure Sensor X X
Coolant Temperature Sensor X X

Air Inlet Temperature Sensor X X
Oil Pressure Sensor X X
Cat NRS Valve Actuator X X
Cat NRS Pressure Sensors (2) X X
Cat NRS Temperature Sensor X X
Cat NRS Balance Valve Actuator X X
Charge Air Cooler Outlet Temperature Sensor X X
Cat RS Fuel Supply / Fuel Priming Pump X X
Fuel Flow Selection Valve X X
Cat RS Supply /Fuel Priming Pump Relay X(2) X(2)
(1)
Certain ratings only – refer to price list.
(2)
Relay may be customer supplied or purchased with the engine.
2.1.1 A5E2V1 Aftertreatment (A/T) Electronic Control Unit (ECU)

The A/T ECU is generally located on the left rear side of the engine mounted to engine ECU with “overfoam”
harness interface. There are two connectors on the ECU J1/P1 and J2/P2. These connectors interface with the
aftertreatment to control active regeneration and DEF dosing. Caterpillar provides interconnect harnesses to
interface with the A/T components.
2.1.1.1 A/T ECU Harness

The A/T ECU harness provides means of communication between the A/T ECU, A/T components and engine ECU
via an interconnect jumper harness (PA, PJ & PL). These harnesses provide wiring for:
• CEM sensors
• CEM system controls
• CEM power and ground
• PETU system control
• NOx sensors (2)
Refer to Section 6.2 Mandatory Customer Interface Wiring for details.
2.1.2 A4E4 Engine ECU

The engine ECU is generally located on the left rear side of the engine. There are two connectors on the ECU J1/
P1 and J2/P2. The J1/P1 connects to the customer interface harness EN and the J2/P2 connects to the engine
electronics.
2.1.2.1 Engine Connector (J2/P2)

Engine system and control information is transmitted between the J2/P2 connector on the engine ECU and the
engine components through the engine harness. The CEM connector is a breakout connector, which is part of
the engine harness. The CEM connector is part of the engine wiring harness coming from the engine harness
providing the interface to the following engine components:
• Engine sensors
• Fuel injection system
• Aftertreatment ECU and DEF system
2.1.2.2 C
ustomer Interface Harness (EN-C120, EN-C604, EN-C677 or EN-C697, EN-C800,
EN-C121, PETU Power)
Customer control and display information is transmitted between the 70-pin connector on the factory installed
main engine jumper harness (EN) and the customer-installed components through the customer harness. The
customer harness provides the interface to the following components:
• Battery
• Data links
• Customer components
Refer to Section 6.2 Mandatory Customer Interface Wiring for details.
2.1.2.3 Software Flash File

If the ECU is correlated to a computer, the personality module (also known as “flash file”) is the software for the
computer. The term flash file is derived by the method in which the software is programmed into the ECU — a
technology known as flash programming. The flash file contains the operating maps that define the performance
and operating characteristics of the engine as well as the industrial application feature support. Once flashed, the
ECU contains the following information to identify the flash file and supported ratings:

• Personality module PN
• Software Gp release date
• Software Gp description
• Rating number
• Rated power
• Rated peak torque
• Test spec
The information above can be viewed in the Configuration screen within the Cat ET service tool.
2.1.3 Engine Sensor Details

This section gives details of the engine sensors and actuators that either will be installed when the engine is
delivered to the customer or must be installed by the customer in each installation.
Note: R
eference the chart at the beginning of Section 2 for details regarding which sensors and actuators are
included on each engine model.
2.1.3.1 Fuel System

MEUI Injector
The injector lobe on the camshaft mechanically actuates the Mechanical Electronic Unit Injector (MEUI) fuel
injectors. The electronic control and mechanical actuation provide a level of control of the timing and fuel volume.
The timing advance is achieved by precise control of the unit injector timing. Higher voltages (approximately
108V) and sharp pulses of relatively high current are used to control the injectors. There is no OEM connection to
the injectors; however, the OEM should ensure that any systems sensitive to electromagnetic radiation are not in
proximity to the harness that leads to the injectors.
Common Rail Injector
Each fuel injector contains a solenoid to control the quantity of fuel injected. Higher voltages (approximately
70V) and sharp pulses of relatively high current are used to control the injectors. There is no OEM connection to
the injectors; however, the OEM should ensure that any systems sensitive to electromagnetic radiation are not in
proximity to the harness that leads to the injectors.
2.1.3.2 Secondary Fuel Filter Differential Pressure Sensors

Fuel pressure is sampled in the secondary fuel filter base before and after the secondary fuel filter. These two
sensors are used by the engine control in order to monitor the condition of the secondary fuel filter. This sensor
input is used for engine monitoring.
2.1.3.3 Secondary Fuel Filter Outlet Pressure Sensor

Fuel pressure is sampled in the secondary fuel filter base after the secondary fuel filter. This sensor is used by the
engine control in order to monitor for a low-pressure condition at the outlet of secondary fuel filter. This sensor
input is used for engine monitoring.
2.1.3.4 Fuel Rail Pressure Sensor (Common Rail System)

The fuel rail pressure sensor is used to measure the fuel pressure in the high-pressure fuel rail. The fuel in the
fuel rail 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 sensor input is used for engine monitoring.
2.1.3.5 Fuel Temperature Sensor

Fuel temperature is monitored at various points in the fuel system across the product line. Fuel temperature
sampling location is specific to each fuel system type. The fuel temperature measurement is used to adjust
fuel system component performance. This is required since fuel characteristics will vary across the range of
allowable fuel temperatures. This sensor input is used for engine monitoring.
2.1.4 Dual Speed Timing Sensors

The engine speed/timing sensors are used to determine both engine speed and fuel injection timing. Camshaft
timing sensors may also be used for limp-home operations in the event of a crank speed sensor/circuit failure.
Speed/timing sensors work in conjunction with a timing ring installed to a rotating shaft (crankshaft, camshaft or
high pressure fuel pump shaft) to determine crankshaft or camshaft position. The C9.3 ACERT has dual camshaft
speed timing sensors. In this case, a target wheel on the camshaft triggers both sensors. C13 ACERT – C18 ACERT
engines have one camshaft position sensor triggered by a target wheel on the camshaft and one crankshaft
position sensor triggered by a target wheel on the crankshaft.
2.1.5 Compression Brake Solenoids

Certain engine ratings are available with a compression brake. There is one compression brake actuator
assembly per pair of adjacent cylinders and one control solenoid per brake assembly. The ECU directly drives the
solenoid through the engine harness. One, two, or three levels of engine braking may be available for each engine
rating. Refer to the Engine Braking Section 10.1 for ratings available with compression brakes.
2.1.6 Barometric Pressure Sensor

The barometric pressure sensor measures the atmospheric pressure. The sensor is open to the atmosphere.
The sensor data is used to assist in determining atmospheric pressure for proper engine performance at various
altitudes.
2.1.7 Crankcase Pressure Sensor

The crankcase differential pressure sensor measures the level of crankcase pressure. This sensor data is used to
determine proper range of pressure of the open crankcase system. Too high or too low pressure data will trigger
a fault and service will be required to address the fault.
2.1.8 Intake Manifold Pressure Sensor

The intake manifold air pressure sensor is used to determine pressure in the engine’s cylinder head or in the
inlet manifold after charge airflow has been mixed with air from the Cat NOx Reduction System. This is typically
an absolute pressure sensor. Intake manifold pressure as displayed by service tools and communicated over the
data link is the value obtained by subtracting the barometric pressure (as measured by the barometric pressure
sensor) from the absolute value measured intake pressure sensor.

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, the fuel is limited to
prevent the over-fuel condition.
The sensor is also used to select certain timing maps and to control the turbocharger wastegate valve on engines
using this hardware option.
2.1.9 Coolant Temperature Sensor

Coolant temperature sensor is used to determine temperature of the coolant leaving the engine. This sensor input
is used for engine monitoring and cold start strategies. Cold start strategies may include cold mode, glow plugs,
air inlet heaters or ether depending on engine and optional attachments. This sensor input is used for engine
monitoring.
2.1.10 Air Inlet Temperature Sensor (Customer-installed)

This customer-installed sensor is required for all engines. Refer to Customer-Installed Sensors 6.4.2 for
information.
2.1.11 Oil Pressure Sensor

The oil pressure sensor measures engine oil pressure. The low oil pressure threshold is defined as a map against
engine speed. This sensor input is used for engine monitoring and engine protection.
2.1.12 Cat NRS Valve Actuator

The Cat NOx Reduction System valve actuator regulates mass airflow through the NOx reduction cooler into the
intake manifold.
2.1.13 Cat NRS Pressure Sensors

There are two Cat NOx reduction system pressure sensors, one positioned on the inlet to the Cat NRS valve and
one positioned on the outlet of the valve. This differential data is just one of the parameters needed to assist in
calculating the amount of the mass airflow required to pass through the Cat NOx reduction system.
2.1.14 Cat NRS Temperature Sensor

This sensor is a required for temperature measurement to assist in the calculation of the Cat NOx reduction
system mass airflow. The Cat NRS valve differential pressure and the mass airflow temperature are used by the
ECU to determine the appropriate mass airflow of the Cat NRS system.
2.1.15 Cat NRS Balance Valve Actuator

The balance valve actuator is used to provide the ECU with control of the two-position balance valve located in
the turbo.
2.1.16 Charge Air Outlet Temperature Sensor

The charge air out temperature sensor is used to determine the air temperature just before air from the charge
air cooler is mixed with Cat NOx reduction flow. One use of this measurement is to enable engine control of the
cooling fan. This sensor is installed at the factory into the air inlet elbow/s on C9.3 ACERT – C18 ACERT engines.
2.1.17 Cat RS Fuel Supply/Priming Pump, Relay, and Fuel Flow Selection Valve
C9.3 ACERT – C18 ACERT<750 hp/560 kW) engines use a single fuel pump to provide engine priming and Cat RS
fuel supply. In fuel priming mode, the pump replaces hand operated fuel-priming pumps. In Cat RS fuel supply
mode, the pump supplies fuel to the Cat RS system during a regeneration event. Since one pump is providing
fuel flow for two different systems, a fuel flow selection valve is used to provide fuel flow path to CEM and to the
engine fuel circuit in priming mode. The fuel pump and fuel flow selection valve are integrated into the primary
fuel filter head on the C9.3 ACERT – C18 ACERT< 750 hp/560 kW engines. ECU control of both the selection valve
and pump is required. When operating in fuel priming mode, the ECU receives a momentary operator input then
energizes both the fuel flow selection valve and the fuel pump relay. The fuel pump relay is energized only in Cat
RS mode when the engine ECU determines that regeneration of the DPF is needed or has been requested. The
fuel flow selection valve directs fuel to the Cat RS when it is not energized.
Note: When operating this system in fuel priming mode, the engine’s keyswitch power must be turned on.
2.2 Clean Emissions Module (CEM)

CEM Components
C9.3 ACERT – C18 ACERT
(<750 hp)
Aftertreatment ID X
DPF Inlet Exhaust Gas Temperature Sensor X
DPF Inlet Exhaust Gas Pressure Sensor X
Flame Detection Temperature Sensor X
Fuel Pressure Sensors X
Combustion Air Control Valve X
Combustion Air Pressure Sensor X
Fuel Pressure Control Valves X
Hot Nozzle Heater and Relay X
Spark Plug X
Ignition Coil X
Cat RS Fuel Supply Pump and Relay
Fuel Flow Selection Valve Review Engine Component Overview
Cat RS Fuel Supply / Fuel Priming Pump for Information
Cat RS Fuel Pump Relay
2.2.1 Aftertreatment Identification

Aftertreatment identification is an electrical device installed on C9.3 ACERT – C18 ACERT <750 hp/560 kW CEMs
that allows the engine to confirm that it has been attached to a compatible CEM.
2.2.2 DPF Inlet Temperature Sensor

The DPF intake temperature sensor measures exhaust gas temperature at the DPF inlet. This temperature is used
to help determine when conditions are right for the system to regenerate.

2.2.3 DPF Inlet Pressure Sensor

The DPF intake pressure sensor measures pressure at the Cat RS head. This allows for calculating mass airflow
through the combustion air valve.
2.2.4 Flame Detection Temperature Sensor

A thermocouple is used to detect ignition and continued combustion by rate of change of temperature. If
no ignition is detected after a certain time period, the regeneration will be delayed for 10 minutes before
re-attempting. The flame detect sensor should detect a ‘flameout’ within two seconds, at which point fuelling will
stop; 10 ‘flameouts’ are allowed before a fault code is logged and activated with appropriate Cat RS mode
action taken.
2.2.5 Fuel Pressure Sensors

Pilot and main fuel pressure sensors are installed to the outlet of the pilot and main fuel valves. These sensors are
used to control the fuel flow via a calibrated fuel flow vs. pressure map. The ECU also monitors the signals from
the fuel pressure sensors after the Cat RS is shut down. A code is activated if the pressure decay time is too long.
Extended pressure decay time tends to indicate that the Cat RS fuel nozzle is restricted.
2.2.6 Combustion Air Control Valve

The Cat RS Combustion air control valve is a butterfly valve with position feedback. This valve modulates
combustion air from the combustion air manifold piped from the turbo compressor outlet. This butterfly valve is
controlled by the engine ECU to achieve an optimal air/fuel ratio within the Cat RS combustion chamber during
DPF regeneration.
2.2.7 Secondary Air Flow Pressure Sensor

The secondary air flow pressure sensor is located in the combustion air stream before the combustion air control
valve. This sensor provides for accurate calculation of mass airflow to the Cat RS system.
2.2.8 Fuel Pressure Control Valves

The Cat RS system uses a dual stage (Pilot + Main) fuel system. These valves control fuel flow to the Cat RS
injector nozzle located in the Cat RS head. Closed loop feedback of the DPF inlet temperature is used by the ECU
as part of the pilot and main valve control strategy.
2.2.9 Nozzle Heater and Relay

There is a nozzle in the Cat RS head; this nozzle injects fuel into the Cat RS combustion zone. The nozzle can
become plugged with carbon or debris over time. Carbon forms within the nozzle due to residual fuel after each
regeneration. To prevent this carbon building up over time and reducing the flow through the nozzles, a heating
coil around the nozzles burns off this carbon to restore the fuel flow.
2.2.10 Spark Plug

The spark plug is used to initiate combustion within the Cat RS and operates for a given duty cycle whenever
engine operation is above 500 rpm.
2.2.11 Ignition Coil

The ignition coil works in combination with the spark plug to light the Cat RS and operates continuously when
engine operation is above 500 rpm.
2.3 System Component Diagrams and Schematics

2.3.1 C9.3 ACERT – C18 ACERT System Component Diagrams and Schematics
2.3.1.1 C9.3 ACERT Factory Installed Wiring and Components

2.3.1.2 C13 ACERT – C18 ACERT Factory-installed Wiring and Components

2.3.2 C9.3 ACERT – C18 ACERT Engine Electronic Components

2.3.2.1 C9.3 ACERT Engine Electronic Components
Details are on the following pages for the views listed below:
(A) Refer to “View A” for a detailed illustration.
(B) Refer to “View B” for a detailed illustration.
(C) Refer to “View C” for a detailed illustration.
(D) Refer to “View D” for a detailed illustration.
(E) Refer to “View E” for a detailed illustration.
(F) Refer to “View F” for a detailed illustration.

View A View B
(1) Fuel temperature sensor (1) Charge air cooler outlet temperature
(2) Fuel pressure sensor (2) TDC probe connector
View C View D
(1) NRS outlet pressure sensor (1) Terminating resistor

(2) NRS differential pressure sensor (2) Oil pressure sensor
(3) NRS temperature sensor (3) Crankcase pressure sensor
(4) Barometric pressure sensor
View E View F
(1) Crankshaft speed/timing sensor (1) Intake manifold air pressure sensor
(2) A/C and alternator connector (2) Camshaft speed/timing sensor
2.3.2.2 C13 ACERT – C18 ACERT < 750 hp/560 kW ACERT Engine Electronic Components
Details are on the following pages for the views listed below:
(A) Refer to “View A” for a detailed illustration.
(B) Refer to “View B” for a detailed illustration.
(C) Refer to “View C” for a detailed illustration.
(D) Refer to “View D” for a detailed illustration.
(E) Refer to “View E” for a detailed illustration.
(F) Refer to “View F” for a detailed illustration.

View A View B
(1) Fuel temperature sensor (1) Charge air cooler outlet temperature
(2) Fuel pressure sensor (2) TDC probe connector
View C View D
(1) NRS outlet pressure sensor (1) Terminating resistor

(2) NRS differential pressure sensor (2) Oil pressure sensor
(3) NRS temperature sensor (3) Crankcase pressure sensor
(4) Barometric pressure sensor
View E View F
(1) Crankshaft speed/timing sensor (1) Intake manifold air pressure sensor
(2) A/C and alternator connector (2) Camshaft speed/timing sensor
2.3.3 C9.3 ACERT – C18 ACERT <750 hp/560 kW ACERT Clean Emissions Module
Electronic Components
2.3.3.1 C9.3 ACERT –18 ACERT Clean Emissions Module Components
Refer to Figure 6.1 and 6.2 for component pictorial and identification.

Customer System Overview
3.0 Customer System Overview

3.1 Minimum Mandatory Engine Connection Customer Requirements
Certain installation requirements must be fulfilled in order for an installation to be acceptable to Caterpillar.
Mandatory Components Section
Battery Power and Grounding Considerations
Circuit Protection Power and Grounding Considerations
Engine to CEM interconnection Harness (3) Connecting Engine to CEM
Keyswitch Starting and Stopping the Engine

Shutdown Lamp (1)
Engine & CEM Indicators & Operator Displays
DPF Lamp (1)
HEST Lamp (1) Engine & CEM Indicators & Operator Displays
Regen Inhibited Lamp (1) Engine & CEM Indicators & Operator Displays
Low DEF Level Lamp (1)
Emissions System Failure Lamp (1) Engine & CEM Indicators & Operator Displays
Glow Plug Relay Cold Starting Aid

Speed Demand Input Engine Speed Demand
Engine Service Tool Connector wiring(2) Connectors and Wiring Requirements
LSR Enable (4) Regeneration System & Operator Interface
HSR Enable (4)
Regeneration System & Operator Interface
Regeneration Inhibit Switch (1)
Regeneration System & Operator Interface
Regeneration Forced Switch(1) Regeneration System & Operator Interface
CRS Fuel Pump Connecting Engine to CEM
Inlet Air Temperature Connecting Engine to CEM
(1)
Requirement may be fulfilled by a J1939 display capable of using and displaying J1939 messages to replace lamps and switches.
(2)
Requirement is available by purchasing optional 70 to 70-pin (previously 70 to 40-pin) customer harness. If purchased, this harness
includes the 9-pin service tool wiring and connector.
(3)
Requirement is available by purchasing standard length interconnect harnesses from Caterpillar. Refer to the Industrial Price List or your
Caterpillar Application and Installation Engineer for details including available lengths.
(4)
In some cases, this input may not be necessary. Review the relevant section of this guide and if necessary, contact Caterpillar or your
Cat dealer application and installation engineer for details.
3.2 Minimum Mandatory CEM Connection & Interconnection

Customer Requirements
The Tier 4 Interim installation requires customer interconnections between the engine and the CEM as well
as the direct connection to the engine ECU J1/P1 connector. The Tier 4 Final installation requires customer
interconnection between the engine and the CEM with additional components including PETU, NOx sensors, and
J1939 termination resistors. Another key difference is the required customer interface to engine jumper harness
(EN) rather than to the engine ECU J1/P1 connector. See picture below. These connections are summarized
below and detailed in section 6.2 and 6.3 of this document.
Aftertreatment
• CEM 40 pin
• PETU 12 pin and 4 pin
• NOx sensors (2) 6 pin
• J1939 termination resistors (2) 3 pin
Main Engine Jumper Harness

• EN-C120 – 70 pin customer interface (A4E4)
• (1)EN-C677 – 12 pin customer interface (fuel filter option)
• (1)EN-C697 – 6 pin customer interface (fuel filter option)
• EN-C604 – 8 pin customer interface (fan option)
• EN-C800 – 3 pin coolant level sensor (option – also available on EN-C120)
• EN-C121 – 4 pin ASO (optional)
These connections are for Fuel Filter (FF) customer interface. Choose one based on FF options shown in Section
(1)
6.3 Engine Fuel Filter Interface Options.

3.3 Optional Customer Functionality
3.3.1 Optional Functionality Quick Reference Chart

Industrial engines offer a set of application features that can be specified by the customer to meet the application
operating requirements. Application of these features requires a different set of customer-installed components
based on the features selected. Each installation requires the minimum set of customer-installed components.
See the identified section for further information.
Optional Components Section
Maintenance Due Lamp (1) Engine & CEM Indicators & Operator Displays
Remote Shutdown Switch Starting and Stopping the Engine
Coolant Level Switch Monitored Inputs for Customer-installed Sensors
Air Filter Restriction (Inlet Depression) Switch Monitored Inputs for Customer-installed Sensors
1 or 2 PWM Throttle Position Sensors Engine Speed Demand
Throttle Arbitration Switch Engine Speed Demand
Multi-Position Switch Engine Speed Demand
Throttle Lock Selector Switch Engine Speed Demand
Throttle Lock On/Off Switch Engine Speed Demand
Throttle Lock Set/Lower Switch Engine Speed Demand
Throttle Lock Raise/Resume Switch Engine Speed Demand
Throttle Lock Disengage Switch Engine Speed Demand
Governor/Intermediate Engine Speed Switch Engine Speed Demand
Ether Start Cold Starting Aid
Engine Cooling Fan Control Engine Cooling Fan Control
2 Auxiliary Temperature Sensors Monitored Inputs for Customer-installed Sensors
1 Auxiliary Pressure Sensor Monitored Inputs for Customer-installed Sensors
Overspeed Verify Switch Engine Speed Demand
Air Shutoff Relay Starting and Stopping Engine
Charge Air Cooler Outlet Temperature Sensor (2) Engine Cooling Fan control
Compression Brake/Constant Lift Brake Switch (3) Engine Retarding
J1939 Data Link Data Link Support
Fan Reverse Switch Engine Cooling Fan Control
Reversing Fan Dout Engine Cooling Fan Control
Analog Pitch Sensor Input for Flexxaire Fan Engine Cooling Fan Control
(1)
Maintenance due lamp available only via a J1939 message
(2)
Charge Air Cooler Outlet Temp Sensor is factory-installed on all C9.3 ACERT – C18 ACERT engines.
(3)
C9.3 ACERT uses Constant Lift Brake Switch. C13 ACERT – C18 ACERT engines use compression brakes.
3.3.2 Optional Functionality Customer Configuration Parameters

Customer configuration parameters are ECU software settings that the customer can change to suit the needs of
the specific application. These parameters are changed within the configuration screen in Cat ET. If a customer
has more than one engine that should have the same configuration, the fleet configuration option is available
to save the configuration settings to a file and download the settings to all subsequent engines that are to have
the same configuration settings. Default values for these parameters are set in the factory when the new ECU is
flash programmed for the first time. The customer configuration parameters may be reprogrammed if the ECU is
flashed programmed for the first time. Refer to the Cat ET Service Tool Features Section for System Configuration
Parameters for a complete list of supported programmable parameters. Further definition of each parameter can
be found within the section of the document that defines a software feature that uses the parameter to support
installation or operation of that specific software feature.
Customer configuration parameters in legacy product that are no longer supported:

• C9.3-C18 ACERT Maintenance Lamp (Section 15.4 LEBH4623)
Notes on Programming Parameters

1. Changing parameters protected by factory passwords may void Caterpillar warranty. For details consult
industrial application support center or dealer support network prior to making any changes.
2. For the programmed values to change, the keyswitch (switched power only) may need to be cycled off and on.
3. If there is an interlock error (personality module mismatch), the programmed parameters will not change. It
may appear that the parameters are changed, but they will not change until the “personality module mismatch”
code is cleared.
3.4 Typical Customer-installed Component Diagram

The engine can be configured and wired in many different ways depending upon the application features
selected. The following examples act as a guide for the customer.
Basic Application
This solution is suitable for applications where very little integration or additional engineering is required when
compared to the solution used for a mechanical engine. This solution can be used in most mechanically governed
engine replacement situations. The customer needs to consider only basic functions:
• power supply
• operator indication
• cold start aid
• method of controlling the engine
• mandatory interface to the engine aftertreatment system for all Tier 4 applications
Construction Application
In this application, 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 defined
for the specific output reasons, for simplicity of operator use, or for operation dependent upon the environment;
e.g., quiet modes which may include auxiliary engine on-road sweeper, multiple speed water pumps, etc. There
are sixteen possible set speeds based on four discrete ECU inputs. In addition to the keyswitch, a separate engine
shutdown switch is used to stop the engine.

Industrial Power Unit Application (IPU)

This is an application where the engine, in response to a control input such as a depressed button 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 buttons. This functionality may benefit the
user when they wish to use a set speed operation, but with the capability to adjust the set speed manually.
Applications could include concrete pumps and hydraulic driven applications.
3.4.1 Basic Schematic OEM Harness

3.4.1.1 C9.3 ACERT – C18 ACERT Basic Schematic OEM Harness
CAT DATA LINK +

CAT DATA LINK -
BATTERY + (A5E2 ECU)

NOTES
1. CAN shield connection at ECU is recommended.
2. Fuses must be as close to battery as possible. ECU main
supply fuse should be 30A. ECU supply must not be sourced
from starter motor terminals.
3. Cat Data Link connection may be used for secondary
diagnostic connection.
4. Install suppression diodes across relay coils and solenoids.
5. Starter motor control circuits will vary.
6. All cables are to be 18 AWG or 0.82 mm2 with GXL insulation
unless alternative sizes are stated.
3.4.2 Construction Schematic OEM Harness
3.4.2.1 C9.3 ACERT – C18 ACERT Construction Schematic OEM Harness
CAT DATA LINK +

CAT DATA LINK -
BATTERY + (A5 E2 ECU)
NOTES
1. CAN shield connection at ECU is recommended.
2. Fuses must be as close to battery as possible. ECU main
supply fuse should be 30A. ECU supply must not be sourced
from starter motor terminals.
3. Cat Data Link connection may be used for secondary
diagnostic connection.
4. Install suppression diodes across relay coils and solenoids.
6. All cables are to be 18 AWG or 0.82 mm2 with GXL insulation
unless alternative sizes are stated.

3.4.3 IPU Schematic OEM Harness
3.4.3.1 C9.3 ACERT – C18 ACERT IPU Schematic OEM Harness (See Section 6.3.2 for details)
120
OHM
EN-C120 Customer
CAN Display Interface Harness
50 CAN A J1939 +
CAN J 1939 BUS
34 CAN A J1939 -
NOTE 1
42 CAN A J1939 SHIELD
120 8 CDL +
OHM NOTE 3
9 CDL -
14 AWG
48 BATTERY +
14 AWG
52 BATTERY +
14 AWG
53 BATTERY +
14 AWG
55 BATTERY +
14 AWG
61 BATTERY -
14 AWG
63 BATTERY -
14 AWG
65 BATTERY -
14 AWG
69 BATTERY -
5 Amp 70 IGNITION KEYSWTICH

SHUTDOWN LAMP
28 SHUTDOWN LAMP
WARNING LAMP
29 WARNING / DERATE
OFF
DPF LAMP
ON
30 DPF LAMP
START
HEST LAMP
31 HEST LAMP
AIR INLET
IGNITION 20 Amp 64 AIR INLET RESTRICTION SW
RESTRICTION SW
.
KEY 14 AWG
8 AWG SWITCH 6 BAT + (A5E2 ECM)
14 AWG
TO STARTER 19 BAT + (A5E2 ECM)
20 Amp 14 AWG
MOTOR MAG 33 BAT + (CEM ARD HTR)
SWITCH
30
86
37 FUEL PUMP RELAY CONTROL
Fuel 38 FUEL PMP RELAY CONTR RET
Pump 39 CRS/PRIMING PMP RELAY LD
Relay
85
8 AWG 87
REGEN DISABLED LAMP 13 REGEN DISABLED LAMP
LOW DEF LEVEL LAMP

12 LOW DEF LEVEL LAMP
BATT + EMISSIONS SYSTEM FAILURE LAMP

20
EMISSIONS SYSTEM
FAILURE LAMP
FUEL PRIMING PUMP FUEL PRIMING PUMP SWITCH

14
LSR Enable
46 LSR Enable Switch
MANUAL FORCE 23 FORCE REGENERATION SWITCH

REGENERATION AUTO REGEN
40A 20A 20A CONTROL INHIBIT REGENERATION
INHIBIT 7 SWITCH
HSR Enable 47 HSR Enable Switch
ON/OFF
Refer to note 2 RAISE/RESUME
56 PTO MODE - ON / OFF
PTO MODE - RAISE /RESUME
58
LOWER /SET
60 PTO MODE – LOWER SET
/
DISENGAGE SWITCH PTO MODE - DISENGAGE
41 ( NC)
SET SPEED 2
35 PTO SPEED SELECT 1/ 2
18 SWITCH INPUT RETURN

Battery Battery
11 ETHER START AID SOLENOID
ETHER START AID SOLENOID

12 or 24 V BATT – Negative
Battery
to DIGITAL SENSOR 8V SUPPLY
4
FRAME A COOLANT LEVEL SWITCH
C 49 COOLANT LEVEL SWITCH
B
AIR INLET TEMPERATURE SENSOR AIR INLET TEMPERATURE

2 1 17 SENSOR
3 ANALOG SENSOR RETURN
Customer Provided PETU Power Connection

12 AWG
PT-C917
6 BATTERY +
(24V) or
9 BATTERY + PU-C917
12 AWG 12 AWG (12V)
6 BATTERY -
4 Pin
12 AWG
9 BATTERY -
EN-C677 or EN-C697
12 Pin or 6 Pin
Fuel Filter Options
Notes: (See Section 6.3)
1. CAN shield connection at ECU is recommended. EN-C800

2. Fuses must be as close to battery as possible. ECU main supply fuse should 3 Pin
be 30A. ECM supply must not be sourced from starter motor terminals. Optional Features Coolant Level
Sensor (Optional)
3. CDL connection may be used for secondary diagnostic connection. (EN Customer
4. Install suppression diodes across relay coils and solenoids. Interface Harness) EN-C121
4 Pin
6. All cables are to be 18 AWG or 0.82 mm2 with GXL insulation unless ASO (Optional)
alternative sizes are stated.

EN-C604
8 Pin
Fan (Optional)
3.5 Customer ID & Passwords
3.5.1 Equipment Identification
3.5.1.1 Equipment Identification Operation

Equipment identification is a configuration parameter that the customer can program in the ECU to uniquely
identify an engine installation. Typical uses for the equipment identification parameter include manufacturer
model number, machine number, installation location, etc. Configuration of this parameter is optional as the
parameter is for customer reference only.
3.5.1.2 Equipment Identification Configuration

One parameter must be updated with Cat ET to set the equipment ID. The equipment ID defaults to “not
programmed” and can be set to a customer-defined identification for the engine. A maximum of 17 characters
may be entered in the field. Any alphanumeric characters can be used.
3.5.1.3 Equipment Identification Installation

None required.
3.5.2 Customer Passwords
3.5.2.1 Customer Passwords Operation

Customer passwords are sometimes referred to as “OEM Passwords.” Customer passwords may be programmed
to limit access to certain parameters. There are two customer passwords available. It is not necessary for both
customer passwords to be programmed to provide protection. If both customer passwords are programmed,
both are required to access and change the password-protected parameters. The only parameter protected with
customer password is “Ether Solenoid Configuration.”
Customer Password Operation Changes

Tier 4 changes and Tier 4 Final from Tier 3 Customer Password operation are outlined below:
• When customer passwords are entered, they are temporarily saved for the duration of the current ECU
connection. This permits users to continue service without repeatedly entering customer passwords and
without having the current passwords memorized.
• If the customer passwords are unknown, users may click the “Factory Passwords” button in the Enter Customer
Passwords dialog. This generates factory passwords and permits users to continue service without knowing
customer passwords.
• If the ECU must be disconnected and then reconnected during servicing, the customer password reset/restore
feature may be used.
3.5.2.2 Customer Passwords Configuration

One or two parameters must be configured in Cat ET prior to using customer passwords:
1. Customer Password #1
2. Customer Password #2
Both passwords default to an empty field. The display shows “********” whether or not the password is set. A
maximum of eight alphanumeric characters may be entered for each of the two available customer passwords.
These passwords are case sensitive.
Key cycle is required after the passwords have been configured to activate the protection. This is true for most
changes to programmable parameters detailed in this document for feature activation.

3.5.2.3 Customer Passwords Installation

None required.
3.5.3 Parameter Lockout
3.5.3.1 Parameter Lockout Operation

Parameter lockout changes the protection level of certain parameters from normal Cat ET access to factory
password required. If customer passwords are programmed, these will also be required to lock an unlocked
parameter in the parameter lockout Cat ET screen.
The following configuration parameters can be selected to be locked out:

• High Idle Speed
• Top Engine Limit
• Intermediate Engine Speed
• Low Idle Speed
• Programmable Monitoring System
3.5.3.2 Parameter Lockout Configuration

The parameter lockout feature is located in service menu of Cat ET on the “Parameter Lockout” screen. If
customer passwords are programmed they are required to access this screen. One or more of the listed
configuration parameters can be locked or unlocked in one session. All parameters default to “unlocked.”
If a locked out parameter must be changed, there are two options:

1. Remove the lockout – In the parameter lockout screen, a factory password allows the protection level to be
changed back to normal Cat ET access.
2. Retain the lockout – In the configuration screen, a factory password allows changing the value one time.
Power and Grounding Considerations
4.0 Power and Grounding Considerations
4.1 Power Requirements

4.1.1 Engine System Voltage
The electronic control system is voltage specific. Engines configured in the Price List or Engines Sales Manual
to be 12 VDC must be installed with 12 VDC supply. Engines configured in the Price List or Engines Sales Manual
to be 24 VDC must be installed with 24 VDC supply. The correct system voltage must be applied (12V or 24V), the
following engine system components are system voltage sensitive:
• Smart Wastegate Regulator Valve
• Intake Throttle Valve
• Cat NRS Valve Actuator
• Cat RS Fuel Supply/Fuel Priming Pump
• Hot Nozzle Heater and Relay
• Cat NRS Balance Valve Actuator
NOTE: All C9.3 ACERT – C18 ACERT engines are shipped with “System Operating Voltage” configured to 24V. All
12V applications must have this parameter configured to “12V” prior to installation. Refer to Section 18.2.1
“System Configuration Parameters” for parameter configuration details.
The switched positive battery and the unswitched positive battery connections to the ECU are made at the
P1/J1 customer harness connector. The minimum battery voltage for the ECU to actuate the fuel injectors,
regardless of system voltage (12 VDC or 24 VDC) is 9 VDC. The batteries, charging system, starter, and associated
wiring must be sized and designed correctly to allow the starter to crank the engine to an appropriate minimum
engine speed to start the engine. The engine installation should meet the minimum cranking speeds at the
COLDEST ANTICIPATED TEMPERATURES. Refer to TMI System Data (C9.3 ACERT – C18 ACERT) for minimum
cranking speed requirements.
4.1.2 Engine ECU Battery (+) Connection

The A5E2 Aftertreatment System ECU requires two unswitched battery (+) inputs. The A4E4 engine ECU requires
five unswitched battery (+) inputs. These unswitched battery (+) inputs may be powered through a battery
isolation switch. Battery isolation switches should be carefully selected. These switches can add significant
resistance within the ECU power circuit. The A4E4 and A5E2 both require one switched power input. An ignition
keyswitch typically powers this switched power input. When battery (+) is not applied to the switched input,
the ECU is in sleep mode. When the ECU is in sleep mode it draws a very small residual current through the
unswitched battery inputs. When the switched power is connected to battery (+), the ECU will become active,
allowing the engine to start and run. The switched power for both ECUs is connected on pin P1/J1-70 and
carries approximately 2 mA on a 12 VDC system and 4 mA on a 24 VDC system. The OEM/customer connects the
switched power to the main engine harness EN-C120 pin 70. Keyswitch should be used as the primary switch to
power down the engine. The battery isolation switches should not be used to power down the engine.

Note: I t is important to note that the “optional” Delayed Engine Shutdown (DES) feature will allow the engine to
continue running for a minimum of 4 minutes up to a maximum of 10 minutes. Refer to Section 18.2.1 System
Configuration Parameters for the DES program options. This DES feature has an “Override” option that
uses a four (4) position keyswitch. The fourth position “DES Override” allows the operator to override the
DES feature. Refer to Section 9 “Starting and Stopping the Engine” for operation, configuration and wiring
details.
Note: T here are some Tier 4 Final applications that require power connections through customer interface
connections (Example: EN-C120 above) specific to price list options.
Note: T here are certain Tier 2 and Tier 3 engine installations that were allowed to power off “switched” and
“unswitched” power simultaneously. Tier 4 engines MUST use the keyswitch input only to power off
the engine
EN-C120 Unswitched Power Connections
A5E2 (Aftertreatment System ECU) A4E4 (Engine ECU)
48 48
52 52
53
55
57
4.1.3 Correct Power Supply Wiring

The unswitched battery (+) input connections should run directly from the main engine harness EN-C120
connector to the positive side of the battery (see note above). These pins carry nearly all power to the ECU.
Switched power must be turned off before connecting or disconnecting the EN-C120 connector. This helps
prevent damage to the EN-C120 pins. Power to all designated unswitched battery (+) ECU inputs must be provided
to prolong the service life of the ECU.
ECU Power Supply Wiring Requirements
ENGINE ECU
Note: Diagram shown is an example only of the ECU
supply and ground connection. All fuses must be
chosen in conjunction with the data shown in Table 4.1.
Fuses must be rated to protect the ECU supply cables
and not the engine ECU.
4.1.4 Voltage and Current Requirements

The ECU 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.
Operating parameters based on engine operation at rated speed and load with 65% input/output load.
Tier 4 Final Electrical Loads Table

A4E4V3.1 A5E2V1 (Total) Aftertreatment
Voltage Supply System
12V 24V 12V 24V 12V 24V
Max Peak Current (Inrush) 96A 50A 96A 156A
Operating Current – Maximum 15.6A 16.3A 8A 24A 20.6A
AVE Current 11 2A 17.6A 14.4A
Suggest Fuse Rating * 40A 40A 40A
Key Off (Sleep Current) 20mA 5mA 0
Key On Current (Engine Off) 3A 2.6A 11.6A 8.5A
Min Operating Voltage 9V 18V 9V 18V 9V 18V
Max Operating Voltage 16V 32V 16V 32V 16V 32V
Maximum total ECU power circuit wire resistance 50m Ohm 100m Ohm 50m Ohm 100m Ohm _ _
Target circuit resistance 40m Ohm 80m Ohm 40m Ohm 80m Ohm 40m Ohm 80m Ohm
Table 4.1 – LPS Engine ECU Voltage Supply System Requirements
* Refer to 4.1.5 below for circuit protection recommendations.
4.1.5 Circuit Protection

Powering the ECU through dedicated circuits with circuit protection reduces the possibility of degradation of
electronic control system performance. This also minimizes the chance of an engine shutdown due to a short in
the electrical system. Additional loads should not be connected between the ECU and the circuit protection for
the ECU. Circuit protection wiring is illustrated in Section (4.1.3.) Caterpillar prefers the circuit protection to be
located in the operator cab (if applicable). If not in the cab, for ease of service, the circuit protection should be
located in an easily accessible and documented location.
Note: C
aterpillar requires the use of circuit breakers or fuses for circuit protection. Circuit protection should
be located with other circuit protection in a centrally located, dedicated panel. If circuit breakers that
automatically reset are used, consideration of the environment of the location of the breaker is critical
as it can affect the breaker trip point. The trip point of some circuit breakers can be significantly reduced
below the rated trip point if the circuit breaker is exposed to high temperatures. This can cause intermittent
shutdowns that result in the needless replacement of electronic components.
4.1.6 ECU Power Supply Circuit Resistance

Often during engine cranking the battery voltage will drop to values much lower than the normal system operating
voltage. Under these special conditions the ECU will operate with a minimum battery voltage of 7.3V. In this mode
the ECU has reduced functionality to enable the use of a low supply voltage. To prevent excessive voltage drop
ECU power supply circuit resistance must be closely controlled. Once the engine enters “run” mode, the minimum
ECU voltage required to enable full ECU functionality increases to 9V.

The maximum permissible circuit resistance including positive and negative wires is designated in Section (4.1.4.).
Caterpillar recommends that the target values, not maximum values be used during design. It is often difficult to
predict the final circuit resistance when considering other factors such as fuse holders, connector resistance
and aging.
A5E2 ECU
Total Circuit Length
Circuit Load (ECU)
Negative Wire Resistance

Positive Wire Resistance
(Ohms)
(Ohms)
Battery
Note: Circuit protection not shown
Figure 4.1 ECU Supply Circuit
All electrical circuit 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.
4.1.7 Important Voltage Supply Circuit Considerations

Poorly designed or installed ECU supply circuitry can lead to intermittent engine problems and reduce the
engine ECU’s ability to maintain optimum performance under harsh conditions such as cold ambient temperatures
and low battery voltage.
To ensure that the integrity of the electrical supply circuit is not compromised during system design and
installation, adherence to the following is recommended:
1. Supply cable wire gauge or CSA must be capable of meeting the maximum electrical requirement demanded by
the engine ECU under all conditions.
2. When specifying ECU supply and return cables that are to be routed around hot components or form part of
an application wiring harness bundle, an accounting for the resulting reduction of the cable current carrying
capacity should be made.
3. All ECU power pins must be connected to the main battery supply to ensure a complete and robust electrical
circuit is made.
4. When splicing the ECU supply and/or return cables to main feeder and/or return cables, the main feeder and/or
return cables must be rated to carry the total circuit current and provide sufficient mechanical durability for the
number of splices made.
5. The total ECU circuit resistance must meet the stated limits (50 m Ohms for 12V and 100 m Ohms for 24V
systems) to ensure that voltage drop across these cables is minimized.
4.1.8 ECU Internal Battery

The ECU has an internal battery that powers critical circuits and battery-backed memory when all power sources
are disconnected from the ECU. The internal battery is expected to meet a 15-year battery life if the ECU is
stored, or switched off without any external battery connection, at a storage temperature at or below 30°C. The
exact storage life is dependent on temperature. The storage life may fall to as low as 10 years if the storage
temperature is elevated to 70°C. The A5E2V1 Aftertreatment System ECU does not require battery-backed memory
and thus does not have an internal battery.
4.1.9 CEM Battery (+) Connection

Refer to Section 6 – Connecting Engine to Aftertreatment System.
4.2 Engine System Grounding

4.2.1 Engine Grounding
Although the engine electronics are all directly grounded via the ECU 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. Proper grounding for vehicle and engine electrical systems is necessary for proper
performance and reliability. Improper grounding results in unreliable electrical circuit paths. Stray electrical
currents can damage mechanical components such as main bearings, crankshaft journal surfaces, and aluminum
components. They can also cause electrical noise, degrading electronic control systems, sensitive vehicle
electronic components, speedometer, and radio performance. These problems are often very difficult to diagnose
and repair.

The following diagrams indicate acceptable grounding locations for each engine model.
C9.3 ACERT Grounding Location
Ground
Location
C13 ACERT – C18 ACERT Grounding Location
4.2.2 Engine ECU Battery (-) Connections

A5E2 (Aftertreatment System) ECU requires two battery (-) connections. A4E4 ECUs require five battery (-)
connections. These inputs should be permanently connected to the application battery and all inputs must be
used to ensure the ECU is supplied with an adequate connection to ground. Failure to use all five inputs could
result in intermittent communication and/or driver operation.
The ECU negative inputs must be connected back to the main bat (-) terminal on the application batteries and not
through application chassis. The consistent quality of the ground path cannot be guaranteed when grounding the
negative return through the chassis, which may cause intermittent system failures and excessive noise levels on
the ECU supply circuit. Caterpillar will not approve installations which do not meet this requirement. Section 4.3.1
shows the correct method of supplying both power and ground connections to the ECU.
Battery Connection – Do not supply power to the ECU from the starter motor connections:
EN-C120 Ground Connections

21 (ASO)
27 (A5 ECU)
32 (A5 ECU)
61 (A4 ECU)
63 (A4 ECU)
65 (A4 ECU)
69 (A4 ECU)
4.2.3 Engine Ground Stud to Vehicle Battery Ground

To ensure proper functioning of the vehicle and engine electrical systems, there must be a direct wire path from
the engine ground stud to the battery negative post.
NOTE: If a case grounded starter is used, this ground current requirement should be considered when sizing
this wire.
A maximum of three ring terminals are to be connected to the engine ground point to ensure ground connection
integrity. More than three terminals can cause the stud/bolt to loosen too easily. Caterpillar recommends splicing
like-size wires together as a method of reducing ring terminal congestion at the ground point. A connection
routed to a main frame ground can also be made if the following guidelines are followed:
• Connections to the frame must not be made with star washers. Star washers should not be counted on to
remove paint from painted surfaces. Use flat washers for this connection, with the paint completely removed in
this area.
• Any paint must be completely removed from the frame rail at the point where the connection is made. Failure to
do so reduces the effectiveness of the connection.

• The ground path is not made through frame cross members. Bolted connections of frame cross members may
not always provide required continuity for this critical connection.
• C
onductive grease or other methods are used to reduce/eliminate the effect of corrosion on the frame rail
connection. Caterpillar does not recommend a connection from the engine ground stud to the main frame rail at a
connection point different than where the battery ground connection is made. A two-point frame rail connection
method depends on frame rail connections. Manufacturing process control of frame rail connections is difficult
to control. This multiple frame rail connection scheme is also more difficult to troubleshoot.
4.3 Example Schematics Method of Power and Ground Connection
4.3.1 Correct Method of ECU Battery Connection
Correct Power Supply Wiring

• ECU positive wires connected direct to battery, not via starter motor.
• Power supply wires go to all designated power and ground pins on the ECU connector.
• Negative is wired to the battery rather than return through chassis. The engine is grounded.
4.4 Engine ECU Power Supply Circuit Resistance Test

Cat Part Number Supplier Part Number Quantity
J1 receptacle 133-8751* 776184-1 1
2.2 ohm resistor 200W N/A N/A 1
Relay (low contact resistance) N/A N/A 1
Pushbutton N/A N/A 1
Voltmeter N/A N/A 2
*J1 receptacle is not available through Morton Parts.
NOTE: The total ECU supply circuit resistance forms part of the Application Appraisal. Circuits not meeting
requirements stated in Section 4.1.4 will not be allowed.

