C4.4 - C7.1 A&I LEBH0019-02 EPSA Rev1

Application &
Installation Guide Electronics
Cat® C4.4 ACERT™ - C7.1 ACERT

U.S. EPA Tier 3 Equivalent/
EU Stage IIIA Equivalent Engines
Four- and six-cylinder diesel engines for

agricultural, industrial, and construction
applications
Note: Information in this manual is preliminary and is subject to change or withdrawal.
LEBH0019-02
Table of Contents
The information contained in this supplement is confidential and proprietary to Caterpillar. It is intended
for circulation only to Caterpillar and Cat® dealer employees, or to employees of OEMs intending to
purchase and install U.S. EPA Tier 3/EU Stage IIIA equivalent Cat engines in their equipment.
Distribution of this material must be limited to personnel whose duties require knowledge of such material
and is intended exclusively for their information and training. Distribution of this material for other
purposes is strictly prohibited.
1.0 Introduction and

Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.1 Applicable Engines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.2 Electronic Applications Contacts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.3 Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8
1.3.1 