4.4.1 Test Procedure

Record the measured resistance value of the test resistor used. Disconnect the J1 engine ECU plug from the ECU
and connect the test apparatus detailed in the diagram on page 45 to the plug. Press the button for three seconds
and at the same time record the voltage measured from Voltmeter 1 and Voltmeter 2.
Formula:
Power Supply Circuit Resistance (m Ohms) = 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 * 0.01695)
1000 * (0.0375)
Harness Resistance = 37.5 m Ohms
4.5 Direct Battery Connection Requirements

The following components require a power supply direct from the application battery; these components are
voltage dependent:
• Cat RS fuel supply/fuel priming pump and fuel flow selection valve
• CEM interconnect harness – for hot nozzle
Other components such as the air inlet temp sensor may need power or grounding. Those components will be
supplied from the ECU.
More information regarding the installation requirements for the CEM and Cat RS fuel pump can be found in
Section 6.
4.6 Powering the Engine ECU via Auxiliary Power Supplies

If the engine is to be supplied with electrical power via any other means than a standard application battery
arrangement, care must be taken when choosing the power supply. Engine ECUs powered by devices such as
switch mode power supplies can be particularly troublesome due to the intermittent high current load demands
of the engine ECU 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.
4.7 CEM Grounding

All engines installed with a CEM module will require a dedicated ground connection for the CEM module itself.
The ground connection for this module can be made via the 40-way CEM module connector and should be made
by a wire gauge size of 14AWG (2 mm²). As with the ground connection on the engine block the surface of the
application chassis must be free from lacquer, paint, and dirt before connection is made. For more information
regarding the CEM grounding pins and the connection list for the CEM 40-way connector, please see Section 6.
Note: C
EM ground and engine ground are common and the voltage difference between the ECU ground
(“Vbat –“ at ECU) and CEM at Interface Connector Pin 25 must be within 0.1V.
4.8 Air Starter Equipped Vehicles

Refer to the guidelines for connection to the main frame ground in Engine Ground Stud to Vehicle Battery Ground
(Section 4.2.3).
4.9 Sensor Common Connections

Certain components that interface directly with the ECU are connected to the dedicated sensor returns at the
P1/J1 customer connector. Separate sensor returns are provided for analog and digital signals.
4.9.1 Digital Sensor Return

P1/J1 Pin 18 should only be connected to the ground side of the ECU digital switched input sensors.
P1/J1 Pin 5 should only be connected to the ground side of the ECU PWM input sensors.
4.9.2 Analog Sensor Return

P1/J1 Pin 3 should only be connected to the ground side of the ECU analog input sensors.
4.10 Suppression of Voltage Transients

Note: T he installation of transient suppression at the source of the transient is required. Caterpillar 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 the
degradation of the performance of the electronic control system.

Figure 4.2 – Voltage Suppression Diagram
The customer should specify relays and solenoids with built-in voltage transient suppression. Refer to Figure 4.2
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 resistance of the suppression resistor. However, resistor suppression
causes the current in the loop to diminish much faster than would a diode.
Diode selection should be based on the maximum voltage and current seen by the coil. For example, if the
maximum voltage applied to the coil is 32V and the coil has a resistance of 50 ohms, then the current passing
through the coil is 640 mA (I=V/R). The diode would then need to be able to withstand a reverse voltage of 32
VDC (preferably 600V transient) and a forward current of 640 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. The
189-3158 suppressor would function well in this application since it can withstand a reverse voltage of 600V and a
forward current of 2 A.
Suppression resistors are low-cost alternatives 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 -39.6 V (V=IR= -.48 A X
82 ohms, the voltage is shown as negative since the polarity reverses when 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 is applied across a 330 ohm
resistor, the power dissipated by the resistor would be 1.75 W (P=V2/R). Therefore, the 330 ohm resistor should
be selected that could dissipate at least 2 W. The heat generated by the resistor should be considered when
selecting a resistor.
Note: I f 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 that have characteristics that make them better suited for some applications. But, for the 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.
4.11 Battery Disconnect Switch
The application OEM should incorporate a battery disconnect switch on the negative battery side of the battery
circuit. The purpose of this switch is to disconnect the battery during long-term storage and to prevent electrical
shock during application service. This switch should not be used as an emergency shutdown switch or as an
E-stop.
Note: The battery disconnect switch is not an emergency shutdown switch.

Connectors and Wiring Harness Requirements
5.0 Connectors and Wiring Harness Requirements

Industrial engines have several attachment options in the price list that provide different options for the customer
to interface to the engine ECU. The options are summarized as follows:
• Main engine jumper harness (EN standard required option)
• Caterpillar provided aftertreatment jumper harness
• Customer harness
• Factory-installed control panels
• 70 to 70 pin harness
The main engine jumper harness is included in the base engine pricing arrangement. Customer harness and
factory-installed panels are price listed options. The required main engine jumper harness option provides
complete access to Tier 4 Final engine connections and has the customer providing all wiring to the application.
The Caterpillar provided jumper harness, factory installed panels and 70 to 70 pin harness provide the 70-pin
connection to the ECU, a service tool connector on engine, and a customer interface connection. The customer
interface connection can vary depending on which attachment option is selected. Typically the customer
connector interface is as follows:
• 70-pin required engine and aftertreatment connector
• 4-pin PETU required power connector
• Either 12 pin or 6 pin fuel filter option connector
• 8-pin fan strategy option connector
This section covers component and wiring harness design requirements for the customer to design the required
harnessing to interface to the engine and aftertreatment. The requirements spelled out in this section are the
same used by Caterpillar in the construction of engine wiring harnesses. Adherence to these requirements by
the customer will provide the same level of reliability, durability, and performance that are characteristics of
Cat engine harnesses. For example, when properly constructed, the customer harness should protect against
moisture entry into the connectors when the connectors are temporarily immersed in water. The pinout
information for the ECU and customer harness connectors is not included in this section. The pinout information
can be found within the section that defines a components installation and also in pinout summary tables in
Appendix A.
5.1 Wiring Harness Components
5.1.1 Deutsch DT Connector

The DT connector is the low-cost preferred choice for inline applications. The connector is available in 2, 3, 4, 6, 8,
and 12 terminal configurations. It is also intended for SAE J1939 application use. The wire size range the connector
will accept is 0.8 mm2 (18 AWG), 1.0 mm2 (16 AWG), and 2.0 mm2 (14 AWG). The plug assembly with interface seal
accepts socket terminals and the receptacle assembly accepts pin terminals. Sealing plugs are to be used in
unused wire cavities. The DT connector has a wedge that locks the pins and the sockets in place. The wedge can
be removed and replaced without cutting the wires. The wedge removal tool (p/n 147-6456) can be used to aid
in the removal of the wedges. When the receptacle is inserted into the plug, a click should be heard as the two
halves lock together. The connector should not be able to be pulled apart.
The following tables contain the Cat part numbers for DT inline connector plug and receptacle kits for all available
number of pin positions. The kit is comprised of the plug or receptacle and the respective locking wedge.
The connector has also been configured for bulkhead mountings and integral component applications (e.g., lamp
housing, engine sensor, etc.). Terminal configurations and mounting configurations vary for these applications.
Contact the local Deutsch sales contact for more information on these connectors.
5.1.2 Deutsch HD-10 Connectors

This circular connector is used for inline and bulkhead applications. It is more expensive than other connector
choices but easier to adapt to wire harness conduit applications (i.e. CSA, Marine, etc.). The connector is
available in 3, 6, and 9 terminal configurations. The wire size range the connector will accept is 0.8 mm2
(18 AWG), 1.0 mm2 (16 AWG), and 2.0 mm2 (14 AWG), and 3.0 mm2 (12 AWG). The plug assembly with interface
seal accepts socket terminals and the receptacle assembly accepts pin terminals. Sealing plugs are to be used in
unused wire cavities.
J1939 DT Connectors (All 3 Terminals)

Component Cat Part Number
Plug Kit 174-0503
Receptacle Kit 176-9299
Plug Resistor 174-3016
Receptacle Resistor 134-2540
Receptacle Tee 133-0970
Standard DT Connectors
Terminal Cat Part Number
Numbers Plug Kit Receptacle Kit
2 155-2270 102-8802
3 155-2260 102-8803
4 155-2271 197-7565
6 155-2274 102-8805
8 155-2265 102-8806
12 155-2255 102-8801
Ensure that the wires in the plug align with the corresponding wires in the receptacle. Ensure that the index
markings on the plug and the receptacle are aligned. Rotate the plug until the plug slips into the receptacle.
Rotate the coupling by approximately 90 degrees until a click is heard. Ensure that the plug and the receptacle
cannot be pulled apart.

The following table contains the Cat part numbers for HD-10 inline connector plug and receptacle for all available
number of pin positions. The most common use for the HD-10 connector is the 9-position connectors used for Cat
service tool interface.
HD-10 Connectors
Terminal Numbers Plug Kit Receptacle Kit
3 8T-8731 8T-8732
6 8C-3654 7T-3272
9 8T-8735 8T-8736
Interface sealing caps and wire strain reliefs are available for the connectors. Contact the local Deutsch sales
contact for more information on these components.
5.1.3 Deutsch DRC/AEC Connector

The connector is available in 24-, 40-, and 70-terminal configurations. It can be used for inline or bulkhead
mountings. The connector is frequently used in electronic box applications. The wire size range the connector
accepts socket terminals and the receptacle (header) assembly accepts pin terminals. Sealing plugs are to be
used in unused wire cavities.
The connector is available in 24-, 40-, and 70-terminal configurations. It can be used for inline or bulkhead
mountings. The connector is frequently used in electronic box applications. The wire size range the connector
accepts socket terminals and the receptacle (header) assembly accepts pin terminals. Sealing plugs are to be
used in unused wire cavities.
The optional Cat customer harness uses the DRC 70-terminal configuration. Customer interface with this harness
is the 70-position plug connector (Cat part number 160-7689). This connector is labeled as P61 on engine wiring
schematics. The DRC connectors are keyed to align correctly when the two parts are mated together. An allen
head screw holds the two connectors in place. Ensure that the allen head screw is tightened to a torque of
2.25 + 0.25 N•m (20 + 2 lb-in.).
5.1.4 ECU 70-pin Connector

5.1.4.1 ECU 70-pin Mating Connector (J1)
The Tier 4 Final A4 ECU J1 is no longer available for the OEM/customer to access. The A4 ECU is connected to
the customer through the main engine harness EN integral rectangular 70-terminal AMP connector customer
interface (AMP part number 776241-1, Cat part number 160-7689). The connector screw torque should be 6 N•m ±1
N•m (4.4 lb-ft ± 0.7 lb-ft, 53 lb-in. ± 8.9 lb-in.). Refer to Figure 1 for connector picture. The A5 ECU is accessible only
when the customer provides the aftertreatment-to-engine interface harness. They will be required to connect to
the ECU via J1 & J2. This option is only available through engineering contact and authorization.
5.1.4.2 A5
An AMP 776498-1 (Cat part number 237-0336) connector endbell is available to provide additional protection and
controlled wire routing for the harness at the ECU.
Note: U
nless special arrangements are made with Caterpillar, the AMP 70-pin connector and connector endbell
are available only through the Cat parts system.
Figure 5.1 – Aftertreatment A5 ECU Customer-connectors (J1 & J2)
5.1.4.3 ECU Harness Tie-down Point

The A5 ECU has a harness mounting bracket (Cat part number 233-0891) mounted to the ECU. The wiring harness
exiting the ECU connector (J1) must be secured to the ECU housing mounting bracket using a tie wrap clamp (Cat
part number 9X-6772). The wiring harness design is to adhere to design guidelines such that the ECU harness at
the J1 connector meets the requirements defined in Wiring Harness Design (Section 5.2).
The wire harness for ECU connector J1 must be secured to the engine within 600 mm from the ECU harness
bracket, preferably 300 ± 50 mm. The referenced length is measured along the centerline of the harness bundle.

The wire harness is not to be pulled tight between the ECU harness bracket and first engine tie-down point such
that the mounting interferes with the ECU shock mounting.
Harness
Tie-down Point
5.1.4.4 ECU 70-pin Connector Sealing (Weatherproofing)

ECU connector interface seal is serviceable using Cat part number 159-9322.
Connector Interface Seal
5.1.5 Connector Terminal Contacts

There are two types of terminal contacts available for production use: machined, and stamped and formed.
Machined terminal contact, also referred to as a solid contact, is used for low volume harness production and
for field repair. Stamped and formed contact is used for high volume harness production and is the lowest cost
terminal contact option.
Terminal contacts are available with nickel or gold plating. Gold plating should be used for applications of 5V or
less and/or less than 100 milliamps. Typically these low level circuits require low resistance at the pin/socket
connection and gold plating is the best low-cost choice. Nickel-plated contacts can be used in power-type
circuits or circuits where low resistance at the pin/socket connection is not a concern. Gold-plated contacts can
be used in all circuit applications regardless of the voltage and current requirements. Gold plating provides some
marginal improvement in vibration versus nickel plating. Caterpillar requires that only gold-plated sockets be used
in the ECU connector (J1).
Note: D
eutsch nickel-plated stamped and formed terminals are not recommended for use because of excessive
voltage drop experience in laboratory tests.
Hand Crimping for Prototype applications and Low Volume Production

A hand crimping tool and appropriate die are required for crimping contact sockets. The hand crimping tool
and the socket removal tool part numbers are shown in table below. These components can be ordered via the
Cat parts system.

126-1768
Contact socket
9X-3402
Crimp tool number 1U5804
Removal tool 151-6320
Hand Crimping Tool Part Numbers
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.
Machine Crimping For High Volume Production

For high volume and automated crimping solutions please contact the supplier directly for tooling details.

5.1.6 Wire Type and Gauge Size

5.1.6.1 Wire Selection
Wire must be of a type suitable for the application. Wire must 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. Typical factors to be considered in the selection are
voltage, current, ambient temperature, mechanical strength, connector sealing range, abrasion, flexure, and
extreme environments such as areas or locations susceptible to significant fluid concentrations.
5.1.6.2 Wire Size

The minimum conductor size used on Cat products is 0.8 mm2 (18 AWG). Smaller conductors are susceptible to
breakage and fatigue failures. SAE J1614, wiring distribution systems for construction, agricultural, and off-road
work machines require wire sizes no smaller than 0.8 mm2 (18 AWG).
ECU wire size requirements per connection are:
143-5018 Cable (Twisted Pair)

(1)
153-2707 Cable (Shielded Twisted Pair)
(2)
5.1.6.3 Wire Insulation
Note: T hermoplastic Polyvinyl Chloride (PVC) insulation shall not be used in wire harness designs because of its
low operating temperature range (-40 to 85°C), and melt and flammability characteristics.
Cross Linked Polyethylene (XLPE) is the primary wire insulation type used in chassis, cab, and engine
compartment locations. It has a temperature rating of -50 to 120°C. The voltage rating for Cat 1E0815 wire and
SAE J1128, Type SXL is 50 volts. The circuit voltage must be considered when making wire selections. This wire
insulation is also available with 50, 150, 300, or 600V ratings.
Outside diameter insulation range is 2.26 to 3.33 mm (0.089 to 0.131 in). The table below provides insulation
diameter range for each gauge and wire type.
5.1.6.4 Battery Cable Insulation

The preferred minimum cable size for the starting system is 2/0 AWG wire size with a wire specification that
meets SAE J1127 for low voltage battery cable, type SGX. The start motor to frame ground cable shall be no
smaller than the battery cables but may need to be larger for dual starting motor systems. This is to ensure that
starting currents will be adequately handled in jump-start conditions.
5.1.7 Connector Seal Plug

All unused cavities for sockets and pins must be filled with seal plugs in order to ensure that the connector is
sealed. Two options are available for plugging unused connector cavities. Either the Deutsch 114017 (Cat part
number 8T-8737) or PEI Genesis 225-0093-000 (Cat part number 9G-3695) sealing plugs can be used.
Figure 5.2 – Plug Insertion in Unused Connector Cavity
The seal plugs are installed from the wire insertion side of the plug or receptacle. Correct installation of either of
these cavity plugs is critical to maintain connector sealing integrity. Figure 5.2 illustrates the correct insertion of
the plug. The seal plug cap is designed to rest against the seal, not be inserted in the hole in the seal.

5.1.8 OEM Harness Dress Cover with Integrated Strain Relief

To ensure that the application wiring harness is correctly supported and protected at the ECU connector, the
dress cover with integrated strain relief shown in figure below must be used. This dress cover is a mandatory
installed item. The part number for the component is 343-1867 and has a tightening torque to the ECU of
6.5 N•m +/- 0.5 N•m. At this release, this component is in process of being released but not yet available. The
interim solution for this component is 237-0336.
ECU J1 Customer Harness Dress Cover and Strain Relief
5.2 Wiring Harness Design

5.2.1 Harness Routing
Wiring must be routed to ensure reliability and to offer protection from the following:
1. Chafing/rubbing/vibrating against other parts.
2. Use as handholds or as support for personal equipment.
3. Damage by personnel moving within the vehicle.
4. Damage by impact, or thrown or falling debris.
5. Damage by battery acid fumes, engine and hydraulic oil, fuel, and coolant.
6. Abrasion or damage when exposed to rocks, ice, mud, etc.
7. Vandalism damage (to the maximum extent practicable).
8. Damage by moving parts.
9. Harsh environment such as nitrite mines, high temperatures, or areas susceptible to significant fluid or fume
concentration.
Wire harnesses must not be located in close proximity to oil and fuel fluid fill areas or below fuel and oil filter
locations. If these locations cannot be avoided, additional protective covers and shields must be provided to
protect the harness. Harnesses shall be located a minimum of 50 mm from high heat sources (e.g., exhaust
manifolds, turbochargers, hydraulic components, etc.) to avoid insulation and/or connector deterioration.
5.2.2 Maintenance Considerations

The maintainability of the wiring system must be an important consideration in the selection, design, and
installation of harnesses, cable assemblies, and other wiring system components. All wiring components must be
accessible, repairable, and replaceable (i.e. connector terminals).
High-pressure wash systems are now in frequent use by maintenance people. Place electrical connectors in
accessible locations while using other physical elements for protection and prevention of direct exposure to
wash systems (e.g., brackets, housings, sheet metal structure, etc.). Where direct exposure to high pressure
wash systems cannot be avoided, protective shields will need to be designed and installed.
5.2.3 Appearance
The primary purpose of the wiring system is to provide electrical and electronic component function. There is,
however, another important and intangible value to consider when designing the wiring system. The appearance
of the wire harness and its routing path should reflect an orderly, well-thought-out design plan. A poorly executed
plan can have a negative impact on customer perceptions of the entire product. Use the product’s horizontal
and vertical lines for routing paths. Design preformed bends into large harnesses to facilitate product assembly
and improve appearance. Use other product elements to shield or hide the harness from view. Benchmark new
automotive product applications for ideas.
5.2.4 Harness Bends

Routing of the harness should ensure connector seals are not stressed because the harness curvature is too
close to the connector. This applies to routing of customer lines on or near the engine harness as well as the ECU
customer interface connector (EN-C120).
The minimum bend radius for a braided wire harness as measured from the inside of the bend must be four
times the outer diameter of the harness. Tighter bends are possible if the bend is preformed during harness
manufacture. The bend radius size and location must be specified on the wire harness drawing.
Bends in jacketed cables must be based on manufacturer recommendations. A bend must not adversely affect
the operating characteristics of the cable. For flexible coaxial cables, the bend radius must not be less than six
times the outside diameter. For semi-rigid coaxial cable, the bend radius must not be less than ten times the
outside diameter of the cable.
The minimum bend radius for flexible conduit must be six times the outer diameter of the conduit. Conduit bends
must not cause internal chafing of the wiring.

5.2.5 Harness Bends Near Connectors

Avoid wire harness bends within 25 mm (1 in.) of the connector. When a harness bend is too close to the
connector, the connector seal is stretched away from the wire, providing an opening for moisture entry. The wire
should exit perpendicular to the connector before curving as necessary for routing. Refer to illustration in
Figure 5.3.
Figure 5.3 – Example of Wire Harness Routing at the ECU Connector
Wire harness bends near a connector must be no less than twice the wire harness diameter. Special
consideration must be given to connectors with large wire counts. Stresses placed upon the retention system of
the connector can cause contact retention failures and wire pull-out. In order to avoid this problem, consider the
following options:
1. Pre-form the harness to the required bend. The harness assembly drawing shall detail the harness bend
requirements (e.g., location and radius). The harness braid protection should be applied up to the tangent point
of the bend furthest from the connector. Connector orientation to the bend may be necessary and should be
specified on the harness print.
2. If harness braiding is used, increase the unbraided harness length to 150 mm. This will allow the wires to fan
out when the harness is bent, greatly reducing the forces placed on the connector contact retention system.
The connector should also be oriented properly with respect to the harness so that upon installation to the
product the harness will not need to be twisted to align the connector.
5.2.6 Drip Loop

When a harness is routed downward to a connector, terminal block, panel, or junction box, a trap or drip loop must
be provided in the harness. This feature will prevent fluids or condensate from running into the above devices.
5.2.7 Sealing Splices and Ring Terminals

Caterpillar requires all ring terminals and splices connected to the engine ECU are sealed using Raychem ES2000
adhesive lined heat shrink tubing or equivalent. Refer to Table 5.1 for heat shrink tubing sizing information.
Table 5.1 – Heat Shrink Tubing Reference Table
5.2.8 Wire Connection Guidelines

The following requirements ensure the correct installation of solid contacts into connector terminals:
• Do not solder the contact (socket or pin) to the wire.
• Never crimp more than one wire into a contact. Connector contacts are designed to accept only one wire of a
specified gauge or gauge range, do NOT insert multiple wires of a smaller gauge.
• All contacts should be crimped on the wires. Use the crimp tool (Cat part number 1U-5804) for
12 to 18 AWG wire.
• Perform the pull test on each wire. The pull test is used to verify that the wire is properly crimped in the contact
and the contact is properly inserted in the connector terminal. Each contact and connector terminal should
easily withstand 45 N (10 lb) of pull such that the wire remains in the connector body.
5.3 Customer-supplied Service Tool Connector (J66) Wiring

An optional Cat customer harness is available and is called a “Harness — ECU Interconnect” in the Industrial
Price List’s Optional Attachments. This optional customer harness provides a service tool connector designated
as J63. If this optional customer harness is not used, a customer-supplied service tool connector is required. The
Cat service tool cable (Cat part number 139-4166) has a Deutsch HD 9-position plug connector, so the customer
must supply the mating receptacle on the engine harness.
For an engine compartment-mounted diagnostic connector, Caterpillar recommends grounding the engine data
link connector directly to the engine ground stud. It must not be grounded to ECU sensor common connections.
The Cat service tool (Cat ET) communicates with industrial engines via the Cat Data Link and J1939.
It is recommended that one service tool connector is located in close proximity to the engine, and a second
service tool connector is located in the operator cab or station. Proper wiring of the customer-supplied service
tool connector is essential for reliable communications. The maximum length of the Cat Data Link cable is
30 meters (100 ft).

Figure 5.4 illustrates the pinout location on the Deutsch HD 9-position connector for ease of reference. All
customer-supplied wiring shown in Figure 5.4 is required. This includes power and ground as well as all Cat Data
Link and J1939 data link wiring. Wiring from the ECU to the service tool connector is illustrated in Figure 5.5.
The Cat Data Link wiring should be twisted two-conductor cable (18 AWG wire) with one twist per 25 mm
(approx. 1 inch).
Reference Cat service tool cable (part number 143-5018). See Section 5.4 for J1939 Data Bus wiring requirements.
Figure 5.4 – Service Tool Connector Pin Locations
Figure 5.5 – Service Tool Connector Wiring Diagram
Note: All 7 wires, J1939, Cat Data Link, power and ground as shown in this diagram are required.
Note: Provide the necessary ground for the J1939 Shield per J1939 requirements. Do not apply any other
grounding to this line.
5.4 SAE J1939/11 – Data Bus Wiring

5.4.1 J1939 Data Bus Harness Design
The data bus connector that Caterpillar uses is a modified DT connector, special wedge, cable, and extended
socket. The harness assembly requirements are unique to typical Cat wire harnesses. Caterpillar recommends
two conductor shielded cable from Raychem Corp (Raychem part number 2019D0309-0/Cat part number 153-2707)
for all J1939 data link wiring. This is twisted pair wiring. If the Caterpillar recommended cable is not used, the
cable must meet J1939 specifications for conductors (refer to Table 5.2). For additional information regarding the
electrical system design see the SAE publication J1939/11 “Physical Layer.” The minimum bend radius for the
data bus cable is 40 mm.
Table 5.2 – J1939 Conductor Specifications
In order for the data bus to function as intended the following requirements must be identified on the customer
wire harness print.
1. Remove 75 mm of the outer jacket of data link shielded cable. (Reference Cat part number 153-2707)
2. Remove the foil shield from the exposed wires to within 3 mm of the cable jacket end.
3. Crimp gold-plated socket terminals to the wires and the extended socket terminal to the drain wire.
4. Slide heat shrink tube over the cable end. (Reference Cat part number 125-7876)
5. Install the terminals into the appropriate connector cavity positions.
6. Install the wedge into the connector.
7. Apply the heat shrink tube over the back of the connector body and the jacket of the cable.
The above components and assembly procedures must be used to ensure the cable-to-connector joint will be
sealed. Failure to conform to these requirements will result in cable contamination and result in loss of shield
performance. See Figure 5.6.
Figure 5.6 – SAE J1939 Connector Assembly
Note: Refer to SAE J1939-11 “Physical Layer” document for more information.

5.4.2 Connecting Modules to the CAN Data Link

The SAE J1939 data link is used to communicate engine information to an SAE J1939 compatible display or other
desired SAE J1939 compatible modules. Refer to SENR9764 “Installation Guide for Industrial Electronic Engine
Displays” for more information on connecting J1939 displays to Cat industrial engines.
The illustration in Figure 5.7 shows two J1939 modules properly connected to the J1939 data bus. The key
components to note are as follows:
• The total length of the data link between terminal resistors must not exceed 40 m (130 ft).
• Length of each branch, or stub length, must not exceed 1 m (3.3 ft). Reference cable assembly (Cat part number
165-0200) that is .15 m long with Deutsch DT 3 pin plug on one end and J1939 signal and shield wires with
appropriate crimped socket on the other end for insertion into J1939 module connector.
• All splices and end nodes can be implemented using a connector tee. (Reference Deutsch DT receptacle
assembly — Cat part number 133-0970).
• Two terminal resistors must be installed. One resistor is required at each end of the data link in order to ensure
proper operation. These two terminal resistors are critical for the proper operation of the network. (Reference
Deutsch DT plugs with integrated termination resistor — Cat part number 174-3016).
(1) T wo terminal resistors are required.

Optional customer harness provides
the resistor at the ECU if installed.
(2) M
aximum stub length = 1 m (3.3 ft)
ECU (3) F abricate 153-2707 cable to length
Figure 5.7 – J1939 Multiple Module Installation Example
Note: I f the requirements for J1939 data link connections are met, any number of display modules or service tool
connectors may be connected to the J1939 data link.
Note: O
ne terminal resistor for the J1939 data link is included in the optional customer harness. If the optional
customer harness is not present, two terminal resistors must be installed. Any J1939 data link must have a
terminal resistor at each end of the data link.
Note: A
terminal resistor is required at the terminal ends of the data link cable. A terminal resistor is not required
at each node on the data link.
Connecting Engine to Aftertreatment System
6.0 Connecting Engine to Aftertreatment System

The Tier 4 Final aftertreatment has added several components to the engine final assembly. The engine
aftertreatment connections are no longer primarily made via the CEM 40-way to the engine 40-way connector.
The OEM/customer is now required to provide interface to the aftertreatment via the engine ECU jumper
harness consisting of 70-pin, 12-pin, 8-pin and 6-pin connections. In addition to the main engine jumper harness
connections the customer is required to provide power to the PETU 4-pin connection. The pin and socket
connection lists for all connectors are shown in the sub-section tables that follow. However, some components
require application-specific mounting locations such as Cat Regeneration System fuel delivery and priming
pump along with the fuel filters, both primary and secondary. The aftertreatment now consists of the CEM/SCR,
NOx sensors, PETU and terminating resistors. The OEM/customer is responsible for installing the PETU in all
application options. The two basic options are: “Customer-Installed” and “Caterpillar Installed.” These options
are detailed in the sub-sections that follow.
6.1 CEM Component and Interface Overview
Component Identification: (Numbers shaded above are Interface Connections)
1. Ignition Coil 6. SCR Inlet Temp Probe

2. Pressure Sensors 7. DPF Inlet Temp and SCR Inlet Temp Sensor
a. Combustion Air Absolute 8. Main Fuel Control Solenoid
b. DPF Inlet Absolute 9. Pilot Fuel Control Solenoid
c. DPF Outlet Delta 10. CEM Coolant Connection — STOR
d. Main Fuel 11. CRS Nozzle Relay
e. Pilot Fuel 12. Combustion Air Control Solenoid
3. DPF Inlet Temp Probe 13. Combustion Air Inlet — Barb
4. CEM Harness Connector 14. CEM ID Module
5. Fuel Inlet Connection – ORFS 15. Air, Coolant and Fuel Line
Figure 6.1 – CEM Components Identification

16. DEF Connection SAE J2044 Quick Connect 19. Coolant Return Line
– 5/16 Male 20. Cat Regeneration System Head
17. DEF Injector 21. Cat Regeneration System Inlet
18. Coolant Supply Line (CEM Exhaust Inlet)
Figure 6.2 – CEM Component ID
1. Clean Emissions Module made up of:

–Diesel Oxidation Catalyst (DOC)
– Diesel Particulate Filter (DPF)
– Cat Regeneration System
– Diesel Exhaust Fluid (DEF) Injection System
DEF Injector
Selective Catalytic Reduction (SCR) Catalyst
Note: The controls, actuators and sensing devices used to operate this system are supplied pre-wired to a 40-way
CEM connector for ease of connection to the engine system. Included in this group of components is the
DPF ID module. Since the DPF ID module is integrated into the CEM it is not necessary to address its wiring
requirements individually.
2. DEF System including:

– DEF supply line (with an electrical heater embedded in the line)
– PETU DEF supply system
3. Air inlet temperature sensor
4. Cat Regeneration System fuel supply system including:

– Cat Regeneration System fuel supply and fuel priming pump (single pump)
– Fuel flow selection valve
– Cat Regeneration System supply/fuel priming pump relay
5. Aftertreatment ECU A5E2V1 controlling Cat Regeneration System, DEF system and SCR system
6. Two (2) — NOx sensors and NOx sensor control box for each sensor
In addition, the customer must supply one 120-ohm termination resistor to complete the CAN “A” data link
connection to the 70 pin OEM connector per SAE J1939-15 requirements. Refer to Section 17.2.2 “Connecting
Modules to the CAN Data Link” for more details.
The connection of all components is the responsibility of the customer. Connection requirements are detailed
throughout this section.
6.2 Mandatory Customer Interface Wiring

Top Level System Connection, Harness Design and Schematic
The OEM wiring connection interface varies significantly based on the engine’s original build configuration. The
original build configuration is the same as the engine “as shipped” consist in TMI or SIS Web. The differences
predominately come as a result of fuel filter or aftertreatment mounting options. The following sections provide
specific wiring instruction for the OEM for the initial engine/aftertreatment “as built” configurations.
Engine system configurations that have engine and aftertreatment “shipped -loose” or requiring engine to
aftertreatment interface connections by the OEM/customer are called “Customer-installed” configurations. Those
engine systems that are “shipped as one unit” have different OEM interface requirements and are referred to
as “Caterpillar installed” configurations. An example of this would be IPU applications. These applications have
unique OEM interface requirements. Both of these engine systems are shown over the next several pages to
detail the OEM interface.
6.2.1 Engine System Configurations CEM/SCR System

The Tier 4 Final aftertreatment is now required to provide interface to the aftertreatment via the engine ECU
jumper harness for the OEM/customer interface connectors: 70-pin, 12-pin or 6-pin (fuel filter specific), 8-pin (fan
features), 4-pin PETU power connection, 4-pin (ASO feature) and 3-pin (coolant level feature). The pin and socket
connection lists for all connectors are shown on pages 71-90. However, some components require application-
specific mounting locations such as fuel priming pump and fuel filters, both primary and secondary. The air inlet
temperature sensor is still required to be installed by the customer.

6.2.2 Caterpillar Provided Jumper Harness Details

There are two iterations of the Caterpillar provided jumper harness. The first offers the customer with jumper
harnesses that connect the aftertreatment components similar to the “Not-Installed” installation for T4 Interim
and the customer installs the aftertreatment components. The second offers the customer the option that has the
aftertreatment components installed similar to the “Installed” installation for T4 Interim. Each of these options will
have the required electrical interface that includes but is not limited to battery +/-, fuse protection, fuel filter pump
relay, manual priming switch, J1939 terminating resistor, J1939 data link, air shutoff, fan interface feature, coolant
level sensor, operator interface panel, etc.
The following picture shows the “Customer-installed” T4 Final Aftertreatment Option with the Aftertreatment ECU
A5E2V1 mounted on top of the engine A4E4 ECU.
Customer-installed Tier 4 Final Aftertreatment Price List Option
Note: Actual placement of components may vary based on engine size and options selected.
*This 24 is not used by the installer. An engine interconnection harness will be plugged in to PJ-C5 when engines
are shipped.
6.2.2.1 Electrical Connection Overview
ECU
**
***
***
Figure 6.3 – Tier 4 Final Electrical Connection Overview of Customer-installed Aftertreatment

with Caterpillar Provided Jumper Harnesses
***Note A: E N-C800 is used for installing a coolant level sensor. It will only be used if the installation uses that
optional feature.
***Note B: C onnector EN-C121 is for air shutoffs. It will only be used in if the installation uses that optional feature.
***Note C: E N-C677 and EN-C697 are both associated with remote primary and secondary fuel filter options. A
maximum of one of the two connectors will be used in a given installation. In some cases, depending on
the optional attachments chosen, neither may be necessary. Refer to Section 6.3.2 On-engine Fuel Filter
Options for details.

ECU
**
***
***
ECU
Figure 6.4 – Tier 4 Final Electrical Connection Overview of ”Caterpillar installed” Aftertreatment (IPU)
and PETU Jumper Harnesses Provided
***Note A: E N-C800 is used for installing a coolant level sensor. It will only be used if the installation uses that
optional feature.
***Note B: C onnector EN-C121 is for air shutoffs. It will only be used in if the installation uses that optional feature.
***Note C: E N-C677 and EN-C697 are both associated with remote primary and secondary fuel filter options. A
maximum of one of the two connectors will be used in a given installation. In some cases, depending on
the optional attachments chosen, neither may be necessary. Refer to Section 6.3.2 On-engine Fuel Filter
Options for details.
6.2.2.2 C
ustomer-installed Aftertreatment with Caterpillar Provided Jumper Harness
Connector Breakdown
Refer to Figure 6.3 and LEBH0017 for reference.
A4E4 Harness
OEM/Customer Harness Connection 70 Pin — EN-C120
Pin OEM/Customer Interface Circuit ID AWG (Insul Type GXL)
1 Throttle Position Sensor X912-GN 18
2 Analog Sensor Power 997-OR 16
3 Analog Sensor Return 993-BR 18
4 Digital Sensor Power (8V) A700-OR 18
5 Digital Sensor Return 998-BR 18
6 Battery + (A5E2V1 ECU) 150-RD 14
7 CRS Disable Switch C989-PU 18
8 Cat Data Link + 8893-GN 18
9 Cat Data Link - 892-BR 18
10 Starter Relay + X752-GY 18
11 Ether Solenoid H416-GN 18
12 DEF Level Lamp F762-GY 18
13 DPF Regeneration Disabled Lamp L471-BU 18
14 Battery + (Air Shutoff Breaker) 120-YL 16
15 Auxiliary Pressure Sensor G469-BU 18
16 Auxiliary Temperature Sensor #1 G468-GN 16
17 Air Inlet Temperature C829-GN 18
18 Digital Sensor Return P967-PU 18
19 Battery + (A5E2V1 ECU) 150-RD 14
20 Emissions System Fail Lamp M901-YL 18
21 Battery - (Air Shutoff Solenoid Return) A250-BK 16
22 AC Pressure Switch 589-GN 18
23 CRS Force Regeneration Switch P878-GN 14
24 TDC Service Probe (+) R723-PK 14
25 Purge Lamp (+) 126-PK 18
26 -------------------------------------------------------------------------- -------- --
27 Battery - (A5E2V1 ECU) A244-BK 14
28 Shutdown (Red) Lamp F404-RD 18
29 Warning (Amber) Lamp F420-GN 18
30 DPF Lamp (Soot Loading) P888-PK 18
31 HEST Lamp P889-BU 18
32 Battery - (A5E2V1 ECU) A244-BK 14
33 Battery + (CEM ARD Nozzle Heater Relay) 149-PU 14
34 CAN A - F712-GY 18
35 PTO Speed 1 & 2 Selection 456-BR 18

OEM/Customer Harness Connection 70 Pin — EN-C120 (continued)

Pin OEM/Customer Interface Circuit ID AWG (Insul Type GXL)
36 Chassis Ground 229-BK 14
37 ARD Fuel Pump Relay Y737-YL 18
38 ARD Fuel Pump Relay Return Y738-GY 18
39 ARD Fuel Pump Motor T788-GN 14
40 HD Cat Brake Med/High Switch Select E717-GN 18
41 PTO INTPR Switch/Multi-position Throttle Switch #1 M904-OR 18
42 Chassis Ground (CEM & FF Opt) 229-BK 14
43 Battery + (Soot Sensor Monitor) 149-PU 14
44 Remote Shutdown Switch F716-WH 18
45 Cat Brake Low High Select Switch E716GY 18
Low Speed Regen (LSR) “OK to take control of Engine Speed”
46 919-GN 18
Regen Switch
47 High Speed Regen (HSR) Limit Switch 181-GY 18
48 Battery + (A4E4 ECU) Fused/CB Unswitched 150-RD 14
49 Coolant Level Sensor C984-YL 18
50 CAN A + F711-GN 18
51 ------------------------------------------------------------------------- -------- --
54 Overspeed Verify Switch K790-BU 18
56 PTO Enable Switch/Throttle Switch #2 381-PU 18
58 PTO Ramp Up/Resume Switch/Throttle Switch #3 P880-GY 18
59 Governor Mode Switch/Intermediate Speed Switch A741-BU 18
60 PTO Ramp Down/Set Switch/Throttle Switch #4 G967-WH 18
61 Battery - A244-BK 14
62 Throttle Arbitration Switch T914-OR 18
64 Inlet Air Restriction Switch Based P875-BU 18
66 Throttle Position Sensor F702-GN 18
68 (Engage) ASO Relay Feedback 326-Pk 18
70 Keyswitch Input (Switched) 308-YL 18
All empty pos. must have seal plug 8T8737 installed
Cat Part Number = 214-4208 (160-7689 mating connector)
A4E4 Harness Connection EN-C604

Pos Circuit Wire ID AWG (Insul Type GXL)
1 Fan Reverse Switch F426-BU 18
2 Fan Reversing Solenoid H704-PK 18
3 Flexxaire Pitch A742-PK 18
4 Fan Speed + J888-YL 18
5 Fan Speed - J889-BR 18
6 Fan Solenoid + A753-PU 18
7 Fan Solenoid - P883-BR 18
8 Aux Temp Sensor #2 C579-YL 18
Cat Part Number = 231-2300 (mating connector 231-2295)
A4E4 Harness Connection 12 Pin – EN-C603

1 J1939 Engine CAN B + Y797-YL 18
2 J1939 Engine CAN B - Y798-GN 18
3 18
4 18
5 18
6 ARD Fuel Pump Relay Y737-YL 18
7 ARD Fuel Flow Diverter Actuator A893-OR 18
8 18
9 Soot Sensor Ground 229-BK 14
10 18
11 CEM Ground 229-BK 14
12 ARD Fuel Pump Relay Return Y738-GY 18
Cat Part Number = 260-6728


3 CAN A - F712-GY 18
4 CAN A + F711-GN 18
5 Bat + 150-RD 14
6 Bat + 150-RD 14
7 Bat - A244-BK 14
8 Bat - A244-BK 14
9 Soot Sensor Bat + 149-PU 14
10 ARD Fuel Nozzle Heater Relay Bat + 149-PU 14
11 Keyswitch Input 308-YL 18
12 -------------------------------------- ----- --

1 Engine Left +5V Supply G828-Wh 18
2 Engine Right/Left Return Y749-Gn 18
3
4 Fuel Pressure Sensor (After Filter) P792-Bu 18
5 Fuel Temperature Sensor F421-Yl 18
6 Digital Sensor Return 998-Br 18
8 ARD Fuel Pump Supply T788-Gn 18
9 Battery Neg 229-BK 14
10 Elect Fuel Pump Manual Priming Switch P899-Yl 18
11
12 ARD Fuel Flow Diverter Actuator Return Y738-GY 18
Cat Part Number = 281-3395 (Mating Connector – 230-4010)

1 ARD Fuel Pump Supply T788-Gn 14
2 Digital Sensor Return 998-Br 18
3 Battery Neg 229-BK 14
4 Elect Fuel Pump Manual Priming Switch P899-Yl 18
6 ARD Fuel Flow Diverter Actuator Return Y738-GY 18
Cat Part Number = 281-3133 (Mating Connector – 281-3137)

Pos Circuit Wire ID AWG (Insul Type GXL) Terminals
1 Digital Sensor Power (8V) A700-OR 18 Socket
2 Digital Senor Return 998-BR 18 Socket
3 Coolant Level Sensor (A4 J1-49) C984-YL 18 Socket
Cat Part Number 240-7878, (281-3121 Mating Connector)

Pos Circuit Wire ID AWG (Insul Type GXL) Terminals
1 Batt (Pos from EN-C120-14) 120-YL 16 Socket
2 Batt (Neg from EN-C120-21) A250-BK 16 Socket
3 Air Shutoff Sol Relay (A4 J1- 21) H401-OR 18 Socket
4 Batt (Neg A4 J1-67) N757-BK 14 Socket
Cat Part Number 261-0524 (261-0525 Mating Connector)
CAN C Terminating Resistor – EN-C16

Pos Circuit AWG (Insul Type GXL) Terminals
1 Can C + 18 Socket
2 Can C - 18 Socket
3 ------------------------------
Cat Part Number 155-2267 (134-2540 Resistor Connector)

A4E4 to A5E2 Harness

ECU Interconnect Harness 24 Pin – PA-C2
Refer to A5E2V1 Harness Connector PJ-C5

Refer to A4E4 Harness Connector EN-603

Refer to A4E4 Harness Connector EN-601
A5E2V1 Harness Connections

A5E2V1 ECU Harness Connection – PJ-C1
P1 Circuit Circuit ID AWG (Insul Type GXL)
1 Diesel Particulate Filter #1 Intake Temperature J894-WH 18
5 Aftertreatment #2 Identification Number Module Signal – Return 18
7 Aftertreatment #1 Fuel Injector #1 Heater Relay Feedback U799-WH 18
10 DCU Keyswitch Input T801 -GY 18
12 Aftertreatment Fuel Pump Relay Y737-YL 18
14 SCR Inlet Temperature 18
15 Reserved – SCR Outlet Temperature
25 Diesel Particulate Filter #1 Intake Pressure J896-OR 18
29 DCU Keyswitch input T801 -GY 18
34 PETU CAN A - F712-GY 18
37 Aftertreatment Bosch/Sensor Network (CAN C +) K900-YL 18
38 Aftertreatment Bosch/Sensor Network (CAN C -) K990-GN 18
43 ARD Fuel Pressure #2 Control Actuator (Main) 18
47 Aftertreatment #1 Exhaust Gas Temperature #1 (Flame Detect) Y743-OR 18
48 ECU Power Supply 150-RD 14
50 PETU CAN A + F711-GN 18
51 ARD Fuel Pressure #2 Control Actuator Return (Main) Y736-OR 18
52 ECU Power Supply 150-RD 14
59 ARD Fuel Pump Relay Return, ARD Fuel Flow Diverter Valve Y738-OR/ 18
(Keyswitch Return Applied at A5E2 via This Circuit) BK
61 ECU Power Return A244 14
63 ECU Power Return A244 14
66 Aftertreatment #2 Identification Number Module Signal Needed 18
70 Ignition Keyswitch 308-YL 18
All empty pos. must have seal plug 8T8737 installed.

J2 Chassis A5E2V1 ECU Connections

A5E2V1 ECU Harness Connection – PJ-C2
Pin Circuit Circuit ID AWG (Insul Type GXL)
1 CEM IC: ARD Air Pressure Control Valve - C801-OR 18
2 CEM IC: ARD Air Pressure Control Valve + C800-GY 18
16 CEM IC: ARD Air Pressure Control Valve Position Sensor N734-YL 18
18 Aftertreatment #1 Identification Number Module Signal 18
21 Engine ECU Network (CAN B -) Y798-GN 18
25 Aftertreatment 1 Secondary Air Pressure (Absolute) Y923-PU 18
26 ARD Fuel Pressure #1 (Pilot) F725-WH 18
27 Diesel Particulate Filter #1 Differential Pressure Y777-OR 18
29 Engine ECU Network (CAN B +) Y797-YL
30 DO NOT USE 18
31 DO NOT USE 18
34 ARD Fuel Pressure #2 (Main) 18
36 Aftertreatment # 1 Identification Number Module Return 18
DCU Power Relay Return, Aftertreatment #1 Fuel Injector
41 N828-YL 18
#1 Heater Return
42 DCU Power Relay E740-GR 18
43 Aftertreatment #1 Fuel Injector #1 Heater U798-PK 18
CEM IC: Sensor +5V Supply (ARD / DPF Sensors,
45 U781-YL 18
Aftertreatment ID)
46 ARD Air Valve Position Sensor +5V Supply R997-OR 14
55 Sensor Return CEM U782-PK 18
56 ARD Air Valve Position Sensor +5V Supply Return 18
59 CRS Ignition Coil - Y751-OR 14
60 CRS Ignition Coil + L944-GY 18
67 ARD Fuel Pressure #1 Control Actuator Y733-PU 14
68 ARD Fuel Pressure #1 Control Actuator Return 14
A5E2V1 Harness ECU Side 40 Pin – PJ-C3

1 CEM 5V+ U781-YL 16
2 Cem 5V Return U782-PK 16
ARD Fuel Pressure #2 (Main) (C13 ACERT/C15 ACERT/C18 ACERT &
3 Y747-BR 18
C9 ACERT High Speed)
7 DPF#1 Diff Press Sensor Y777-OR 18
9 ARD Air Flow Control Actuator (Position Sensor Signal) N734-YL 18
10 Aftertreatment #1 Fuel Injector #1 Heater Relay U798-PK 16
11 ARD Air Flow Control Actuator H-Brig (+) C800-GY 18
12 ARD Air Flow Control Actuator H-Brig (-) C801-OR 18
13 ARD Ignition Transformer Primary L944-GR 16
14 ARD Ignition Transformer Primary Return Y751-OR 16
15 ARD Fuel Pressure #2 Control C778-BR 18
16 ARD Fuel Pressure #2 Control Return Y736-OR 18
17 Heated Nozzle Feedback U799-WH
18 Keyswitched Battery + For Heated Nozzle 149-PU 14
19 ARD Fuel Nozzle Heater Relay Return N828-YL 14
21 ARD Fuel Pressure #1 Control Y733-PU 18
22 ARD Fuel Pressure #1 Control Return Y734-BU 18
23 Cat Can C+ K900-WH 18
24 Cat Can C - K990-WH 18
25 CEM to Machine Chassis Ground 229-BK 14
26 ARD Air Flow Control Actuator (Sensor Return) R993-BR
27 Aftertreatment #1 Identification Number Module Signal K895-BU 18
28 Aftertreatment #1 Identification Number Module Return A235-BK 18
29 SCR Inlet Temperature J890-BU 18
30 ----------------------------------------------
31 DEF Injector Signal K840-GY 18
32 DEF Injector Return N895-PK 18
33 ARD Air Flow Control Actuator (Position Sensor +5V) R997-OR 18
34 PETU Power In + 128-WH 18
35 PETU Power In - C250-WH 18
36 Soot Sensor Bat + 149-WH 14
37 Soot Sensor Ground 229-WH 14
38
39 Aftertreatment #2 ID Module Signal P882-WH 18
40 Aftertreatment #2 ID Module Signal Return P895-WH 18

A5E2V1 Harness Connector – PJ-C6

Pin Circuit Wire ID AWG (Insul Type GXL)
1 DEF Injector Signal K840-WH 18
2 DEF Injector Return N895-WH 18
3 CAN C + K900-WH 18
4 CAN C - K990-WH 18
5 PETU DCU Keyswitch T801-WH 18
6 18
7 CAN A + F711-WH 18
8 CAN A - F712-WH 18
9 PETU Power In + 128-WH 18
10 PETU Power In - C250-WH 18
11 PETU DCU Power Relay E740-WH 16
12 Digital Return N828-WH 16
Cat Part Number = 3E5179
A5E2V1 Harness 24 Pin – PJ-C5

1 Cat Data Link + 893-WH 18
2 Cat Data Link - 892-WH 18
3 CAN A - F712-WH 18
4 CAN A + F711-WH 18
5 Bat + (A5E2V1 ECU) 150-PJ99-WH 14
6 Bat + (A5E2V1 ECU) 150-PJ98-WH 14
7 Bat - (A5E2V1 ECU) A244-WH 14
8 Bat - (A5E2V1 ECU) A244-WH 14
9 Bat + (CEM ARD Nozzle Heater Relay) 149-WH 14
10 Bat + (Soot Sensor Bat +) 149-WH 14
11 Keyswitch 308-WH 18
12 CAN B + Y797-WH 18
13 CAN B - Y798-WH 18
14 Aft Fuel Pump Relay Y737-WH 18
15 ARD Fuel Flow Diverter Actuator A893-WH 18
16 Soot Sensor Ground 229-WH 14
17 CEM Ground 229-WH 14
18 Aft Fuel Pump Relay Return Y738-WH 18
19 ----------------------------------------------------- -
20 ----------------------------------------------------- -
21 ----------------------------------------------------- -
22 ----------------------------------------------------- -
23 ----------------------------------------------------- -
24 ----------------------------------------------------- -
CAN C Terminating Resistor – PJ-C4

1 Can C + 18 Socket
2 Can C - 18 Socket
3 ------------------------------
CEM Harness Connections

CEM Harness ECU Side 40 Pin – PL-C1
1 Refer to PJ-C3 A5E2V1 Harness above
CEM Engine Out NOx Sensor – PL-C5

1 Vs 128-PK 18
2 ------------------------------
3 ------------------------------
4 Ground C250-BK 18
5 CAN C - K990-GN 18
6 Can C + K900-YL 18
Cat Part Number = 281-3132 (Key 1)
CEM SCR Outlet NOx Sensor – PLC6

1 Vs 128-PK 18
2 ------------------------------
3 ------------------------------
4 Ground C250-BK 18
5 CAN C - K990-GN 18
6 Can C+ K900-YL 18
CAN C Terminating Resistor – PL-C3

1 Can C + 18 Socket
2 Can C - 18 Socket
3 ------------------------------

CEM Harness CEM Side 40 Pin – PL-C2

1 CEM 5V+ U781-YL 16
2 CEM 5V Return U782-PK 16
ARD Fuel Pressure #2 (Main) (C13 ACERT/C15 ACERT/C18 ACERT &
3 Y747-BR 18
C9 ACERT High Speed)
11 ARD Air Flow Control Actuator H-brig (+) C800-GY 18
12 ARD Air Flow Control Actuator H-brig (-) C801-OR 18
18 Keyswitched Battery + for Heated Nozzle 149-PU 14
23 ----------------------------------------------
24 ----------------------------------------------
30 ----------------------------------------------
34 ----------------------------------------------
35 ----------------------------------------------
36 ----------------------------------------------
37 ----------------------------------------------
38 ----------------------------------------------
39 ----------------------------------------------
40 ----------------------------------------------
Cat plug connector Part Number = 324-6267
PETU Harness Connections

PETU DCU – PN-C2
Pos Description Circuit ID AWG (Insul Type GXL)
1 DEF Inj Signal (DCU) K840-GY 18
2 DEF Inj Signal Return (DCU) N895-PK 18
3 CAN C + (DCU) K900-YL 18
4 CAN C - (DCU) K990-GN 18
5 DCU Keyswitch (DCU) T801-GY 18
6 ------- 18
7 CAN A + (DCU) F711-YL 18
8 CAN A - (DCU) F712-GN 18
9 NOx Box Supply 128-PK 16
10 NOx Box Return C250-BK 16
11 Main Relay Input E740-GN 18
12 Main Relay Return N828-YL 16
Caterpillar Part Number = 230-4009
12 Pin Engine Interface – PN-C1

Pos Description Circuit ID AWG (Insul Type GXL)
1 DEF Injector L944-GY 18
2 DEF Injector Return Y751-OR 18
3 CAN C+ (DCU) L921-YL 18
4 CAN C – (DCU) L920-BR 18
5 DCU Keyswitch (DCU) L921-YL 18
6 ------- 18
7 CAN A + (DCU) Y797-YL 18
8 CAN A – (DCU) Y798-GN 18
9 NOx Box Supply H401-OR 18
10 NOx Box Return A288-BK 18
Caterpillar Part Number = 155-2252
CAN A Terminating Resistor – PN-C3

1 Can A + 18 Socket
2 Can A - 18 Socket
3 ------------------------------


Customer Interface PETU DCU Power – PT-C917
1 Power + Batt 101-Rd 12
3 Power - Batt A283-Bk 12
4 Power - Batt A283-Bk 12
6.2.2.3 “Caterpillar Installed” Aftertreatment with Caterpillar Provided PETU Jumper Harness
Refer to Figure 6.4 and LEBH0016 for reference.
A4E4 Harness
Refer to A4E4 Harness in subsection 6.2.2.2 on page 71.

Refer to PETU Harness Connections and PETU Power Connector Customer Interface in subsection 6.2.3.2
on page 90.
6.2.3 Customer-Provided Jumper Harness Details

6.2.3.1 Electrical Connection Overview
A5E2V1 ECU
(Chassis Mtd.
by OEM)
OEM/Customer Wiring:
A4 E4 ECU
Engine > Aftertreatment components including CEM, PETU, NOx
Sensors, A5E2V1 and three terminating resistors
> Protected Power Gnd, Main Power Relay, Air Inlet
Temperature, ARD Fuel Pump Relay, ARD Fuel Flow
Diverter, Fuel Filters, Key Switch, Disconnect Switch, etc.
Figure 6.5 – Tier 4 Final Electrical Connection Overview

with Customer-supplied Jumper Harness
Caterpillar provides T4 Final aftertreatment jumper harness connections between the engine and aftertreatment
for two price list options as shown in 6.2.2 subsection above. There may be applications where the OEM/customer
needs to provide this interface. This subsection provides wiring details for the “Customer-installed” T4 Final
aftertreatment with customer-provided jumper harness connecting the engine to the aftertreatment. The figure
above and harness details on the following pages will assist in meeting these needs.

6.2.3.2 Customer Provided Jumper Harness Connector Breakdown
A4E4 Jumper Harness Connection

Refer to A4E4 Harness in subsection 6.2.2.2 on page 71.
A5E2V1 ECU Connection
A5E2V1 ECU – J1
7 Aftertreatment #1 Fuel Injector #1 Heater Relay Feedback U799-WH 18
10 DCU Keyswitch Input T801 –GY 18
12 Aftertreatment Fuel Pump Relay Y737-YL 18
29 DCU Keyswitch Input T801 –GY 18
34 PETU CAN A - F712-GN 18
37 Aftertreatment Bosch/Sensor Network (CAN C +) K900-YL 18
38 Aftertreatment Bosch/Sensor Network (CAN C -) K990- GN 18
43 ARD Fuel Pressure #2 Control Actuator (Main) C778-BR 18
48 ECU Power Supply 150-OR 14
50 PETU CAN A + F711-YL 18
51 ARD Fuel Pressure #2 Control Actuator Return (Main) Y736-OR 18
52 ECU Power Supply 150-OR 14
ARD Fuel Pump Relay Return, ARD Fuel Flow Diverter Valve
59 Y738-GY 18
(Keyswitch Return Applied at A5E2 Via this Circuit)
61 ECU Power Return A244-BK 14
63 ECU Power Return A244-BK 14
70 Ignition Keyswitch 308-YL 18
A5E2V1 ECU – J2
1 CEM IC: ARD Air Pressure Control Valve - C801-OR 18
2 CEM IC: ARD Air Pressure Control Valve + C800-GY 18
16 CEM IC: ARD Air Pressure Control Valve Position Sensor N734-YL 18
21 Engine ECU Network (CAN B -) Y798-GN 18
27 Diesel Particulate Filter #1 Differential Pressure Y777-OR 18
29 Engine ECU Network (CAN B +) Y797-YL 18
30 DO NOT USE
31 DO NOT USE
34 ARD Fuel Pressure #2 (Main) Y747-BR 18
36 Aftertreatment # 1 Identification Number Module Return A235-BK 18
DCU Power Relay Return, Aftertreatment #1 Fuel Injector #1
41 N828-YL 18
Heater Return
42 DCU Power Relay E740-GN 18
43 Aftertreatment #1 Fuel Injector #1 Heater U798-PK 18
45 CEM IC: Sensor +5V Supply (ARD/DPF Sensors, Aftertreatment ID) U781-YL 16
46 ARD Air Valve Position Sensor +5V Supply R997-OR 18
55 Sensor Return CEM U782-PK 16
56 ARD Air Valve Position Sensor +5V Supply Return R993-BU 18
59 CRS Ignition Coil - Y751-OR 16
60 CRS Ignition Coil + L944-GY 18
67 ARD Fuel Pressure #1 Control Actuator Y733-PU 18
68 ARD Fuel Pressure #1 Control Actuator Return Y734-BL 18
CAN B2 Terminating Resistor – PJ-C23

1 Can B + 18 Socket
2 Can B - 18 Socket
3 ------------------------------

CEM Connections
CEM Side Harness Connection – 40 Pin
Pin Circuit Wire ID AWG-Insul Type (GXL)
1 CEM 5V+ U781-YL 16
2 CEM 5V Return U782-PK 16
ARD Fuel Pressure #2 (Main)(C13 ACERT/C15 ACERT/C18 ACERT
3 Y747-BR 18
& C9 ACERT High Speed)
11 ARD Air Flow Control Actuator H-brig (+) C800-GY 18
12 ARD Air Flow Control Actuator H-brig (-) C801-OR 18
18 Keyswitched Battery + for Heated Nozzle 149-PU 14
23 ----------------------------------------------
24 ----------------------------------------------
30 ----------------------------------------------
34 ----------------------------------------------
35 ----------------------------------------------
36 ----------------------------------------------
37 ----------------------------------------------
38 ----------------------------------------------
39 ----------------------------------------------
40 ----------------------------------------------
Cat plug connector Part Number = 324-6267
NOx Sensor Connections

Engine Out NOx Sensor – 6 Pin
1 Vs 128-PK 18
2 ------------------------------
3 ------------------------------
4 Ground C250-BK 18
5 CAN C - K990-GN 18
6 Can C + K900-YL 18
SCR Outlet NOx Sensor – 6 Pin

1 Vs 128-PK 18
2 ------------------------------
3 ------------------------------
4 Ground C250-BK 18
5 CAN C - K990-GN 18
6 Can C + K900-YL 18
CAN C2 Terminating Resistor

Pos Circuit Wire ID Terminals
1 Can C + 18 Socket
2 Can C - 18 Socket
3 ------------------------------

PETU Connections
PETU DCU – 12 Pin
1 DEF Inj Signal (DCU) K840-GY 18
2 DEF Inj Signal Return (DCU) N895-PK 18
3 CAN C + (DCU) K900-YL 18
4 CAN C – (DCU) K990-GN 18
5 DCU Keyswitch (DCU) T801-GY 18
6 ------- 18
7 CAN A + (DCU) F711-YL 18
8 CAN A – (DCU) F712-GN 18
9 NOx Box Supply 128-PK 18
10 NOx Box Return C250-BK 18
CAN A Terminating Resistor

1 Can A + 18 Socket
2 Can A - 18 Socket
3 ------------------------------
PETU Power Connector Customer Interface

Customer Interface PETU DCU Power – 4 Pin
3 Power – Batt A283-Bk 12
4 Power – Batt A283-Bk 12
6.3 Engine Fuel Filter Interface Options without Instrument Panel

6.3.1 Remote-mount Fuel Filter Options
Figure 6.6 – C9.3 ACERT – C18 ACERT <750 hp Remote Fuel Filter Option Overview
for OEM/Customer Interface
The 4 Pin PETU, 8 Pin fan strategy, 70 Pin ECU/CEM and 12 pin OEM connector provides interface connections
to customer responsible connections with the various options on engine systems purchased without the CEM
installed (Not-installed CEM). This is outlined in Figure 6.6 above.

Note A: Batt+ to 70 Pin EN – C120 connector must

be sourced to provide 13A continuously.
Note B: All C9.3 ACERT – C18 ACERT (< 750 hp)

engines will not necessarily offer remote primary
and/or remote secondary options. Review the
Industrial Price List for applicable compatibility.
Note C: Circuit breakers only. Fuses are unacceptable.
Figure 6.7 – Wiring for Remote-mounted Primary and Secondary Fuel Filter (12V)


Figure 6.8 – Wiring for Remote-mounted Primary and Secondary Fuel Filter (24V)

6.3.2 On-engine Fuel Filter Options
ECU
Figure 6.9 – C9.3 ACERT – C18 ACERT <750 hp On-engine Fuel Filter Option Overview
for OEM/Customer Interface


Figure 6.10 – On-engine Secondary Fuel Filter and Remote Primary Fuel Filter – 24V Only

Note A: Batt+ to 70 Pin EN –

C120 connector must be
sourced to provide 13A
continuously.
Note B: All C9.3 ACERT –

C18 ACERT (< 750 hp) engines
will not necessarily offer
remote primary and/or remote
secondary options. Review the
Industrial Price List for
applicable compatibility.
Note C: Circuit breakers only.

Fuses are unacceptable.
Figure 6.11 – Wiring for On-engine Secondary Fuel Filter and Remote Primary Fuel Filter – 12V
ECU
Note: There will not be an on engine primary and off engine secondary fuel
Note:filter option
There will not be offered.
an on-engine primary and off-engine secondary fuel filter option offered.



Figure 6.12 – Wiring for On-engine Primary and Secondary Fuel Filter – 12V Only


and/or
Note remote
A: Batt+ tosecondary
70 Pin ENoptions.
– C120Review the must
connector
Industrial Price List for applicable
be sourced to provide 13A continuously.compatibility.

Figure 6.13 – Wiring for On-engine Primary and Secondary Fuel Filter – 24V Only

6.3.3 Engine Fuel Filter Options with Instrument Panel
6.3.3.1 Remote-mount Fuel Filter Options
Figure 6.14 – Remote-mount Fuel Filter Options with Instrument Panel
The 4 Pin PETU, 8 Pin fan strategy, 2 Pin instrument panel harness and 12 pin OEM connector provides interface
connections to customer-responsible connections with the various options on engine systems purchased without
the CEM installed (Customer-installed). This is outlined in Figure 6.14 above.
Note A: Batt+ to 19 Pin instrument panel harness

must be sourced to provide 13A continuously.

Figure 6.15 – Remote-mount Fuel Filter Options Wiring with Instrument Panel
The one pin battery positive and battery negative interface with instrument panel use 4 gauge wire size.
The following tables provide connectors and terminal part numbers for this interface. Refer to figure above
for reference.
Cat Part
Customer Connector ID Description Socket/Pin Wire Size
Number
CM-C4 Mating Connector Plug 127-5483 Socket 4 gauge
CM-C15 Mating Connector Receptacle 127-5484 Pin 4 gauge

6.4 Cat Regeneration System and Fuel Priming Pump Operation

6.4.1 Cat Regeneration System and Fuel Priming Pump Operation
The fuel supply for the Cat Regeneration System is obtained from the engine primary fuel system. The Cat
Regeneration System fuel supply is taken after the engine primary fuel filter. An electric Cat Regeneration
System pump is used to provide regulated fuel to the Cat Regeneration System combustion head located on
the CEM.
The main component of this fuel system design is Cat electric priming and regeneration unit. This unit integrates
the engine primary fuel filter base and an electric pump that is used for Cat Regeneration System fuel supply and
engine priming. It also contains a pressure regulator for Cat Regeneration System fuel supply, a two-way valve for
switching from priming mode to Cat Regeneration System mode, and a check valve to prevent back flow during
priming. The unit is uniquely designed for this application and cannot be replaced with other units.
The Cat Regeneration System electric priming and regeneration unit is made up of 4 components:
1. An electric fuel pump. This pump is integrated into the primary fuel filter head. The pump performs two
functions.
- Supplies fuel to the Cat Regeneration System during regeneration.
- Acts as the engine fuel system’s priming pump. This function replaces previously supplied hand operated
manual fuel priming pumps.
Note: C
onsult the Fuel System section of the Mechanical A&I Guide for more information regarding the mounting
requirements for the pump.
2. Fuel flow selection valve. This selection valve is integrated into the primary fuel filter head. This valve opens a
flow path to the engine for priming purposes. The ECU controls this valve. If there is no signal provided by the
ECU, the valve will provide for Cat Regeneration System operation, but not for fuel priming. This provides the
ability to run the Cat Regeneration System if there is any problem with the electrical system or components.
3. Fuel pump relay. The ECU triggers this relay. It is triggered when either the Cat Regeneration System becomes
active or when the manual fuel priming pump switch has been activated.
Note: The manual priming pump switch will prime the engine only when the switched power (keyswitch) is on.
4. Manual fuel priming pump switch. A manual fuel priming pump switch is part of the Caterpillar supplied
primary fuel filter head. There is no functional requirement to add a second switch. However, if the customer
desires, a second customer-supplied manual fuel priming pump switch may be provided. This may be desirable
so that a fuel priming pump switch may be remotely located such as in an operator cab. There are multiple
places to connect this switch. They will be discussed in the installation section.
When a regeneration of the DPF is necessary, the ECU will activate the Cat Regeneration System Fuel pump via
the fuel pump relay. The pump will then supply high-pressure fuel to the Cat Regeneration System. The fuel
pump will operate until the regeneration is finished. Once the regeneration has finished, the ECU will deactivate
the pump.
When it is necessary to manually prime the engine’s fuel system, the ECU must have its switched power
(keyswitch) on and it must receive a manual input from an operator. The manual input can come from the
momentary switch provided on the primary fuel filter head or from a customer-supplied switch. Once the ECU
receives this input and there are no diagnostic codes present, it will shift the fuel selection valve and start the
fuel pump. At this point the engine and CEM fuel systems are priming. The fuel priming pump will only operate for
a predetermined time each time the momentary manual fuel priming pump switch is held on. The switch must be
released before another priming event can take place. The system will continue to allow the pump to operate the
predetermined time for multiple priming events. Once the priming event has completed the last timeout the fuel
pump will stop and the fuel flow selection valve will return to Cat Regeneration System mode position. There are
two fuel pumps available, one for 12V applications and the other for 24V systems.
Figure 6.16 – Cat Regeneration System Fuel Lift Pumps (12V and 24V)
Schematic 6.1 – C9 ACERT–C18 ACERT <750 hp/560 bkW Cat Regeneration System Fuel System
with electric priming and regeneration unit
The Cat Regeneration System Fuel pump will always be supplied with a manual priming switch and a fuel
selection valve. Part numbers are shown in Table 6.2.

6.4.2 Cat Regeneration System and Fuel Priming Pump Configuration

No Cat ET configuration is required for this component. The Cat Regeneration System fuel pump is a mandatory
installed item for all C9.3 ACERT – C18 ACERT < 750 hp engines.
6.4.3 Cat Regeneration System and Fuel Priming Pump Installation

All electrical fuel lift pumps require direct fused supply direct back to the application battery. Both the 12V and
24V pump options electrical characteristics are shown in Table 6.1.
Power Requirements 12V 24V Units Description

Voltage 12 +/-2 24 +/-5 Volts DC
Minimum Voltage 9VDC 16VDC Volts DC
Maximum Voltage 18VDC 32VDC Volts DC
2-pin Control Signal 12 +/-2 24 +/-5 Volts DC
Fuse Rating 30 20 Amps Standard Fuse Type
Max Current 24 12 Amps
Cable Size 12AWG 14AWG
Table 6.1 – Cat Regeneration System Fuel Lift Pump Electrical Requirements
Description Cat Part Number Supplier Part Number

12V Pump 348-6959
2-way Deutsch Plug 177-9646 DTP06-2S-E003
Wedge Lock 177-9647 WP-2S
Kit (Connector and Lock) 177-9648 N/A
Sockets 12AWG 7T-0094 0462-203-12141
24V Pump 348-6960
2-way Amp Seal Plug Key 4 281-8801 776427-4
Sockets 14AWG 126-1768 0462-209-1631
Table 6.2 – Cat Regeneration System Fuel Pump Part Numbers
Both the 12V and 24V fuel pumps provide a 2-pin connection for main fused battery power supply. The 24V option
is installed with a 2-pin amp seal connector and the 12V option is supplied with a 2-pin Deutsch connector. A
diagram of the two mating connectors is shown in Figure 6.17 and the part numbers for use in Table 6.2.
Figure 6.6 shows generic wiring for the fuel pump. Table 6.1 indicates wire size and fuse recommendations for the
two different voltage systems.
24V Connector 281-8801
12V Connector 177-9648
Figure 6.17 – ARD Fuel Lift Pump Mating Connector
Refer to Section 6.3.2 Figure 6.9 for wiring diagram.
To operate the Cat Regeneration System fuel lift pump a relay is also required. The part numbers for the relay,
base plate and terminals are shown in Table 6.3. If a relay not supplied by Caterpillar is to be used care must be
taken to ensure that both the coil and the contacts are specified to cope with the electrical requirements detailed
in Table 6.14 and 6.15 on previous page.
Figure 6.18 – Fuel Pump Control Relay

Supplier Part Number

Description Cat Part Number
(Delphi Packard)
12V Relay 115-1615 —
24V Relay 3E-5239 —
Plug Connector 9X-1054 12065686
12AWG Terminal 9X-1055 12033997
14 – 16AWG Terminal 9X-1056 12066614
Crimp Tool TBD TBD
Table 6.3 – Cat Regeneration System Fuel Pump Relay and Connection Part Numbers
The relay is specified to withstand temperatures of between -40°C and +85°C and so must be mounted such that
this specification will be met.
The relay can withstand vibration levels up to 4.5 G rms and must not under any circumstances be mounted to
the engine.
When fully assembled the relay has an IP rating of IP67. However, it is good practice to ensure that the relay
is mounted in a position that is not exposed to harsh abrasives or fluids. To ensure that fluids do not collect
around the base of the relay and the relay contacts, which cause corrosion, the unit must be mounted so that the
terminals are facing downward.
6.5 Auxiliary Devices

6.5.1 Air Inlet Temperature Sensor (AIT)
6.5.1.1 Air Inlet Temperature Sensor Operation
The air inlet temperature sensor is a passive sensor used to measure the ambient air temperature. This
temperature is used to regulate the engine NRS system during a number of scenarios such as engine cold
starting. This sensor is a mandatory installed item, as the performance of the engine will be severely affected if
it is not installed. The air inlet temperature sensor must not be exposed to temperatures in excess of 125°C, as
temperatures above the limit will exceed the temperature rating of the sensor connector.
Figure 6.19 – Air Inlet Temperature Sensor
6.5.1.2 Air Inlet Temperature (AIT) Sensor Configuration

This air inlet temperature sensor must be calibrated for the overall engine installation. ECU software levels offer
different configurations:
Configuration details TBD
6.5.1.3 Air Inlet Temperature Sensor Installation

The air inlet temperature sensor should be installed within inlet pipe between the air filter and turbo compressor
inlet. There are two sensor part numbers available, with the only difference being the external thread. Both
sensor part numbers are shown in Table 6.14.
Figure 6.20 – Air Inlet Temperature Sensor Mating Connector
Description Cat Part Number Supplier Part Number

Sensor Metric 256-6454 N/A
Sensor Imperial 256-6453 N/A
2-way Amp Seal 230-4011 776427-1
Sockets 18AWG 9X-3402 D462-201-1631
Table 6.4 – Air Inlet Temperature Mating Connector Part Number
Note: This sensor will form part of the standard customer J1 application harness.
Figure 6.21 – Air Inlet Temperature Installation Wiring
The sensor should be installed after the air cleaner and tightened to a torque of 20+/-3 N•m.
6.5.2 NOx Sensor
6.5.2.1 NOx Sensor Operation

The sensor is a +12V or +24V (DC) supply active sensor with an SAE-J1939 output. The sensor physically consists
of a sensing element assembly (SEA), an electronic control unit (ECU), and harnessing as shown below. The
sensing element assembly contains a heated ceramic sensing element that transducers the concentrations of
O2 and NOX. The ECU contains electronics for amplifying and conditioning the signals from the SEA, providing
controlled power to the SEA heater to maintain an appropriate temperature for accurate operation, and providing
an output signal per SAE-J1939 standards. The output signals from both NOx sensors are used by the A5E2V1 ECU
to control emissions from the output of the CEM SCR.

Figure 6.22 – NOx Sensor
Figure 6.23 – Sensing Element Assembly (SEA)
Caution: N
OX sensors become very hot during operation, reaching 800°C. Bodily contact with these sensors will
result in burns. Flammable material should be cleared from the area where the SEA is operating.
6.5.2.2 NOx Sensor Configuration

There is no configuration required for first application usage.
6.5.2.3 NOx Sensor Installation

Refer to the Mechanical A&I Guide for mounting location and requirements.
Connection to the electronics module is made via a 6-pin ampseal 16 connector. A printed label found on the
bottom cover of the ECU contains the sensor part number, serial number, supplier software version, and
J1939 EID information. Sensors delivered with fiberglass braiding have a label on the harness that contains the
part number, date code, and serial number of the part. Harness lengths up to 900 mm are available. Contact the
sensor design control for up-to-date information regarding the different combinations J1939 transmit IDs, harness
lengths, harness sheathing materials, and connector keys that are currently available.
NOx Sensor Connector Table

NOx Sensor Part Number 6-pin Ampseal
12 Volt 24 Volt Mating Connector P/N
359-9173 CEM Intake 359-9171 CEM Intake 230-5010
359-9174 Tailpipe Outlet 359-9172 Tailpipe Outlet 239-7352
Table 6.5 – Part Number Table
Figure 6.24 – NOx Sensor Installation Wiring Diagram

Monitored Inputs for Customer-installed Sensors
7.0 Monitored Inputs for Customer-installed Sensors

This section covers the optional switches and sensors available for the customer to install/connect. All optional
switches and sensors are available for order within the Cat parts system. Some of the switches and sensors are
customer-installed and require customer wiring to connect them to the engine ECU. Others are factory installed
and require the customer to provide a connection to the ECU.
Component Cat Part Number Customer-installed Component Type

Air Intake Restriction 296-2735 Yes Switch
Engine Coolant Level 331-7352 Yes Switch
Auxiliary Temperature (1) #1 & 2 145-7028 Yes Passive Sensor
Auxiliary Pressure 161-9932 Yes Active Sensor
Table 7.1
Each switch/sensor can be individually configured to provide the desired level of monitoring via the standard
monitoring system parameters as described in Section 16.1.
7.1 Air Filter Service Indicator – Air Intake Restriction Switch

7.1.1 Air Intake Restriction Switch Operation
The air filter restriction switch 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 air (between the air filter and the engine).
The air intake restriction switch input is used to provide a warning and/or derate if engine speed is above
1400 rpm and boost pressure is greater than 70 kPa.
7.1.2 Air Intake Restriction Switch Configuration

The Cat ET configurable parameter “Air Filter Restriction Switch Installation Status” must be set to “Installed.”
The Cat ET configurable parameter “Air Filter Restriction Switch Configuration” must be set to either “Normally
Closed” or “Normally Open” based on the type of switch used.
Engine monitoring modes can be altered within the Cat ET service tool to provide the required level of protection
and monitoring, warn or derate. Refer to Section 16.2.2 for Engine Monitoring and Protection configuration.
7.1.3 Air Intake Restriction Switch Installation

The example below is for N.O. Configuration. Switch installation requires EN-C120 pin 64 be connected through a
“normally open” contact switch to “+ Battery” through a 12V or 24V connection with circuit protected by circuit
breaker or fuse.
EN-C120 CUSTOMER
INTERFACE CONNECTOR
Cat P/N Air Press (kPa) Mount Logic Mating Connector

187-2866 Bracket/Barb (5.5 mm) 102-8802
187-2867 Thread (3/8 STOR)
6.2 Normally Open
193-2181 Bracket/Barb (5.3 mm) 116-6158
193-2183 Thread (1/8-27 NPT)
Table 7.2
Required Parts
Cat Part Number Description Qty
296-2735 Air Filter Restriction Switch 1
230-4011 Connector Plug Kit 1
9X-3402 Connector Pin (Gold) 3
Table 7.3
7.2 Coolant Level Sensor

7.2.1 Coolant Level Sensor Operation
The coolant level switch enables the ECU to monitor the coolant level within the radiator or expansion tank to
protect the engine against operation with low or no coolant. The switch is to be mounted so that it is immersed
during all normal operating conditions. If the switch is not fully immersed, the ECU will take action as configured
within the engine monitoring system. The engine must have been running for at least 10 seconds before a fault
condition can be triggered. The coolant level switch (part number 239-9957) is a normally closed switch.
Note: This switch cannot be used as protection against catastrophic coolant loss.
7.2.2 Coolant Level Sensor Configuration

To enable the operation of this switch, the configuration of the coolant level switch must be altered within the
Cat ET service tool from “Not Installed” to “Installed.” Once the switch is installed, configuration alterations can
be made. Refer to Section 16 for appropriate configuration that reflects application requirements.
Note: All coolant level switches supplied by Caterpillar are normally closed. Cat ET does not support contact state
configuration for this switch.

7.2.3 Coolant Level Sensor Installation
Required Parts
Cat Part Number Description Qty
239-9957 Coolant Level Switch 1
9X-3402 Connector Socket (Gold) 3
Table 7.4
7.3 Auxiliary Temperature Sensors
7.3.1 Auxiliary Temperature Sensor #1 & #2 Operation
An auxiliary temperature feature is available to provide monitoring of any external temperature within the
sensor’s range of measurement. The ECU can provide the temperature information over the J1939 CAN data link
as well as take action as specified in the engine monitoring system configuration for this sensor. Refer to Section
16 for Engine Monitoring and Protection configuration.
7.3.2 Auxiliary Temperature Sensor #1 & #2 Configuration

One parameter must be configured within the service tool prior to using an auxiliary temperature sensor. Within
the configuration screen the default setting for the auxiliary temperature sensor is “not installed.” This must be
programmed to “installed” before the sensor input can be used. Refer to Section 16 for Engine Monitoring and
Protection configuration.
7.3.3 Auxiliary Temperature Sensor #1 & #2 Installation

Caterpillar supplied auxiliary temperature sensor must be used. Third party sensors will not be compatible
with the hardware and software. The Cat auxiliary temperature sensor is a 0-5V passive analog sensor with an
operating range of -40° to 150°C (-40° to 302°F). Refer to Section 16 for set point trip range.
Note: Do not splice the sensor signal wire for input to third party devices.
The following harness design and routing guidelines are recommended for best accuracy of passive analog
devices:
• Use of gold sockets is strongly recommended.
• Sensor wires should be shielded, or routed in a separate harness bundle, from switching currents that are
greater than 100 mA.
• Maximum allowable wire length from the ECU to the sensor is 3.65 m (12 ft).
• Preferred wire gauge is 16AWG (1.5 mm²).
• The maximum allowable number of connector junctions is two.
The following installation instructions must be observed with sensors incorporating a pigtail harness:
• The connector interface should never be secured directly to a point that is subject to vibration.
• Pigtail wire lead should be tied down on only one side of the connector interface. It is recommended that one
of the following locations be selected, midpoint on the sensor pigtail or 150 mm from the connector on the
harness side.
Shown below are the part numbers required to install these components.
Required Parts
Part Number Description Qty
145-7028 Temperature Sensor (Auxiliary) 1
9X-3402 Connector Socket (Gold) 4
Table 7.5
High Auxiliary Temperature Sensor #1 EN-C120 Customer Interface Connector

16 AUXILIARY TEMP SENSOR #1
3 ANALOG SENSOR RETURN
High Auxiliary Temperature Sensor #2 EN-C604 Customer Interface Connector

26 AUXILIARY TEMP SENSOR #2
7.4 Auxiliary Pressure Sensor

7.4.1 Auxiliary Pressure Sensor Operation
An auxiliary pressure feature is available to provide monitoring of any external pressure within the sensor’s range
of measurement. The ECU can provide the pressure information over the J1939 CAN data link as well as take
action as specified in the engine monitoring system configuration for this sensor.
7.4.2 Auxiliary Pressure Sensor Configuration

One parameter must be configured within the service tool prior to using an auxiliary pressure sensor. Within the
configuration screen the default setting for the Auxiliary Pressure Sensor Installation Status is “not installed.”
This must be programmed to “installed” before the sensor input can be used. Refer to Section 16 for Engine
Monitoring and Protection configuration.
7.4.3 Auxiliary Pressure Sensor Installation

The Cat auxiliary pressure sensor part number must be used in order to accurately measure pressure. Third party
sensors will not be compatible with the hardware and software. The Cat auxiliary pressure sensor is an analog
sensor with an operating range of 0 to 3050 kPa (0 to 442 psi).
Note: Do not splice the sensor signal wire for input to third-party devices.

This sensor, as with the auxiliary temperature sensor, incorporates a pigtail harness as part of the sensor
assembly. Special pigtail installation considerations are given for this type of sensor in Section 7.3.3 of this
document.
Shown below are the part numbers required to install this component.
Required Parts
Part Number Description Qty
161-9932 Pressure Sensor (Auxiliary) 1
9X-3402 Connector Socket 6
Table 7.6
High Auxiliary Pressure Sensor 161-9932
Regeneration System and Operator Interface
8.0 Regeneration System and Operator Interface

8.1 High Temperature DPF Regeneration System
The high temperature regeneration system, Cat RS (Cat Regeneration System) is used on C9.3 ACERT –
C18 ACERT <750 hp/560 kW engine range. The high temperature system uses Cat RS to raise and maintain the
exhaust gas temperature to levels where DPF regeneration can take place.
8.1.1 High Temperature Regeneration System Overview

This regeneration system is configured as standard to monitor the DPF soot loading and take the necessary
actions to clear the DPF when conditions allow it. The control system strategy calculates the DPF soot loading
during operation and takes action to ensure that the engine and CEM achieve optimum performance and helps
protect against long term damage.
8.1.2 High Temperature Regeneration System Integration

This regeneration system is designed to operate at idle – LSR and while the engine application is working – HSR.
• LSR requires that the engine speed and load remain constant.
• HSR is designed to:
– Operate at most engine speeds and loads.
– HSR is also capable of operating through most speed and load transient events. (For more information with
regard to engine speed and load transient events refer to Section 8.1.3.2 “HSR Assessment.”)
Each regeneration mode has a specific set of speed control concessions. When regeneration is required, the
ECU will choose which mode to use. The ECU must be allowed to have some control of the engine’s speed to
accomplish regeneration. This speed control is critically important. The objective is to optimize fuel consumption
and eliminate or minimize engine/machine downtime. The OEM must understand and agree to these speed control
concessions before communicating via engine ECU input that they are acceptable.
In addition, in the case of HSR, the specific application must be compared to a list of known acceptable
applications. Refer to Section 8.1.3.2 “HSR Assessment” for more information.
It is strongly recommended that the OEM enable both of these modes of operation. This is done by connecting
LSR enable ECU EN-C120 input pin 46 and HSR enable pin 47 to digital sensor return pin 5 or 18. Every installation
must connect at least one of these two inputs to digital sensor return. Cat RS will not operate without this
connection. Once the switch(s) are installed Cat ET provides the status for the switched input(s) shown below
on the ET status screen in the Group/Miscellaneous – 1:
8.1.3 High Temperature Regeneration Decision Tree

The high temperature regeneration decision tree is designed to assist the OEM in their decision regarding which
high temperature regen mode to use for their application. Each step is outlined and described following the
decision tree. At least one of the two regeneration modes must be chosen before application is accepted.

High Temperature Regeneration Decision Tree
Figure 8.1 – High Temperature Regeneration Decision Tree
The starting point for this decision tree is to first assess the “LSR” system requirements to determine if your
application is acceptable for this mode.
8.1.3.1 LSR Assessment:

1. Engine rpm
– Is low idle less than or equal to 1400 rpm?
– If this is acceptable, proceed to Step 2.
– If this is not acceptable, “LSR is Unacceptable.” Proceed to “HSR Assessment.”
2. Acceptable Engine Load at Low Idle (Note: Fuel volumes are as shown in Cat ET Status Screen)
– Minimum Delivered Fuel Volume mm3/~N•m = 10/~50
– Maximum Delivered Fuel Volume mm3/~N•m:
C9.3 ACERT, C13 ACERT, C15 ACERT, C18 ACERT < 200/torque value not available at time of publishing
– Does application fall within required engine load at low idle?
– If “Yes” proceed to Step 3.
– If “No” “LSR is Unacceptable,” proceed to “HSR Assessment.”
3. LSR Speed Concessions
– The OEM must connect engine ECU J1/P1 pin 46 (LSR enable) to J1/P1 pin 18 (Digital Sensor Return) to
enable LSR.
Note: B y doing so the OEM accepts the speed control concessions required to use full LSR functionality.
LSR will not elevate engine speed if this connection is not made. If the HSR enable pin is connected
to J1 – Pin 18, LSR events may occur without LSR enable connected to the digital sensor return.
However, in this case LSR will only occur when the engine enters the LSR speed and load window.
During these regens the engine will not elevate engine speed. Further, since the HSR enable input is
connected to digital sensor return, the 1000 rpm minimum speed limit will be invoked. Refer to 8.1.3.2.
LSR WILL NOT elevate

LSR does not trigger engine speed to ~1500
rpm when LSR triggers
No
LSR may trigger based
on soot % only if the
J1-46 is NOT connected Is J1-47 connected engine is already
to J1-18 to J1-18? Yes operating in the LSR
load and speed window
1,000 rpm minimum

speed will be in effect,
however the engine will
NOT increase speed to
get up to 1,000 rpm
LSR WILL elevate

engine speed to ~1500
rpm when LSR triggers
J1-46 IS connected to
J1-18
LSR triggers based on
soot % and elevate
speed to get into the
LSR load and speed
window

It is very important for the OEM to understand and accept the applicable speed control concessions
outlined below:
• The engine may automatically increase its minimum speed to 1000-1400 (C7.1 ACERT) or 1000-1500 rpm
(C9.3 ACERT – C18 ACERT).
• T his speed increase will happen when the ECU determines that conditions are acceptable for a LSR to take
place. Engine speed may still be increased using standard speed demand inputs (refer to Section 12). If a
speed demand input exceeds 1400/1500 rpm, the regen will stop (see #2 on the following page).
The regeneration can be stopped three ways:

• Regen inhibit input (refer to Section 8.1.6)
• Increase engine speed above 1400 or 1500 depending on engine model using standard speed demand inputs.
• Disconnect J1/P1 Pin 46 (LSR enable) to J1/P1 pin 18 (digital sensor return).
The list below describes the engine’s behavior when an active LSR is stopped via the inhibit input, due to an
engine speed increase, disconnecting only J1/P1 Pin 46 or disconnecting J1/P1 Pin 46 and J1/P1 Pin 47 (45 for
C7.1 ACERT engines).
1. Inhibit function: Engine speed drops to 1000 rpm for 30 seconds to prevent DPF damage. After 30 seconds the
engine speed drops to low idle.
2. Increase the engine speed momentarily above 1400/1500 rpm (then to low idle): After the desired engine speed
is reduced to low idle the actual engine speed drops to 1000 rpm for 30 seconds to prevent DPF damage. After
30 seconds engine speed drops to low idle.
3. Disconnect J1/P1 pin 46 and J1/P1 pin 47 (pin 45 for C7.1 ACERT engines) still connected to digital return:
Engine speed drops to 1000 rpm and regeneration continues.
4. Disconnect J1/P1 pin 46 and J1/P1 pin 47 (pin 45 for C7.1 ACERT engines) also disconnected from the digital
return: Engine speed drops to 1000 rpm for 30 seconds to prevent DPF damage. After 30 seconds engine speed
drops to low idle.
Note: If the programmed low idle speed is >/= 1000 rpm, actual engine speed will be = to the configured low
idle speed with the same behavior as stated in items 1-4 above.
All three methods for stopping a regen are acceptable.
Note: In every case the minimum speed of 1000 rpm will be enforced for 30 seconds after regeneration has
been stopped by the ECU.
A few examples of application states that can provide this input to the ECU are:
• Transmission “In Park” switch
• Parking Brake
• Tied to digital return permanently (if the speed control is always allowable)
– Are these speed concessions acceptable?
– If “Yes” “LSR is Acceptable.” Proceed to “HSR assessment.”
– If “No” “LSR is Unacceptable.” Proceed to “HSR Assessment.”
8.1.3.2 HSR Assessment

It is very important for the OEM to understand that this input must only be switched to digital sensor return when:
• The applicable minimum speed control concessions (below) are acceptable to the OEM.
• HSR is acceptable in the application.
Speed Control Concessions

When the HSR enable input is provided to the ECU, the engine may automatically increase its minimum speed
to 1000 rpm. This minimum speed increase will take place in the background while the engine is operating at
speeds in excess of 1000 rpm. When the engine speed is reduced, the speed will be held at 1000 rpm.
This minimum speed increase will be activated when the ECU determines that conditions are correct for an HSR
regen to take place. This minimum speed increase will be transparent to the application unless the engine’s
desired speed attempts to go below 1000 rpm.
Note: If low idle is >/= 1000 rpm, this input will have no impact on engine speed.
If this minimum speed is not acceptable, there are two ways to cause the engine to stop regenerating and allow
the engine to return to a speed below 1000 rpm.
• Activate regen inhibit input (refer to Section 8.1.7).
• Disconnect EN-C120 pin 47 (HSR enable) from EN-C120 pin 5 or 18 (digital sensor return).
The list below describes the engine’s behavior when an active HSR is stopped via the inhibit input, disconnecting
only J1/P1 pin 47, disconnecting J1/P1 pin 47 (45 for C7.1 ACERT engines) and J1/P1 pin 46.
1. Inhibit function: engine speed drops to 1000 rpm for 30 seconds to prevent DPF damage. After 30 seconds the
engine speed drops to low idle.
2. Disconnect pin 47 (pin 45 for C7.1 ACERT engines) and J1/P1 pin 46 is still connected to digital return. Engine
speed drops to 1000 rpm and regeneration continues.
3. Disconnect J1/P1 pin 47 (pin 45 for C7.1 ACERT engines) and J1/P1 pin 46 also disconnected from the digital
return. Engine speed drops to 1000 rpm for 30 seconds to prevent DPF damage. After 30 seconds engine speed
drops to low idle.
Note: I f the programmed low idle speed is >/= 1000 rpm, actual engine speed will be = to the configured low idle
speed with the same behavior as stated in items 1-3 above.
• Are these speed control concessions acceptable?
• If “Yes” proceed to “Acceptable HSR Applications List.”
• If “No” proceed to “HSR is Unacceptable,” then to “Is at Least 1 of 2 Regens Acceptable.”

Acceptable HSR Applications List

The following HSR applications are examples:
Air Compressor
Rock Drill
Horizontal Drill
Rock Crusher
Grinder/Chipper
Pavers
Water Pump (Irrigation)
Trencher
Agriculture – Combine/Harvester
Snow Groomer
Petroleum – Workover Rig
Petroleum – Cementer
Petroleum – Blender
Petroleum – Kill/CT Pump Skid
Petroleum – Hydration/Dry Gel Unit
Hydraulic Power Pack/Hammer
• Is your Application Listed?

• If “Yes” proceed to “HSR is Acceptable.”
• If “No” consult Cat dealer and/or Caterpillar Engine Application Engineering.
8.1.3.3 HSR Decision Tree Conclusion

• Is at Least 1 of 2 Regens Acceptable?
• If “Yes” Enable Acceptable Modes – both HSR and LSR are strongly recommended!
• If “No” consult Cat dealer and/or Caterpillar Engine Application Engineering.
8.1.4 Low Speed Regeneration (LSR)

8.1.4.1 LSR Operation
This section should only be used if the application has been judged capable of using LSR in Section 8.1.3. LSR
is intended to operate while the engine installation is at idle. Typically, an LSR would not take place while the
engine is doing any work. LSR is not capable of taking place during engine speed and load transients of any
kind. LSR will initiate automatically when the following application conditions are met:
• > than 10 minutes since last regen attempt
• DPF Inlet Temp > 50°C/122°F
• No Cat RS Diagnostics Active
• Cat RS Nozzle Heater Not Active
• Steady State Speed and Load for 1-5 minutes. Refer to Speed and Load Window in Section 8.1.3.1,
Steps 2 and 3.
• Coolant Temp > 40°C/104°F
• Force/inhibit switch in auto mode – inhibit mode is latched until force mode is depressed or the keyswitch
is cycled.
8.1.4.2 LSR Configuration

The Cat ET configuration parameter “ARD Auto Regeneration Enable Status” to “Enabled” in Aftertreatment
ECU A5E2.

8.1.4.3 LSR Installation
Figure 8.2 – LSR Switch Wiring
Here are a few application examples for LSR enable that can provide this digital return input to the ECU
EN-C120 pin 46:
• Transmission “In Park” switch
• Parking Brake
• Tied to digital return permanently (if the speed control is always allowable).
8.1.5 HSR Regeneration

8.1.5.1 HSR Regeneration Operation
This section should only be used if the application has been judged capable of using HSR regen in Section 8.1.3.
HSR regen is capable of initiating a DPF regeneration event at engine speeds > 1400 rpm. Once an HSR regen
has been initiated at > 1400 rpm the system will continue to regen, assuming operating parameters allow it, at
engine speeds as low as 1000 rpm. Regen operation will stop when engine speed is below 1000 rpm and pin 46 is
not connected. HSR is capable of operating through typical load and speed transient events associated with the
acceptable HSR applications listed in Section 8.1.3.2.
Regen will not activate until conditions are acceptable for regen to take place.
• > than 10 minutes since last regen attempt
• DPF Inlet Temp > 50°C/122°F
• No Cat RS Diagnostics Active
• Cat RS Nozzle Heater Not Active
• Coolant Temp: > 40°C/104°F
• Force/inhibit switch in auto mode – inhibit mode is latched until force mode is depressed or the keyswitch
is cycled.
Note: Caterpillar will generate a diagnostic fault code SPN3474 FMI-14 if an HSR regeneration flameout has
occurred. Essentially, when an HSR regen flameout has occurred several times this fault code becomes
active. It inhibits the HSR regeneration until:
• LSR occurs providing both HSR and LSR are enabled or
• Key cycle event occurs.
HSR regeneration will then be enabled. This is a J1939 DM1 (diagnostic message) and is not required to
be indicated to the operator when both HSR and LSR are enabled and an LSR event occurs during regen
operation. This J1939 DM1 (diagnostic message) fault should be indicated to the operator when:
• HSR is the only mode enabled or
• LSR event has not occurred during regen operation.
Draft 4 For Initial Installation Purposes Only December, 2012
8.1.5.2 HSR Regeneration Configuration

Use Cat ET to configure parameter “ARD Auto Regeneration Enable Status” to “Enabled” in Aftertreatment
ECU A5E2.
Some C18 ACERT engine ratings will have a configurable parameter called “High Speed Regeneration Minimum
Engine Speed Configuration Code.” This parameter is only programmable on C18 ACERT engines and will default
to 1. When it is changed to 2 it will require a factory password. When this parameter is set to a 2 the minimum
engine speed during a regeneration event is increased from 1000 rpm to 1300 rpm. In addition, it will increase the
DPF inlet temperature at which the Cat Regeneration System can initiate a regeneration event. This parameter is
often used in high parasitic load applications such as air compressors and mining or water well drills.
8.1.5.3 HSR Regeneration Installation
HSR Enable (if necessary) EN-C120 Customer Interface Connector
47 High Speed Regen Limit Switch
18 Digital Sensor Return
Figure 8.3 – HSR Enable Switch Wiring

8.1.6 HSR and LSR Interaction

If both HSR and LSR are enabled, the two modes will combine to optimize fuel consumption and eliminate or
minimize engine/machine downtime. If both modes are enabled, typically LSR is preferred in order to optimize
fuel consumption. LSR is activated at a lower % A/T system maintenance level value in order to attempt to take
advantage of idle regeneration opportunities. If LSR does not get an opportunity to activate, HSR becomes active
at a comparatively higher % A/T system maintenance level. HSR is typically less fuel efficient as compared to
LSR. HSR is designed to operate during a work cycle to ensure that the engine does not have to stop working in
order to regenerate.
LSR Enablement Criteria:

• LSR regens at 80% A/T system maintenance level
• LSR upper limit = 1400 rpm (Cold ambient = 1600 rpm)
• Enablement at all conditions (80-100% A/T system maintenance level)
LSR Termination Criteria

• Move out of LSR core regen filter for more than 4 seconds
• Engine speed less than 575 rpm for more than 0.5 seconds
• Engine speed > 1500 rpm for more than 1 second
– Note: 1 second debounce is shared with HSR termination (just different speed threshold)
– For cold ambients (<0°C), engine speed kickout becomes 1600 rpm for 1 second
• Regen readiness stat goes below a 2
• Disable switch pressed
HSR Enablement Criteria:

• HSR regens at 80% A/T system maintenance level
• Switch between normal and extended HSR ignition at 85% soot loading
• HSR upper limit = 2300 rpm
• Enablement at all conditions (80-100% A/T system maintenance level)
• Commercial only adds HSR forced ability – meant to be a steady state regen – covers same area as extended
HSR ignition
• All regens (soot, SM, MTB, Desulf, HC Evap, forced) follow speed/load enablement criteria
HSR Termination Criteria:

• Engine speed > 2350 rpm for more than 1 second
– 1 second debounce is shared with LSR termination (just different speed threshold)
– AT uses 2250 rpm for more than 1 second to terminate HSR to preserve engine braking power
– D7E uses 2400 rpm for more than 1 second to terminate HSR since the electric drive asks for 2350 rpm during
direction shifts
• Engine speed < 975 rpm for > 5 seconds
• Regen readiness stat goes to 0
• Disable switch pressed
The engine will activate LSR at soot levels ranging from 30-55%. The engine will decide what soot % to activate LSR
based on engine’s past several hours of operation. HSR will always be active halfway between the LSR activation
% soot and the DPF lamp activation point. This value will range from 60-75% soot.
8.1.7 Regeneration Force/Inhibit Interface Switch
8.1.7.1 Regeneration Force/Inhibit Interface Switch Operation

All C9.3 ACERT – C18 ACERT <750 hp/560 kW installations must be installed with either hard-wired devices
or software driven devices capable of providing the operator with the opportunity to inhibit or force a DPF
regeneration event. This hardware switch or J1939 enabled device gives the application operator a level of
control over the DPF regeneration process. Dedicated engine ECU I/O is available for hard-wired solutions. Each
application solution must provide the operator with the following functions:
• Automatic Mode – Default position, which is only overridden when either the force or inhibit inputs are activated.
• Inhibit Regeneration – Operating this function will inhibit the DPF regeneration process. Once the ECU receives
this input and activates the inhibit lamp there are two ways to return to automatic regeneration (uninhibited).
First, provide the engine ECU with a “Force Regen Input.” Once the engine ECU receives this input it will
attempt a regeneration event and turn the automatic regeneration strategy back on. Second, shut the engine
down and restart. Cycling switched power will reset the inhibit command and turn the automatic regen strategy
back on again.
• Force Regeneration – Operating this function forces the engine into an active regeneration. This function is
usually used in conjunction with the inhibit function. The force function is made active and can be selected
once the DPF soot loading reaches 15% and remains active until the DPF soot loading reaches 105%.

Forced LSR/HSR Regen Requirements

Parameter Value
Coolant Temperature 40°C
Crank Delay 2 minutes
Max. Engine Speed Up to 2300 rpm
Max. Fuel 200 mm3
Min. Engine Speed 1000 RPM (MWL 1100)
Min. Fuel 0 mm3
Soot Loading Max. 116% + 10 minutes
Grounding:
•M ust be grounded to change during
J1-46 regen
• Not required for forced regen
•M ust be grounded for Auto HSR
J1-47
•N ot required for service test regen
Note: A
RD test can be initiated by pressing and holding the force regeneration switch for 15 seconds providing
there are no faults in the system. If fault codes relating to aftertreatment are not cleared by keyswitch
cycling, these faults must be cleared with Cat ET prior to performing ARD Test.
8.1.7.2 Regeneration Force/Inhibit Interface Switch Configuration

This feature is called “DPF Regeneration Force/Inhibit Switch Installation” in the Cat ET service tool configuration.
• All C9.3 ACERT – C18 ACERT <750 hp/560 kW engines have this feature default “Installed” through Cat ET.
• If the J1939 command messages will be used instead of a hard-wired switch, this Cat ET parameter must be
changed to “Not Installed.”
• Applications using the J1939 control option should refer to J1939 Applications Integration Section 17.4.4.4 of this
document for the information on the “Cab Message 1” (CM1) PGN 57344.
8.1.7.3 Regeneration Force/Inhibit Interface Switch Installation

Caterpillar can provide a switch designed to provide both the force and inhibit functions to the machine operator.
This component is available via the Cat parts system and can be ordered using the part numbers shown in the
table below.

ARD Switch 327-6999 (24V) or 362-4720 (12V)
Terminals 185-1860
Wire Grommet 185-1860
Plug Connector 223-4778
Crimp Tooling TBD
Table 8.1 – Regeneration Interface Switch Assembly Part Numbers
21.1 + 0.13
(+24 VDC) 7
(-GND) 9
3
2
1 36.8 + 0.13
6
5
4
(-GND) 8
(+24 VDC) 10
PANEL OPENING
(MOUNT VERTICAL)
Figure 8.4 – Regeneration Switch and Lamp Installation Wiring
OEMs wishing to supply their own interface switch with a directly wired input to the engine ECU must ensure that
the switch mechanism used incorporates a momentary switch contact design and not latching. The symbols
shown in Figure 8.4 must also be mounted on or near the switch mechanism to ensure that the operator is aware
of their function.

8.2 Total Regeneration System Operation

The following section explains the complete regeneration system operation and the role of the customer interface
system as the regeneration takes place.
Regeneration Requirements/Triggers
The engine management software controls the response of the engine. The Tier 4 Interim/Stage IIIB regeneration
system was driven almost exclusively by DPF soot % parameter. Tier 4 Final regeneration system is different in
that several parameters may now cause the regeneration system to operate. Soot % is still part of the overall
system, but will not typically drive regenerations to take place.
The following table provides a comparison of the T4 Interim and the T4 Final regeneration requirements/triggers.
Regeneration Requirements/Triggers Comparison
Tier 4 Interim Tier 4 Final
Regeneration required for:
Regeneration required for: • DPF Soot (4-14 hour interval)
• DPF Soot (4-14 hour interval) • HC Evap (on cold idle)
• HC Evap (on cold idle) • SCR Catalyst Sulfur (every ~ 100 hrs.)
• Urea Deposits (every ~ 25 hrs.)
• CRS Maintenance (every ~ 25 hrs.)
Service Tests: Service Tests:
• High Soot • High Soot
• Ash • Ash
• CRS Ignition • CRS Ignition
DPF Soot was primary parameter to trigger Regen for New approach to regen required additional parameters
T4 Interim to trigger Regen
The following table provides regeneration triggers from the various parameters monitored to determine
acceptable regeneration. Daily Aftertreatment (A/T) Maintenance mode software is used to maintain
aftertreatment. This software is triggered upon engine cold start similar to automotive cold start strategy. SMART
strategies are running in the background to help protect the engine.
Regeneration Triggers
Reason for
Type
Trigger
Strategy Regen Interval Duration (min.)
• Upon cold startup (coolant temp <35°C)
Primary • On cold startup
the A/T will be maintained
Triggers A/T • Frequency depends on
• Coolant temp must reach 40°C before 17
(LSR & HSR) Maintenance how often application
regeneration will occur
starts up cold
• Shutoff after 17 min.
DPF Soot 30-45
LSR and HSR enabled at 80% 10 hours to infinite
Level (Max: 75)
CRS/Deposit Fuel must be cycled through main CRS nozzle
25 hours to infinite 10-20
Maintenance at least once every 25 hours
Secondary • 30 minutes of 450°C SCR inlet temperature
Infinite – other triggers
SMART is required every 100 hours
Sulfur* will currently reduce 30
Triggers • Smart timer is incremented or decremented
sulfur adequately
(LSR & HSR) based on logic
•M odel of HC collected in A/T Min: 2 >425°C
Depending on ambient
•A fter prolonged cranking or long duration Max: 30
HC Evap* and operating
idle at low temp (de-icing
conditions
• Trigger 500°C for xx min. strategy)
* These two reasons for trigger do not impact “Time to Regeneration” (hours) timer.
Since Tier 4 Final engines use multiple parameters, it is no longer useful to broadcast soot percentage. The soot
percentage J1939 broadcast has been removed. Tier 4 Final engines use a countdown timer rather than soot
percentage. This allows for several different parameters to be involved in the timer’s value.
This will generally occur every 25 hours. This time may vary depending on application operating conditions.
There will be a performance screen on the Cat panel operator’s display that provides the Time to Next Active
Regeneration (PGN64697/SPN5978) in hours for both “Auto Regen Disabled” and “Auto Regen Enabled.”
Caterpillar recommends customer displays conform to this performance screen strategy.
Note: Broadcast is in seconds. Typically this is converted to hours for display.
When the regen switch is in auto position the regeneration will occur automatically. When the regen status
indicates disabled an additional regeneration type will be invoked to ensure the operator takes the necessary
steps to perform CRS maintenance and deposit removal. A software timer counts down from 32 hours to 0. If
regeneration cannot be achieved within 32 hours there will be inducements commensurate with time to regen at
3.2 hours (level 1). When 0 hours is reached the level 2 fault will occur and derate will commence at 50%. Derate
continues to 100% as time without regen continues out to 38 hours.
The table on the following page describes the reaction of the system at various stages of the soot loading profile.

Figure 8.5 – Industrial/Petroleum Regeneration Operation Description
Note: I f the A/T system maintenance level (formally soot level) is allowed to reach 140% or above the DPF is no
longer serviceable and must be replaced.
Note: T he Operation & Maintenance Manual (OMM) for C9.3 ACERT – C18 ACERT states to clean the DPF at
5000 hours. The following actions are taken when DPF reaches 5000 hours and above:
• At 5000 hours a level 1 (least severe) is logged with a fault code 3720-15 on J1939 or E997(1) on
Cat Data Link.
• At 5100 hours and ash loading at 100% a level 2 (severe) is logged with a fault code 3720-16 on J1939 or
E997(2) on Cat Data Link and the amber (check engine) lamp is on.
• Starting at 5100 hours the engine may invoke derates or shutdowns to protect the engine system.
The engine monitoring system response shown in Figure 8.5 above applies for both an automatic and a manual
regeneration.
The DPF Lamp and J1939 annunciation is via lamp activity and associated J1939 event codes when A/T system
maintenance level (formally soot level) exceeds limits to require regeneration or service. Refer to Section 15.1.3
for Data Link Driven J1939 Monitoring System Display annunciation.
The Drop-To-Idle (DTI) feature drops the engine rpm to low idle when EN-C120 input pins 46 and 47 lose ground.
8.3 Aftertreatment System Inducement

8.3.1 High Temperature Regeneration System Operator Display
The Inducement Strategy is provided here for reference. The overall strategy is being reviewed and may be
changed slightly. Future revisions of this document may include updates or changes in this Section.
8.3.1.1 Lamp Strategy

The C9.3 ACERT – C18 ACERT <750 hp/560 kW high temperature regeneration system requires the customer to
install the following lamps in addition to the engine warning and shutdown lamps. These lamps are specific to
the CEM and are used to indicate to the operator the status of the DPF soot loading and the exhaust emissions
system. These lamps and their symbols are shown in Table 8.3.2. Refer to Section 15, “Engine & CEM Indicators &
Operator Displays” for operation, configuration, and installation of these lamps.
Lamp Description Symbol
DPF Lamp
DPF Regeneration Inhibited
HEST (High Exhaust System Temperature)
Low DEF Level Lamp
Engine Emissions System

Failure (EESF) Lamp
Table 8.2 CEM Lamp Symbols

Refer to Section 10.0 of the Tier 4 Mechanical A&I Guide LEBH0004 for installation details of these lamps.
Each of the lamps in the table on the previous page are used to indicate the following:
DPF Lamp
• A/T System Maintenance Level (formally Soot Level) >80%
• DPF lamp turns off once an active regeneration has been initiated.
DPF Regen Inhibited

• Anytime the automatic regeneration is inhibited. This can be from the operator controlled regen force/inhibit
input switch or via setting the configuration in Cat ET to ARD Auto Regeneration Enable Status - Inhibited.
HEST Lamp
• Enabled during an active regeneration. The lamp remains on during exhaust system cool-down immediately
following an active regeneration until the DPF temperature returns to normal operating temperatures.
• Temperatures during an active regeneration are the highest of any operating condition. Stopping the engine
when the HEST lamp is on may result in inducements upon restart and may significantly reduce DEF injector
service life. It is recommended that OEMs reference this lamp when creating their machine shutdown procedure
and place a statement in their OMM. Using DES will protect the DEF injector from high temperature shutdowns.
Reference Section 9.2.5 Delayed Engine Shutdown and Purge Lamp.
Low DEF Level Lamp

• Turned on when the DEF level in the DEF tank is <19% of Usable DEF Tank capacity.
Engine Emission System Failure Lamp

• Turned on when emissions faults that trigger inducement are active. There are many faults related to emissions
but only two (2) with three (3) fault code levels each that turn on this lamp: Tampering and DEF level faults.
There is a mandatory display required for percent DEF Level indication via J1939 network interface. This strategy
is described below in the DEF Level inducement table.
8.3.2 Inducement Strategy for Emission Control System

8.3.2.1 Inducement Strategy Overview
The EU, and the EPA and ARB in the U.S., will require operator inducements as part of the certification of
SCR-equipped nonroad engines.
Inducement is the act of alerting the operator when aftertreatment status has progressed to a level that requires
action by the engine such as engine derates, engine speed limits, or other actions intended to prompt the
operator to repair or maintain the emission control system.
• Refill the DEF tank
• Repair emission control system malfunctions
EU inducement regulations have been written in a way that permits a combined U.S./EU strategy. Caterpillar
Engine Emissions Operator Inducement Regulation Configuration parameter allows selection of Worldwide or EU.
This parameter is factory selectable.
8.3.2.2 Inducement Strategy Operation

Inducement strategy provides information and actions that alert the operator of engine response to engine
and aftertreatment conditions and faults. As the fault conditions escalate the inducement notification and
actions follow:
• Warning lights
• Fault messages
• Final engine inducement
- Engine shutdown, or
- Idle-only operation at no load
The aftertreatment ECU and engine ECU monitor the aftertreatment system for fault levels that trigger inducement.
There are two types of inducements, escalating and fixed. The fixed inducement will require immediate attention
while the escalating type allows operating time until fault can be addressed. Here are aftertreatment inducements
and their types:
• Low DEF level
• Poor DEF quality (Q)
• Dosing interruption (D)
• System tampering (T)
• Impeded EGR (E)
8.3.2.2.1 Safe Harbor (Escalating)

In the U.S. and E.U. strategy, there is a safe harbor feature (full load capability) that allows the application to
reach a stopping point for a period of time after final inducement (level 3), except for low DEF level.
Repeat occurrences are monitored and indicated to the operator. The following inducement strategy for a repeat
occurrence is required as part of emissions certification of SCR-equipped non-road engines:
• Must monitor for repeat occurrences of faults for 40 hours after a fault heals.
• If a fault occurs within 40 hours of a prior fault in the same category, the times for warning and inducement will
be shorter.
• U.S./EU Strategy – Two categories of faults (QDT and E).
• EU-only Strategy – Four categories of faults (Q, D, T, and E).
When final inducement is reached the following action is taken:

• Level 3 warning for 20 seconds before any action is taken.
• Engine then proceeds immediately to the user-selected inducement.
- 5-minute cool-down at low idle speed/50% torque reduction, then shutdown, or
- Idle-only operation at no load.
The first restart (key cycle) after final inducement will initiate safe harbor period for any of the following faults:
Poor DEF Quality (Q), Dosing Interruption (D), System Tampering (T), or Impeded EGR (E).
• EU also allows safe harbor for low DEF level (U.S. does not).
Shutdown
• If safe harbor has expired (or no safe harbor), subsequent restarts result in 300 seconds of operation with a
50% power derate before shutdown.

Idle-only Operation at No Load

• If safe harbor has expired (or no safe harbor), subsequent restarts result in idle-only operation at no load.
• Equipment is in low idle and not performing work:
- Cannot move or use implements (cannot operate functionally) in this state
- Determined by machine inputs (may include parking brake engaged, transmission in neutral, implements
locked out, etc. as appropriate)
- Maximum of 50% torque
• Equipment is performing work or status unknown:
- Maximum of 1000 rpm
- Maximum of 50% torque
• If low idle is configured to be > 1000 rpm, shutdown
will be the only option available
Note: Pending EPA/ARB approval.
8.3.2.2.2 Service
A Cat dealer service tool with a Caterpillar provided factory password will suspend inducement and allow
troubleshooting the SCR system at full load at any time. Certain individual service tests can also be initiated by a
service tool without a factory password. Inducement may be suspended while the test proceeds, but the test will
terminate and reapply inducement if the equipment is placed in the “work” state.
Inducement-related faults can be cleared by a Cat dealer service tool with a Caterpillar provided factory
password. If another fault in the same category occurs before the fault-free timer reaches 40 hours, it is treated
as a repeat occurrence.
8.3.2.3 Inducement Annunciation

The following tables illustrate the C9.3 ACERT – C18 ACERT Inducement Strategy for EPA Tier 4 Final and EU
Stage IV Emissions requirements regarding DEF Level, DEF Quality/Tampering/Dosing Interruption, and Impeded
EGR fault conditions.
8.3.2.3.1 DEF Level (Fixed Inducement – Low DEF Level Only)

DEF tank level inducement is a one-stage severe inducement system consisting of three levels of inducement,
plus an initial indication of low level that occurs at < 19% DEF level reading. Level 1 is activated at < 13.5% DEF
level reading, and Level 2 activates at < 6% DEF level reading. Level 3 activates at ≤ 0% DEF level reading and
results in final inducement. Safe harbor is not available for DEF level faults.
0% DEF level (gauge) reading occurs when there is ~6% usable DEF in the tank (the actual amount depends on
the tank size). An empty tank (no usable DEF remaining) is detected when either a DEF pump loss of prime event
or a DEF pump pressure low event occurs.
DEF level is not an analog reading but indicates DEF level in steps rather than increments/decrements of 1,2,3....etc.
The following tables summarize the inducement annunciations, durations, and actions described above.

• 0% DEF level (display) reading occurs at ~6% usable DEF in the tank (depends on tank size).
• Empty tank (no usable DEF remaining) is detected when either a DEF pump loss of prime event or a DEF pump
pressure low event occurs.
8.3.2.3.2 DEF Quality/Tampering/Dosing Interruption

Tampering is discouraged by initiating inducement for faults that could be considered tampering.
• The diagnostic system will detect system tampering faults within one hour of any one of the following
tampering events:
• Failure of system to provide thawed DEF
• DEF tank temperature high
• DEF pump pressure high/low
• DEF pump pressure not responding
• DEF pump loss of prime
• DEF pump motor speed abnormal signal
• DCU temperature high/low
• SCR inlet gas temperature low
• SCR catalyst conversion efficiency low
• SCR catalyst conversion efficiency drifted (engine out and tailpipe NOx sensors swapped)
• CAN data link abnormal update rate
• Removed engine out or tailpipe out NOx sensor
• DEF injector not responding
• DEF heater coolant diverter solenoid not responding
• EGR mass flow rate low
• The diagnostic system will detect system tampering faults within one hour of an open/short/unplugged:
- DEF Injector - DEF Pump Pressure Sensor
- Engine Out NOx Sensor - DEF Line Heater or Line Heater Relay
- Tailpipe Out NOx Sensor - Dosing Control Unit (DCU)
- SCR Inlet Gas Temp Sensor - Intake Manifold Air Pressure Sensor (on engine)
- DOC/DPF Inlet Temp Sensor - Charge Air Cooler Outlet Temperature Sensor (on engine)
- SCR Wiring Harness
• Disconnecting the DEF tank level sensor will result in:
- Tampering inducement initiated immediately.
- As long as the system continues to dose normally, tampering inducement will proceed as usual.
- If either a DEF pump loss of prime event or a DEF pump pressure low event occurs while a DEF tank level
sensor fault is active, final inducement is imposed immediately.
• Disconnecting the DEF tank temperature sensor will result in:
- A warning light is activated immediately.
- If the system is not currently dosing:
a. If ambient temperature is above -6°C, the DEF pump attempts to prime.
b. If ambient temperature is -6°C or less, a backup DEF thawing routine will run. At the completion of the
backup thawing routine, the DEF pump attempts to prime.
- If the system is already dosing, it will continue dosing.
- At any time if either a DEF pump loss of prime event or a DEF pump pressure low event occurs, tampering
inducement is initiated.
• The run time of the backup DEF thawing routine is a function of engine coolant temperature.
Special treatment applies to a fault of the DEF tank level sensor. As long as the system continues to dose
normally, tampering inducement proceeds as usual. If either a DEF pump loss of prime event or a DEF pump
pressure low event occurs (suggesting that the tank is empty) while a DEF tank level sensor fault is active, final
inducement is imposed immediately.
Finally, tampering is also discouraged by providing backup functions in the event of certain sensor failures, as
shown below.
Sensor Name Backup Function Warning Light Tampering Inducement Trigger

SCR Inlet Gas Estimate SCR Inlet Gas Temperature based on the DOC/
On Both sensors fail.
Temperature DPF Inlet Temperature Sensor.
A backup DEF thawing routine runs if ambient temperature
DEF Tank DEF pump loss of prime event or
< -6°C. The run time of the backup DEF thawing routine is a On
Temperature a DEF pump pressure low event.
function of engine coolant temperature.

8.3.2.3.2.1 Inducement Strategy Timers and Counters

Each category of faults (tampering and impeded EGR valve) has an inducement timer, safe harbor timer, fault-free
timer, and an occurrence counter.
• The inducement timer records the elapsed time of an occurrence and only increments while a fault associated
with that category is active.
• The safe harbor timer records the elapsed time spent in safe harbor mode.
• The fault-free timer records the elapsed time that no faults associated with that category are present.
• The occurrence counter records the number of repeat occurrences for each category. The occurrence counter
resets when the fault-free timer reaches 40 hours.
If all faults in a category heal, and another fault in the same category occurs before the fault-free timer reaches
40 hours, it is treated as a repeat occurrence. In that case, the inducement timer resets, the fault-free timer
resets, and the occurrence counter increments.
8.3.2.3.2.2 Key Cycles

SCR system faults persist through key cycles. The behavior of the inducements and timers if the key is cycled
while a fault is active is described below:
• If the key is cycled during level 1 or level 2, the inducement timer will resume where it previously stopped in
level 1 or level 2 when the engine was shut down.
• The first key cycle after level 3 will initiate safe harbor mode.
• If the key is cycled during safe harbor mode, the safe harbor timer will resume where it previously stopped in
safe harbor mode when the engine was shut down.
• If safe harbor mode has expired, subsequent key cycles return to final inducement.
Starting and Stopping the Engine
9.0 Starting and Stopping the Engine

9.1 Starting the Engine
Unlike mechanically controlled fuel systems no customer connection to the fuel pump solenoid is necessary. To
activate the engine, ECU battery voltage needs to be constantly applied to pin 70. When the ECU is active the
engine crankshaft needs to be rotated above a minimum cranking speed, a typical cranking speed is 180 rpm
(this will differ depending on the application). Once the ECU has determined engine cranking speed and engine
position, fuel pressure and delivery will be controlled.
Note: Refer to TMI System Data or the Engine Sales Manual for minimum required engine cranking speeds.
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. The 4-position keyswitch offers a
DES override feature for applications requiring this feature. Refer to subsection 9.2.1 below for details.
Figure 9.1 – Typical 3-position Ignition Keyswitch Contact Configuration
Figure 9.2 – Typical 4-position Ignition Keyswitch Contact Configuration

(See 9.2, Stopping the Engine, for more details)
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 • Number of Start Attempts • Warm-up Period
• Starter Cranking Duration • Starter Disengagement Speed • Cool-down Period
• Starter Abutment Detection
The ECU software considers the engine running when the engine speed is > low idle – 50 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.
Note: F ollowing a cold start the engine will operate in Cold Mode until the following typical conditions are satisfied.
(Refer to the engine specific troubleshooting guide found in SIS Web for the most current information.
• Coolant temperature is > 20°C (68°F)
• Coolant temperature is > 40°C (104°F) and NRS gas temperature is < 40°C (104°F)
• Coolant temperature is > 80°C (176°F) and NRS gas temperature is < 35°C (95°F)

Once coolant temperature is > 80°C (176°F) regardless of NRS gas temperature, no cold mode strategy will
be active.
During this time engine power availability may be less than advertised. If the engine is started with the above
conditions immediately satisfied, there will still be one minute during which the engine will be power limited. After
this one minute delay the engine will be capable of producing full power assuming that no other derate is invoked.
9.2 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 • J1939 Data Link Stop
• Emergency Stop Button • Engine Air Shutoff
• Battery Isolation Switch • Overspeed Verify Switch
• Remote Stop Button
Each of these devices is described below to assist the OEM in selecting the method that is most suitable for
his application and his market. It remains, however, the responsibility of the OEM to ensure compliance of the
application with regulations 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.
9.2.1 Ignition Keyswitch

9.2.1.1 Keyswitch Operation
It is a Caterpillar requirement that all applications have a simple intuitive and accessible method of stopping
the engine. This is a directly wired 3- or 4-position ignition keyswitch. The 3-position keyswitch is the basic
configuration that provides for “Off,” “On,” and “Start.” The 4-position keyswitch allows the Delayed Engine
Shutdown (DES) override feature to be employed on the 4th position with momentary contacts to the left of the Off
position. Refer to Section 9.2.5 “Delayed Engine Shutdown.” The keyswitch positions are described below:
• O
ff – 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-70) of the main engine harness connector EN-C120.
• O
n – With the keyswitch in the “On” position battery + is applied to the ECU via the main engine harness
connector EN-C120 pin 70.
• Start – This position is a momentary contact that provides power to start the engine.
• D
ES Override (Optional) – This position is a momentary contact that overrides DES activity and the engine is
shut down. Requires 4-position keyswitch.
9.2.1.2 4-position Keyswitch Configuration

There is no configuration required. This keyswitch is used with DES feature described below in subsection 9.2.5
Delayed Engine Shutdown. Refer to this section for configuration details.
9.2.1.3 4-position Keyswitch Installation

Caterpillar requires a 4-position keyswitch installed on all T4 Final applications when Delayed Engine Shutdown
feature is required. The Cat part number details for both the standard and the Machine Security System (MSS)
version keyswitch are shown in the following table. MSS equipped machines use the same keyswitch, but they
need an additional coil that goes around the keyswitch. It is P/N 357-0325. It then has a separate film. The film
attaches to the coil instead of the dashboard.
4-position Keyswitch and Film

Keyswitch Style Cat Part Number Film Number
Standard 255-2752 345-0351
MSS Coil 357-0325 345-0401
Table 9.1 – 4-position Keyswitch and Film Part Numbers
Keyswitch Connector Interface

Keyswitch Style Mating Connector Wedge
255-2752 155-2263 345-0351
Table 9.2 – Keyswitch Connector Interface
Wiring details are shown in figure below.
Mating Connector EN-C 120 Customer Interface

255 - 2752 Keyswitch 155 - 2273 Harness
DES Battery -
Ovrd A 5
RD-16 44 Remote Shutdown Switch
Off
R 1 18 Digital Sensor Return

YL-16
On
St 70 Keyswitch Input
DES
Ovrd 2
Off C
PU-16
On S 3 Switched Batt +
OR-16 to Starting Circuit
ST B 4
BR-16 Battery +
Figure 9.3 – 4-position Keyswitch Wiring
9.2.2 Emergency Stop Button

An emergency stop button is a failsafe method for an operator to stop an application to protect people or
equipment.
Emergency stop buttons are defined by national or international standards in terms of color, 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 installed,
due to the following issues:
• T he regulation is designed principally for static industrial machinery (e.g., lathe) where the main power source
is mains electricity.
• S
topping 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 application 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.
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.
9.2.3 Battery Isolation Switches

Battery isolation switches are usually installed in the battery or the engine compartment of an application. In
some applications 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.
Note: Caterpillar requires the purge lamp to be extinguished prior to opening this disconnect switch. Refer to
Section 9.2.5 for more information.
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 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 is a kind of electrical transient that can cause damage to electronic components.
Battery isolation switches are normally installed in the negative path, close to the battery.
9.2.4 Remote Shutdown Switch

9.2.4.1 Remote Shutdown Switch Operation
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.
On some engines, if the remote shutdown switch is closed to ground, then released, the engine stops. However,
if the inertial load keeps the engine turning, the monitoring system will continue to measure sensor outputs (e.g.,
oil pressure, fuel pressure, etc.) and may record an event code. If the remote shutdown switch is held closed until
the engine quits turning, a fault will not be recorded.
When the remote shutdown switch is closed to ground, the ECU disables fuel injection. Under normal conditions,
disabling fuel injection stops the engine. However, the remote shutdown switch is not designed to be used as an
emergency stop switch.
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:
Note: T he remote shutdown switch must be opened and the keyswitch (switched power) must be cycled in order
to restart the engine after a remote shutdown.
Note: T he remote shutdown switch is not an emergency stop switch. A large, red, mushroom-type E-stop button
should not be used for the remote stop switch. The remote shutdown switch is not designed to be fail-safe.
It should not be used to assure the protection of personnel or equipment.
Note: D
uring a remote shutdown, the air shutoff solenoid is not activated and the ECU remains energized. This will
allow the J1939 data link to stay active. In addition, the ECU will not enter sleep mode which will result in a
high current draw.
9.2.4.2 Remote Shutdown Switch Configuration

There is no configuration for LPS engines.
9.2.4.3 Remote Shutdown Switch Installation

A single switch to ground input on pin 44 of the ECU J1 Connector (several stop buttons can therefore be
connected in parallel).
Figure 9.4 – Remote Stop Feature Installation Wiring
9.2.5 Delayed Engine Shutdown and Purge Lamp

9.2.5.1 Operation
Tier 4 Interim engines did offer a configurable Delayed Engine Shutdown (DES) feature. Reference LEBH0005
Section 9.2.5 for more information. The Tier 4 Final feature has been enhanced to provide DEF injector protection
from high exhaust temperature.
If this feature is not used and the engine is shut down while the exhaust system is hot, it may result in inducements
upon restart and may significantly reduce DEF injector service life. Failures of the DEF injectors due to hot
shutdowns will likely not be warrantable.
Intentional OEM cool down procedures and operating training can minimize the risk of temperature-related
failures. Reference Section 8.3, Aftertreatment System Inducement, for HEST lamp function.
The OEM should consider the implications of the engine running after key off before enabling DES.
Warning: L eaving a machine unattended when the engine is running may result in personal injury or death.
Before an operator leaves a running machine due to Delayed Engine Shutdown (DES) operation, assure
that measures have been taken and proper warnings and instructions given to leave the machine in a
safe state.
Along with protecting from hot shutdowns, DES is also helpful in cold ambient temperatures. In this case, DES
allows the engine to complete its purge cycle in ambient temperatures below a default ambient temperature of
5°C. This helps ensure that the battery disconnect is not switched off prior to the purge cycle being completed.
Refer to Section 9.2.5.2, Configuration for more information.

Purge Cycle is Run Using

DPF Outlet Air Inlet
Scenario Description Battery Power Only or
Temp “High” Temperature
With the Engine Running
Engine will run at programmed Low Idle speed
1 Yes No effect until DPF out temperature is acceptable or for a Engine running
maximum of 30 minutes.
Engine will shut down when keyswitch power is
2 No > 5°C Battery only
removed.
Engine will continue to run ~70 seconds and
3 No < 5°C Engine running
execute the DEF fluid purge prior to shutting down.
DPF Outlet Temp “High”: This is a virtual temperature channel that is specific to each CEM and is set according
to a corresponding DEF injector material temperature. The ECU uses this channel to determine when the engine is
ready to shut down.
Air inlet Temperature: Air temperature measured by the engine’s sensor at the turbocharger inlet.
Description: The engine’s behavior when the keyswitch is turned off.
Purge Cycle: The PETU’s pump runs backwards for approximately 70 seconds to remove DEF from the heated line
and return it to the tank. During this time the engine will broadcast J1939 PGN 64914 SPN 3543 – engine operating
state during this time. The recommended film for this SPN is:
In addition, a hard-wired purge lamp may also be provided. Refer to installation schematics LEBH0016 and
LEBH0017 for installation instructions. Draft 01 does not contain the wiring instructions. Draft 02 Rev 00 will have
the installation wiring provided.
Lamp is on at all times when DEF pump system has electrical power. Lamp turns off once a purge is complete.
When the lamp turns OFF, the battery can be disconnected. An LED lamp and film are available through the price
list. It is recommended to shield the lamp so it is not visible, except when accessing the disconnect switch (bright
orange glow at night can concern operators).
If DES is used, purge should complete prior to engine shutdown. If DES is not used, purge will begin after the
engine has stopped. The “Wait-to-Disconnect” (Battery) Lamp is strongly recommended if DES or cold DES are
not used. This prevents DEF from being in the lines should it freeze. This cycle can be run off the battery with the
engine shut down or just prior to shutdown. If the purge cycle is run off of the battery only following an engine
shutdown, it is critical that the main battery disconnect not be switched off prior to this purge being complete.
A warning decal should be installed near the OEM supplied battery disconnect switch in order to help prevent it
from being switched off before purge is complete.
Feature Code Label Cat Group # Quantity Label Cat Part # Orientation Surface
BATDSC1 433-9373 50 423-1796 Horizontal Metallic
BATDSC2 433-9374 50 423-4101 Vertical Metallic
BATDSC3 433-9375 50 428-7879 Horizontal Plastic
BATDSC4 433-9376 50 428-7880 Vertical Plastic
Example Label (433-9373)
If a DES is in process and the 4th position of the keyswitch is used to manually shut the engine down,
that will be recorded in the ECU and available for service troubleshooting at a later date.
9.2.5.2 Configuration
In order to use this feature the Cat ET parameter “Delayed Engine Shutdown Enable Status” must be set to
“Enabled.” This parameter defaults to “Disabled.”
Note: Factory Passwords are NOT required beginning with Beta 11 software.
The maximum DES run time is configured by setting the Cat ET Parameter “Delayed Engine Shutdown Maximum
Time.” This value can be set between 4 and 30 minutes and defaults to 7 minutes. This value is the maximum time
that the system could continue to run. The system will shut down in less time if cool and the purge is complete.
Beginning with Prod 4 software and the 2014C version of Cat ET, the DES temperature threshold will be
programmable. The threshold can be configured by setting the Cat ET Parameter ”Delayed Engine Shutdown
Aftertreatment Outlet Gas Temperature Threshold.” Changing this parameter will require factory passwords. This
threshold will determine the temperature at which if the DPF outlet temperature is above the threshold, the DES
will occur at key-off. Once the temperature drops below the threshold during DES, the DEF purge will start and
the engine will shut down approximately 70 seconds later. As of the time of publication, the range and default for
this parameter had not been defined.
The 5°C default trigger point discussed in section 9.2.5.1 is also configurable. This value can be programmed from
-60°C to 60°C. If a customer does not want this feature to trigger, then the temperature can be set to -60°C. If
customer desires DES on every shutdown, the temperature could be set to 60°C.
9.2.5.3 Installation
If delayed engine shutdown is to be enabled, the 4-position keyswitch described in Section 9.2.1 is recommended.
The fourth position provides access to the remote shutdown ECU input. Refer to Section 9.2.4. The remote
shutdown input provides a way for the operator to shut down the engine if necessary during a delayed shutdown.
Although this is not recommended, it is provided as an alternative to the operator.
9.2.6 Intake Air Shutoff Valve

9.2.6.1 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 aid 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 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.
9.2.6.2 Intake Air Shutoff Valve Configuration

One 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. Please refer to Engine Overspeed Section 16.2.11 for
more information regarding the configuration of the engine overspeed limit.
9.2.6.3 Intake Air Shutoff Valve Installation

The intake air shutoff valve is controlled by the engine ECU using an electrical solenoid.
EN-C121 ASO Customer Interface Connector
3 ASO Solenoid Relay
4 Relay Return
Figure 9.5 – C9.3 ACERT – C18 ACERT Intake Air Shutoff Valve Installation Wiring
68 ASO Engage
18 Digital Return
Battery + 14 ASO Solenoid +
Battery -
21 ASO Solenoid -
EN-C121 Pin 1
Air Shutoff Air Shutoff

Solenoid Relay
EN-C121 ASO Customer Interface Connector
3 Inlet Air Shutoff Solenoid Relay
EN-C121 Pin 2 4 Return Relay
18 Digital Sensor Return
54 Overspeed Verify Switch

Overspeed
Verify Switch
EN-C120 Customer Interface Connector
Figure 9.6 – Example Air Shutoff Wiring Diagram with Manual Air Shutoff and Overspeed Verify Switch
9.2.7 Overspeed Verify Switch

9.2.7.1 Overspeed Verify Switch Operation
The overspeed verify switch complements the air intake 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
speed limit. The switch input allows the user to test the air intake shutoff feature at 75 percent of the engine
speed limit.
9.2.7.2 Overspeed Verify Switch Configuration

There is no configuration necessary for the overspeed verify switch.
9.2.7.3 Overspeed Verify Switch Installation

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. Figure 9.7 shows the wiring required for this
feature to be activated. Feature shared with CPS and LPS on Pin 54.
Figure 9.7 – Overspeed Verify Switch Installation Wiring
9.2.8 Data Link Stops

It will be possible to stop the engine via a data link (J1939 or Cat Data Link). As per the remote stop button
described above, the data link stop is not fail-safe and does not meet the requirements of emergency stop
regulations, so should not be relied on to assure the safety of application operators or other personnel.
Data link stops may be used in the following circumstances:
• Immobilizers
• Application protection strategies
• Automatic application features (e.g., idle shutdown timer)
• Stopping applications 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, they are clearly documented and communicated to the
final users and owners of the application. If this is not done, there may be complaints that the engine is stopping
unexpectedly.
9.2.9 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 vapor or other flammable gases are present in the air in 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
install 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 gradeability (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, and fuel may still be pumped to
high pressures.
• If an emergency stop button is pressed to cut power to ECU and ignition, but is released while the engine is still
turning, it is possible for the engine to continue to run.

Engine Retarding
10.0 Engine Retarding

10.1 Compression Brake/Constant Lift Brake Engine Retarding
Note: C
ompression brake cannot be used with all industrial engine models:
• C9.3 ACERT engines use constant lift brake for engine retarding
• C13 ACERT – C18 ACERT engines use compression brakes for engine retarding.
Constant lift brake is only used to differentiate medium-duty (MD – C9.3 ACERT) and heavy-duty
(HD – C13 ACERT – C18 ACERT) compression brake systems. Both are compression brake systems.
Note: A
ftermarket compression brakes are not approved for use on engines covered by this document. Use of
these devices VOIDS normal engine warranty.
A compression brake is a device that attaches to the cylinder head to control exhaust valve position on a piston
compression stroke. When enabled, the compression brake holds the exhaust valve open so when the piston
descends on what would normally be the power stroke there is no pressure remaining in the cylinder to act on
the piston. The engine expends energy to pump air through the engine, slowing the engine down drastically. The
compression brake also requires a software strategy within the ECU to enable the compression brake and to
inhibit injection when the compression break is enabled. A Caterpillar designed compression brake is offered as
an optional attachment in the Industrial Engine Price List. The Cat compression brake, often referred to as Cat
brake, includes a brake actuator assembly, wiring harness from ECU to brake actuator solenoids, and ECU brake
strategy support in the software. The Cat brake components are installed and tested in the factory when ordered
with the engine. Please contact your local Cat dealer for assistance if a compression brake is desired and the
engine was NOT ordered with the factory-installed Cat compression brake.
10.1.1 Compression Brake/Constant Lift Operation

The Cat compression brake system has one brake actuator assembly per pair of adjacent cylinders. Each brake
actuator assembly has one electronically controlled solenoid valve that, when energized, allows the brake
actuator to open the exhaust valve for the cylinder that is on its compression stroke. The solenoid valve is
controlled directly by a current driver output on the ECU. The Cat compression brake strategy allows one, two,
or all three brake actuator assemblies to be activated, resulting in two, four, or 6 cylinder progressive braking.
The ECU software supports the progressive braking strategy by providing four levels of engine braking: Off, Low
(two cylinders), Medium (four cylinders) and High (six cylinders) for HD. MD uses two levels of engine braking:
Off, High (six cylinders). The customer wiring to the “Eng Brake LO/HI and HD Eng Brake MED/HI” switch inputs
on the ECU determines the level of engine braking. The ECU compression brake strategy uses the braking level
setting and current engine operating conditions to determine when and which brake actuator to activate.
The compression brake can only be engaged if all of the following conditions are met:
• Engine coolant temp is >20°C
• Desired engine speed is equal to LOW IDLE
• A
ctual engine speed is greater than 1000 rpm
- Low Idle plus 100 rpm (if Low Idle is > 900 rpm)
• The engine has a valid speed/timing sensor signal
• T here are no diagnostic codes on the throttle signal
- At least one PWM throttle must be installed
Engine Retarding
The compression brake can be used with the intermediate speed switch (EN-C120-59) enabled or with the
throttle lock (EN-C120-56) switch enabled, as long as the resulting desired engine speed is equal to the low idle
speed. The compression brake will be turned off or inhibited if any of the following conditions are met during
compression brake operation:
• Actual engine speed falls below 950 rpm
• Desired engine speed does not equal LOW IDLE
• The ECU detects a speed/timing sensor diagnostic code
• The ECU detects a throttle signal diagnostic code
Note: A
t publication, compression brake control is not supported for the J1939 data link.
10.1.2 Compression Brake Configuration

Two parameters must be configured in Cat ET prior to using a compression brake.
1. “Engine Retarder Enable Command” defaults to “Disabled” and must be set to “Enabled.”
2. Low idle speed defaults must be configured to less than or equal to 900 rpm.
10.1.3 Compression Brake Installation

Note: T he use of a compression brake requires a specific iron set from Caterpillar. Prior to completing installation,
ensure that the engine is properly equipped. For more information, consult with the Application Support
Center.
Customer installation of the Cat compression brake and constant lift brake system requires the following
ECU connections:
Figure 10.1 – Compression Brake Installation Diagram (C13 ACERT – C18 ACERT)
Figure 10.2 – Constant Lift Brake Installation Diagram (C9.3 ACERT Only)

Engine Cooling Fan Control
11.0 Engine Cooling Fan Control

Refer to Appendix D: “Commercial Engine Cooling Fan Summary” for detailed description of engine cooling
fan feature.
11.1 Hydraulic Fan Control

For all C9.3 ACERT – C18 ACERT products the engine ECU and core engine software is enabled to support the
use of hydraulic engine fan control. This feature enables a hydraulically controlled fan arrangement to be
controlled directly from the engine ECU, removing the need for additional controllers. The engine ECU provides a
configurable current output to a hydraulic valve to vary the speed of the hydraulic fan. The solenoid required to
control the oil flow to the fan is not provided by Caterpillar and must be sourced by the customer.
Note: Fan clutch control feature is not supported for T4 engine applications.
11.1.1 Hydraulic Fan Control Operation

The machine fan control strategy is suitable for the control of hydraulic fans only. Fan control is achieved using a
number of configurable sensor inputs including:
• Engine Coolant Temperature
• Charge Air Cooler Out Temperature
• Auxiliary Temperature Input (optional)
• J1939 Inputs for Transmission Oil and Hydraulic Oil Temps
The default minimum requirement for the fan strategy to operate correctly is with the coolant temperature and
charge air cooler outlet temperature. While the coolant temperature sensor is installed on the engine as standard,
the charge air cooler temperature is an additional sensor which needs to be installed when the fan strategy
option is selected.
The fan control is achieved using an open loop control strategy, as no fan speed feedback is required.
Before attempting to use this feature it is important that the following system parameters are understood.
11.1.2 Hydraulic Fan Control Configuration

Configuration of the fan speed control feature can be achieved using Cat ET service tool. Table 11.1 shows the
configurable fields available within Cat ET and their minimum and maximum values. For the hydraulic fan control
calibration procedure refer to Appendix C: Hydraulic Fan Control Calibration Procedure.
Parameter Min Value Max Value Operation

Engine Fan Control OFF ON Enable/disable fan control
Engine Fan Type Configuration Direct Drive Hydraulic Direct drive, variable hydraulic, variable pitch
Engine Cooling Fan Pulley Ratio 0 2 Not used
Temperature Error Increasing
0% 100% Ensures smooth ramping of fan speed as error increases
Hysteresis
Temperature Error Decreasing
0% 100% Ensures smooth ramping of fan speed as error decreases
Hysteresis
Rate at which the fan speed will increase/
Current Ramp Rate 0A 3A
sec for a given change in current demand.
Fan Speed Proportional Gain % 0% 600% Not used
Fan Speed Integral Stability % 0% 600% Not used
Top Engine Fan Speed ? ? Max fan speed
Min Desired Engine Cooling Fan
? ? Min fan speed when below min trigger temp thresholds
Speed
Min current = max fan speed for inverse proportional fan
Solenoid Min Current 0.010A 3.7A
Min current = min fan speed for proportional fan
Max current = min fan speed for inverse proportional fan
Solenoid Max Current 0A 3.7A
Max current = max fan speed for proportional fan
Solenoid Dither Frequency 50 Hz 500 Hz Rated dither freq of valve
Solenoid Dither Amplitude
0A 1A Rated dither freq amplitude of valve
(peak to peak)
Table 11.1 – Parameter Configuration Table
The engine temperature points at which the fan speed is a min and max value is also configurable using the
service tool. Fan control is achieved using two engine temperature values. The first is the engine coolant
temperature and the second the charge air cooler outlet temperature. Table 11.2 describes the default fan min
and max air flow settings.
Parameter Min Value Max Value Default

Fan Max Air Flow Charge Air Cooler Outlet Temperature 0°C 120°C 46°C
Fan Min Air Flow Charge Air Cooler Outlet Temperature 0°C 120°C 38°C
Fan Max Air Flow Engine Coolant Temperature 0°C 120°C 98°C
Fan Min Air Flow Engine Coolant Temperature 0°C 120°C 92°C
Table 11.2 – Temperature Setting for Min and Max Air Flow
The configuration settings for the chosen hydraulic valve can be found within the component technical data sheet
or by contacting the valve supplier directly. Caterpillar does not offer an off-the-shelf hydraulic valve for engine
fan control.

11.1.3 Hydraulic Fan Control Installation

The engine ECU has a dedicated output driver for the hydraulic fan control solenoid. The output from this driver
is a current control PWM signal whose parameters for min and max fan speed are set using ET. The diagram
in Figure 11.1 indicates the correct connection of a hydraulic valve to the engine ECU through the main engine
jumper harness – EN-C604 and EN-C120.
Figure 11.1 – Hydraulic Fan Solenoid Wiring Schematic
When installing and testing the hydraulic fan it is important that the system is fully validated in line with the
normal cooling pack performance sign off criteria (TPD1750). Failure to correctly install and configure the
cooling fan features can result in a range of engine cooling problems. Extensive field tests at various ambient
temperatures are advised to ensure that the fan performs as expected.
Caterpillar does not accept any responsibility for engine issues caused by the incorrect application of the
hydraulic fan control feature.
11.2 Reversing Hydraulic Fan Control

This feature provides the ability to reverse the installed hydraulic fan to enable the removal of dust and debris
from radiator packages.
11.2.1 Reversing Fan Control Operation

The fan reversing strategy is designed to work with hydraulic fan packages only. The reversing feature is
designed to operate based on three different configuration settings:
• Automatic Purge – This cycle is time based and will initiate a fan reverse event (assuming all activation
conditions are met) once a configurable time interval between reverse events has been reached.
• Manual Fan Purge Operation – Invoked by the operator using a switch input.
• Automatic Purge with Manual Override – Combination of modes described above.
When a fan reverse/purge cycle is desired either automatically or via the manual switch input a number of engine
conditions must be met before the fan reverse solenoid output can be activated.
Conditions for hydraulic fan reverse include:

• Actual engine speed must be > 0 rpm
The duration of the fan reversing cycle is determined by the engine ECU. This value is configurable via the service
tool. Post completion of a fan reversing operation, a configurable delay is applied before another reverse request
can be activated. This prevents the fan being left in a reverse state for prolonged periods and reduces the risk of
engine overheating due to incorrect operation of the fan reverse strategy.
Once initiated, the fan reverse cycle can not be inhibited. The current fan reverse cycle will be completed before
fan direction is returned to normal operation.
11.2.2 Reversing Fan Control Configuration

The fan reversing feature can be enabled using the Cat ET service tool. To enable the feature the following
configurable fields need to be populated within the main configuration screen.
EST Parameter Min Value Max Value Default Description

Parameter to enable to activation of the
Engine Fan Reversing Feature Disable Enable Disable
reversing feature
Enables the switch input to the ECU to
Engine Fan Manual Purge Disable Enable Disable
activate the reverse function
Used to disable the automatic purge cycle.
Engine Fan Suspend Radiator
Disabled Enabled Disabled With this parameter enabled the manual
Purge Enable Status
reverse cycle will still operate.
Determines the time interval between reverse
Engine Fan Purge Cycle Interval 1 min 30 min 30 min
operations
Determines the duration of a reverse
Engine Fan Purge Cycle Duration 1 min 30 min 1 min
operation
Table 11.3 – Hydraulic Fan Reversing Feature Configurable Fields
To configure the hydraulic fan option to operate in one of the three available states; automatic, manual, and auto/
manual, the following configuration set-up is required.
Automatic
• Engine fan reversing feature “Enable”
• Engine manual purge “Disable”
• Engine fan suspend “Disable”
• Engine fan purge cycle interval (set to required time interval between purge cycles)
• Engine fan purge cycle duration (set to required time duration of fan purge)
Manual
• Engine manual purge “Enable”
• Engine fan suspend “Enable”
• Engine fan purge cycle interval (set to required time interval between purge cycles)
Auto/Manual
• Engine manual purge “Enable”
• Engine fan suspend “Disable”
• Engine fan Purge cycle interval (set to required time interval between purge cycles)

11.2.3 Reversing Fan Control Installation

The activation of the fan reversing feature if using the manual purge option is achieved by grounding pin 1 of
the customer interface — fan feature EN-C604 connector to customer interface connector EN-C120 pin 18. The
installation wiring for this switch is shown in Figure 11.2.
Figure 11.2 – Reverse Hydraulic Fan Switch Input Wiring
11.3 Variable Pitch Fan Control

11.3.1 Flexxaire Fan Operation:
The variable pitch fan control strategy is suitable for the control of Flexxaire fans only. Fan pitch control is
achieved using a number of configurable sensor inputs including:
• Engine coolant temperature
• Charge air cooler out temperature
• Two auxiliary temperature input (optional)
• J1939 inputs for transmission oil and hydraulic oil temps
The default minimum requirement for the fan strategy to operate correctly is with the coolant temperature. While
the coolant temperature sensor is installed on the engine as standard, the charge air cooler temperature is an
additional sensor which needs to be installed when the fan strategy option is selected.
The fan pitch control is achieved using a closed loop control strategy that requires a fan pitch sensor to be
installed on the fan and wired back to the ECU. The pitch sensor returns a 1V to 4V signal back to the ECU, which
the ECU uses to determine the actual pitch of the fan blades.
On a startup after the ECU has been power cycled, a calibration procedure occurs. After a startup delay, the
software should initiate a reverse cycle. Go to full reverse (-100% pitch), hold for the full reverse time and then
return to full pitch (100% pitch) for at least five seconds. The ECU will record the highest and lowest voltages
provided by the pitch sensor during this cycle. The highest voltage corresponds to full pitch and the lowest
voltage corresponds to full reverse pitch. Any time the fan goes into full reverse pitch, the calibration procedure
will be repeated in order to adjust for any changes that may have occurred in the system.
Once the calibration procedure is complete, the fan will operate in a normal engine cooling mode. The ECU will
calculate a desired fan pitch that will be based on the system temperatures it is reading. It will then control the
hydraulic actuator to drive the fan pitch to the desired pitch.
When the control system is monitoring multiple temperatures, it will use the temperature that corresponds to the
highest fan pitch in order to set the desired pitch.
11.3.2 Flexxaire Fan Configuration

Configuration of the fan speed control feature can be achieved using Cat ET service tool. Table 11.4 shows the
configurable fields available within Cat ET and their min and max values.
Parameter Min Value Max Value Operation

Engine Fan Control OFF ON Enable/Disable fan control
Engine Fan Type Configuration Direct Drive Viscous Clutch Should be set to Variable Pitch
Sets the amount of hysteresis in terms of
Temperature Error Increasing Hysteresis 0% 100% temperature error before the fan pitch will
start increasing.
Sets the amount of hysteresis in terms of
Temperature Error Decreasing
0% 100% temperature error before the fan pitch will
Hysteresis
start decreasing.
Rate at which the fan speed will increase/
Current Ramp Rate 0A 3A
sec for a given change in current demand.
Tuning parameter that affects how fast or
Fan Speed Proportional Gain % 0% 600% slow the fan pitch will change and stabilize
with a changing temperature.
Tuning parameter that affects how fast or
Fan Speed Integral Stability % 0% 600% slow the fan pitch will change and stabilize
with a changing temperature
Min current = full pitch. This value should be
Solenoid Min Current 0.010A 3.7A
set to 0.100A
Max current = reverse pitch. This should be
Solenoid Max Current 0A 3.7A
set to 0.800A
Solenoid Dither Frequency 50 Hz 500 Hz Rated dither freq of valve
Solenoid Dither Amplitude (peak to peak) 0A 1A Rated dither freq amplitude of valve
Table 11.4 – Parameter Configuration Table
The engine temperature points at which the fan pitch is a min and max value is also configurable using the
service tool. The system temperatures may include charge air cooler output temperature, engine coolant
temperature, transmission oil temperature, hydraulic oil temperature, or two auxiliary temperatures, depending on
how the system is configured. Each system temperature has two setpoints associated with it that determine the
desired pitch associated with that system temperature. There is a maximum air flow temperature and a minimum
air flow temperature. The maximum air flow temperature refers to the temperature at which the fan will be at full
pitch (100% pitch) when that parameter reaches that temperature. The minimum air flow temperature refers to
the temperature at which the fan will be at 50% pitch when that parameter reaches that temperature. Refer to
Table 11.5 below for the min, max, and default values for each setpoint.
When the control system is monitoring multiple temperatures, it will use the temperature that corresponds to the
highest fan pitch in order to set the desired pitch.

Parameter Min Value Max Value Default

Fan Max Air Flow Charge Air Cooler Outlet Temperature 40°C 55°C 47°C
Fan Min Air Flow Charge Air Cooler Outlet Temperature 30°C 50°C 40°C
Fan Max Air Flow Engine Coolant Temperature 90°C 100°C 100°C
Fan Min Air Flow Engine Coolant Temperature 80°C 90°C 90°C
Engine Cooling Fan Maximum Air Flow Transmission Oil Temperature 100 200 150
Engine Cooling Fan Minimum Air Flow Transmission Oil Temperature 30 100 100
Engine Cooling Fan Maximum Air Flow Hydraulic Oil Temperature 100 200 150
Engine Cooling Fan Minimum Air Flow Hydraulic Oil Temperature 30 100 100
Engine Cooling Fan Maximum Air Flow Auxiliary #1 Temperature 25 600 150
Engine Cooling Fan Minimum Air Flow Auxiliary #1 Temperature 25 600 100
Engine Cooling Fan Maximum Air Flow Auxiliary #2 Temperature 25 600 150
Engine Cooling Fan Minimum Air Flow Auxiliary #2 Temperature 25 600 100
Table 11.5 – Temperature Setting for Min and Max Air Flow
The configuration settings for the chosen hydraulic valve can be found within the component technical data sheet
or by contacting the valve supplier directly. Caterpillar does not offer an off-the-shelf hydraulic valve for engine
fan control.
11.4 Variable Pitch Fan Reversing (Purging)
This feature provides the ability to reverse the pitch of the fan blades to enable the removal of dust and debris
from radiator packages.
Note: Purging must be enabled in order for the calibration procedure to be performed at engine startup. If purging
is not enabled, the control strategy will use the default values for reading the pitch sensor, so the control
strategy may not function exactly as expected.
11.4.1 Fan Reversing Operation

The reversing feature is designed to operate based on three different configuration settings, these are:
• A
utomatic Purge – This cycle is time based and will initiate a fan reverse event (assuming all activation
conditions are met) once a configurable time interval between reverse events has been reached.
• Manual Fan Purge Operation – Invoked by the operator using a switch input.
• Automatic Purge with Manual Override – Combination of modes described above.
When a fan reverse/purge cycle is desired either automatically or via the manual switch input a number of engine
conditions must be met before the fan reverse solenoid output can be activated.
Conditions for hydraulic fan reverse include:

• Actual engine speed must be > 0 rpm
• A purge must not be within 180 seconds of the previous one
The duration of the fan reversing cycle is determined by the engine ECU. This value is configurable via the service
tool. Post completion of a fan reversing operation a 3-minute delay is applied before another reverse request
can be activated. This prevents the fan being left in a reverse state for prolonged periods and reduces the risk of
engine overheating due to incorrect operation of the fan reverse strategy.
Once initiated, the fan reverse cycle cannot be inhibited. The current fan reverse cycle will be completed before
fan direction is returned to normal operation.
If a manual purge is initiated within 3 minutes of a scheduled automatic purge, the countdown timer will reset to
180 seconds before the automatic purge will occur.
11.4.2 Fan Reversing Configuration

The fan reversing feature can be enabled using the Cat ET service tool. To enable the feature, the following
configurable fields need to be populated within the main configuration screen.
EST Parameter Min Value Max Value Default Description
Parameter to enable activation of the
Engine Fan Reversing Feature Disable Enable Disable reversing feature. Must be enabled for
calibration process to occur.
Enables the switch input to the ECU to
Engine Fan Manual Purge Disable Enable Disable
activate the reverse function.
Engine Fan Suspend Radiator Used to disable the automatic purge cycle;
Disabled Enabled Disabled
Purge Enable Status this parameter must be set to Disabled.
Determines the time interval between
Engine Fan Purge Cycle Interval 300 sec 64,800 sec 1200 sec
reverse operations.
Determines the duration of a reverse
Engine Fan Purge Cycle Duration 20 sec 600 sec 180 sec
operation.
Table 11.6 – Hydraulic Fan Reversing Feature Configurable Fields
To configure the hydraulic fan option to operate in one of the three available states, automatic, manual, and auto
manual, the following configuration set-up is required.
Automatic
• Engine Fan Reversing Feature Enable
• Engine Manual Purge Disable
• Engine Fan Suspend Disable
• Engine Fan Purge Cycle Interval (set to required time interval between purge cycles)
• Engine Fan Purge Cycle Duration (set to required time duration of fan purge)
Manual
• Engine Manual Purge Enable
• Engine Fan Suspend Enable

Auto/Manual
• Engine Manual Purge Enable
• Engine Fan Suspend Disable
11.4.3 Fan-Reversing Installation

The activation of the fan-reversing feature if using the manual purge option is achieved by grounding pin 1 of
the customer interface – fan feature EN-C604 connector to customer interface connector EN-C120 pin 18. The
installation wiring for this switch is shown in Figure 11.2 of Section 11.2.3 Reversing Fan Control Installation.
Engine Speed Demand
12.0 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 ECU. There are five types of speed demand inputs:
1. Pulse Width Modulation (PWM) Sensor
2. Throttle Lock (previous PTO Mode) – also known as “engine speed cruise control” or “set speed control”
3. Multi-position Throttle Switches (MPTS)
4. Torque Speed Control – TSC1 (Speed control over CAN J1939)
The speed demand type must be carefully considered and appropriate for the application.
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 bulleted items and diagram:
• Throttle lock mode can be used with analog/PWM combinations but cannot be used with multi-position switch.
• Intermediate engine speed replicates Tier 3 and Tier 4 Interim feature override functionality for C9.3 ACERT –
C18 ACERT.
• Droop is applied to the requested desired engine speed only when all-speed governing is selected.
Figure 12.1 – Engine Speed Demand Software Control

Engine Speed Demand
12.1 PWM Sensor – Throttle Position Sensor (TPS)
12.1.1 TPS Operation

The TPS uses a Pulse Width Modulation (PWM) signal to sense throttle position. A PWM signal is a signal whose
voltage is either at a maximum or a minimum. The duration of the “On” time as a ratio to the total time determines
the strength of the output signal. This means that the output PWM signal takes the form of a square wave as
shown in Figure 12.2.
Figure 12.2 – Pulse Width Modulation Waveform
Figure 12.2 shows that the square wave voltage is either fully on or fully off. The only parameter that changes is
the duration of the on time or pulse width compared to the cycle time. The time between the rising and falling
edge of the “On” pulse is classed as the pulse width and the ratio of this pulse width or “On” time compared to
the sum of the “On” and “Off” time or cycle time is defined as the duty cycle. In the case of the Cat PWM drivers
the larger the duty cycle the stronger the signal. Cycle time equates to frequency of the waveform where 1 cycle
time of 1 sec = 1 Hz.
% Duty Cycle = (Pulse Width/Cycle Time) x 100
Four programmable parameters for two TPS inputs are provided for the ECU to interface with any PWM TPS.
These four parameters are Throttle Input High Idle Duty Cycle, Throttle Input #2 High Idle Duty Cycle, Throttle
Input Low Idle Duty Cycle, and Throttle Input #2 Low Idle Duty Cycle.
Engine Speed Demand
• When the ECU receives a PWM signal from the TPS less than or equal to the programmed value for “Throttle
Input Low Idle Duty Cycle,” the engine will govern speed at the programmed value for engine low idle.
• When the ECU receives a PWM signal from the TPS greater than or equal to the programmed value for
“Throttle Input High Idle Duty Cycle,” the engine will go to full engine speed as dictated by Top Engine Limit
(TEL) and high idle programmable parameters.
In addition:
Note: T he ECU will interpret throttle signals between a PWM duty cycle of 5 percent or less, or 95 percent or
more, as invalid and consequently invoke the limp home strategy and log a diagnostic code. The limp home
strategy will take the following action:
• If engine speed is above 1200 rpm, the engine will go to the configured limp home speed.
• If engine speed is below 1200 rpm, the engine will go to the configured low idle speed.
Note: T ier 4 PWM TPS input now has a configurable parameter that allows faults to be latched in until the
keyswitch is latched. This feature is explained in Section 12.1.2.
Figure 12.3 – Throttle Position Sensor Parameter Diagram
Note: The relationship of engine speed to PWM duty cycle may not be perfectly linear.
12.1.2 TPS Configuration

For single PWM TPS installations three (3) Cat ET parameters must be configured. For dual PWM throttle
installations six (6) Cat ET parameters must be configured. Engine speed must be “0 rpm” and key cycled
(including time for proper ECU housekeeping) for changes to take effect.
To configure a single or the first of two PWM TPS:

1. Cat ET “Service” drop-down menu, select “Throttle Configuration” and select “Throttle #1” as a PWM throttle
from the drop-down menu.
2. Cat ET main configuration screen, set throttle input low idle duty cycle defaults to 10, can be set from 10 to
40 percent (refer to PWM throttle set-up procedure below to determine proper settings)
3. Cat ET main configuration screen throttle input high idle duty cycle defaults to 90, can be set from 50 to

Engine Speed Demand
To configure a second PWM TPS:

4. Cat ET “Service” drop-down menu, select “Throttle Configuration” select “Throttle #2” as a PWM throttle from
the drop-down menu.
5. Cat ET main configuration screen, set “Throttle Input #2 Low Idle Duty Cycle” defaults to 10, can be set from
10 to 40 percent (refer to PWM throttle set-up procedure below to determine proper settings)
6. Cat ET main configuration screen “Throttle Input #2 High Idle Duty Cycle” defaults to 90, can be set from 50 to
After these Cat ET parameters have been configured, the PWM throttle position sensor (TPS) input will function.
However, there are three more Cat ET configurable parameters that affect the TPS functionality.
#1 If the Cat ET configurable parameter “Throttle Failure Mode Latch Enable Status” is:
• “Enabled,” any signal duty cycle outside the acceptable signal duty cycle range (< 5% or > 95%) will result in a
fault logged and engine speed will be “latched” at the last speed recorded. This sensor input will be locked out
until keyswitch is cycled.
• “Disabled,” any signal duty cycle outside the acceptable signal duty cycle range (< 5% or > 95%) will result in a
fault logged however engine speed will be NOT be “latched” or locked out until keyswitch is cycled.
Note: T ier 3 C7 ACERT – C32 ACERT software does not offer this configurable parameter. Tier 4 engines will
handle TPS faults similar to Tier 3 engines when configured to “Disabled.”
#2 & 3 The Cat ET configurable parameters Engine Acceleration Rate and Engine Speed Decelerating Ramp Rate
can be used to control the engine’s response to TPS inputs. These configurable parameters affect only TPS
inputs. Engine acceleration rate controls the rate at which engine speed increases. Engine speed decelerating
ramp rate controls the rate at which engine speed decreases.
PWM Throttle Set-up Procedure

Step 1. Connect the customer TPS to the engine according to the graphic in TPS Installation (section 12.1.3).
Connect with Cat ET to the engine. Locate “Throttle Input Duty Cycle” (or “Throttle Input #2 Duty Cycle” if
configuring a second PWM TPS) in the Cat ET status screens. It will most likely be status screen 6, but the status
screen number can vary depending upon engine model and Cat ET version.
Step 2. Be sure the throttle is in the low idle position. It may be necessary to twist against stop or to pull up on a
foot pedal, etc. Note the value shown for “Throttle Input Duty Cycle.”
Step 3. Add 5 to the “Throttle Input Duty Cycle” (or “Throttle Input #2 Duty Cycle” if configuring a second PWM
TPS) value. The sum is the proper value of “Throttle Input Low Idle Duty Cycle” (or “Throttle Input #2 Low
Idle Duty Cycle if configuring a second PWM TPS).” Write down the value.
Note: T his value cannot be less than 10 percent or greater than 40 percent. Adding 5 provides a tolerance (dead
band) for wear and mechanical variations.
Step 4. Be sure the throttle is in the high idle position. It may be necessary to twist against stop or to push down
on a foot pedal, etc. Note the value shown for “Throttle Input Duty Cycle” (or “Throttle Input #2 Duty
Cycle” if configuring a second PWM TPS).
Step 5. Subtract 5 from the “Throttle Input Duty Cycle” (or “Throttle Input #2 Duty Cycle” if configuring a second
PWM TPS) value. The difference is the proper value of “Throttle Input High Idle Duty Cycle” (or “Throttle
Input #2 High Idle Duty Cycle if configuring a second PWM TPS).” Write down the value.
Engine Speed Demand
Note: T his value cannot be greater than 90 percent or less than 50 percent. Subtracting 5 provides a tolerance
(dead band) for wear and mechanical variations.
Step 6. Enter the values for the two parameters into the configuration screen in Cat ET.
Figure 12.4 – PWM Throttle Set-up Diagram
12.1.3 TPS Installation
Figure 12.5 – Throttle Position Sensors

Engine Speed Demand
12.2 Throttle Lock (Previously PTO Mode)

12.2.1 Throttle Lock Operation
Throttle Lock has previously been referred to as “PTO Mode,” “engine speed cruise control,” or “set speed
control.” Throttle Lock 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 using throttle lock is that the maximum engine speed
rate of change is governed by throttle lock increment and decrement ramp rate.
The feature can use up to five switched inputs, which are shown below in table 12.1
Throttle Lock Operation

Switch Description
Raise/Lower Mode Set/Resume Mode
Enables and disables the
On / Off Enables and disables the throttle lock feature
throttle lock feature
Increases desired engine speed and
Raise/Resume Increase engine speed only functions as a resume for memorized or
programmed set speeds
Decreases desired engine speed
Lower/Set Decrease engine speed only and functions as a set or memorize current
speed demand
Disengages throttle lock while retaining
Interrupt N/A speeds memorized since engine has
been running
Allows the operator to select between
Speed Toggle N/A two throttle lock set speeds
(if programmed in Cat ET)
Table 12.1 – Throttle Lock Operation
Throttle lock can be used with or without the interrupt and speed toggle inputs. Typically when these two inputs
are used, the feature is referred to as Set/Resume Mode. When these two inputs are not used, the feature is
referred to as Raise/Lower (previously Ramp Up/Ramp Down). Previous Tier 3 C7 ACERT – C18 ACERT software
used a Cat ET programmable parameter to select one of these two modes of operation. This Cat ET configuration
parameter is no longer necessary.
12.2.1.1 Throttle Lock Raise/Lower Mode Operation

• This mode uses three of the five switched inputs, therefore providing simpler operation.
• In this mode with the “On”/“Off” input set to “On” the engine speed can be raised using the “Raise/Resume”
switched input.
• When the “Raise/Resume” switched input is closed, engine speed will increase at a rate defined by the
“Throttle Lock Increment Speed Ramp Rate” as long as this rate is lower than the overall “Engine Acceleration
Rate Ramp Rate.” Engine speed will increase until desired engine speed equals “High Idle.’’ If the signal is
removed at any point the engine will remain at the “Actual,” NOT the “Desired” engine speed.
Engine Speed Demand
• If the “Raise/Resume” switched input is closed momentarily, and a value is programmed for “Throttle Lock
Engine Set Speed #1,” the engine will immediately accelerate to that programmed set speed.
• If the “Lower/Set” switched input is closed, engine speed will decrease the rate defined by the “Throttle Lock
Decrement Speed Ramp Rate” as long as this rate is lower than the overall “Engine Speed Deceleration Rate
Ramp Rate.” Engine speed will decrease until desired engine speed equals “Low Idle’’ or until another speed
demand input is equal to the desired speed. If the signal is removed at any point the engine will remain at the
“Actual,” NOT the “Desired” engine speed.
• If the “Lower/Set” switched input is closed momentarily, the ECU will memorize that actual speed and return to
it if and when it receives a momentary “Raise/Resume” switched input.
12.2.1.2 Throttle Lock Set/Resume Operation

This mode uses all five switched inputs and therefore provides the full throttle lock functionality.
12.2.1.3 Throttle Lock Switch Operation

The following sections describe in more detail the operation of each switched input and corresponding
configurable settings.
ON/OFF Switch
When this switch input is open or “Off,” the throttle lock feature is inhibited and none of the other buttons will
have any effect. When the switch is turned “Off,” any adjusted memorized speed will be lost.
Raise/Resume Button
When the On/Off Input is “On” or closed to ground as referenced by Figure 12.7 Throttle Lock Wiring Diagram, but
not yet controlling engine speed, pressing the resume button will increase engine speed to the configured throttle
lock engine set speed.
Note: T his speed change request will be accomplished and governed by any overall engine ramp rates applied to
this speed change configured separately from throttle lock feature.
The Raise/Resume input will increase engine speed via raise mode if the throttle lock set feature has already
been engaged by the set button. The ramp rates and increment/decrement rates configured in the throttle lock
feature will be applied as well as any overall ramp rates (i.e. whichever is lowest).
After throttle lock has been disengaged using the interrupt switch described below, then pressing the Raise/
Resume button will set the engine speed to the last memorized speed via the resume mode.
Lower/Set Button
When the throttle lock feature is on but not engaged, the first time the set button is pressed it will save the actual
engine speed as the memorized speed, and the engine will try to run at this speed.
Once a throttle lock speed has been engaged; if the button is pressed again, or if it is held down, the engine
speed will be lowered. The ramp rates and increment/decrement rates configured in the throttle lock feature will
be applied as well as any overall ramp rates (i.e. whichever is lowest).

Engine Speed Demand
Interrupt Switch
If the interrupt switch input is opened the engine speed will not follow the memorized speed, but will return to the
next highest engine speed demand
The interrupt switch may be a operator-panel switch, or may be a micro-switch on the brake, clutch, or other
component of the application.
Speed Toggle Switch

The speed toggle switch enables the operator to select between two configurable set speeds. This enables the
operator to manually set two throttle lock speeds and manually switch between them via a single switch. The
following speed toggle switch conditions apply:
• Open is default Set Speed Channel 1
• Closed is Set Speed Channel 2.
Each of the two speeds can be set with a default rpm value via the service tool, then new values set by pressing
the set button while the engine is in operation. When the set button is pressed the actual engine speed will be
stored as the new set speed value determined by set speed channel selection at the time (1 or 2).
Note: W
hen the ECU is switched off any new set speed values will be lost and the ECU will revert to the default
value set via the service tool. When the resume button is then pressed, the desired engine speed will ramp
to the set speed value stored.
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, the engine speed will go immediately to this speed.
Throttle Lock Speed Ramp Rates

The throttle lock mode function provides the ability to configure independently the rate at which the engine speed
increases (accelerate) when the raise function is selected and the speed decreases (decelerate) when the lower
function is selected. These ramp rates are independent of the main throttle ramp rate configurations when the
ramp rates are lower than the main throttle ramp rate.
Note: A
ny overall ramp rates configured outside of this feature will also be applied to the overall speed demand.
The ramp rates can be configured to operate at rates between 20 and 600 rpm/second. This function is
operated when holding down the raise or lower buttons.
Engine Speed Demand
Example of Throttle Lock Operation

It is recognized that the precise function of the throttle lock is difficult to understand from a written text
document, especially for engineers for whom English is not their first language. The following table illustrates
the operation of the throttle lock feature. In this example the preset speed 1 has been set on the service tool to
1800 rpm.
Raise/ Throttle Resulting

On/Off Interrupt Set/Lower Memorized
Step Feature Condition Resume Pedal Engine
Switch* Switch* Switch* Speed
Switch* Demand Speed
1 Throttle Lock Inhibited 0 1 0 0 1200 1800 1200
2
Throttle Lock Enabled 1 1 0 0 1200 1800 1200
Throttle Lock jumps to Momentary

3 1 1 0 1200 1800 1800
memorized speed Close
4 No further action 1 1 0 0 1200 1800 1800
Pedal overrides Throttle Lock
5 1 1 0 0 1900 1800 1900
(max wins)
6 Pedal returns to 1200 rpm 1 1 0 0 1200 1800 1800
Momentary
7 Speed raised by 20 rpm 1 1 0 1200 1820 1820
Close
Hold Closed
8 Speed ramps up 1 1 0 1200 2050 2050
approx 3 sec
Momentary
9 Lowered by 20 rpm 1 1 0 1200 2030 2030
Close
Disengage – speed returns to
Momentary
10 next highest demand 1 0 0 1200 2030 1200
Open
(Throttle pedal)
11 Momentary
Resumes to 2030 1 1 0 1200 2030 2030
Close
Disengage – speed returns to
Momentary
12 next highest demand 1 0 0 1200 2030 1200
Open
(Throttle pedal)
Sets memorized speed Momentary
13 1 1 0 1200 1200 1200
to current speed Close
Memorized speed lowered by
Momentary
14 20 rpm but now pedal 1 1 0 1200 1180 1200
Close
is highest wins
Hold Closed
15 Speed ramps up 1 1 0 1200 2430 2430
approx 3 sec
Throttle Lock switched off.
16 0 1 0 0 1200 1800 1200
Preset memorized speed now
No effect due to Throttle Lock Momentary
17 0 1 0 1200 1800 1200
is Inhibited Close
Momentary
18 Throttle Lock disengaged 0 0 0 1200 1800 1200
Open
No effect if both buttons are Momentary Momentary
19 1 1 1200 1800 1200
pressed at once Close Close
*0 = Open, 1 = Closed

Engine Speed Demand
Throttle Lock Operation Under Engine Load

The throttle lock mode set and resume functions are used to provide the operator with a method of storing a
required engine speed and resuming operation at this speed by the use of a simple interface. Care must be taken,
however, when using this function under engine load conditions, as the engine load may mean that the desired
engine speed is not achieved (lug curve operation). The example below describes the feature operation under
load conditions.
Example
The operator using the “Raise/Resume” switch increases desired engine speed to 2000 rpm. Load is applied to
the engine, which lugs the engine speed down to 1500 rpm. The operator tries to increase the speed of the engine
(still under load) back up to 2000 rpm by pressing the “Raise/Resume” switch. However, as the engine is lugging
back under load, the engine speed cannot increase and will remain at 1500 rpm. Once the operator releases the
“Raise/Resume” switch, because the actual engine speed is still at 1500 rpm, the throttle lock set speed will now
be set to 1500 rpm.
If the engine load now decreases, because the set speed has been lowered to 1500 rpm the engine speed will
not increase back up to 2000 rpm but remain at 1500 rpm. The operator can now increase engine speed back to
2000 rpm using the“Raise/Resume” button. Figure 12.6 illustrates the throttle lock mode operation.
Figure 12.6 – Throttle Lock Operation Under Engine Load
The throttle lock feature is configured to operate in this way to prevent the engine from sudden increases in
engine speed due to the “Raise Throttle Lock Speed” button being pressed while the engine is under load and
lugging back along the torque curve. This operation also ensures that the engine ECU can maintain proper engine
operation under all conditions.
Engine Speed Demand
12.2.2 Throttle Lock Configuration

Seven Cat ET programmable parameters are available when using throttle lock. One parameter must be
configured in order to use the feature. Six parameters are optional and should be configured to suit the
customer’s requirements.
Throttle Lock Cat ET Configuration Parameters

Used in
Cat ET Description Range or Option Description
Mode:
Throttle Lock
Not Installed/ Raise/Lower
Feature Installation Used to install the throttle lock feature
Installed Set/Resume
Status
Throttle Lock
0 to Hi Idle rpm Memorized speed used as the initial resume speed Set/Resume
Engine Set Speed 1
Throttle Lock
0 to Hi Idle rpm Memorized speed used as the initial resume speed Set/Resume
Engine Set Speed 2
Throttle Lock
Speed at which the engine will accelerate or decelerate Raise/Lower
Decrement Speed 1 to 600 rpm/sec
when holding the raise or lower button down Set/Resume
Ramp Rate
Throttle Lock
Speed at which the engine will accelerate or decelerate Raise/Lower
Increment Speed 1 to 600 rpm/sec
when holding the raise or lower button down Set/Resume
Ramp Rate
Throttle Lock
Speed at which the engine will increment or decrement Raise/Lower
Engine Set Speed 10 to 200 rpm/sec
when the raise or lower button is momentarily pressed Set/Resume
Decrement
Throttle Lock
Speed at which the engine will increment or decrement Raise/Lower
Engine Set Speed 10 to 200 rpm/sec
when the raise or lower button is momentarily pressed Set/Resume
Increment
Table 12.2 – Throttle Lock and Throttle Lock Configurable Parameters
Note: T he throttle lock feature shares the same hardware ECU J1 pins, as the multi-position switch feature and so
can not be used if the MPTS feature is enabled. If you try to select multi-position switch without uninstalling
throttle lock first, the ECU will not allow you to select MPS.

Engine Speed Demand
12.2.3 Throttle Lock Installation

Figure 12.7 shows the installation wiring required to implement the full Throttle Lock function.
Note: If Raise/Lower Mode functionality is desired, then only Pins 56, 58 and 60 must be installed.
Figure 12.7 – Throttle Lock Wiring Diagram
Note: T ier 3 C7 ACERT – C18 ACERT Electronic A&I may have noted that digital switched input returns can be
connected to negative battery. However this practice has changed for Tier 4 to ensure these returns are
connected to ECU switched input return only.
12.3 Multi-position Throttle Switch (MPTS)

12.3.1 MPTS Operation
The MPTS feature enables the user to select up to 16 pre-configured speed settings as defined by four throttle
switch inputs. These switch inputs can be operated via individual or combined switching devices such as rotary
switches. All switch devices that use a mechanical means of switching from one position to the other must be
“Break-Before-Make” type switches.
Note: T his feature shares inputs with the throttle lock feature. Throttle lock and multi-position switch cannot be
used in the same installation.
This is a very powerful and flexible feature that may be used in a number of ways. For example:
• Principal speed control method for hydrostatic machines where engine speed is selected and then not required
to be frequently changed by the operator. This feature may be a good alternative to the hand throttle. 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 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.
If a switch combination is detected which has been configured as “Not Valid,” a fault code will be raised (29-2 or
774-2) and the ECU will ignore the MPTS for the rest of the key cycle if latching feature is “OFF” (Section ???).
12.3.1.1 Intermediate Engine Speed Function

The intermediate speed function can be installed to provide an intermediate set speed option via pin:
• 59 of the ECU J1 connector for C9.3 ACERT – C18 ACERT <750 hp/560 kW
©2012 Caterpillar® Confidential: Yellow
All rights reserved. 188
Engine Speed Demand
This function gives the option of a single set speed. However, future Prod 5.4/5.5 software releases will alter
intermediate engine speed inputs to replicate Tier 3 override functionality. All C9.3 ACERT – C18 ACERT
Prod 5.5 and newer software will allow intermediate engine speed to override TSC1. This function can be
activated when required by switching input pin above to ground.
Cat ET configurable parameter “Intermediate Engine Speed” must be set to the desired speed before this feature
can be used. The default setting is 1100 rpm.
This feature can be used in conjunction with the MPTS.
12.3.2 MPTS Configuration

The MPTS option can be configured using the Cat ET service tool by selecting the following menu location
service/throttle configuration. Engine speed must be “0 rpm” and key cycled for changes to take effect.
Note: E ngine speed changes in MPTS will take place at the engine speed ramp rates:
• Engine Acceleration Rate Ramp Rate
• Engine Speed Deceleration Rate Ramp Rate

Engine Speed Demand
Select throttle #1 or #2 once throttle configuration has been selected. Select multi-position switch and then
number of switch inputs used. All unused programmable speed settings should be programmed with the physical
position enabled set to “NO.”
Only one multi-position switch can be configured. The other throttle # can be programmed to PWM or “No
Throttle” but not multi-position feature. Throttle lock feature cannot be used with multi-position switch configured.
Engine Speed Demand
The table below gives an example of how the four switchable inputs can be configured to give a range of set
engine speeds. Switches 1-4 are not configurable. Logical position will default to “1” in Cat ET when physical
position enabled is set to “No.”
Physical Physical Logical Engine

Switch 4 Switch 3 Switch 2 Switch 1
Position Position Enabled Position Speed
0 Open Open Open Open No 1 800
1 Open Open Open Closed Yes 1 800
2 Open Open Closed Open Yes 3 1800
3 Open Open Closed Closed Yes 2 1400
4 Open Closed Open Open Yes 7 2050
5 Open Closed Open Closed Yes 6 2000
6 Open Closed Closed Open Yes 4 1900
7 Open Closed Closed Closed Yes 5 1950
8 Closed Open Open Open No 800
9 Closed Open Open Closed No 800
10 Closed Open Closed Open No 800
11 Closed Open Closed Closed No 800
12 Closed Closed Open Open Yes 8 2100
13 Closed Closed Open Closed Yes 9 2200
14 Closed Closed Closed Open No 800
15 Closed Closed Closed Closed Yes 10 2350
Table 12.3 – MPTS Switch Configuration
12.3.3 MPTS Installation

Four switch inputs are available on the ECU for a switch-controlled throttle. The ECU 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 four switches, although not all of these combinations need to be programmed.
The diagram below shows the wiring. If CPS applications where both MPTS and intermediate set speed features
are required, Pin 60 will be used for intermediate feature enable.
Figure 12.8 – MPTS Wiring Diagram (pins are common to throttle lock)

Engine Speed Demand
12.4 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 Data Link Support Section 17.3.3 of this Application
and Installation Guide.
12.5 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. The speed arbitration does not apply to the throttle lock speed demand feature.
There are four methods of arbitration:
• Max Wins – The highest speed demand is the one that controls the engine. This is the default configuration.
• 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 two driver seat positions.
• TSC1 Override – As described above, the TSC1 message over J1939 will override speed demand from any
other source.
• Intermediate Engine Speed Switch – Used as part of the MPTS function but will override all speed demands
when operated including TSC1.
• Lowest Wins – In this case the low engine speed demanded will be the overall speed selected.
12.5.1 Manual Throttle Selection Switch

J1/P1 Pin 62 is a + battery switch input and is used for throttle arbitration with a manual throttle selection
between Throttle #1 and #2. An open circuit to Pin 62 will default to Throttle #1. A closed circuit to Pin 62 from
+Bat will select Throttle #2.
12.6 Acceleration and Deceleration Ramp Rates

It is possible to limit the overall acceleration rate of the engine speed. The acceleration limit applies to overall
engine speed, regardless of applied strategy. Refer to the specific speed demand input being used for ramp rate
configurability. The rates may be configured in Cat ET. 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.
When ramp rates are being used within the throttle lock function it should be noted that if overall acceleration
and deceleration ramp rates are also being used, the engine software will apply the lower of the two values.
12.7 Throttle Behavior During Engine Governor Changes

To protect the engine and drive train system during engine governor selection changes, interlocks between
engine speed demand and governor mode have been employed. It should be noted, therefore, that when
changing between governor modes via J1-pin 59 Governor Mode Switch, the following throttle features are
enabled/inhibited.
Governor Mode Throttle Lock Availability MPTS Availability

All-speed Governing Yes Yes
Min/Max Governing No No
Table 12.4 – Throttle Features and Governor Compatibility
Engine Speed Demand
To switch between engine governing modes, the desired engine speed must be returned to its low idle setting
under all circumstances. If this condition is not met, the governor mode will not change, regardless of the
switched input state. For more information on engine governing and its configuration, please refer to Engine
Governor Section 13 of this document.
12.8 Definition of Engine Speed Points

There are a number of engine speed configuration points available for configuration by the customer. These
points affect the engine’s operation when installed into an application and should be configured to meet the
specific needs of the application. Each point is listed below and shown and in Figure 12.9 where their relationship
with the torque curves can be seen.
Configurable by the customer:

Low Idle (LI) Yes
High Idle (HI) Yes
Top Engine Limit (TEL) Yes
.
Fixed parameters which are non-configurable:
Engine Low Idle Speed Lower Limit (LILL) Yes
Engine Low Idle Speed Upper Limit (LIUL) Yes
Engine High Idle Lower Limit (HILL) Yes
Engine High Idle Upper Limit (HIUL) Yes
Rated Speed Lower Limit (RSLL) Yes
Rated Speed Upper Limit (RSUL) Yes
Figure 12.9 – Example Power Curve with All Available Speed Settings

Engine Speed Demand
12.8.1 Engine Low Idle

12.8.1.1 Engine Low Idle Operation
The engine low idle speed determines the minimum allowable engine speed during normal engine operation; i.e.,
if no throttle demand is supplied to the engine ECU (assuming the engine is running) and there is no load on the
engine the engine will idle at low idle speed.
12.8.1.2 Engine Low Idle Configuration

C9.3 ACERT – C18 ACERT: The desired engine low idle speed can be set using the service tool via the
configuration screen. The low idle speed defaults to 700 and can be programmed to any value between 700 and
1400 rpm. The selectable low idle engine speed can be set using Cat ET within the low idle lower limit and the low
idle upper limit. These limits are fixed in software and are not configurable.
12.8.1.3 Engine Low Idle Installation

No installation is necessary.
12.8.2 Engine High Idle

12.8.2.1 Engine High Idle Operation
The engine high idle speed determines the engine full throttle desired engine speed value. As with the low idle
setting this parameter is configurable by the customer and can be set to an engine speed limited by the fixed
software limits High Idle Lower Limit (HILL) and High Idle Upper Limit (HIUL).
The high idle speed setting also works in conjunction with the Rated Speed Setting (RS) to determine the
Governor (G) run-out line. Varying the rated speed and high idle settings can alter the gradient of this line and the
resulting governor response.
Note: For more information regarding the interaction between the RS and HI settings along with the G please refer
to Engine Governor Section 13.0.
Note: Under some circumstances the engine may not be able to reach the desired HI setting under full throttle
conditions due to application torque requirement at this speed.
12.8.2.2 Engine High Idle Configuration

The desired engine high idle speed can be set using the service tool via the configuration screen. The engine high
idle speed defaults to HIUL and can be adjusted to a value between HILL and HIUL.
Engine High Idle

Engine Default Configurable Range Increments (rpm)
(rpm)
C9.3 ACERT 2420 (Default TEL +10%) Configured TEL +10% 1
C13 ACERT & C15 ACERT 2310 (Default TEL +10%) Configured TEL +10% 1
C18 ACERT 2090 (Default TEL +10%) Configured TEL +10% 1
12.8.2.3 Engine High Idle Installation

No installation is necessary.
Engine Speed Demand
12.8.3 Top Engine Limit

12.8.3.1 Top Engine Limit Operation
Top Engine Limit (TEL) is a programmable parameter that allows the engine’s full load (rated horsepower) speed
to be programmed within the top engine speed range. Top engine speed range is displayed on the configuration
screen in Cat ET. This top engine speed range has a lower and upper limit and will span either 100 or 400 rpm. It
is important to consider that TEL and high idle (another programmable parameter) work together to determine the
overrun* portion of the power curve. The overrun portion of the power curve will change as TEL and high idle are
modified. The slope of the overrun curve will be determined by the difference between TEL and high idle. Refer to
the Engine Governing for more information on engine operation between TEL and high idle speed.
*Some other common terms for overrun are “run-out,” “governor curve,” or “fuel limiting.”
Note: TEL is not programmable on agriculture engine ratings.
The top engine limit determines the point at which the governor cuts in. This speed setting is normally predefined
as the point at which the maximum engine power is obtained (normally set to 1900, 2100, or 2200 rpm). In many
cases this value is fixed due to the specific rating development. However, some ratings do offer the possibility of
adjusting the top engine limit within the limits of the top engine speed range.
It should be noted that for those ratings which support the configuration of the top engine limit, the power and
torque produced by the engine across the adjustable speed range is not always constant. For this reason a
thorough investigation into the application’s power and torque requirement compared to that given by the engine
at the new rated speed point must be made. Availability of torque back-up when reducing the engine’s rated
speed must also be considered.
12.8.3.2 Top Engine Limit Configuration

Minimum Top Engine Limit Maximum Top Engine Increments
Engine Default (rpm)
Setting (rpm) Limit Setting (rpm) (rpm)
C9.3 ACERT 2200 1800 2200 1
C13 ACERT & C15 ACERT 2100 1800 2100 1
C18 ACERT 1900 1800 1900 1
If the customer wants the engine’s full load (rated horsepower) speed to be equal to the high side of the top
engine speed range, no configuration is necessary. The engine will always default to the highest engine speed
in the top engine speed range. If the customer wants TEL to be reduced from the highest engine speed in the top
engine speed range, two parameters must be configured in Cat ET.

Engine Speed Demand
1. Engine Performance Run-out Control Configuration must be configured to either “Fuel Limiting” or “Speed
Droop.” The keyswitch (switched power) must be cycled in order to change TEL. Otherwise, TEL will remain
unavailable. If Run-out Control is “Not Installed,” TEL cannot be changed in the Cat ET Configuration screen.
Speed Droop and Fuel Limiting

When either parameter is selected, the engine will run at high idle with 0% load and at TEL with 100% load.
The difference between these two settings pertains to how the engine governs between high idle and TEL
speeds. When configured to fuel limiting the engine will operate much like a Tier 3 C7 ACERT – C32 ACERT
engine. The engine will (simplistically) set its speed based on the load applied. This results in the engine trying
to maintain a certain speed for any given load. When configured to speed droop the engine does not chose
a speed based directly on load between high idle and TEL. Simplistically, the engine will settle in at a given
speed between high idle and TEL based on load, but it is not trying to govern at that speed. The speed the
engine runs at a given load is simply the result of that load. Speed droop is sometimes used to solve engine
speed instability problems that are associated with the engine’s speed governor (in the case of speed droop)
interacting with another governor somewhere in the driveline.
Note: S
peed droop will typically provide the most stable values for engine percent load. Speed droop simply
attempts to govern engine speed from high idle speed at no load to TEL speed at full load.
2. Top engine limit must be changed to the customer’s desired full load (rated horsepower) speed. This desired
speed must be within the top engine speed range displayed in Cat ET.
The top engine limit for those engine ratings supporting the feature can be configured to limits set by the Rated
Speed Lower Limit (RSLL) (1800 rpm) and Rated Speed Upper Limit (RSUL) (2100/2200 rpm). These are fixed
limits set within the engine software and cannot be altered.
Engine Governor
13.0 Engine Governor

13.1 Min/Max Governing
13.1.1 Operation
The min/max engine speed governor will provide an approximate amount of power for a given throttle position.
Engine speed is allowed to vary between the low idle and high idle engine speed settings. This governor
essentially only “governs” engine speed when at the minimum or maximum allowed engine speed. In between
these limits, the throttle position will cause the engine to produce power proportional to its value. The benefit of
this type of governor is smoother shifting for engines with electronic automatic/automated transmissions. The
min/max governor is also known as the “limiting speed” or “power throttle” governor.
The min/max engine speed governor control strategy uses the isochronous speed governor to control the engine
speed when operating at the minimum (low idle) and maximum (high idle) speeds. This is the same control
strategy used by the full range engine speed governor, but with a fixed desired engine speed input of low idle and
high idle. The governor control strategy does not try to control fuel delivery and engine speed at the operating
speeds between low idle and high idle.
The min/max engine speed governor will attempt to maintain a constant engine power output based on the
throttle position. This design provides optimized shift quality with automatic transmissions and offers excellent
power modulation, which allows the operator to adjust the engine power output to match typical vehicle
operating conditions. The engine will accelerate or decelerate to “find” a vehicle load level that matches the
engine output command by the throttle. If the throttle is commanding more power than the vehicle load will offer,
the engine will accelerate to the high idle speed.
Applications that are lightly loaded will achieve a desired acceleration at a lower throttle position than
applications that are heavily loaded. Machines with very high power/weight ratios will accelerate at very low
throttle positions.
Figure 13.1 illustrates the min/max engine speed governor operation across the engine operating speed range.
The curve is bounded by the rating torque curve between LI and Rated engine Speed (RS) once above rated
speed the G limit curve takes over. For a fixed throttle position, the min/max governor will deliver a constant
amount of power proportional to the throttle position, the engine power output will remain fairly constant, and
engine speed will vary with engine load.
Min/max governing above the configured RS is limited by the G limit curve. This region of operation is often
referred to as the overrun region (shown in Figure 13.1 as the governor operating area). The G limit curve is
always below the rated torque curve. This curve is linear and the slope of the line is determined by the configured
RS point and HI engine speeds (run-out line).

Engine Governor
Figure 13.1 – Min/Max Governor Operating Regions
13.1.2 Configuration
The Cat ET configurable parameter for engine governing is “Engine Governor Primary Mode Configuration.” This
parameter should be set to “Torque Control” for Min/Max Governing.
13.1.3 Installation
The min/max governing feature requires no special installation other than a method of engine speed demand TPS
or MPTS. Please refer to the Engine Speed Demand Section 12.0 of this document for more information on the
methods supported by the engine ECU.
13.2 All-speed (Full-range)

The default governor type is an all-speed governor, also known as a variable-speed governor. The diagrams and
text that follow in Figures 13.2 and 13.3 illustrate the torque and speed characteristics of this governor.
Engine Governor
13.2.1 Operation
The all-speed engine governor will attempt to hold a constant engine speed for a given throttle position. The
governor senses engine speed and load and meters the fuel supply to the engine such that the engine speed
remains constant or to vary with the load in a predetermined manner. This governor type is recommended for
use on applications with a constant operating speed and applications with manual transmissions. The all-speed
governor is also known as “variable-speed” or “full-range engine speed governor.”
The governor strategy calculates the fuel quantity required to keep the actual engine speed equal to the desired
engine speed. The desired engine speed is the output of the throttle arbitration strategy defined in the Engine
Speed Demand Section 12.0 of this document. All-speed refers to the fact that the engine governor operates
across the full engine speed operating range. The governor strategy has control parameters classed as governor
gains, which determine the engine response and engine stability. These gains are “tuned” by Caterpillar to ensure
that they are configured for optimum performance under both steady state and transient conditions.
Under default conditions the engine is set to operate with isochronous governing across the engine speed range,
during which the engine fuelling is bound by the engine torque 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, the fuel will be limited so that the engine does not emit black smoke.
Engines can however, be configured to operate with a level of engine droop, under the torque curve. 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 to follow.
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 Torque Speed Control 1 (TSC1) speed demand over J1939. Droop does not apply, however, to the
throttle lock mode, which always operates isochronously (0% droop).
The governor (governor run-out) is governed by the relationship between the rated engine speed (this is fixed
for each rating and cannot be altered) and the chosen high idle speed. 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 RS and cannot exceed RS+10%. This HIUL is specified to ensure governor stability is
maintained throughout the engine operating range.

Engine Governor
Example Governing 1 – Droop and G slopes approximately equal.
Figure 13.2 – Engine with Droop Settings (CPS only)
Example Governing 2 – Isochronous droop but with a shallow G slope.
Figure 13.3 – Isochronous Droop Settings (CPS only)
Engine Governor
13.2.2 Configuration
The Cat ET configurable parameter for engine governing is “Engine Governor Primary Mode Configuration.” This
parameter should be set to “Speed Control” for all-speed governing.
13.2.3 Installation
The all-speed engine governing feature requires no special installation other than a method of engine speed
demand. Please refer to the Engine Speed Demand Section 12.0 of this document for more information on the
methods supported by the engine ECU.
13.3 Auxiliary Governor

It is possible to control the engine speed by the output shaft speed of another module. Caterpillar does not offer a
speed sensor for this component, nor is there any direct speed sensor input, for the following reasons:
• There are a wide variety of speeds to be measured.
• Speed sensor’s output signals are low in amplitude and sensitive to electromagnetic interference.
• The engine is often not close to the output shaft to be measured, 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 throttle lock mode raise and lower inputs.
The third party module could also incorporate a display and/or operator control buttons. The electronic
applications team can give advice 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 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.
13.4 Rating Selection via Cat ET Service Tool

Some engines will have the capability to run more than one power rating. If this is the case, the highest allowed
rating may be changed via the “rating” parameter on the configuration screen with Cat ET. Note however, that
the engine may not be running the highest enabled rating due to the status of the mode switches or due to
requests from another electronic module on the machine over the J1939 data link.
13.5 Engine Governor (Governor Run-out)

13.5.1 Engine Governor Operation
The Tier 4 Cat engine range offers the ability to configure the run-out gradient of the Governor (G) via the
configuration of the top engine limit RS and the engine HI.
Note: Not all engine ratings support the configuration of the engine RS.

Engine Governor
The G curve is linear. The slope of this line can be adjusted using the HI and RS speed settings. The line
determines the response of the engine once the engine speed enters the G controlled area of the torque curve.
Figure 13.4 shows a G run-out line with the same rated speed and two different HI settings.
Figure 13.4 – G Run-out Example
13.5.2 Engine Governor Configuration

The governor run-out line gradient can be configured using the service tool and the mode selection feature as
shown in Figure 13.4 above. This is achieved by modifying RS or HI or both. It should be noted that HI can not be
configured to be less than RS and no higher than RS + 10%.
Cold Starting Aid and IMFP System
14.0 C
old Starting Aid and Intake Manifold Freeze
Protection (IMFP) System
14.1 Ether Starting Aid System
Note: Caterpillar absolutely requires ether injection be controlled ONLY by “Engine Electronics.”
The ether (customer configurable option) is the starting aid available for C9.3 ACERT – C18 ACERT engines.
The ether start activation is based on temperature and barometric pressure but in general will activate at
temperatures below -25°C.
14.1.1 Ether Starting Aid System Operation

Tier 4 Interim and Tier 4 Final C9.3 ACERT – C18 ACERT <750 hp/560 kW engines use a CEM consisting of a Cat
Regeneration System (Cat RS), Diesel Oxidation Catalyst (DOC) and Diesel Particulate Filter (DPF). Ether can
pass through the engine system and into the CEM during cold starts. Ether controlled by the ECU is capable
of preventing regeneration events from taking place too quickly after the use of ether. The ECU will delay
regeneration events for sufficient time for the ether to be cleared out of the CEM.
Warning: If the ECU does not control all ether use, there is a risk of initiating a regeneration event with ether
in the CEM. All ether used in Tier 4 Interim and Tier 4 Final C9.3 ACERT – C18 ACERT <750 hp/560 kW
engines must absolutely be controlled by the engine ECU to ensure no regeneration events are initiated
too soon following the use of ether.
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.
Caterpillar offers an optional ether start system matched to each engine’s particular cold start strategy. Please
refer to the Mechanical A&I LEBH0013 for more details regarding the ether start system. Please refer to the
Industrial Engine price list for the appropriate parts. Caterpillar application approval must be obtained. Contact
the Application Support Center for this approval.
If there are active faults on both the coolant temperature sensor and the inlet air temperature sensor, the ECU
will not activate the ether injection system. If there is an active fault on either the air temperature sensor or the
coolant temperature sensor, the valid sensor will be used in the ether control strategy. If both the air temperature
and coolant temperature sensor are valid, the coldest temperature will be used. If both sensors are valid, use of a
block heater will not affect the ether control strategy.
The ether control strategy establishes ether injection durations based on temperature and altitude. The
temperature threshold is not programmable by the customer. If the temperature is below the threshold [0°C (32°F)
at sea level] and an attempt is made to start the engine, the ether solenoid control will be enabled until the engine
rpm 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 inhibited.
Ether will only be injected while engine speed is greater than zero. Ether will not be injected prior to cranking
the engine.

14.1.2 Ether Start Configuration

Ether solenoid configuration parameter must be configured in Cat ET prior to using ether start. Ether solenoid
configuration defaults to “Not Installed” and must be programmed to “Continuous Flow Solenoid” before ether
start feature controlled by ECU can work.
14.1.3 Ether Start Installation

The continuous flow ether system is available as an optional attachment on the Industrial Engine Price List. 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: E ther atomizer location is critical to proper operation of each engine model’s cold start strategy. For proper
ether atomizer location, specific to each engine model, consult the application support center.
The ECU can activate the ether control valve solenoid with a direct connection from ECU to the solenoid. Older
systems (prior to Tier 4 engines) required the use of a relay to switch battery supply to the solenoid, but the relay
is no longer required due to more efficient solenoids and the higher current capability of the ECU driver.
Note: T he ECU will source 2.0 amps at normal operating conditions. At cold operating conditions, the ECU may
source as low as 1.0 amp to the solenoid or relay. Cat Industrial Price List components have been selected
to operate in this 1.0 – 2.0 amp range.
Required Parts
Part Number Description Quantity
(1)
Ether Control Valve 1
(1)
Terminal 1
9X-3402 Connector Socket 1
N/A 16 AWG Wire (2)
(1)
Refer to the appropriate parts manual for your engine.
(2)
Fabricated to length
14.2 Intake Manifold Freeze Protection (IMFP) System

In extreme cold ambient temperature conditions, if the engine is left to run a low idle, strategies must be
implemented in order to prevent ice from building up in the intake manifold.
14.2.1 IMFP System Operation

The ECU monitors the charge air cooler (CAC) outlet temperature. If the CAC outlet temperature remains below
-18°C for 3 hours and pin J1/P1 pin 46 is connected to ground, the engine speed will be elevated to 1600 rpm and
remain there for 20 minutes. This strategy will repeat itself as long as the engine remains running at low idle.
Note: I f the programmed low idle speed is above 1250 rpm, the IMFP strategy will not go into effect.
14.2.2 IMFP Configuration

No configurations have to be made in order to enable the IMFP strategy.
14.2.3 IMFP Installation

Should be the same as section 8.1.4.3.

Engine and CEM Indicators and Operator Displays
15.0 Engine and CEM Indicators and Operator Displays

15.1 Engine Management System Status Indication
The engine ECU is configured to monitor a number of core engine critical as well as application-configurable
parameters. This monitoring system enables the engine to take actions such as warn the operator, derate the
engine or shut down completely. The configuration of this system is discussed further in Section 16 of this
document and the remainder of this section is focused around the display of these engine monitoring system states.
It should be noted that due to the increased complexity of the engine system required to meet Tier 4 Interim
emission standards, additional lamp outputs must be used to indicate the status of the CEM system. These lamps
are in addition to the mandatory core engine lamps. Table 15.1 gives an overview of the mandatory installed
indicators required for each Tier 4 engine family. Section 15.2 gives more details on the interaction between the
core engine and CEM indicators.
Note: W
hile the use of the hardwired lamp outputs are not mandatory, the indication of each of the following lamp
status is mandatory. Whether using a hardwired or J1939 driven system all status indicators must use the
CEM symbols shown in Table 15.6.
Engine Family Core Engine Lamps CEM Lamps

Engine Warning Lamp DPF Lamp
Engine Shutdown Lamp HEST Lamp
C9.3 ACERT – C18 ACERT <750 hp Regen Inhibited Lamp
Engine Emissions System Failure Lamp
DEF Level Lamp
Table 15.1 – Mandatory Engine and CEM Status Indicators
15.1.1 Engine Monitoring System Status Levels

The engine management system provides numerical codes to detail specific engine or CEM diagnostics and
system events. These codes are split into two categories, a system diagnostic code and an event code.
• Diagnostic Code – A diagnostic code is raised when a malfunction with one or more of the engine or CEM
electronic components enters a fault condition.
• Event Code – An engine event code is raised when one or more of the engine or CEM electronic components
measures a value which is outside of a pre-configured threshold.
Each of these engine system codes has a severity applied to them, which corresponds to a physical engine action
and monitoring system status indicator display. These severity levels are defined by three levels:
• Level 1 – Warn only (no immediate action is required, the system may need attention soon).
• Level 2 – Derate the engine by a specific error determined percentage (change application operation or
perform maintenance to the system).
• Level 3 – Activate or advise an engine shutdown be implemented for engine protection (immediately perform a
safe application shutdown).
The remainder of this section deals specifically with the display of these engine states. For more information
regarding the configuration of these thresholds and the actual engine’s physical response to specific error levels
please refer to Section 16.
15.1.2 Hardwired Lamp Monitoring System Display

For applications implementing a hardwired lamp system direct to the engine ECU J1 connector, two lamps are
used to display both the fault status indicator level and the resulting severity. These lamps are the stop lamp and
the warning lamp. Table 15.2 shows how the engine management system triggers the operation of these lamps
depending upon the engine/CEM status. Upon activation of an engine management system diagnostic or event
status level a fault code is also generated.
Fault Status Severity Level Hardwired Engine Lamps

Indicator Level (3 = Most Severe) Stop Lamp Warning Lamp
Diagnostic 1 ON
2 FLASH
3 ON FLASH
Event 1 ON
2 FLASH
3 ON FLASH
Table 15.2 – Hardwired Lamp Operation
Note: ON = Lamp on solid, FLASH = Increase in severity (Slow ⇒ Fast indicates increased severity)
15.1.3 Data Link-driven J1939 Monitoring System Display

OEMs wishing to use the J1939 DM1 message to display the fault status indicator level must ensure that the
application controller/display is configured to monitor the following lamp outputs:
• Stop Lamp
• Warning Lamp
• Protect Lamp
The engine management system diagnostic and event levels operate different lamp sequences when using J1939
data link-driven monitoring system as defined by the J1939 specification. A diagnostic condition is indicated using
the stop and warning lamps while an event uses the stop and protect lamps.
J1939 Driven Display Lamps

Fault Status Severity Level
Indicator Level (3 = Most Severe) Stop Lamp
Warning Lamp Protect Lamp
(Shutdown)
Diagnostic 1 ON
2 FLASH
3 ON FLASH
Event 1 ON
2 FLASH
3 ON FLASH
Table 15.3 – J1939 Lamp Operation
Note: ON = Lamp on solid low severity, FLASH = Increase in severity
Table 15.4 is an example that shows a comparison between the indications given by lamps connected directly to
the engine ECU as opposed to those given by a J1939 driven display for a given set of soot load events.

Aftertreatment
J1939 Event Codes Lamps (Hardwired) J1939
Maintenance Level
Warning (Amber) Protect (Amber)
140% 3715-31
Flash & Stop (Red) On Flash & Stop (Red) On
116% + 10 min. 3714-31 Warning (Amber) Flash Protect (Amber) Flash
116% 3719-0 Warning (Amber) Flash Protect (Amber) Flash
100% + Inhibit Sw. 3703-31 Warning (Amber) Flash Protect (Amber) Flash
100% 3719-16 Warning (Amber) Flash Protect (Amber) Flash
Table 15.4 – Aftertreatment Maintenance Level – J1939 Diagnostics and Lamp Condition
15.2 Gauge Drivers

OEMs are increasingly selecting data link-driven intelligent displays for their applications instead of traditional
gauges and lamps directly driven from sensors or the engine ECU.
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 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 transmitted on the J1939 data link.
15.2.1 Data Link-driven Intelligent Displays

J1939 enabled operator display/gauge units can be connected to the engine J1939 data link. Caterpillar offers
lamp information which conforms to the J1939 standard PGN and SPN messaging system. For more information
on the J1939 messages supported via the ECU J1939 data bus, please refer to Section 17 of this document.
Devices that are connected to the J1939 data link should meet the following standard if the OEM does not intend
fitting the indicator lamps.
15.2.2 Minimum Functional Specification for J1939 Display

The following points describe the functional specification for the installation of an operator display:
• CEM lamps displayed if not discrete lamps installed.
• The display is always on when the engine is running.
• The display should be in the line-of-sight of the application operator during application operation.
• Display of the whole J1939 fault code including Suspect Parameter Number (SPN), Failure Mode Indicator (FMI)
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 a 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 its design limits).
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.
15.2.3 Customer Triggered Engine Fault Codes

The engine will raise fault codes (event codes) when its design limits are exceeded; for example, 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 the J1939 data link, such as “engine coolant temperature.”
The application designer could set a limit that is more conservative 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 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 within the J1939
“Diagnostic Message” (DM1).
15.3 Lamp Outputs

There are a number of lamp outputs available direct from the engine ECU. Some of these lamps are a mandatory
requirement, such as the engine stop lamp, while others are optional. Table 15.5 lists the lamp outputs available
from the engine ECU.
Lamp Description Pin Allocation

Shutdown Lamp 28
Warning Lamp 29
DPF Lamp 30
HEST Lamp 31
Low DEF Level Lamp 12
Regen Disabled Lamp 13
Emission System Fail Lamp 20
Table 15.5 – Lamp Output Pin Allocation

15.3.1 ISO Reference for CEM Symbols

Shown below in Table 15.6 are the standard ISO symbols and terminology used for the CEM system. The table
also shows the ISO number used to represent each symbol and its use.
ISO Caterpillar
Symbol Description ISO Ref
Symbol Title Symbol Title
Engine Emissions Diesel Particulate To indicate that the DPF is in

ISO 7000-2433
System Filter Filter need of regeneration
Engine emissions Indicates that a regeneration

High Exhaust System
System is underway and that emission ISO 7000-2844A
Temperature
Temperature system temps are elevated
Engine Emission
filter Active Indicates that a regeneration
DPF Inhibited Lamp ISO 7000-2947
Regeneration has been inhibited
Inhibited
Engine Emissions Emission Systems Indicates that an emissions

ISO 7000-2596
System Failure Failure system fault has occurred
Indicates Low DEF level in

Diesel Exhaust
DEF percentage of DEF Tank ISO 7000-2946
Fluid
capacity
Table 15.6 – ISO Specified CEM System Indicator Symbols
15.3.2 Indicator Lamps
Warning Shutdown
Lamp Lamp Lamp Description of What
Engine State
(Also known as (Also known as State Lamp Status is Indicating
Alert Lamp) Action Lamp)
When the keyswitch is moved to the
The keyswitch is in the ON
Lamp ON position, the lamps come on for
position but the engine has not
Check a period of 5 seconds and the lamps
yet been cranked.
On On will then go off.
With the engine in operation, there

No Faults The engine is operating with no
are no active warnings, diagnostic
Present detected faults.
codes or event codes.
Off Off
If the warning lamp comes on during The engine is operating normally

Active engine operation, this indicates but there are one or more faults
Diagnostic that an active diagnostic code (an with the electronic management
On Off electrical fault) is present. system for the engine.
If the warning lamp flashes during

The engine is operating but there
engine operation, this indicates
are one or more active diagnostic
Derate that the current engine operating
or event codes that have
condition is sufficiently serious to
Flash Off initiated an engine derate.
cause an engine derate.
If the amber warning lamp is
flashing and the red shutdown lamp
comes on during engine operation, The engine is either shut down or
this indicates one of the following an engine shutdown is imminent.
conditions. One or more monitored engine
If “shutdown” enabled: parameters have exceeded the
Shutdown
After a short period of time, the limit for an engine shutdown.
On engine will shut down. This pattern of lamps can be
Flash
If “shutdown” is NOT enabled; caused by the detection of a
The engine has reached a critical serious active diagnostic code.
point of operation and needs to be
shut down by the operator.
Cycle the keyswitch from
“Off” to “On” twice within
three seconds. The codes will
be flashing in sequence. For
example if the flash code equals
133, the diagnostic lamp flashes
Flash Flash codes through the diagnostic once, pause, flashes three times,
Codes lamp found in SIS OMM pause, and flashes three times.
Flash Off
After the complete code has
flashed, a three-second pause
will take place before the next
code will begin to flash (if
another code is present).
Table 15.7 – Engine Lamp Logic

Shutdown
Warning Regeneration Engine Low Diesel
Lamp/ Diesel
Lamp Active DPF Emissions Exhaust
(Also known
Buzzer Particulate State Description
(Also known (Also known as Filter (DPF) Inhibited System Fluid (DEF)
as Alert
as Action HEST Lamp) Failure Level
Lamp)
Lamp)
Lamp Check
On On On On On On On
No Faults Present
Off Off Off Off Off Off Off
High Exhaust
Temperature On
During Active
Regeneration
Off Off On Off Off
Off Off 3714-31
DPF Above 90%
Soot loading, warns
the operator that
regeneration is
Off Off Off On Off Off Off required
Regeneration
inhibited by
operator,
application or
Off Off Off Off On Off Off Cat ET
DPF Above 100%
Soot Loading,
engine power
derates dependent
on soot load,
Flash Off Off On Off Off Off regeneration
required
DPF Above 140%

Soot Loading,
engine shutdown
Flash On Off On Off Off Off
Low DEF Level –

<12.5% capacity in
DEF Tank
Flash Off Off Off Off On On
Engine Emissions
System Failure from
Tampering or Low
Flash Off Off Off Off Flash Off DEF Level
Table 15.8 – Engine and CEM Lamps
Shutdown
Warning Lamp
Lamp/Buzzer State Description
(Also known as Alert Lamp)
(Also known as Action Lamp)
Lamp Check
On On
No Faults Present
Off Off
DPF Above 100% soot loading due to regeneration system

malfunction (covers loss of catalytic activity (sulphation),
high soot load, inability to achieve regeneration conditions, etc.)
Flash Off
DPF Above 116% soot loading due to regeneration system
malfunction (covers loss of catalytic activity (sulphation),
high soot load, inability to achieve regeneration
Flash On conditions, etc.) engine shutdown
Table 15.9 – Engine Aftertreatment Diagnostic Lamp Logic
15.3.3 Engine Shutdown Lamp

15.3.3.1 Engine Stop Lamp Operation
The engine shutdown lamp is operated upon the engine entering an operating/fault condition which requires the
engine to shut down for control/safety reasons. If the engine monitoring system is configured to a level 3 (warn,
derate, and shutdown), a number of these conditions are configurable within the engine monitoring system. Some
parameters are non-configurable, however, such as DPF soot loading exceeds 140%. Further details on these
parameters can be found in Section 16.
15.3.3.2 Engine Stop Lamp Configuration

The engine stop lamp is a mandatory installed item unless this function is displayed via a data link-driven device.
The lamp can be turned on via Cat ET using the ECU output override test. There is no Cat ET configuration
necessary for the engine stop lamp to operate.
15.3.3.3 Engine Stop Lamp Installation
Refer to Appendix A1 and A2 for low side (sink) driver current capability

15.3.4 Engine Warning Lamp

15.3.4.1 Engine Warning Lamp Operation
The warning lamp is used to alert the operator of an engine operating condition that has the potential to cause
engine damage. The lamp will illuminate when any active diagnostic code is raised or any active event code. The
warning lamp will flash for any diagnostics that cause an engine derate or any event code with a severity level 2
or greater. Cycling of the keyswitch in a specific sequence will provide flash codes.
15.3.4.2 Engine Warning Lamp Configuration

The engine warning lamp is a mandatory installed item unless this function is displayed via a data link-driven
device. The lamp can be turned on via Cat ET using the ECU output override test. There is no Cat ET configuration
necessary for the engine warning lamp to operate.
15.3.4.3 Engine Warning Lamp Installation
Refer to Appendix A1 and A2 for low side (Sink) driver current capability
15.3.5 DPF Lamp
15.3.5.1 DPF Lamp Operation

The engine DPF lamp is required for the C9.3 ACERT – C18 ACERT engine range and is used to indicate that the
engine system DPF has reached a soot loading point at which regeneration is required (roughly 80% full). The
lamp will remain activated until a regeneration event begins and HEST lamp is activated.
15.3.5.2 DPF Lamp Configuration

There is Cat ET configuration required for the DPF lamp. The configuration parameter “DPF Soot Loading Indicator
Installation Status” must be programmed “Installed.” Once installed the lamp can also be operated via the service
tool using the ECU output override test.
15.3.5.3 DPF Lamp Installation
Refer to Appendix A1 and A2 for low side (Sink) driver current capability.
15.3.6 HEST Lamp

15.3.6.1 HEST Lamp Operation
The HEST lamp (High Exhaust System Temperature) is activated when the exhaust system regeneration event is
first triggered.
The lamp will remain illuminated until the exhaust system regeneration event has completed. The HEST lamp is
required for the C9.3 ACERT – C18 ACERT < 750 hp engines with Cat RS aftertreatment.
Note: The HEST lamp will not operate if the engine exhaust temperature exceeds 450°C during normal operation.
15.3.6.2 HEST Lamp Configuration

There is Cat ET configuration required for the HEST lamp. The configuration parameter “High Exhaust System
Temperature Indicator Installation Status” must be programmed “Installed.” The lamp can also be operated via
the service tool using the ECU output override test.
15.3.6.3 HEST Lamp Installation
Refer to Appendix A1 and A2 for low side (sink) driver current capability
15.3.7 DPF Regeneration Inhibit Lamp

15.3.7.1 Regeneration Inhibit Lamp Operation
The regeneration inhibit lamp is only required for the C9.3 ACERT – C18 ACERT engines and is used to indicate to
the operator that the automatic regeneration function has been inhibited by:
• CEM interface switch within the application
• Cat ET “ARD Auto Regeneration Enable Status – Inhibited”
For more information on the operation of this switch and/or Cat ET please see High Temperature Regeneration
Operator Interface Section 8.2.2 of this document.
15.3.7.2 Regeneration Inhibit Lamp Configuration

There is Cat ET configuration required for the regeneration inhibited lamp. The configuration parameter “DPF
Regeneration Inhibit Indicator Installation Status” must be programmed “Installed.” The lamp can also be
operated via the service tool using the ECU output override test.
15.3.7.3 Regeneration Inhibit Lamp Installation
Refer to Appendix A1 and A2 for high side (source) lamp driver current capability.

15.3.8 Emission Systems Failure Lamp

15.3.8.1 Emission Systems Failure Lamp Operation
This lamp indicates to the operator that there has been an emissions systems fault detected from tampering or
low DEF Level in the DEF tank. There are three levels of faults associated with this indicator lamp:
• Least Severe Level 1 – Lamp On Solid
• Moderate Severe Level 2 – Lamp On Slow Flash
• Most Severe Level 3 – Lamp On Fast Flash
15.3.8.2 Emission Systems Failure Lamp Configuration

This lamp does not require configuration. The parameter that requires configuration is the operator inducement
parameter “Engine Emissions Operator Inducement Progress Configuration.” This parameter affects machine
performance during this fault and provides two options: Reduced Time or Reduced Performance. Default is
Reduced Performance.
15.3.8.3 Emission Systems Failure Lamp Installation
Refer to Appendix A1 and A2 for high side (Source) lamp driver current capability.
15.3.9 Low DEF Level Lamp

15.3.9.1 Low DEF Level Lamp Operation
This lamp indicates the DEF level in percentage of DEF tank capacity. There are three levels of faults associated
with this indicator lamp:
• Least Severe Level 1 – Lamp On Solid
• Moderate Severe Level 2 – Lamp On Slow Flash
• Most Severe Level 3 – Lamp On Fast Flash
15.3.9.2 Low DEF Level Lamp Configuration

There are no configuration parameters for this indicator lamp. This lamp is engine ECU controlled.
15.3.9.3 Low DEF Level Lamp Installation
Refer to Appendix A1 and A2 for high side (source) lamp driver current capability.
15.4 Activation of J1939 Indicators

The table shown below details the J1939 PGN and SPNs provided for use with an integrated J1939 application
system.
Lamp PGN Description SPN Description

Engine warning Active Diagnostics DM1 Byte 1 & Used to display active
FECA (65226)
(All engines) Trouble codes 2 624/3040 engine diagnostics
Used to indicate engine
Engine shutdown Active Diagnostics DM1 Byte 1 &
FECA (65226) shutdown or recommend
(All engines) Trouble codes 2 623/3039
engine shutdown
Engine Protect Active Diagnostics DM1 Byte 1 & Used to display active
FECA (65226)
(All engines) Trouble codes 2 987/3041 engine events
Available via J1939 network on request only with Service Information
Maintenance Due
PGN 65216, SPN 911.*
DPF
3697 DPF lamp command
(C9.3 ACERT – C18 ACERT)
HEST FD7C Diesel Particulate Filter
3698 HEST lamp command
(C9.3 ACERT – C18 ACERT) (64892) Control 1
Regeneration inhibited DPF inhibited due to
3703
(C9.3 ACERT – C18 ACERT) inhibit switch
Aftertreatment 1 Indicates DEF level in
Low DEF Level FE56
SCR Reagent 5245 percentage of DEF tank
(C9.3 ACERT – C18 ACERT) (65110)
Tank 1 Information capacity.
Engine Emissions System Engine Emissions

FECA DM1 Byte 1 & Engine emissions
System Malfunction
Failure (65226) 2 1213/3038 system failure cmd
Indicator Lamp Status
Table – 15.10 J1939 Indicator SPN’s
*The maintenance due function requires the application to control the indicator activation. Refer to Section 17
“Data Link Support” for J1939 support details.
15.5 Purge Lamp

Engine Monitoring System
16.0 Engine Monitoring System

16.1 General Information
The engine control system provides an engine monitoring system complete with CEM/DEF system that monitors
critical system parameters for conditions that can damage the engine and/or aftertreatment. The ECU monitors
the following sensor signals:
• Auxiliary Pressure Sensor
• Auxiliary Temperature Sensor #1 & #2
• Coolant Level Sensor
• Fuel Pressure Sensor
• Fuel Temperature Sensor
• Engine Coolant Temperature Sensor
• Engine Oil Pressure Sensor
• Engine Speed/Timing Sensor
• Intake Manifold Air Temperature
• Inlet Air Restriction
The monitoring system has programmable settings that give the customer the ability to customize how the engine
control system reacts to possible engine or system damaging conditions. The settings the customer can program
determine when the control system should take action and what level of action the ECU should take in response
to the harmful condition. The levels of action the ECU can be configured to take are defined as follows:
• Level 1 – Warning (Least Severe) – warn operator of the critical condition
• Level 2 – Derate (Moderate Severity) – reduce engine power to a safe operating level
• Level 3 – Shutdown (Most Severe) – shut down the engine
The level of action the ECU can be configured to take is dependent on the operating condition that is being
monitored. Not all action levels are available for each condition. The customer can configure the engine
monitoring system to take one, two, or all of the ECU action level options for a specific monitored condition. The
ECU action level options for each of the monitored parameters are defined in the following table:
Monitoring System Warning Derate Shutdown

Parameters (Least Severe) (Moderate Severity) (Most Severe)(1)
Low Engine Oil Pressure • • •
High Coolant Temperature • • •
Engine Overspeed • •
High Intake Air Temperature • •
Low Coolant Level • • •
High Fuel Temperature • • •
High Auxiliary Temperature • • •
High Auxiliary Pressure • • •
If the shutdown is turned OFF on ET, the entire processing of the parameter shutdown will be turned OFF.
(1)
Meaning no code, no lamp, and no injection inhibit for that parameter.

Table 16.1
The timing for when the ECU takes action is based on set point and time delay settings. A set point and time
delay is defined for each monitored parameter action level available for a monitored parameter. The set point
is the lower (or upper) limit of a monitored parameter’s normal operating range. The delay time is how long the
monitored parameter must exceed the set point before the ECU will take the programmed action (warning, derate,
or shutdown). Not all set points and delay times can be configured for each monitored parameter.
The action level, set point, and time delay settings are configured in the monitoring system configuration screen
in Cat ET. The customer does not have the option to change some of the monitoring system settings for certain
monitored parameters. The parameter settings that cannot be configured will default to the setting programmed in
the factory. See the subsections within Engine Monitoring and Protection Section for each of the monitored
parameters for more information on configuring the monitoring system.
The following actions are taken by the ECU when a warning, derate, or shutdown condition is detected:
• ECU logs an event code
• Event code information is broadcast on the J1939 CAN data link
• Event code is available for display on Cat ET
• Warning lamp is turned “ON”
• Stop lamp is turned “ON”
• ECU performs specified derate or shutdown action
The monitoring system will reduce rated power when derate or shutdown action is specified. The rated power is
reduced as a percentage from the rated power at a given engine speed. The percent derate can be a percentage
drop from the rated power curve or a percent reduction toward a default power curve. When using a default
curve, the default curve is typically set to 50 percent of the rated power curve. Figure 16.1 illustrates the power
derate using a default power curve.
Figure 16.1 – Torque Curve Derate Curve
The power rating is limited in a derate condition, so this does not affect performance unless the power demand
is for rated power. In other words, if you have a 10 percent derate but you are only using 10 percent of the rated
power, you will have no change in operation.

Note: C
at ET may allow the derate set point range to be programmed even though the configuration charts
may indicate that it is “Not Programmable.” If the set point in Cat ET is altered, this will only change the
parameter threshold which a fault code is logged. The programmed value will not change parameter
threshold at which the engine actually takes action in derate.
Cat ET engine shutdown functionality is as follows: If the shutdown is turned “OFF” on ET, the entire processing
of the parameter shutdown will be turned “OFF.” Meaning no code, no lamp, and no injection disable for that
parameter.
Note: F or the monitoring system configuration parameters, the software for industrial engines equates the option
“Least Severe (1)” to warning, “Moderate Severity (2)” to derate, and “Most Severe (3)” to shutdown.
16.2 Engine Monitoring & Protection

16.2.1 Air Filter Service Indicator – Air Intake Restriction Switch
16.2.1.1 Air Intake Restriction Switch Operation
The air filter restriction switch 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 air (between the air filter and the engine). A
normally open air filter restriction switch is available within the Cat part system for order where required.
Upon indication of a blocked intake the ECU will raise an event code and activate the engine warning and derate
lamp. Air intake switch will NOT provide shutdown capability.
Note: A
ir intake restriction switch trip point must be chosen per Tier 4 Final C9.3 ACERT – C18 ACERT <750 hp
Field Test Procedure Section 10.0.
Service Tool Description J1939 Description Status SPN FMI Engine Action
Engine Air Filter Warning 107 15 Warning Lamp Only
Air Intake Restriction
1 Differential Derate 107 16 Engine % Derate
Switch
Pressure Shutdown N/A N/A N/A
Table 16.2
16.2.1.2 Air Intake Restriction Switch Configuration

To enable the operation of this switch the configuration of the air filter restriction switch must be altered within the
service tool from“Not Installed” to “Installed.” Once installed, the following configuration alterations can be made.
Engine monitoring modes can be altered within the Cat ET service tool to provide the required level of protection
and monitoring; i.e., warning and derate.
16.2.1.3 Air Intake Restriction Switch Installation

This switch is customer-installed. Refer to Section 7 – “Customer-installed Sensors” for installation details.
16.2.2 Coolant Level Sensor

16.2.2.1 Coolant Level Sensor Operation
The coolant level sensor controls a switch that enables the ECU to monitor the coolant level within the radiator
or expansion tank to protect the engine against operation with low or no coolant. More operation details can be
found in Section 7.0 “Monitored Inputs for Customer-installed Sensors,” Subsection 7.2 “Coolant Level Sensor.”
Warning 111 17 Warning Lamp Only
Engine Coolant
Coolant Level Derate 111 18 Engine % Derate
Level
Shutdown 111 01 Engine Shutdown
Table 16.3
16.2.2.2 Coolant Level Sensor Configuration

To enable the operation of this switch the configuration of the coolant level sensor must be altered within the
service tool from “Not Installed” to “Installed.” Once installed, the following configuration alterations can be made.
Engine monitoring modes can be altered within the service tool to provide the required level of protection and
monitoring, Warn (1), Derate (2) or Shutdown (3).
The configuration of the switch cannot be altered from normally closed to normally open.
Note: All coolant level switches supplied by Caterpillar are normally closed.
16.2.2.3 Coolant Level Sensor Installation

This sensor is customer-installed. Refer to Section 7 – “Customer-installed Sensors” for installation details.

16.2.3 Auxiliary Temperature Sensor

16.2.3.1 Auxiliary Temperature Sensor #1 & #2 Operation
The auxiliary temperature sensor feature is provided so the engine can monitor any external temperature within
the sensor’s range at measurement and provide that temperature information on the J1939 CAN data link.
These sensors can be used as inputs to the ECU driven fan strategy. The ECU can also protect the system from
excessive temperature by taking any action configured within the engine monitoring system.
High Auxiliary
Auxiliary Temperature #1 Derate 441 16 Engine % Derate
Temperature
High Auxiliary
Auxiliary Temperature #2 Derate 442 16 Engine % Derate
Temperature #2
Table 16.4
16.2.3.2 Auxiliary Temperature Sensor #1 & #2 Configuration

One parameter must be configured within the service tool prior to using an auxiliary temperature sensor. Within
the configuration screen the default setting for the “Auxiliary Temperature Sensor Installation Status” and
“Auxiliary Temperature Sensor #2 Installation Status” is “Not Installed.” This must be configured to “Installed”
before the sensor input can be used.
Coupled with this is the ability to alter the programmable monitoring system parameters to establish the required
level of protection. The programmable limits are shown below.
Action Default Value De-bounce Range Set Point Range

Warning Off 1 to 120 Sec 0°C to 140°C (284°F)
Derate Off 1 to 120 Sec 0°C to 140°C (284°F)
Shutdown Off 1 to 120 Sec 0°C to 140°C (284°F)
Table 16.5
In summary, the customizable monitoring system factory defaults are as follows:

• T he ECU action for an event code defaults to “Off” for warning and “Off” for derate and shutdown. All actions
can however be programmed to “On” or “Off.”
• The default time delay for the monitoring system is set to 4 sec.
• Default temp — see the following
16.2.3.3 Auxiliary Temperature Sensor #1 & #2 Installation

16.2.4 Auxiliary Pressure Sensor

The auxiliary pressure sensor feature is provided so the engine can monitor any external pressure within
measurement range and provide that pressure information on the J1939 CAN data link. The ECU can also protect
the system in the event of excessive pressure by taking any action configured within the engine monitoring
system as shown below in Table 16.6.
Auxiliary Pressure Auxiliary Pressure #1 Derate 1387 16 Engine % Derate
Table 16.6

16.2.4.2 Auxiliary Pressure Sensor Configuration

One parameter must be configured within the service tool prior to using an auxiliary pressure sensor. Within
the configuration screen the default setting for the auxiliary pressure sensor is “Not installed.” This must be
programmed to “Installed” before the sensor input can be used.
The monitoring system parameters shown in Table 16.7 can be programmed to the desired level of protection.
Action Default Value De-bounce Range Set Point Range

Warning Off 1 to 120 Sec 0 kPa to 3150 kPa
Derate Off 1 to 120 Sec 0 kPa to 3150 kPa
Shutdown Off 1 to 120 Sec 0 kPa to 3150 kPa
Table 16.7
In summary, the customizable monitoring system factory defaults are as follows:

• The ECU action for an event code defaults to “Off” for warning and “Off” for derate and shutdown. All actions
can however be programmed to “On” or “Off.”
• The default set point pressure is 1500 kPa.
• The default time delay for the monitoring system is set to 4 sec for warning, 3 sec for derate and shutdown.
Note: The engine must be running at engine speeds at or above low idle for 180 sec before the above time delay
is triggered.
16.2.4.3 Auxiliary Pressure Sensor Installation

16.2.5 Coolant Temperature

16.2.5.1 Coolant Temperature Monitoring Mode Operation
The high engine coolant temperature monitoring mode is configured to indicate to the operator that the engine
coolant temperature has exceeded a pre-determined threshold. The configuration of these thresholds can be
adjusted by the user to determine when a Severity Level 1, 2, and 3 is activated. The table below shows the
default configuration for this mode.
Parameter Temp °C/°F Derate %

Severity L1 109/228.2 0
Severity L2 110/230 0
111/231.8 25
112/233.6 50
113/235.4 75
Severity L3 114/237.2 100
115/239 100
Table 16.8 – Coolant Temperature Monitoring Mode Derate Operation
Once the engine ECU detects that the engine coolant temperature has exceeded one or more of the defined
threshold limits a corresponding event code is raised as shown below.
Service
J1939 Engine Action
Tool Status SPN (J1939) FMI (J1939) Event Code
Description (If Enabled)
Description
Warning Lamp
Severity L1 110 15 E361-1
Only
High Engine
Engine Coolant Engine %
Coolant Severity L2 110 16 E361-2
Temperature Derate
Temperature
Engine
Severity L3 110 00 E361-3
Shutdown
Table 16.9 – Coolant Temperature Monitoring
16.2.5.2 Coolant Temperature Monitoring Mode Configuration

The high engine coolant temperature threshold settings are available for adjustment within Cat ET for all
monitoring system severity levels. There are however, upper and lower limits outside of which the thresholds can
not be set. These are shown below.
Monitoring Mode Trip Threshold Max

Trip Threshold Min
Level C9.3 ACERT C13 ACERT, C15 ACERT, C18 ACERT
Severity L1 85°C/185°F 113°C/235.4°F 110°C/230°F
Severity L2 86°C/186.8°F 116°C/240.8°F 111°C/231.8°F
Severity L3 87°C/188.6°F 116°C/240.8°F 111°C/231.8°F
Table 16.10 – Coolant Temperature Monitoring Mode Configuration

16.2.5.3 Coolant Temperature Monitoring Mode Installation

No installation is required for the engine coolant temperature monitoring function.
16.2.6 Engine Oil Pressure

16.2.6.1 Engine Oil Pressure Monitoring Mode Operation
Engine oil pressure is automatically monitored by the engine ECU to protect the engine from operating without
sufficient oil pressure, as low oil pressure could lead to catastrophic engine failure. The minimum oil pressure is
defined as a function of engine speed, which is factory set and non-configurable. Once these values are tripped
the engine will raise an appropriate event code and take appropriate action. The table below shows the oil
pressure trigger levels for each monitoring mode configuration.
Low Oil Pressure Trip Point for Severity Level 1 & 3 (kPa)
C9.3 ACERT C13 ACERT C15 ACERT C18 ACERT
Engine
Level 1 Level 3 Level 1 Level 3 Level 1 Level 3 Level 1
Speed
Warning Shutdown Warning Shutdown Warning Shutdown Warning
0 0 0 0 0 0 0 0 0
600 — — 53 43 81 45 81 45
700 38 28 — — 81 45 81 45
800 48 38 53 43 — — — —
1200 — — 174 154 210 175 210 175
1400 128 93 200 175 235 195 235 195
1600 — — — — 264 232 264 232
1700 148 113 235 205 — — — —
2100 163 128 263 228 — — — —
2200 — — — — 305 270 305 270
2400 163 128 — — — — — —
Table 16.11 – Oil Pressure Monitoring Mode Operation
Service J1939 SPN FMI Event Engine Action

Status
Tool Description Description (J1939) (J1939) Code (If Enabled)
Severity L1 100 17 E360-1 Warning Lamp Only
Low Engine Oil Engine Oil
Severity L2 100 18 E-360-2 Engine % Derate
Pressure Pressure
Severity L3 100 01 E360-3 Engine Shutdown
Table 16.12 – Oil Pressure Monitoring
16.2.6.2 Engine Oil Pressure Monitoring Mode Configuration

The low engine oil pressure monitoring mode is a factory set monitoring mode which has fixed thresholds that
cannot be adjusted.
16.2.6.3 Engine Oil Pressure Monitoring Mode Installation
No installation is required for the engine oil pressure monitoring function.
16.2.7 Intake Manifold Temperature
16.2.7.1 Intake Manifold Temperature Monitoring Mode Operation

The engine intake manifold air temperature is monitored by the engine management system to ensure that the
engine remains emissions compliant when high intake manifold temperatures are measured. The values shown
below are factory set values. This value is non-configurable. The % derate will change with rating. The table
below reflects an example % derate.
Parameter Temp °C/°F Derate %

Severity L1 120/248 0
Severity L2 121/249.8 10
122/251.6 20
123/253.4 30
124/255.2 40
125/257 50
Table 16.13 – Intake Manifold Temperature Monitoring Mode Derate Operation Example
Once the engine ECU detects that the engine intake manifold air temperature has exceeded one or more of the
defined threshold limits a corresponding event code is raised as shown below.
Service SPN FMI Event Engine Action

J1939 Description Status
Tool Description (J1939) (J1939) Code (If Enabled)
High Intake Manifold Intake Manifold Air Severity L1 105 15 E539-1 Warning Lamp Only
Air Temperature Temperature Severity L2 105 16 E539-3 Engine % Derate
Table 16.14 – Intake Manifold Temperature Monitoring

16.2.7.2 Intake Manifold Temperature Monitoring Mode Configuration

Using the Cat ET service tool the following parameters can be configured.
The maximum intake manifold temperature limit is set within the ECU software and cannot be adjusted; however,
the trigger points for Severity L1 and Severity L2 functions can be configured below this value within the range
shown below.
Engine Range Monitoring Mode Level Trip Threshold Min Trip Threshold Max
All Severity L1 100°C/212°F 125°C/257°F
All Severity L2 100°C/212°F 125°C/257°F
Table 16.15 – Intake Manifold Temperature Monitoring Mode Configuration
16.2.7.3 Intake Manifold Temperature Monitoring Mode Installation

No installation is required for the engine intake manifold temperature monitoring function.
16.2.8 Engine Overspeed

16.2.8.1 Engine Overspeed Monitoring Mode Operation
The engine ECU will automatically monitor engine speed to protect the engine from exceeding a pre-defined
maximum value. This function is employed to protect both the engine and the drive train components from high
engine speeds. The engine overspeed function can be configured at both Severity L1 and Severity L3.
Once the engine ECU detects that the engine speed has exceeded one or more of the defined threshold limits a
corresponding event code is raised as shown below.
Service Tool SPN FMI Event Engine Action

J1939 Description Status
Description (J1939) (J1939) Code (If Enabled)
Engine Overspeed Engine Speed Severity L1 190 15 E362-1 Warning Lamp Only
Engine Overspeed Engine Speed Severity L3 190 00 E362-3 Engine Shutdown
Table 16.16 – Engine Overspeed Monitoring
16.2.8.2 Engine Overspeed Monitoring Mode Configuration

Using the Cat ET service tool the following parameters can be configured.
The maximum engine overspeed limit is set within the ECU software and cannot be adjusted; however, the
trigger points for both Severity L1 and Severity L3 can be configured below this value within the range
shown below.
Engine Range Trip Threshold Min Trip Threshold Max

2600 (L1)
C9.3 ACERT – C15 ACERT 1800 rpm
2800 (L3)
2500 (L1
C18 ACERT 1800 rpm
2700 (L3)
Table 16.17 – Engine Overspeed Monitoring Mode Configuration
16.2.8.3 Engine Overspeed Monitoring Mode Installation

No installation is required for the engine overspeed monitoring function.
16.3 CEM Monitoring & Protection

All details regarding the CEM system and the engines response to ash (Section 8.3 only) and DPF soot loading are
covered in Sections 6, 8, and 15 of this document.

Data Link Support
17.0 Data Link Support

The J1939 standard is a widely used protocol, which operates on a standard CAN bus system. All J1939 enabled
devices will operate on this data link and the remainder of this section details the basic requirements for J1939
communication. The Cat Data Link is a proprietary data link, which can be used with specialist devices available
through Cat aftermarket networks.
It should be noted that these are currently the only two data links supported by the ECU hardware and the
incorporation of the engine into systems operating on protocols such as ModBus will require a gateway to
convert the protocol to J1939 for ECU communication.
17.1 SAE J1939

The SAE standard was initially developed for the U.S. truck and bus industry. It has been expanded and is now
the most widely used data link standard for industrial power trains, with compliance from almost all engine and
transmission manufacturers.
A list of SAE J1939 documentation which should be used as reference when installing a J1939 network is
listed below:
• SAE J1939-11 Physical Layer, 250Kbits/s, Twisted Shielded pair
• SAE J1939-15 Reduced Physical Layer, 250Kbits/s, Unshielded Twisted pair
• SAE J1939-21 Data Link Layer
• SAE J1939-31 Network Layer
• SAE J1939-71 Vehicle Application Layer
• SAE J1939-75 Application Layer Generator Sets and Industrial
• SAE J1939-73 Application Layer Diagnostics
17.1.1 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 or design criteria contained within the SAE J1939 standard documents.
17.1.2 Physical Layer

• The data rate is 250K bits/sec.
• Twisted pair cable, of a 120 Ohm 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 application 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. However, this does not work correctly.
• Maximum bus length is 40 m.
• Maximum number of network nodes is 30 for J1939-11 and 10 for J1939-15.
• The terminating resistors should not be contained in network nodes.
• Network nodes are connected to the bus via stubs of maximum recommended length 1 m (J1939-11) or
3 m (J1939-15).
Data Link Support
17.1.3 Network Layer

• J1939 recommends a bit sample point of 87 percent. This relatively late sampling point, which gives the best
immunity to noise and propagation delay. It does restrict the size of the software jump width (SJW), however.
• All nodes must have the same bit timing.
• Accurate bit timing is essential (4 ms +/- 0.2 percent).
• It is recommended that the average busload is not greater than 40 percent.
• Hardware filtering (masking) of CAN messages should be used under high busload limit demands on
processors.
• The engine ECU always assumes a fixed address zero. It will not change its address in the arbitration process
described in J1939-81.
• The multi 7 packet protocol (described in J1939-21) is used for sending messages with more than eight bytes
of data. In the Caterpillar application this will be used principally for the diagnostic messages DM1, DM2, and
DM3.
• Information may be broadcast or requested at regular intervals. For example, the engine will broadcast its
“current speed” every 20ms but it will only send “hours run” information if another node requests it.
17.1.4 Application Layer

• Data link messages are used by devices on the CAN bus for monitoring and display of engine information or as
control interface between integrated control modules.
• Messages on the J1939 data link are sent in packets of logically grouped system information. These packets,
or data link strings, are referenced by the Parameter Group Number (PGN) that is assigned to each message
by the SAE standard.
• The messages (PGNs) supported by the ECU are only a subset of the messages described in J1939-71 and
J1939-73.
• Some PGNs may be partially supported; i.e., only those bytes for which the ECU has valid data will be
supported.
• Unsupported data bytes are generally sent as FF (hex) and incorrect or invalid information is sent as FE.
17.2 SAE J1939/11 – Physical Layer Data Bus Wiring

17.2.1 J1939 Data Bus Harness Design
The data bus connector that Caterpillar uses is a modified DT connector, special wedge, cable, and extended
socket. The harness assembly requirements are unique to typical Cat wire harnesses. Caterpillar recommends
2 conductor shielded cable from Raychem Corp (Raychem part number 2019D0309-0 or Cat part number 153-2707)
for all J1939 data link wiring. This is twisted pair wiring. If the Caterpillar recommended cable is not used, the
cable must meet J1939 specifications for conductors (refer to Table 17.1). For additional information regarding
the electrical system design see the SAE publication J1939/11 “Physical Layer.” The minimum bend radius for the
data bus cable is 40 mm.
J1939 Specifications for Conductors

Minimum Nominal Maximum
Impedance (ohm) 108 120 132
Capacitance between conductors (pF/m) 0 40 75
Capacitance between the conductors and the shield (pF/m) 0 70 110
Table 17.1 – 1939 Conductor Specifications

Data Link Support
For the data bus to function as intended, the following requirements must be identified on the customer wire
harness print.
1. Remove 75 mm of the outer jacket of data link shielded cable. (Reference Cat part number 153-2707)
2. Remove the foil shield from the exposed wires to within 3 mm of the cable jacket end.
3. Crimp gold-plated socket terminals to the wires and the extended socket terminal to the drain wire.
4. Slide heat shrink tube over the cable end. (Reference Cat part number 125-7876)
5. Install the terminals into the appropriate connector cavity positions.
6. Install the wedge into the connector.
7. Apply the heat shrink tube over the back of the connector body and the jacket of the cable.
8. The above components and assembly procedures must be used to ensure the cable to connector joint will be
sealed. Failure to conform to these requirements will result in cable contamination and result in loss of shield
performance. See Figure 17.1.
Figure 17.1 – SAE J1939 Connector Assembly
17.2.2 Connecting Modules to the CAN Data Link

The SAE J1939 data link is used to communicate engine information to an SAE J1939 compatible display or other
desired SAE J1939 compatible modules. Refer to SENR9764 “Installation Guide for Industrial Electronic Engine
Displays” for more information on connecting J1939 displays to Cat industrial engines. The illustration in Figure 17.2
shows two J1939 modules properly connected to the J1939 data bus. The key components to note are as follows:
• The total length of the data link between terminal resistors must not exceed 40 m (130 ft).
• Length of each branch, or stub length, must not exceed 1 m (3.3 ft). Reference cable assembly (Cat part number
165-0200) that is .15 m long with Deutsch DT 3 pin plug on one end and J1939 signal and shield wires with
appropriate crimped socket on the other end for insertion into J1939 module connector.
• All splices and end nodes can be implemented using a connector tee. (Reference Deutsch DT receptacle
assembly – Cat part number 133-0970).
• Two terminal resistors must be installed. One resistor is required at each end of the data link to ensure proper
operation. These two terminal resistors are critical for the proper operation of the network. (Reference Deutsch
DT plugs with integrated termination resistor – Cat part number 174-3016).
Data Link Support
Figure 17.2 – J1939 Multiple Module Installation Examples
(1) Two terminal resistors are required; optional customer harness provides the resistor at the ECU if installed
(2) Maximum stub length = 1 m (3.3 ft)
(3) Fabricate 153-2707 cable to length
Note: I f the requirements for J1939 data link connections are met, any number of display modules or service tool
connectors may be connected to the J1939 data link.
Note: O
ne terminal resistor for the J1939 data link is included in the optional customer harness. If the optional
customer harness is not present, two terminal resistors must be installed. Any J1939 data link must have a
terminal resistor at each end of the data link.
Note: A
terminal resistor is required at the terminal ends of the data link cable. A terminal resistor is not required
at each node on the data link.

Data Link Support
17.3 J1939 Supported Parameters

17.3.1 J1939 Supported Parameters Quick Reference
C9.3 ACERT – C18 ACERT product range data link support table below shows PGN and SPN application parameter
support of J1939 broadcast data via fixed interval or on request.
Broadcast
PGN Coming
Parameter Rate Default
Identifier DP Source Destination Parameters Supported SPN from
Group (msec) Dec Hex Priority
ECU*
Accelerator Pedal
91 00
Position 1
Electronic
Engine Percent Load at
Engine Control 2 0C F0 03 00 50 61443 F003 3 0 00 – 92 00
Current Speed
(EEC2)
Accelerator Pedal
29 00
Position 2
Actual Engine – Percent
513 00
Electronic Torque
Engine Control 1 0C F0 04 00 15 61444 F004 3 0 00 – Engine Speed 190 00
(EEC1) Driver Demand Eng
512 00
Percent Torque
Engine’s Desired
515 00, 91
Operating Speed
Electronic
Nominal Friction –
Engine Control 3 18 FE DF 00 250 65247 FEDF 6 0 00 – 514 00
Percent Torque
(EEC3)
Aftertreatment 1 Exhaust
3236 91
Gas Mass Flow
Engine Engine Coolant Temperature 110 0
Temperature 18 FE EE 00 1000 65262 FEEE 6 0 00 –
(ET1) Engine Fuel Temperature 1 174 00
00 (C9.3
Only, all
Engine Fuel Delivery
94 others
Engine Fluid Pressure
use PGN
Level/Pressure 18 FE EF 00 500 65263 FEEF 6 0 00 – 64735)
(EFLP1)
Engine Oil Pressure 100 00
Engine Coolant Level 1 111 00
Engine Crankcase Pressure 1 101 00
Engine Fuel Rate 183 00
Fuel Economy
18 FE F2 00 100 65266 FEF2 6 0 00 – Engine Throttle Valve 1
(Liquid) (LFE1) 51 00
Position 1
*00 = Engine ECU, 91 = Aftertreatment ECU
Data Link Support
Broadcast
PGN Coming
ECU*
Engine Intake Manifold # 1
102 00
Pressure
Inlet/Exhaust
18 FE F6 00 500 65270 FEF6 6 0 00 – Engine Intake Manifold 1
Conditions (IE1) 105 00
Temperature
Engine Air Intake Pressure 106 00
Vehicle Battery Potential/
168 0
Electrical 18 FE F7 00 1000 65271 FEF7 6 0 00 – Power Input 1
Power Keyswitch Battery Potential 158 00, 91
Engine Speed at Idle, Point 1 188 00
Percent Torque at Idle,
539 00
Point 1
Engine Speed at Point 2 528 00
Engine Percent Torque
540 00
at Point 2
541 00
at Point 3
Engine Engine Percent Torque
542 00
Configuration 18 FE E3 00 5000 65251 FEE3 6 0 00 – at Point 4
Message Engine Speed at Point 5 531 00
543 00
at Point 5
Engine Speed at High Idle,
532 00
Point 6
Engine Reference Torque 544 00
Engine Requested Speed
535 00
Control Range Lower Limit
Engine Requested Speed
536 00
Control Range Upper Limit
Engine Default Torque Limit 1846 00
Diesel Particulate Trap
3697 00
Lamp Command
Aftertreatment Diesel
Particulate Filter Active 3700 91
Diesel Regeneration Status
Particulate 18 FD 7C 00 1000 64892 FD7C 6 0 00 –
Filter Control 1 Diesel Particulate Filter
Active Regeneration Inhibited 3703 00
Due to Inhibit Switch
Exhaust System High
3698 00
Temperature Lamp Command
Aftertreatment 1 Secondary
3837 91
Aftertreatment Air Pressure
18 FD 6D 00 500 64877 FD6D 6 0 00 –
1 Air Control 2 Aftertreatment 1 Secondary
3832 91
Air Mass Flow Rate

Data Link Support
Broadcast
PGN Coming
Group (msec) Dec Hex Priority ECU*
Aftertreatment 1 Diesel
Aftertreatment 1
18 FD 8C 00 500 64908 FD8C 6 0 00 – Particulate Filter Intake 3609 91
Gas Parameters
Pressure
Aftertreatment 1 Air
3487 91
Aftertreatment Pressure Control
18 FD 9F 00 500 64927 FD9F 6 0 00 –
1 Air Control 1 Aftertreatment 1 Air Pressure
3488 91
Actuator Position
Aftertreatment 1 Exhaust
3241 91
Temperature 1
Aftertreatment
18 FD B4 00 500 64948 FDB4 6 0 00 – Aftertreatment 1 Diesel
1 Intake Gas 2
Particulate Filter Intake 3242 91
Temperature
Engine Exhaust Gas
Recirculation 1 Differential 411 00
Engine Pressure
18 FE A4 00 1000 65188 FEA4 6 0 00 –
Temperature 2
Engine Exhaust Gas
412 00
Recirculation 1 Temperature
Engine Filtered Fuel
Engine Fluid 5579 00
Delivery Pressure
Level/Pressure 18 FC DF 00 500 64735 FCDF 6 0 00
12 EFL/P12 Engine Filtered Fuel Delivery
5580 00
Absolute Pressure
Engine Engine Charge Air Cooler 1
18 FE 69 00 1000 65129 FE69 6 0 00 – 2630 00
Temperature 3 Outlet Temperature
Barometric Pressure 108 00
Ambient Ambient Air Temperature 171 00
18 FE F5 00 1000 65269 FEF5 6 0 00 –
Conditions Engine Air Intake
172 0
Temperature
Operator
Primary Engine Operator Primary
Intermediate 18 FD C8 00 1000 64968 FDC8 6 0 00 – Intermediate Speed 2892 00
Speed Control Select State
State
Engine PTO Governor
980 00
Enable Switch
Engine PTO Governor
981 00
Accelerate Switch
Power Takeoff Engine PTO Governor
18 FE F0 00 100 65264 FEF0 6 0 00 – 982 00
Information Resume Switch
Engine PTO Governor Coast/
983 00
Decelerate Switch
Engine PTO Governor
984 00
Set Switch
Intake Manifold Engine Turbocharger 1 Boost
18 FE A6 00 500 65190 FEA6 6 0 00 – 1127 00
Information 1 Pressure
Aftertreatment 1
18 FD B3 00 500 64947 FDB3 6 0 00 Particulate Filter Outlet 3246 91
Outlet Gas 2
Temperature
Data Link Support
Broadcast
PGN Coming
ECU*
Aftertreatment Aftertreatment 1 Diesel
1 Intermediate 18 FD B2 00 500 64946 FDB2 6 0 00 Particulate Filter Differential 3251 91
Gas Pressure
Aftertreatment 1 Fuel
3480 91
Pressure 1
Aftertreatment 1 Fuel Rate 3481 91
Aftertreatment 1 Aftertreatment 1 Ignition 3484 91
18 FD A1 00 500 64929 FDA1 6 0 00
Fuel Control 1 Aftertreatment #1 Fuel
4301 91
Injectory #1 Heater Status
3479 91
Pressure Control
Intake/Exhaust Engine Intake Manifold #1
18 FD D0 00 500 64976 FDD0 6 0 00 3563 00
Conditions 2 Absolute Pressure
Aftertreatment Aftertreatment 1 SCR Intake
4360 91
1 SCR Temperature
18 FD 3E 00 500 64830 FD3E 5 0 00
Exhaust Gas Aftertreatment 1 SCR Outlet
Temperature 4363 91
Temperature
3516 91
1 Diesel Exhaust Fluid Concentration
18 FD 9B 00 1000 64923 FD9B 6 0 00
Exhaust Fluid Aftertreatment 1 Diesel
Information 3521 91
Exhaust Fluid Property
1761 91
Exhaust Fluid Tank Level
Aftertreatment 1 Aftertreatment 1 Diesel
Diesel Exhaust Exhaust Fluid Tank 3031 91
18 FE 56 00 1000 65110 FE56 6 0 00
Fluid Tank 1 Temperature
Information Aftertreatment Selective
Catalytic Reduction Operator 5245 00
Inducement Active
4077 91
Pressure 2
Aftertreatment 1 Fuel Pump
5423 91
Aftertreatment 1 Relay Control
18 FD 65 00 500 64869 FD65 6 0 00 –
Fuel Control 2 Aftertreatment 1 Fuel Flow
5424 91
Diverter Valve Control
5425 91
Pressure 2 Actuator Control
Sensor Sensor Supply Voltage 1 3509 00
Electrical 18 FD 9D 00 1000 64925 FD9D 6 0 00
Power #1 Sensor Supply Voltage 2 3510 00, 91
Engine Fluid Engine Exhaust Gas
Level/Pressure 18 FC EF 00 500 64751 FCEF 6 0 00 Recirculation 1 Intake 5430 00
11 Absolute Pressure
Engine Fluid Engine Exhaust Gas
Level/Pressure 18 FD C1 00 500 64961 FDC1 6 0 00 Recirculation Intake 3358 00
3 Pressure
Intake Valve Intake Valve Actuation
IVA Files
Actuation 18 FC E8 00 500 64744 FCE8 6 0 00 System Oil Pressure 1 5499
Only
Control Solenoid Control

Data Link Support
Broadcast
PGN Coming
ECU*
Aftertreatment 1 Intake Gas
3219 91
Aftertreatment 1 Sensor at Temperature
18 F0 0E 00 50 61454 F00E 6 0 00
Intake Gas 1 Aftertreatment 1 Intake Gas
3223 91
Sensor Heater Control
Aftertreatment 1 Outlet Gas
3229 91
Aftertreatment 1 Sensor at Temperature
18 F0 0F 00 50 61455 F00F 6 0 00
Outlet Gas 1 Aftertreatment 1 Outlet Gas
3233 91
Sensor Heater Control
Engine Fuel/
Lube Systems 18 FE 6A 00 500 65130 FE6A 6 0 00 Fuel Pump Primer Status 4083 00
(EFS)
Engine Air Shutoff
2813 00
Command Status
Shutdown 18 FE E4 00 1000 65252 FEE4 6 0 00
Engine Idle Shutdown Has
593 00
Shutdown Engine
Aftertreatment 1 Aftertreatment 1 Secondary
18 FC DE 00 500 64734 FCDE 6 0 00 5589 91
Air Control 3 Air Absolute Pressure
Aftertreatment 1 Exhaust Fluid Control Module 5965 91
SCR Electronic Relay Control
Control Module 18 FC BB 00 1000 64699 FCBB 6 0 00
Information Aftertreatment 1 Diesel
(A1ECU) Exhaust Fluid Control Module 5966 91
Power Supply
Aftertreatment 1
SCR Dosing Aftertreatment 1 SCR
18 F0 23 00 50 61475 F023 3 0 00 4332 91
System System State
Information 1
Engine
Operating
18 FD 92 00 250 64914 FD92 6 0 00 Engine Operating State 3543 00
Information
(EOI)
On Request
Auxiliary Temperature 1 441 00
Auxiliary Analog On
1C FE 8C 00 65164 FE8C 7 0 00 – Auxiliary Pressure # 1 1387 00
Information request
Auxiliary Temperature 2 442 00
Engine Total Hours of
Engine Hours, On 247 00
18 FE E5 00 65253 FEE5 6 0 00 – Operation
Revolutions request
Engine Total Revolutions 249 00
Fuel Engine Total Fuel Used 250 00
On
Consumption 18 FE E9 00 65257 FEE9 6 0 00 –
request Engine Trip Fuel 182 00
(Liquid)
Aftertreatment On Diesel Particulate Filter 1
18 FD 7B 00 64891 FD7B 6 0 0x55 3719 91
1 Service request Soot Load Percent
Advertised Number of AETC Data Points 3559 00
On
Engine Torque 18 FD 90 00 64912 FD90 6 0 00 – AETC Speed Value 3560 00
request
Curve – AETC AETC Torque Value 3561 00
Data Link Support
Broadcast
PGN Coming
ECU*
ECU ECU Part Number 2901 00
On
Identification 18 FD C5 00 64965 FDC5 6 0 00 –
request ECU Serial Number 2902 00
Information
Electronic Engine Exhaust Gas
On
Engine 18 FD D5 00 64981 FDD5 6 0 00 – Recirculation (EGR) 2791 00
request
Controller 5 Valve Control
a – Make = “CTPLR” 586 00
b – Model = Engine Bore
Component On 587 00
18 FE EB 00 65259 FEEB 6 0 00 – Size, Example “C15”
Identifier request
c – Serial Number = Engine
588 00
Programmed Serial Number
Trip Time On Trip Engine Running Time 1036 00
18 FE B0 00 65200 FEB0 7 0 00 –
Information 2 request Trip Idle Time 1037 00
Trip Fuel
On
Information 18 FE B9 00 65209 FEB9 7 0 00 – Trip Vehicle Idle Fuel Used 1004 00
request
(Liquid)
Software Identification Fields
Software On
18 FE DA 00 65242 FEDA 6 0 00 – (Part Number, 234 00
Identification request
Description, Date)
Engine Speed 1 4201 00
Engine Speed 2 723 00
Engine Speed
On Engine Speed Sensor 1
Sensor 18 F0 21 00 61473 F021 6 0 00 4203 00
request Timing Pattern Status
Information
Engine Speed Sensor 2
4204 00
Timing Pattern Status
Engine Manifold Engine Exhaust Manifold

On
Actuator 18 FC FC 00 64764 FCFC 7 0 00 Bank 1 Flow Balance Valve 5276 00
request
Control Actuator Control
Service On Service Component

18 FE C0 00 65216 FEC0 6 0 00 911 00
Information request Identification
On Engine Total Idle Fuel Used 236 00
Idle Operation 18 FE DC 00 65244 FEDC 6 0 00
request Engine Total Idle Hours 235 00
00 (not
On Engine Start Enable supported
Cold Start Aids 18 FD C6 00 64966 FDC6 6 0 00 626
request Device 1 on all
software)
Aftertreatment
On Aftertreatment 1 Total
1 Historical 18 FD 98 00 64920 FD98 6 0 00 3522 00, 91
request Fuel Used
Information
Diagnostic
On Minutes Accumulated
Readiness 2 18 C1 00 00 49408 C100 6 0 00 3295 00
request While MIL Activated
(DM 21)
Alternate Fuel 2 On Engine Intake Manifold
18 FE AA 00 65194 FEAA 6 0 00 1692 00
(AF2) request Desired Absolute Pressure
On
1 Service 2 18 FC B9 00 64697 FCB9 6 0 00 Particulate Filter Time to 5978 91
request
(AT1S2) Next Active Regeneration

Data Link Support
Broadcast
PGN Coming
ECU*
Aftertreatment
1 SCR Service 18 FC BD On Aftertreatment 1 Total Diesel
64701 FCBD 6 0 00 5963 91
Information 2 00 request Exhaust Fluid Used
(A1SCRSI2)
Aftertreatment 1 Intake Gas
Electronic 5758 91
On Sensor Power supply
Engine 18 FC CC 00 64716 FCCC 6 0 00
request Aftertreatment 1 Outlet Gas
Conttroller 12 5759 91
Sensor Power Supply
Receive
Engine Override
695 00
Control Mode
Engine Requested Speed/
898 00
Torque/Speed Speed Limit
0C 00 00 xx 10 0 0 3 0 xx 00
Control 1 (TSC1) Engine Requested Torque/
518 00
Torque Limit
Override Control Mode
897 00
Priority
Electronic
Engine Auxillary
Brake Controller 18 F0 01 00 100 61441 F001 6 0 xx 00 970 00
Shutdown Switch
1 (EBC1)
Electronic
Transmission Transmission Output
0C F0 02 03 10 61442 F002 3 0 3 – 191 00
Controller 1 Shaft Speed
(ETC1)
Particulate Filter 3695 00
Regeneration Inhibit Switch
Cab Message 1 18 E0 00 00 1000 57344 E000 6 0 00 –
Particulate Filter 3696 00
Regeneration Force Switch
Engine Throttle/
Fuel Actuator Engine Throttle Actuator 1
18 F0 1A 00 50 61466 F01A 4 0 00 – 3464 00
Control Control Command
Command
Low Range
Torque
18 FE 4B 00 5000 65099 FE4B 6 0 00 – Transmission Torque Limit 1845 00
Protection –
LRTP
Data Link Support
17.3.2 Multiple Engine J1939 Support Logic

Commercial applications that have more than one engine system on one J1939 data link will need to program
a different engine location in each engine controller. The engine location is only programmed in the engine
controller, the aftertreatment controller and DEF controller for each engine system will be assigned an engine
location by the engine controller. Before programming the engine location ensure the engine controller,
aftertreatment controller, and the DEF controller are all communicating with the Cat service tool and verify the
engine is not running. Also each engine system will need to have the engine location programmed before it is
connected to any other engine system (do not connect the engine system to the shared J1939 data link until
the engine location programming process has been completed). Refer to Figure 17.3 Multiple Engine J1939 CAN
Network Interface Example. Once the engine location has been programmed for the engine controller key off the
engine and power back-up, the aftertreatment controller will automatically reset and be assigned a new J1939
address, then the DEF controller will automatically reset and be assigned a new J1939 address.
The following table provides the support logic to allow the customer to program the engine location with Cat
service tool. The ECU will then alter the J1939 address for the ECU after power up.
Multiple Engine Support Logic

Engine Location Default J1939 Source Address (Local & Global)
Engine _1 0
Engine _2 1
Engine _3 231
Engine _4 232
Engine _5 233
Engine Aftertreatment Control A5E2V1

Engine Location J1939 Source Address
Engine Aftertreatment Control #1 0x91-0x93
Engine Aftertreatment Control #4 0x9A-0x9C
Engine Aftertreatment Control #5 0x9D-0x9F
Aftertreatment DEF Controller

Engine Location J1939 Source Address
Aftertreatment DEF Controller #1 0xA0
Aftertreatment DEF Controller #2 0xA2
Aftertreatment DEF Controller # 3 0xA4
Note: T he J1939 source address for the A5E2V1 may need filtering due to redundant broadcast of engine system
data. The Aftertreatment DEF Controller (PETU DCU) does not broadcast data unless “on request” from
A5E2V1 or A4E4 ECUs.

Data Link Support
The following diagram shows J1939 Network Interfaces for multiple engine applications.
Figure 17.3 – Multiple Engine J1939 CAN Network Interface Example
Data Link Support
17.3.3 J1939 Section 71 – TSC1 Operation

17.3.3.1 Torque Speed Control (TSC1) Operating Principles
The TSC1 PGN “0” message is a J1939 message designed to allow the torque or speed control of an engine via
the CAN bus. This message can be used by any electronic control module to request or limit the engine speed
or torque output. Some of the feature’s primary uses are; direct engine speed control via a machine controller
(removes the need for a fixed throttle connection to the engine ECU), or the limiting of engine speed or torque
during transmission gear changes. If both engine speed control via PWM and TSC1 speed control are needed, the
TSC1 request will have priority and override PWM request.
Review engine throttle/fuel actuator control command – PGN 61466 in the J1939 Quick Reference table if J1939
speed control other than TSC1 is required.
The OEM is responsible for ensuring that the implementation of TSC1 speed control is appropriate for the engine
and machine. Furthermore, it is necessary for the OEM to perform a risk assessment validation of the machine
software and hardware used to control the engine speed via TSC1.
The use of override control mode (SPN 695) of TSC1 message provides three independent or mutually exclusive
control modes:
• Speed Control (State 01)
• Torque Control (State 10)
• Speed/Torque Limit Control (State 11)
(Reference Message Table for Torque Speed Control 1 (TSC1) PGN “0” below.)
17.3.3.2 Engine Speed Control (State 01)

When correctly configured, the speed control feature of the TSC1 message will directly control the engine speed.
This means that desired engine speed will be set to the value contained within the TSC1 message. The engine
will then respond to this request and attempt to reach the desired engine speed value. It should be noted that
the TSC1 speed control message will override all other engine speed demand inputs such as analog and PWM
throttles. The only speed input available which is not overridden by the TSC1 message is the intermediate engine
speed feature as described in Section 12 of this guide.
17.3.3.3 Engine Torque Control (State 10)

TSC1 torque control offers the user the same type of function as the speed control feature but with the input
being a torque control value. By controlling engine torque output, the controlling device is actually requesting a
percent value of torque on the torque curve resulting in an engine delivered fuel quantity from the engine ECU.
Care must be taken when operating this mode as controlling engine fuelling can lead to unpredictable engine
behavior (and speed) especially when implemented under transient load conditions.
17.3.3.4 Engine Speed/Torque Limiting (State 11)

Engine speed or torque limiting enables a machine controller to request a physical engine speed or torque limit
value as opposed to a speed or torque control value.
Caution: TSC1 engine speed limiting and engine torque limiting are mutually exclusive and so cannot be
used together.
17.3.3.4.1 Engine Speed Limiting

Under this configuration the additional throttle inputs available on the machine will remain active only until the
TSC1 transmitted speed limit is reached.

Data Link Support
For example; if the TSC1 message is set to speed limit with a value of 1800 rpm, the operator’s PWM foot throttle
will remain active and the engine will respond to any speed requests from the pedal while the engine speed is
below 1800 rpm. However, if an engine speed above 1800 rpm is requested, the engine speed will not respond and
will be limited to 1800 rpm.
17.3.3.4.2 Engine Torque Limiting

There are basically two modes of engine torque limiting available within TSC1 message:
• Constant Torque Limiting
• Dynamic “Offset” Torque Limiting
17.3.3.4.2.1 Constant Torque Limiting

The engine torque limiting function, when configured as constant torque limit, limits the max torque output of the
engine to a value determined as a percentage of the maximum available torque for the particular rating curve
being operated. Figure 17.4 shows an example of an engine torque curve and the resulting engine response once
an 80% torque limit is transmitted via TSC1. As with the speed limiting function the engine will operate as normal
while the engine torque requirement is less than 80% but will limit the engine torque output to 80% as indicated in
the figure below.
17.3.3.4.2.2 Dynamic “Offset” Torque Limiting

This feature can also be used as a “Torque Offset” control by broadcasting TSC1 dynamically with respect to
engine speed. This dynamic broadcast must be provided by the customer through software programming that
computes the required offset torque value and adjusts it dynamically with respect to engine speed. Figure 17.4
shows an example of a dynamic offset torque curve using engine configuration PGN 65251 to determine offset
% torque value as calculated from the speed/torque points and peak reference torque. The values contained in
message 65251 are % of peak torque that is available at each speed point. To change the torque limit to match the
desired performance output of the engine the transmitted % torque limit value will need to be broadcast as % of
peak torque.
Figure 17.4 – TSC1 Torque Limiting Operation Example
Data Link Support
17.3.4 Torque Speed Control (TSC1) Message Configuration & Control

The Torque Speed Control #1 (TSC1) PGN “0” allows electronic control devices connected to the CAN network to
request or limit engine torque or speed. This feature is often used as part of a closed loop engine control system
with broadcast message parameters such as engine speed (Electronic Engine Control – EEC1, PGN 61444). Usage
is particularly common in machines that have complex hydraulic systems. See the message table below for
details of TSC1 control features.
Default
Identifier Rate (msec) PGN R1 DP Source Destination
Priority
0C 00 00 xx 10 000000 3 0 0 See notes 00
Range
Parameter Resolution
Send Receive Byte Bit Length State Units Note
Name (unit/bit) Min Max
Override Control
X 1 1 2
Mode (SPN 695)
X Override Disabled 00
X Speed Control 01
X Torque Control 10
Speed/Torque Limit
X 11
Control
Requested Speed
X Control Conditions 3 2
(SPN 696)
Override Control
X Mode Priority 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/
X Speed Limit 2 1 16 rpm 0.125 0 8032
(SPN 898)
Requested Torque/
X Torque Limit 4 1 8 % 1 -125 +125 B
(SPN 518)
Message Table for Torque Speed Control 1 (TSC1) PGN “0”

Data Link Support
17.3.4.1 ECU Response Time to TSC1 Request

The mean response time for the ECU to alter the desired speed following a TSC1 request is 52 ms +/-5 ms.
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.
17.3.4.2 TSC1 Configuration

TSC1 is available as a speed command input if SPN 695 is set to “01,” and given that a J1939 diagnostic code is
not active, the engine will prioritize the TSC1 request above all other speed command inputs. In effect, TSC1
overrides all other configured throttle inputs.
There are currently two TSC1 fault-handling options available in the service tool, these are described as “TSC1
Continuous Fault Handling: Disabled or Enabled.”
17.3.4.2.1 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 ECU, for instance, in a wheeled excavator where the analog 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.
End of Transmission – Fault Detection

The ECU needs to differentiate between the end of a transmission by another controller and an intermittent
failure. The ECU expects; therefore, that when a controller no longer wishes to demand engine speed, it will
terminate with at least one message with the control override mode SPN set to 00.
17.3.4.2.2 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 analog throttle is connected to the machine ECU 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 overridden, and will only become available if a TSC1 fault is detected.
17.3.4.3 J1939 “Cab Message 1” (CM1) PGN 57344

The DPF regeneration force/inhibit switch feature can be monitored using the J1939 information on the “Cab
Message 1” (CM1) PGN 57344, with “Particulate Trap Regeneration Inhibit Switch” SPN 3695 and “Particulate
Trap Regeneration Force Switch” SPN. These J1939 parameters are monitored to determine the state of the
switches.
Fault codes are generated if the switches are held longer than the time limit (1 minute) a fault condition is logged
and status is set to “faulty.” Both hardwired and J1939 CM1 message input is disabled when this fault occurs.
CM1 PGN and SPN command message description is provided in the following tables.
Default
Identifier Rate (msec) PGN R1 DP Source Destination
Priority
00 E0 00 00 Note A 57344 6 0 0 — 00
Data Link Support
Range
Parameter Resolution
Send Receive Byte Bit Length State Units Note
Name (unit/bit) Min Max
Diesel Particulate
Filter Regeneration
X 6 1 2 state 4 states/2 bit 0 3
Inhibit Switch
(SPN 3695)
Not Active 00
Active 01
Error 10
Not Available 11
Diesel Particulate
Filter Regeneration
X 6 3 2 state 4 states/2 bit 0 3
Force Switch
(SPN 3696)
Not Active 00
Active 01
Error 10
Not Available 11
17.4 Cat Data Link

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

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

It is accepted that the J1939 standard cannot meet all the diverse needs of the many specialized 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, the application
designer should consider the use of a CAN gateway to isolate the proprietary messages from the J1939 bus.
There is also a risk that OEM-defined messages will clash with some of the J1939 standard messages.

Tier 4 Final Service Tool Features
18.0 Tier 4 Final Service Tool Features

18.1 Introduction
At dealer.cat.com under the product support tab you will find the latest version of Cat ET available for download.
Cat ET 2013A or newer is required to work with Tier 4 Final engine systems.
18.2 Cat ET Service Tool Features
18.2.1 System Configuration Parameters
The following table provides a list of configuration parameters used for configuring a U.S. EPA Tier 4 Final engine
to application specific needs. Passwords may be required to program some of these parameters:
• Those parameters that are highlighted in yellow are changes from T4 Interim
• Those parameters that are “Read Only” are not programmable.
• Those parameters that are “Factory” require Caterpillar authorization before programming.
• Those parameters that are “Customer” require customer password to be programmed.
• Those parameters that are “None” do not require passwords.
System Configuration Parameters – T4 Final A4E4 ECU

Available Range Required
Parameter Default
or Options Password
ECU Identification Parameters
Equipment ID Software Dependent Software Dependent Read Only
Engine Serial Number Software Dependent Software Dependent Read Only
ECU Serial Number Software Dependent Software Dependent Read Only
Software Group Part Number Software Dependent Software Dependent Read Only
Software Group Release Date Software Dependent Software Dependent Read Only
Software Group Description Software Dependent Software Dependent Read Only
Selected Engine Rating
Rating Number Software Dependent 1 Factory
Rated Power Software Dependent Software Dependent Read Only
Rated Peak Torque Software Dependent Software Dependent Read Only
Speed Control
Top Engine Limit (rpm) Software Dependent Software Dependent None
Low Idle Speed (rpm) Software Dependent Software Dependent None
High Idle Speed (rpm) Software Dependent Software Dependent None
Engine Acceleration Rate (rpm/s) 10 to 2000 2000 None
Engine Speed Decelerating Ramp Rate 10 to 2000 2000 None
Engine Configuration Parameters
Not Installed
Ether Solenoid Configuration Not Installed Customer
Continuous Flow
Engine Idle Shutdown
Engine Idle Shutdown Minimum Ambient
-40 to 100 0 None
Air Temperature
Engine Idle Shutdown Maximum Ambient
-40 to 100 30 None
Air Temperature
Enabled
Engine Idle Shutdown Enable Status Disabled None
Disabled
Engine Idle Shutdown Delay Time (min) 3 to 60 5 None
Engine Idle Shutdown Ambient Temperature Enabled
Disabled None
Override Enable Status Disabled
Delayed Engine Shutdown
Enabled
Delayed Engine Shutdown Enable Status Disabled Factory
Disabled
Delayed Engine Shutdown Maximum Time (min) 4 to 10 5 None

Introduction
Tier 4 Final Service
and Purpose
Tool Features
Engine Speed Demand
General Information
Engine #1, Engine #2,
Engine Location Engine #3, Engine #4, Engine #1 None
Engine #5
Not Installed, Fuel Limiting
Engine Performance Run-out Control Configuration Not Installed None
Speed Droop, Variable Droop
Engine Governor Mode Override Switch

Installed, Not Installed Not Installed None
Installation Status
Transmission Default Torque Limit Reset Reset, Not Reset Not Reset None
Air Filter Restriction Switch Installation Status Installed, Not Installed Not Installed None
Normally Closed (to ground),
Air Filter Restriction Switch Configuration Normally Open None
Normally Open
Programmed “Low Idle”
Intermediate Engine Speed (rpm) 1100 None
to TEL
Air Shutoff Enabled, Disabled Disabled None
Air Intake Shutoff Detection Installation Status Installed, Not Installed Not Installed None
Coolant Level Sensor Installed, Not Installed Not Installed Customer
Engine Retarder Enable Command Enabled, Disabled Disabled Customer
Auxiliary Temperature Sensor Installation Status Installed, Not Installed Not Installed Customer
Auxiliary Temperature Sensor #2 Installation Status Installed, Not Installed Not Installed Customer
Auxiliary Pressure Sensor Installation Sensor Installed, Not Installed Not Installed Customer
Engine Governor Primary Mode Configuration Torque Control, Speed Control Speed Control None
DPF Regeneration Inhibit Indicator Installation Status Installed, Not Installed Not Installed None
DPF Soot Loading Indicator Installation Status Installed, Not Installed Not Installed None
High Exhaust System Temperature Indicator
Installed, Not Installed Not Installed None
Installation Status
DPF Regeneration Force/Inhibit Switch Installation Installed, Not Installed Not Installed None
Vehicle Speed Parameters
Transmission Output Shaft Revolutions
0-65503 65503 None
Configuration
Machine Speed Limit 0 - 255 255 None
Engine Speed Management Feature
Installed, Not Installed Installed None
Installation Status
Maximum Desired Machine Retard Speed 0 - 235 24 None
Throttle Configuration
Limp Home Desired Engine Speed (rpm) 600-1400 1200 None
Limp Home Engine Speed Ramp Rate (rpm/s) 10-500 200 None
Throttle Input Low Idle Duty Cycle Setpoint (%) 10 to 40 10 None
Throttle Input High Idle Duty Cycle Setpoint (%) 60 to 90 90 None
Throttle Input #2 Low Idle Duty Cycle Setpoint (%) 10 to 40 10 None
Throttle Input #2 High Idle Duty Cycle Setpoint (%) 60 to 90 90 None
Throttle Failure Mode Latch Enable Status Enabled, Disabled Enabled None
Throttle Lock
Throttle Lock Feature Installation Status Installed, Not Installed Not Installed None
Ramp/Up/Ramp Down
PTO Mode Set/Resume None
Set/Resume
Throttle Lock Engine Set Speed #1 (rpm) Min Low Idle to Max High Idle Low Idle Default None
Throttle Lock Engine Set Speed #2 (rpm) Min Low Idle to Max High Idle Low Idle Default None
Throttle Lock Increment Speed Ramp Rate (rpm/s) 10 to 600 400 None
Throttle Lock Decrement Speed Ramp Rate (rpm/s) 10 to 600 400 None
Throttle Lock Engine Set Speed Increment (rpm) 10 to 200 10 None
Throttle Lock Engine Set Speed Decrement (rpm) 10 to 200 10 None
Throttle Lock Engine Speed Limit (rpm) 1500 - Max High Idle Default High Idle None
Fan Control
Engine Fan Control On, Off On Customer
Direct Drive, Variable Pitch,
Engine Fan Type Configuration Variable Hydraulic Customer
Variable Hydraulic
Engine Cooling Fan Temperature Error Decreasing
0 to 100 3 None
Hysteresis (%)
Engine Cooling Fan Temperature Error Increasing
0 to 100 3 None
Hysteresis (%)
Engine Cooling Fan Current Ramp Rate (Amp) 0.01 to 3 0.1 None
Engine Cooling Fan Speed (Proportional) Gain
0 to 6 1 None
Percentage (% of Kp)
Engine Cooling Fan Speed (Integral) Stability
0 to 6 1 None
Percentage (% of Ki)
Top Engine Fan Speed 800 to 2000 2000 Customer
Minimum Desired Engine Cooling Fan Speed 300 to 800 300 Customer
Engine Cooling Fan Solenoid Minimum Current 0.01 to 0.5 0.01 Customer
Engine Cooling Fan Solenoid Maximum Current 0.01 to 3.7 1 Customer
Engine Cooling Fan Solenoid Dither Frequency (Hz) 30 to 500 100 None
Engine Cooling Fan Solenoid Dither Amplitude
0 to 1.0 0.1 None
(Peak-to-Peak)
Proportional, Inverse,
Engine Fan Speed Control Configuration Inverse, Proportional None
Proportional
Reversing Fan Control
Engine Fan Reversing Feature Enabled, Disabled Disabled Customer
Engine Fan Manual Purge Enabled, Disabled Disabled None
Engine Fan Suspend Purge Enabled, Disabled Disabled None
Engine Fan Purge Cycle Interval (secs) 300 to 7200 1200 None
Engine Fan Purge Cycle Duration (secs) 60 to 600 180 None
Fan Temperatures
Engine Fan Control Charge Air Cooler Outlet
Enabled, Disabled Enabled None
Temperature Input Enable
Engine Cooling Fan Maximum Air Flow Charge Air
40-55 47 None
Cooler Outlet Temperature
Engine Cooling Fan Minimum Air Flow Charge Air
30-50 40 None
Cooler Outlet Temperature

Fan Temperatures (continued)

Engine Cooling Fan Control Coolant Temperature
Enabled, Disabled Enabled None
Input Enable Status
Engine Cooling Fan Maximum Air Flow Coolant
90-100 100 None
Temperature
Engine Cooling Fan Minimum Air Flow Coolant
80-90 90 None
Temperature
Engine Cooling Fan Transmission Oil Temperature
Enabled, Disabled Disabled None
Input Enable Status
Engine Cooling Fan Maximum Air Flow
100-200 150 None
Transmission Oil Temperature
Engine Cooling Fan Minimum Air Flow
30-100 100 None
Engine Cooling Fan Control Hydraulic Oil
Temperature Input Enable Status
Engine Cooling Fan Maximum Air Flow Hydraulic
100-200 150 None
Oil Temperature
Engine Cooling Fan Minimum Air Flow Hydraulic
30-100 100 None
Oil Temperature
Engine Cooling Fan Control Auxiliary #1
Engine Cooling Fan Maximum Air Flow Auxiliary #1
25 to 600 150 None
Temperature
Engine Cooling Fan Minimum Air Flow Auxiliary #1
25 to 600 100 None
Temperature
Engine Cooling Fan Control Auxiliary #2
Engine Cooling Fan Maximum Air Flow Auxiliary #2
25 to 600 150 None
Temperature
Engine Cooling Fan Minimum Air Flow Auxiliary #2
25 to 600 100 None
Temperature
Engine/Gear Parameters
Engine State Control Input Configuration CAN Input, Hardwired Input CAN Input None
Run, Stop,
Engine State Control Default Value Last Good Value None
Last Good Value
Crank Duration TBD TBD TBD
Maximum Number of Crank Cycles TBD TBD TBD
Crank Terminate rpm TBD TBD TBD
Maintenance Parameters
Off, Man-Hour, Auto-Hour,
Maintenance Indicator Mode Off None
Man-Fuel, Auto-Fuel
100 to 750 Hrs or
PM 1 Interval 250 Hrs or 9464 L None
3785 to 28390 L
Aftertreatment Configuration
ARD Manual Inhibit Status Not Disabled, Disabled Not Disabled None
High Soot Load Aftertreatment Protection Varies Based on

Enabled, Disabled Factory
Enable Status Application
Aftertreatment Configuration (continued)

Engine Emissions Operator Inducement Progress Reduced Time, Reduced
Reduced Performance None
Configuration Performance
Engine Emissions Operator Inducement Worldwide European
Worldwide Factory
Regulation Configuration Union (EU)
High Speed Regeneration Minimum Engine
1-2 1 None
Speed Configuration Code
System Settings
System Operating Voltage Configuration (V) 12 Volt, 24 Volt Software Dependent Factory
Full Torque Setting (FTS) -128 to 127 0 Factory
Full Load Setting (FLS) -128 to 127 0 Factory
Passwords
Customer Password #1 8 Characters or less None None
Customer Password #2 8 Characters or less None None
Security Parameters
No Access
CAN Communication Protocol Write Security Seed and Key Access Read Only
Seed and Key Access
No Access
CAN Communication Protocol Read Security Seed and Key Access Factory
Seed and Key Access
Last Tool to Change Customer Parameters Software Dependent Software Dependent Read Only
Last Tool to Change Engine Parameters Software Dependent Software Dependent Read Only
Total Tattletale 0-65535 Software Dependent Read Only
System Configuration Parameters – T4 Final A5E2V1 ECU

Available Range Required
Parameter Default
or Options Password
ECU Identification Parameters
Equipment ID Software Dependent Software Dependent Read Only
Engine Serial Number Software Dependent Software Dependent Read Only
ECU Serial Number Software Dependent Software Dependent Read Only
Software Group Part Number Software Dependent Software Dependent Read Only
Software Group Release Date Software Dependent Software Dependent Read Only
Software Group Description Software Dependent Software Dependent Read Only
Aftertreatment Configuration
Enabled, Automatic Low,
ARD Auto Regeneration Enable Status Speed Regeneration Only, Enabled None
Disable
Factory Installed Aftertreatment #1 Identification
Not Programmable 10 Character Factory
Number
Aftertreatment #1 Diesel Oxidation Catalyst Reset Reset, Not Reset Not reset Factory
Security Parameters
Total Tattletale 0-65535 Software Dependent Read Only

18.2.2 Configuration Parameter Descriptions

Engine Performance Run-out Control Configuration
This parameter enables “Fuel Limiting” or “Speed Droop” or “Variable Speed Droop” in the ECU software. Refer
to subsection 12.8.3.2 Top Engine Limit Configuration for more fuel limiting and speed droop details.
Engine Governor Mode Override Switch Installation Status
This parameter defines the operating mode for the governor based on the status of the switch. The switch is used
to override the engine governor mode to allow the control of the engine from input switch. This can be set to
“Installed” or “Not Installed.”
Throttle Input Low Idle Duty Cycle Setpoint
This parameter defines the percent low idle duty cycle setpoint for a PWM Throttle Position Sensor.
Throttle Input High Idle Duty Cycle Setpoint
This parameter defines the percent high idle duty cycle setpoint for a PWM Throttle Position Sensor.
Engine Governor Primary Mode Configuration
This parameter defines the operating mode for the governor based on the application inputs of various speed and
torque commands. This parameter is dependent on the engine governor mode override switch installation status.
If that parameter is set to installed, this parameter will be set to unavailable and cannot be used until the switch
is set to not installed.
Fan Control
This parameter can be set to “Off,” “Hydraulic,” or “Variable Pitch.” If it is set to “Off” many of the other fan
related parameters will not be displayed.
Engine Cooling Fan Temperature Error Decreasing Hysteresis
This parameter determines the hysteresis applied to the calculated engine cooling fan temperature error
increase. The fan airflow output begins to fall when the difference is less than the temperature error increasing
hysteresis value.
Engine Cooling Fan Temperature Error Increasing Hysteresis
This parameter determines the hysteresis applied to the calculated engine cooling fan temperature error
increase. The fan airflow output begins to increase when the difference is more than the temperature error
increasing hysteresis value.
Engine Cooling Fan Current Ramp Rate
This parameter determines the maximum rate at which the engine cooling fan’s current will ramp up or down.
Engine Cooling Fan Speed (Proportional) Gain Percentage
Engine Cooling Fan Speed (Integral) Stability Percentage
Minimum Desired Engine Cooling Fan Speed
This parameter determines the minimum desired engine fan speed. This parameter configures the lower bound of
the range accepted by the engine fan control strategy for the desired fan speed.
Engine Cooling Fan Solenoid Minimum Current
This parameter defines the minimum current of the engine cooling fan solenoid.
Engine Cooling Fan Solenoid Maximum Current
This parameter defines the maximum current of the engine cooling fan solenoid.
Engine Cooling Fan Solenoid Dither Frequency

Engine Fan Reversing Feature
This parameter turns the reversing feature on or off.
Engine Fan Reverse Operation Early Termination Enable Status

Engine Fan Manual Purge
This parameter enables purging via the reversing fan switch.
Engine Fan Suspend Purge

This parameter is used to read and program the enable status of the suspend purge feature for an engine fan.
Engine Fan Purge Cycle Interval

This parameter defines the time between purge cycles (fan reverses).
Engine Fan Purge Cycle Duration

This parameter defines the time when the fan is reversed.
Fan Temperatures
Engine Fan Control Charge Air Cooler Outlet Temperature Input Enable
This parameter determines whether the charge air outlet temperature will be used as an input into the engine
cooling fan strategy.
Engine Cooling Fan Maximum Air Flow Charge Air Cooler Outlet Temperature
This parameter determines the charge air outlet temperature value at which the system requires maximum engine
cooling fan air flow.
Engine Cooling Fan Minimum Air Flow Charge Air Cooler Outlet Temperature
This parameter determines the charge air outlet temperature value at which the system requires minimum engine
Engine Cooling Fan Control Coolant Temperature Input Enable Status

This parameter determines whether coolant temperature will be used as an input into the engine cooling fan
strategy.
Engine Cooling Fan Maximum Air Flow Coolant Temperature

This parameter determines the coolant temperature value at which the system requires the maximum engine
Engine Cooling Fan Minimum Air Flow Coolant Temperature

This parameter determines the coolant temperature value at which the system requires at least the minimum
engine cooling fan air flow.
Engine Cooling Fan Control Transmission Oil Temperature Input Enable Status
This parameter determines whether the transmission oil temperature will be used as an input into the engine
cooling fan strategy.
Engine Cooling Fan Maximum Air Flow Transmission Oil Temperature

This parameter determines the transmission oil temperature value at which the system requires the maximum

Engine Cooling Fan Minimum Air Flow Transmission Oil Temperature

This parameter determines the transmission oil temperature value at which the system requires at least the
minimum engine cooling fan air flow.
Engine Cooling Fan Control Hydraulic Oil Temperature Input Enable Status
This parameter determines whether the hydraulic oil temperature will be used as an input into the engine cooling
fan strategy.
Engine Cooling Fan Maximum Air Flow Hydraulic Oil Temperature

This parameter determines the hydraulic oil temperature value at which the system requires the maximum engine
Engine Cooling Fan Minimum Air Flow Hydraulic Oil Temperature

This parameter determines the hydraulic oil temperature value at which the system requires at least the minimum
Engine Cooling Fan Control Auxiliary #1 Temperature Input Enable Status

This parameter determines whether the auxiliary #1 temperature will be used as an input into the engine cooling
fan strategy.
Engine Cooling Fan Maximum Air Flow Auxiliary #1 Temperature

This parameter determines the auxiliary #1 temperature value at which the system requires the maximum engine
Engine Cooling Fan Minimum Air Flow Auxiliary #1 Temperature

This parameter determines the auxiliary #1 temperature value at which the system requires at least the minimum
Engine Cooling Fan Control Auxiliary #2 Temperature Input Enable Status

This parameter determines whether the auxiliary #2 temperature will be used as an input into the engine cooling
fan strategy.
Engine Cooling Fan Maximum Air Flow Auxiliary #2 Temperature

Engine Cooling Fan Minimum Air Flow Auxiliary #2 Temperature

18.2.3 Product Status Report (PSR)

The PSR provides a report that shows the ECU records for the application/engine at the time of installation and/
or service. This report can be used for reference later to generate reports for summary of service call and useful
installation information.
The PSR is accessed through the information pull-down menu of the Cat service tool ET. See screen shot above
for reference. Once you have checked the boxes of the records you want to show up in this report you can
“Create Report” (box at bottom of screen) and save it to your hard drive for future reference. At this screen you
may also “Open Report” from a previous PSR save. PSR is saved as “.xml” format and viewed via browser. Refer
to screen shot below for partial PSR example.

18.2.4 Data Log/Viewer

Cat ET provides a feature that allows the technician to record and display real-time parameter events during
application operating conditions. This feature is called the data log recorder and viewer. Details for creating
graphs and charts are in the help content of Cat ET.
Appendices
19.0 Appendices
Appendix A: Tier 4 Final ECU Connector Pinouts
A.1: A4E4V3.1 Engine ECU J1 Connector Pinout
J1 Function MEC Industrial/Petroleum Application

1 PWM In 3 Throttle Position Sensor #2
2 5V Analog Power Analog Sensor Power (+5V)
3 Analog Return Analog Sensor Return
4 8V Digital Power Digital Sensor Power (+8V)
5 Digital Return Digital Sensor Return
6 GND Switch 16 Fan Reverse Switch
7 GND Switch 17 CRS Disable Switch
8 ATA/CAT + Cat Data Link +
9 ATA/CAT - Cat Data Link -
10 Dout 7: 2A Source Starter Relay (+)
11 Dout 8: 2A Source/PWM Ether Solenoid
12 Dout 9: 2A Source Low DEF Level Lamp
13 Dout 10: 2A Source DPF Regeneration Lamp
14 PWM In 4 Electronic Fuel Pump Manual Prime Switch
15 Prog. Analog 1 Auxiliary Pressure Sensor
16 Prog. Analog 2 Auxiliary Temperature Sensor #1
17 Prog. Analog 3 Air Inlet Temperature
18 Digital Return Digital Sensor Return
19 Dout 11: 2A Source Fan Reversing Solenoid
20 Dout 12: 2A Source Emissions System Fail Lamp
21 Dout 15: 2A Source/PWM Air Shutoff Solenoid
22 GND Switch 1 AC Pressure Switch
23 GND Switch 2 CRS Force Regen Switch
24 Diff. Speed 3 + TDC Service Probe +
25 Diff. Speed 3 - TDC Service Probe -
26 Prog. Analog 4 Auxiliary Temperature Sensor #2
27 Prog. Analog 5 Flexxaire Pitch
28 Dout 2: 0.3A Sink Shutdown (Red) Lamp
29 Dout 3: 0.3A Sink Warning (Amber) Lamp
30 Dout 4: 0.3A Sink DPF Lamp
31 Dout 5: 0.3A Sink/PWM HEST Lamp
32 Diff. Speed 4+ Fan Speed
33 Diff. Speed 4 - Fan Speed
34 CAN A - CAN A -

Appendices
J1 Function MEC Industrial/Petroleum Application

35 GND Switch 6 PTO Speed 1&2 Selection
36 Speedo +
37 Speedo -
38 Tacho +
39 Tacho -
40 GND Switch 3 HD Eng Brake Medium_High Switch Select/Exhaust Brake
41 GND Switch 4 PTO Interrupt Switch/Multi-position Throttle Switch 1
42 CAN A Shield CAN A Shield
43 PWM Out 3 + Fan Solenoid
44 GND Switch 7 Remote Shutdown Switch
45 GND Switch 8 Eng Brake Low_High Select Switch
46 GND Switch 9 OK to Take Control of Engine Speed for Regen
47 GND Switch 10 HSR Enable Switch
48 + Battery Battery Positive (+)
49 GND Switch 11 Coolant Level Sensor
50 CAN A + CAN A +
51 PWM Out 3 - Fan Solenoid
54 GND Switch 12 Overspeed Verify Switch
56 GND Switch 13 PTO Enable Switch/Throttle Switch 2
57 + Battery
58 GND Switch 14 PTO Ramp Up/Resume Switch/Throttle Switch 3
59 GND Switch 5 Governor Mode Switch/Intermediate Speed Switch
60 GND Switch 15 PTO Ramp Down/Set Switch/Throttle Switch 4
61 - Battery Battery Negative (-)
62 + Bat Switch 1 Throttle Arbitration Switch
64 + Bat Switch 2 Inlet Air Restriction – Switch Based
66 PWM In 1 Throttle Position Sensor #1
68 PWM In 2 Air Shutoff Engage
70 + Battery Switch Input 20 Keyswitch Input
Appendices
A.2: A5E2V1 Aftertreatment ECU J1 & J2 Connector Pinouts
J1 Function AT ECU Pilot Production Application

1 Active Analog/PWM In 1 (30 Hz) Diesel Particulate Filter #1 Intake Temperature
2 5V Analog Power (OEM)
3 Analog Return
4 8V Digital Power (OEM)
5 Digital Return Aftertreatment #2 Identification Number Module Signal – Return
6 FlexRay Shield (future)
7 GND Switch 1 Aftertreatment #1 Fuel Injector #1 Heater Relay Feedback
8 Cat Data Link + Cat Data Link +
9 Cat Data Link - Cat Data Link -
10 Dout: 2A Source 1 DCU Keyswitch Input
11 Dout: 2A Source/PWM
12 Dout: 2A Source 3 Aftertreatment Fuel Pump Relay
13 Dout: 0.3A Sink/PWM 1
14 Active Analog/PWM In 2 (30 Hz) SCR Inlet Temperature
15 Active Analog 1 (30 Hz) Reserved – SCR Outlet Temperature
16 Passive Analog 1 (30 Hz)
18 GND Switch Return
20 Dout: 2A Source 2 ARD Fuel Flow Diverter Actuator
22 GND Switch 2
23 GND Switch 3
25 Active Analog 2 (30 Hz) Diesel Particulate Filter #1 Intake Pressure
26 Active Analog 3 (30 Hz)
29 Dout: 0.3A Sink/PWM 5 DCU Keyswitch Input
32 Diff. Speed +
33 Diff. Speed -
34 CAN A - OEM/TC-L J1939 -

Appendices

37 CAN C + Aftertreatment Bosch/Sensor Network (CAN C +)
38 CAN C - Aftertreatment Bosch/Sensor Network (CAN C -)
39 CAN C Shield
40 GND Switch 4
41 GND Switch 5
42 CAN A Shield
43 Curr. Cont. PWM 2 HS ARD Fuel Pressure #2 Control Actuator (Main)
44 GND Switch 6
45 GND Switch 7
46 GND Switch 8
47 Active Analog/PWM In 3 (30 Hz) Aftertreatment #1 Exhaust Gas Temperature #1 (Flame Detect)
48 "+" Battery ECU Power Supply
49 GND Switch 9
50 CAN A + OEM/TC-L J1939 +
51 Curr. Cont. PWM 2 LS ARD Fuel Pressure #2 Control Actuator Return (Main)
52 "+" Battery ECU Power Supply
53 "+" Battery
54 GND Switch 10
55 "+" Battery
56 GND Switch 11
57 "+" Battery
58 GND Switch 12
ARD Fuel Pump Relay Return, ARD Fuel Flow Diverter Valve
59 DOUT Return
(Keyswitch return applied at A5E2 via this circuit)
60 GND Switch 13
61 "-"Battery ECU Power Return
62 "+" Bat Switch 1
63 "-" Battery ECU Power Return
64 "+" Bat Switch 2
65 "-" Battery
66 Active Analog/PWM In 4 (30 Hz) Aftertreatment #2 Identification Number Module Signal
67 "-" Battery
68 Fan Speed In
69 "-" Battery
70 Keyswitch Ignition Keyswitch
Appendices
A.2: A5E2V1 Pilot J2 Connector Pinouts

1 H-bridge 1B CEM IC: ARD Air Pressure Control Valve -
2 H-bridge 1A CEM IC: ARD Air Pressure Control Valve +
10 Passive Analog 6 (30 Hz/Opt.)
11 FlexRay Shield (future)
12 CRS HS
13 CRS LS
14 H-bridge 3B
16 Active Analog 13 (200 Hz) CEM IC: ARD Air Pressure Control Valve Position Sensor
18 Active Analog/PWM In 5 Aftertreatment #1 Identification Number Module Signal
20 Cat Data Link -
21 CAN B - Engine ECU Network (CAN B -)
22 CAN B Shield
23 CAN A Shield
24 H-bridge 3A
25 Active Analog 9 (30 Hz) Aftertreatment 1 Secondary Air Pressure (Absolute)
26 Active Analog 10 (30 Hz) ARD Fuel Pressure #1 (Pilot)
27 Active Analog 11 (30 Hz) Diesel Particulate Filter #1 Differential Pressure
28 Cat Data Link +
29 CAN B + Engine ECU Network (CAN B +)
30 CAN A + (OEM duplicate) DO NOT USE
31 CAN A - (OEM duplicate) DO NOT USE
32 H-bridge 2B
34 Active Analog 7 (30 Hz) ARD Fuel Pressure #2 (Main)
36 Digital Return Aftertreatment # 1 Identification Number Module Return

Appendices

37 Active Analog 20 (500 Hz/Opt.)
38 Hall 1
39 Hall 2
40 H-bridge 2A
DCU Power Relay Return, Aftertreatment #1 Fuel Injector #1
41 Dout Return
Heater Return
42 Dout: 2A Source 5 DCU Power Relay
43 Dout: 2A Source 4 Aftertreatment #1 Fuel Injector #1 Heater
44 8V Sensor Supply (Engine)
45 5V Sensor Supply (Engine) CEM IC: Sensor +5V Supply (ARD/DPF Sensors, Aftertreatment ID)
46 5V Sensor Supply (Engine) ARD Air Valve Position Sensor +5V Supply
47 5V Sensor Supply (Engine)
48 H-bridge 4B
49 Injector BankA LS2
50 Injector BankA HS2
51 Injector BankB LS2
52 Injector BankB HS2
53 Comm. Adapter Supply
54 Comm. Adapter Supply Return
55 Analog Return Sensor Return CEM
56 Analog Return ARD Air Valve Position Sensor +5V Supply Return
57 Analog Return
58 H-bridge 4A
59 Injector BankA LS1 CRS Ignition Coil -
60 Injector BankA HS1 CRS Ignition Coil +
61 Injector BankB LS1
62 Injector BankB HS1
63 Injector BankC HS1
64 Injector BankC LS1
65 Injector BankC LS2
66 Injector BankC HS2
67 Curr. Cont. PWM 1 HS ARD Fuel Pressure #1 Control Actuator
68 Curr. Cont. PWM 1 LS ARD Fuel Pressure #1 Control Actuator Return
69 Pump HS
70 Pump LS
Appendices
Appendix B: Mini-Industrial Power Display (MIPD) Pinout
The MIPD is compatible with the following:

• P
revious Tier 3/Stage IIIA diesel engines – C7 ACERT, C9 ACERT, C11 ACERT, C13 ACERT, C15 ACERT,
and C18 ACERT
• Tier 4 Interim/Stage IIIB diesel engines – C9.3 ACERT, C13 ACERT, C15 ACERT, and C18 ACERT.
MIPD – Mini Industrial Power Display

Wiring pinout for 12-pin connector on back of display:
Pin No. Label Description

1 CONF 1 Configuration Jumper No. 1 Input
2 CONF 2 Configuration Jumper No. 2 Input
3 CONF RTN Configuration Signal Return (internally
connected to Battery -)
4 Alarm 100 mA NC Relay (refer to SENR5002-04)
5 BUS J1708 BUS Positive
6 BUS J1708 BUS Negative
7 CAN_H J1939 CAN High
8 CAN_L J1939 CAN Low
9 CAN_SHLD J1939 CAN Shield
10 ENABLE Enable Display (switched ignition, Battery +)
11 +B Display Power (Battery +)
12 GND Display Ground (Battery -)
Unit Location
Note: Use 153-2707 bulk cable to ensure proper impedance and capacitance.

Appendices
Appendix C: Hydraulic Fan Control Calibration Procedure

Fan Calibration Procedure (Rev 1)
The fan calibration links ECU to supplied hydraulic fan motor or proportional valve current to physical fan speed
of the customer’s remote-mounted cooling fan. The demand fan system regulates the temperatures of the engine
coolant, inlet manifold air, transmission and hydraulic oil and for Tier 4 engines, the NOx Reduction System (NRS).
The ECU has monitors for these systems and determines the appropriate current for the fan solenoid which in
turn controls the oil pressure to the fan pump. The fan pump directly affects the fan speed. The output current to
the fan solenoid needs to be calibrated in open loop fans to accurately link fan current with fan pump pressure or
fan speed.
Fan Calibration Preparation:

The calibration applies to hydraulic driven fans and the proportional valves only. The ECU will not control
hydraulic motors.
• Before the fan can be calibrated several items must be met.
– The fan must be in its production configuration.
– All sheet metal/enclosures around the engine or any other components which might affect cooling fan airflow
must be in production location. This also applies, but is not limited to, coolers, fan shrouds, and belts.
– Ambient temperature must be at least 20°C (68°F) with no upper limit.
– Hydraulic oil must be at operating temperature.
• Altitude considerations are still under investigation.
Please make sure the following values are known from the proportional valve before the calibration begins.
The values will be used to program the ECU.
• Voltage
• Current Range
• Dither and Dither Amplitude
• Pressure Range
You will need to make sure you have an accurate way to measure fan speed that is separate from the ECU.
While calibrating the fan, you must be able to read the fan speed. This is so that you can adjust the current to the
proportional valve that controls the flow to the pump spinning the fan. An example of a device that can be used
to measure fan speed is the Photo Multi-Tach II, Cat part number 9U-7402. Other examples are optical or laser
tachometers (http://uk.rs-online.com/web/op/all-products/). Feel free to use the device that best suits your needs.
Appendices
After you have Cat ET connected to the ECU click on the Status button and then click on “Fan Control” to
check to see if the value next to “Engine Fan Type Configuration (J),” is “Variable Hydraulic.” (Figure 1)
Appendix C – Figure 1
If it does not, click the configuration tool button and choose “Fan Control.” Turn the “Engine Fan Control”
value to “On” and change the “Engine Fan Type Configuration” to “Variable Hydraulic.” You will also need to
program the minimum and maximum current along with the dither frequency and amplitude. This information is
from the proportional valve. (Figure 2)
Now the variable hydraulic fan drive can be calibrated in Cat ET. Click “Service” at the top of the window, then
“Calibrations” (Figure 3) to bring up the screen in Figure 4.

Appendices
Highlight the “Engine Cooling Fan Calibration,” then click the “Start” button at the bottom of the screen.
Please read and follow any warning screens that may pop up before proceeding.
Once all warning windows have been read and the “OK” button has been pressed, the window in Figure 6
will display.
Appendices
Make sure that both boxes are checked and then press the “Begin” button.
Next, you will get the screen in Figure 7. Make sure to read and follow the instructions.

Appendices
This is part of the procedure where the actual fan speed is required. As the screen says, you will need to set the
engine speed to the desired rpm (this is a variable that is still being investigated as to what generates this value).
When the engine is at the speed indicated, click the “Next” button.
Using the device selected, read the fan rpm while using the arrow buttons to adjust the solenoid current which in
turn changes the fan speed. This should be done until the fan speed is within 50 rpm of the indicated speed, then
click the “Next” button.
Appendices
If everything is done correctly, the window in Figure 9 should show that the calibration was successful. Press the
“Continue” button.
Again, follow the instructions on the screen. Place the engine at the desired speed and click the “Next” button.

Appendices
Use the arrow buttons to adjust the solenoid current again to within 50 rpm of the indicated fan speed, then
click the “Next” button.
With everything done correctly, the window in Figure 12 should show that both speed calibrations were
successful and the calibration is complete. It is a good practice to check the fan speed in Cat ET with the device
used to read the fan speed during calibration.
Appendices
Appendix D: Commercial Engine Cooling Fan Summary
Commercial Engine Cooling Fan Summary

Engine cooling fan selection logic determines the type of the fan at the runtime through ET configuration and
selects the corresponding fan type.
Engine cooling fan datalink support feature provides runtime configuration and other datalink output parameters
support for commercial integrated fan strategy.
Feature List # Feature Name

969 Cooling Fan Datalink Support
685 Cooling Fan Selection
837 Fan Temp Input
884 Flexxaire Fan – Proportional
1069 Commercial Variable Hydraulic Demand Fan
406 Reversing Fan
345 Demand Fan – PDA Output
343 Fan Calibration
424 Fan Datalink Override
1465 Fan Interface Arbitration
Fan Datalink
Override
Engine Cooling
Fan Selection Commercial Reversing
Reversing Fan FAN Dout
Commercial Variable Feature
Fan Temperature Hydraulic Demand Fan
Input
Fan Datalink Reversing

Support FAN Switch
NVM/BBRAM
Fan Calibration
Variable Pitch
Proportional Fan
Control
Fan Interface FAN PDA
Arbitration Output
Appendix D – Figure 1

Appendices
Fan Temperature Error

A separate instance of the fan temperature input feature will be configured for each temperature input required
by the demand fan model. A separate function will be called to determine a maximum weighted temperature error
to be supplied to the demand fan model (see flowchart).
Temperature error is determined by subtracting a temperature minimum value from the temperature input value.
The temperature minimum value is configurable to be either map based (engine speed based) or a run time
configured value.
The weighted temperature error will be a fractional result based on temperature error, a cooling constant, a
priority weighting factor, and a configured temperature range.
Fan Temp Error Inputs : ceal fan temperature error is the

weighted error value and is part of
Max temp_error_in
the Fan Interface feature.
temp_error_in_ID
Outputs : max_temp_error is a static variable

ceal fan temperature error used for holding the maximum
temperature error.
Is max_temp_error_ID is a static
temp_error_in > variable for retaining the ID of the
max_temp_error? Yes maximum temperature error .
max_temp_error_ID =
No
temp_error_in_ID
Is
temp_error_in_ID =
max_temp_error_ID? Yes
max_temp_error =
temp_error_in
No
Write max_temp_error to fan interface.

(ceal fan temperature error)
end
Fan Calibration
Engine cooling fan calibration feature determines the fan current commands that cause the fan to run at the
maximum fan speed target and the minimum fan speed target. This feature links fan current command to fan
speed in order to accurately control the cooling of the engine.
On initial calibration the engine sets the current override to the nominal current to provide a starting point on
the slider bar in ET. There is a nominal current value for each calibration target. For example, when the engine
is performing a minimum fan speed calibration, the minimum nominal current is used as the starting point. On
subsequent calibrations, the engine will use the corresponding calibrated values for the starting points.
Fan current will increment or decrement as requested by the engine operator via calibration keystrokes on ET.
A large or small step in current can be made in order to quickly and accurately run the calibration. When the
desired fan speed is achieved the corresponding current will be stored in battery-backed memory.
Appendices
Variable Hydraulic Demand Fan Control

The fan control relies on a temperature error reading from “Fan Temperature Error” feature to command the
correct fan speed. When a non-zero temperature error is detected, the fan control will begin accumulating
these errors. Depending on the hysteresis set points configured, desired fan speed may begin ramping up
when temperature error accumulated is above the configured set-point for increasing hysteresis. A negative
temperature error freezes and resets the accumulator to prevent runoff.
The amount of desired fan speed generated is based on the amount of temperature error accumulated. Desired
fan speed is then limited to service tool programmed minimum and maximum speed limits. Desired fan speed is
converted to fan current via a map (speed to current). If a fan calibration was performed, the stored min/max
calibration currents and target min/max fan speeds will be used to “expand/contract” the speed to current map
using linear rescaling.
Desired fan current is then rate limited to achieve a smoother ramp up/down of fan speed. Final desired fan
current is then limited to the proportional valve hardware limits. Bypass percentage is calculated using the
calibration current values.
Reversing Fan for Variable Hydraulic Demand Fan

The reversing fan feature reverses the flow of air from the cooling fan to purge debris from the radiator and the
screens. The reversing fan control strategy is a purely open loop fixed cycle control strategy.
pre-delay time pending reverse pre-delay time pending forward
post-delay time pending reverse post-delay time pending forward
Fan Solenoid
Current Control
Controlled by pending percent current override Back to
Reversing Demand
Fan Fan
fan current positive ramp rate
fan current negative ramp rate

Demand
Fan
Control
reversing percent current override

Reversing Fan
Solenoid
Voltage
Purge Interval Purge Duration Purge Interval
Purge Suspend
Both auto and manual reversing can be suspended independently by datalink inputs. When manual purges are
suspended the switch will no longer initiate a purge cycle. When auto purges are suspended the purge cycle is
stopped, preventing the next purge from starting. If a purge is currently active it will complete its cycle before
suspending. When auto purges are no longer suspended, the cycle will restart at the beginning of the purge interval.

Appendices
Hydraulic Oil Temperature Check

This feature prevents the reversing fan from reversing if the hydraulic oil temperature is below a configured
setpoint. This allows the hydraulic system to properly warm up before attempting a purge.
Purge Cancellation
An active purge is cancelled when the machine is shifted into a forward gear. Once the machine is shifted out of
forward gear, the feature will then try to complete a purge without waiting on the purge interval timer to elapse.
Multiple attempts can be made. If a complete purge (entire purge duration) is not completed after the configured
number of attempts, the purge interval timer will be reset and another automatic purge will not be attempted until
the purge interval time has expired (normal operation).
Extended Purge
This feature is created to allow the user to continuously reverse the fan system indefinitely. This will be used in
cold weather conditions to defrost the engine compartment by blowing warm air back into the engine.
If the reversing fan switch is held “ON” for over three seconds (configurable), the reversing fan will enter an
extended purge and override the fan solenoid. The fan will remain in a reverse state at the configured speed until
the reversing fan switch is pressed again, or a kick-out has occurred. The following conditions cause a kick-out:
• Fan Temp Error: If the temperature error that feeds the demand fan is greater than zero, the extended purge
will not be allowed. If an extended purge is active, temperature error greater than zero will cause a kick-out
• Coolant Temp Check: If coolant temperature is greater than a configured setpoint, extended purge will not be
allowed. If an extended purge is active and coolant temperature is greater than the setpoint it will cause
a kick-out.
Disable During Regen

• If ARD Active Status is “Pending,” do not allow reversing fan to start. If fan is already reversing, it can complete
the cycle.
• If ARD Active Status is “Ignition,” “Normal Regen,” or “Leanburn,” cancel the reversing fan cycle and prevent
future purging cycles.
• Disable During Keyoff
If keyswitch if off, cancel the active purges and prevent future purges from starting.
Disable IMT Event

• While the fan is reversing, disable the IMT event.
• When the purge duration has ended, keep the IMT event disabled for an additional “disable time”
(configurable).
• Once “disable time” has elapsed enable the IMT event.
DPF Outlet Temperature Check

This feature prevents the reversing fan from reversing if the DPF outlet temperature is above a configured
setpoint. This will prevent extremely warm air from blowing back toward the engine compartment after a regen
when DPF outlet temperatures are high.
Startup Delay
Reversing fan is disabled during a startup delay. Reversing fan will be enabled after the engine has been running
for “startup delay time” (configurable).
Appendices
Engine Cooling Fan Solenoid Driver

Engine cooling fan PDA output feature sets a PDA output equal to the desired current calculated by a fan feature
and provides the runtime configurability for PDA dither amplitude and period and the operating range of the PDA
driver. This feature also handles the diagnostics associated with the PDA output.
Fan Configuration Parameters
Fan Control
On
Engine Fan Control Off None
Off
Direct Drive
Variable Pitch
Variable Hydraulic
Engine Fan Type Configuration Variable Clutch #1 Variable Hydraulic Factory
Variable Clutch #2
Variable Clutch #3
Variable Clutch #4
Engine Cooling Fan Temperature Error
0 to 100 20 None
Decreasing Hysteresis (%)
Engine Cooling Fan Temperature Error
0 to 100 20 None
Increasing Hysteresis (%)
Engine Cooling Fan Current Ramp Rate (Amp) 0 to 1 0.1 None
Engine Cooling Fan Speed (Proportional)
0 to 200 100 None
Gain Percentage (% of Kp)
Engine Cooling Fan Speed (Integral)
0 to 200 100 None
Stability Percentage (% of Ki)
Top Engine Fan Speed 1000 to 2000 1500 Factory
Minimum Desired Engine Cooling Fan Speed 300 to 800 500 Factory
Engine Cooling Fan Solenoid Minimum Current 0.01 to 0.6 0.3 None
Engine Cooling Fan Solenoid Maximum Current 0.8 to 2.0 1.5 None
Engine Cooling Fan Solenoid Dither Frequency (Hz) 30 to 500 100 None
0 to 0.3 0.1 None
(Peak-to-Peak)

Engine Fan Reversing Feature Enabled, Disabled Disabled None
Engine Fan Manual Purge Enabled, Disabled Disabled None
Engine Fan Suspend Purge Enabled, Disabled Disabled None
Engine Fan Purge Cycle Interval (secs) 300 to 7200 1200 None
Engine Fan Purge Cycle Duration (secs) 50 to 600 250 None

Appendices
Fan Temperatures
Engine Fan Control Charge Air Cooler Enabled
Disabled None
Outlet Temperature Input Enable Disabled
Software Dependent Software Dependent None
Charge Air Cooler Outlet Temperature
Software Dependent Software Dependent None
Charge Air Cooler Outlet Temperature
Engine Cooling Fan Control Coolant Enabled
Disabled None
Temperature Input Enable Status Disabled
TBD TBD None
TBD TBD None
Engine Cooling Fan Control Hydraulic Enabled
Disabled None
Oil Temperature Input Enable Status Disabled
TBD TBD None
Hydraulic Oil Temperature
TBD TBD None
Hydraulic Oil Temperature
Engine Cooling Fan Control Auxiliary Enabled
Disabled None
#1 Temperature Input Enable Status Disabled
25 to 600 25 None
Auxiliary #1 Temperature
25 to 600 25 None
Engine Cooling Fan Control Auxiliary Enabled
Disabled None
#2 Temperature Input Enable Status Disabled
25 to 600 25 None
25 to 600 25 None
Appendices
FAN Configuration Factory Password Customer Default

Min Max
Parameter Protected Password Value
PDA Solenoid Parameters

Engine Cooling Fan Solenoid Dither (Valve No No 0.1 Amp 0 Amp 1.0 Amp
Pulse) Amplitude
Engine Cooling Fan Solenoid Dither

No No 100 Hz 30 Hz 500 Hz
(Valve Pulse) Frequency
Engine Cooling Fan Maximum Current Limit No Yes 1.2 Amp 0.4 Amp 3.75 Amp
Engine Cooling Fan Minimum Current Limit No Yes 0.3 Amp 0.01 Amp 0.8 Amp
Flexxaire Fan Description

The primary function of the proportional Flexxaire fan control logic is to cool the engine in an efficient manner.
The control system incorporates a pitch sensor and allows for blade-position feedback and a single pressure
regulating proportional valve.
The pitch range of the Flexxaire fan extends from max reverse pitch limit to max forward pitch limit. Flexxaire
fan operates in neutral mode producing no airflow when pitch blade is zero degrees, maximum cooling mode
producing maximum airflow when pitch is at max forward pitch limit and as a reversing fan providing purging
when pitch is at max reverse pitch limit. To change the cooling potential, the pitch of the fan blades is varied
between neutral and full cooling pitch.
Control System Logic

If engine fan type configuration is equal to “variable pitch,” the control logic will be enabled. The actual engine
speed must be greater than zero in order for the fan control to function.
Increasing hysteresis and decreasing hysteresis has to be applied for the fan temperature error, coming from
the fan temperature input feature. The fan temperature error input correlates to a “desired pitch” value. Use
the linear interpolation to get the desired pitch value using the compile time configured desired pitch limits, if
the temperature error versus pitch map is not configured. Or, desired pitch can be a map-based lookup with fan
temperature error as its input. Apply compile time configured desired pitch limits to this.
A reading of the analog pitch sensor will provide us with “pitch voltage” value. Use the linear interpolation
between the configured voltage min and max limits and desired pitch min and max limits to determine the ”actual
pitch” value with the defined limits provided in the sensor part number datasheets.

Appendices
Output Calculation
The difference between the “desired pitch” and “actual pitch” reading is then used by control logic to determine
if more or less cooling is required by controlling output to the proportional valve. PI Controller acts based on the
pitch error and determines the current required to decrease the pitch error. Gain adjustment has to be performed
for PI controller using the programmed Kp and Ki gain adjustment percentage. Effective gain is equal to the
programmed gain percentage multiplied by configured Kp/Ki gain.
The pitch of the fan blades is controlled by a solenoid via a PDA output. Engine cooling fan current (amp) ramp
rate should be applied for ramping up or ramping down or increasing or decreasing the current of PDA driver.
Final current output is then limited to the proportional valve hardware limits “Engine Cooling Fan Solenoid
Minimum Current Limit” and “Engine Cooling Fan Solenoid Maximum Current Limit.”
For the temperature hysteresis, ramp rates and hardware current limits can be configured through service tool or
configured at build time of the application.
Proportional Current Overrides

The service tool should be able to override the PDA current desired output. The override current is limited by the
proportional driver hardware limits.
Calibration Requirement
Initial calibration: When keyswitch is turned on, initial calibration occurs. After the startup delay, the software
should initiate a reverse cycle. Go to full reverse (full hydraulic pressure), hold for the full reverse time and
then return to full default (no hydraulic pressure) for sensor calibration delay time. Note the highest and lowest
voltages provided by the sensor during this cycle. The highest voltage corresponds to full default pitch and the
lowest voltage corresponds to full reverse pitch.
Calibration process: Send maximum default reverse current on output valve causing fan to operate at reverse
pitch. Take a reading of pitch sensor input. This will be the “reverse pitch voltage.” Send minimum default forward
current on output to the valve causing fan to operate at full pitch. Take a reading of pitch sensor input. This will be
the “full pitch voltage.” Use these values as a scale to calibrate pitch voltage and the pitch angle values.
Note: I n the case of the Flexxaire fan model 568, full default pitch is 30° and full reverse pitch is -30°, or we can
think of it in terms of +100% and -100%.
During operation: The output of the sensor changes slightly due to the temperature of the sensor. This means
that after startup, the fan and sensor will warm up with the machine and the sensor output will change. For this
reason, we recommend performing the same calibration procedure as was performed at startup whenever the
fan normally reverses; during the reverse cycle record the highest and lowest voltages and use those going
forward. The sensor has onboard temperature compensation, but temperature changes still have some effect.
Appendices
Radiator Purging
Radiator purging is enabled only when the “Engine Fan Reversing Feature Status” is enabled. Purging is when
the fan’s function is not to cool the engine, but is to clear dirt and debris from the radiator. The fan is in a purging
state if the pitch of the fan blades is between neutral and full reverse pitch. Purging can only occur when the
engine is running.
Upon the request for a purge, the fan blades can be sent to full reverse pitch (maximum purging capacity) by
overriding current to maximum default reverse current and overriding current limits to minimum default forward
current and maximum default reverse current for defined “purge duration.” Once a purge cycle is complete,
current limits are reset to default values. Output current will be limited to maximum default forward current to
bring the fan blades to the maximum cooling position or full cooling pitch.
Radiator purge operation: Purging can be initiated in three ways. It can be done manually using the operator’s fan
reversing switch, periodically based on a user-defined timer (purge interval) or depending on temperature inputs.
Each one of these methods should be configurable.
Time trigger: This causes reverse cycles to happen at regular intervals. The periodic purges can be configured
using Cat ET.
• The purge interval between reverse cycles is configurable through Cat ET.
• The purge duration of reversal is configurable through Cat ET.

Appendices
Manual trigger: This feature allows for operator-initiated reverse cycles through a manual switch input.
The purge interval is the maximum amount of time allowed between purges. The purge duration is the amount
of time the fan is allowed in a purging state. The purge interval time remaining is set equal to the purge interval
when the engine starts or after a purge has been completed, and will count down to zero. At zero of the interval
time remaining, a purge will start and continue until the purge duration time remaining is equal to zero. The fan
will then return to the maximum cooling position, while resetting purge interval time remaining and purge duration
time remaining.
A manual purge will occur when the fan reversing switch is set to the “ON” position. If manual purge feature
enable is set to “Disabled,” the fan will not be allowed to manually purge. Manual purge requests will be ignored,
but automatic purging will be allowed.
Purge Suspend
“Radiator purge suspend” is service tool-configurable and if set to enable, the fan will not be allowed to purge if
the engine is in WORKING mode. In work mode mask if bits for corresponding work mode condition checks are
set to 1, the engine is in WORKING mode. Both manual and automatic purge requests will be ignored, the fan will
act as a cooling device only.
If “radiator purge suspend” is set to disabled, the fan purging cannot be suspended.
Disable During Keyoff

• If keyswitch is off, cancel the reversing fan cycle if it is currently reversing.
• If keyswitch is off, do not allow the fan to reverse.
Disable During Regen

• If MAL_IF_GET_ARD_ACTIVE_STATUS is 1, do not allow reversing fan to start. If fan is already reversing, it can
complete the cycle.
• If MAL_IF_GET_ARD_ACTIVE_STATUS is 2, 3, 4, or 5, cancel the reversing fan cycle.
Disable IMT Event

• While the fan is reversing, disable the IMT event.
• When the fan is finished reversing, keep the IMT event disabled for configured IMT disable amount of time.
• Once the configured IMT disable amount of time has passed after the fan has finished reversing, enable the
IMT event.
Manual Operation Minimum Interval

This feature applies to manual reversing fan and also time-based reversing fan. It requires a certain amount
of time to elapse since the end of the last manual reversing fan cycle. It prevents machine operators from
requesting a reversing fan cycle consecutively without an interval in between.
Note: T o allow the operator to toggle the reversing fan switch and leave the machine before the minimum purge
interval is up and still get a purge, the control must be configured to enable reversing fan switch latch.
Note: T his minimum interval time delay also applies between the last auto purge and manual request from the
operator.
Summary of Revisions
Summary of Revisions:
Rev -00
Description Section pdf
page #
Table of
Changed title of 14.0 to “Cold Starting Aid and Intake Manifold Freeze Protection (IMFP).” 5
Contents
Table of
Added 14.2 Intake Manifold Freeze Protection (IMFP) 6
Contents
Edited “C9.3 ACERT-C18 ACERT IPU Schematic OEM Harness” Chart 3.4.3.1 34
Beneath Customer-installed Tier 4 Final Aftertreatment Price List Option added “(Actual
6.2.2 68
placement of components may vary based on engine size and options selected)”
Added an asterisk beneath Customer-installed Tier 4 Final Aftertreatment Price List Option
art "*This 24 is not used by the installer. An engine interconnection harness will be 6.2.2 68
plugged in to PJ-C5 when engines are shipped.”
Added Note A, Note B, Note C 6.2.2.1 69
Added Note A, Note B, Note C 6.2.2.1 70
Changed line 25 on A4E4 Harness from “TDC Service Probe (-)” to "Purge Lamp (+)” and
6.2.2.2 71
”724-PU” to “126-PK”
Edited “OEM/Customer Harness Connection 70 Pin” Chart: Changed Pin 40 from “HD Jake
Med/High Switch Select” to “HD Cat Brake Med/High Switch Select” and Pin 45 from 6.2.2.2 72
“Jake Low High Select Switch” to “Cat Brake Low High Select Switch”
Replaced PETU Harness Connections 6.2.2.2 83
8.2 Total
2nd paragraph, 3rd sentence, replaced “time to regen” with “Time to Next Active Regeneration
129
Regeneration (PGN64697/SPN5978)” System
Operation
8.2 Total
Added 3rd paragraph: Regeneration
130
Note: Broadcast is in seconds. Typically this is converted to hours for display. System
Operation
Removed title of last paragraph “Drop To Idle (DTI)” 8.2 130
Replaced HEST Lamp paragraph 8.3.1.1 132
Removed “safe harbor” from 2nd paragraph 8.3.2.2 133
Added “In the U.S. and E.U. strategy,” to the first paragraph 8.3.2.2.1 133
Changed “10-minute cool-down” to “5-minute” 8.3.2.2.1 133
Changed “If safe harbor has expired (or no safe harbor), subsequent restarts result in
180 seconds of operation up to full load capability before shutdown.” to “If safe harbor
8.3.2.2.1 133
has expired (or no safe harbor), subsequent restarts result in 300 seconds of operation
with a 50% power derate before shutdown.”
In the first paragraph, changed “<12.5%” to “<13.5%” 8.3.2.3.1 134
Need to update “DEF Tank Level” Chart 8.3.2.3.1 135
Replaced table with DEF Tank Level Inducement WW and DEF Tank Level Inducement EU 8.3.2.3.1 135
Combined Impeded ERG chart and DEF Quality/Tampering/Dosing Interruption charts – but
8.3.2.3.2 137
split them into WW and EU specific charts

Summary of Revisions
Rev -00
Description Section pdf
page #
Need to update “DEF Quality/Tampering/Dosing Interruption” Chart 8.3.2.3.2 137
Replaced Keyswitch figure 9.2.1.3 141
Added to Note: “Refer to Section 9.2.5 for more information.” 9.2.3 142
Added “and Purge Lamp” to title 9.2.5 143
Replaced paragraph 6 9.2.5.1 143
Added paragraph:
“Lamp is on at all times when DEF pump system has electrical power. Lamp turns off once
a purge is complete. When the lamp turns OFF, the battery can be disconnected. A LED
lamp and film are available through the price list. It is recommended to shield the lamp so
it is not visible, except when accessing the disconnect switch (bright orange glow at night 9.2.5.1 144
can concern operators).
If DES is used, purge should complete prior to engine shut down. If DES is not used, purge
will begin after the engine has stopped. The “Wait-to-Disconnect” (Battery) Lamp is
strongly recommended if DES or cold DES are not used.”
Removed 4th column and 1st row 9.2.5.1 144
Added in a paragraph under Configuration, “Beginning with Prod 4 software and the
2014C version of Cat ET, the DES temperature threshold will be programmable. The
threshold can be configured by setting the Cat ET Parameter "Delayed Engine Shutdown
Aftertreatment Outlet Gas Temperature Threshold". Changing this parameter will require
factory passwords. This threshold will determine the temperature at which the DPF outlet 9.2.5.2 145
temperature is above the threshold, the DES will occur at key-off. Once the temperature
drops below the threshold during DES, the DEF purge will start and the engine will shut
down approximately 70 seconds later. As of the time of publication, the range and default
for this parameter had not been defined.”
Updated Figure 9.5 9.2.6.3 146
Edited “Hydraulic Fan Control Configuration” chart 11.1.2 151
Removed “IMAT warnings?" from "Conditions for hydraulic fan reverse include:” 11.2.1 152
Removed “Note: Flexxaire fan strategy will not be available in Tier 4 Final engines until
11.3.1 154
Beta 11 software.”
Added a bullet point “a purge must not be within 180 seconds of the previous one” 11.4.1 156
Edited “Fan Reversing Configuration” Chart 11.4.2 157
2nd to last row, 6th column – changed “Off” to “On” 15.3.2 194
2nd to last row, 8th column – changed from “<19%” to “<12.5%” 15.3.2 194
Removed from the 3rd line, “where the max temperature is set to 125°C.” 16.2.7.1 209
Replaced “J1939 supported Parameters” Chart 17.3.1 216
Notes

Caterpillar.
Your Local Resource.
Worldwide.
Your Cat dealer is prepared to answer any questions you
may have about Cat Power Systems, customer support,
parts or service capability anywhere in the world. For the
name and number of the Cat dealer nearest you, visit
our website or contact Caterpillar Inc. World
Headquarters in Peoria, Illinois, U.S.A.
World Headquarters:
Caterpillar Inc.
Peoria, Illinois, U.S.A
Tel: (309) 578-6298
Fax: (309) 578-2559
Mailing Address:
Caterpillar Inc.
Industrial Power Systems
P.O. Box 610
Mossville, IL 61552
www.cat-industrial.com
E-mail: cat_power@cat.com
Materials and specifications are subject to change without notice.

Rating ranges listed include the lowest and highest available for a
specific engine or family of engines. Load factor and time at rated load
and speed will determine the best engine/rating match.
CAT, CATERPILLAR, their respective logos, ACERT, MEUI, “Caterpillar Yellow” and the
“Power Edge” trade dress, as well as corporate and product identity used
herein, are trademarks of Caterpillar and may not be used without permission.
LEBH0011-01 (5-14) ©2014 Caterpillar

All rights reserved.

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The information contained in this supplement is confidential and proprietary to Caterpillar. It is

1.0 Introduction and Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

2.0 Engine & CEM Component Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

3.0 Customer System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

4.0 Power and Grounding Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

5.0 Connectors and Wiring Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50

6.0 Connecting Engine to Aftertreatment System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65

7.0 Monitored Inputs for Customer-installed Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110

8.0 Regeneration System and Operator Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115

9.0 Starting and Stopping the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140

10.0 Engine Retarding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149

11.0 Engine Cooling Fan Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151

12.0 Engine Speed Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160

13.0 Engine Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180

15.0 Engine and CEM Indicators and Operator Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188

16.0 Engine Monitoring System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200

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16.3 CEM Monitoring & Protection

18.0 Tier 4 Final Service Tool Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228

19.0 Appendices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239

Summary of Revisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263

1.0 Introduction and Purpose

1.2 Electronic Applications Contacts

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1.3.1 Warning – Welding

1.3.2 Warning – Electrostatic Paint Spraying

Warning: Painting the CEM is prohibited.

1.3.3 Warning – Jump Starting

1.3.4 Warning – High Voltage Injectors

1.3.5 Warning – Replacement Parts

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The terminology used throughout this document will be as follows:

ACERT Advanced Combustion Emissions Reduction Technology

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2.0 Engine & CEM Component Overview

Coolant Temperature Sensor X X

2.1.1 A5E2V1 Aftertreatment (A/T) Electronic Control Unit (ECU)

2.1.1.1 A/T ECU Harness

Refer to Section 6.2 Mandatory Customer Interface Wiring for details.

2.1.2 A4E4 Engine ECU

2.1.2.1 Engine Connector (J2/P2)

Refer to Section 6.2 Mandatory Customer Interface Wiring for details.

2.1.2.3 Software Flash File

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2.1.3 Engine Sensor Details

2.1.3.1 Fuel System

2.1.3.2 Secondary Fuel Filter Differential Pressure Sensors

2.1.3.3 Secondary Fuel Filter Outlet Pressure Sensor

2.1.3.4 Fuel Rail Pressure Sensor (Common Rail System)

2.1.3.5 Fuel Temperature Sensor

2.1.4 Dual Speed Timing Sensors

2.1.5 Compression Brake Solenoids

2.1.6 Barometric Pressure Sensor

2.1.7 Crankcase Pressure Sensor

2.1.8 Intake Manifold Pressure Sensor

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2.1.9 Coolant Temperature Sensor

2.1.10 Air Inlet Temperature Sensor (Customer-installed)

2.1.11 Oil Pressure Sensor

2.1.12 Cat NRS Valve Actuator

2.1.13 Cat NRS Pressure Sensors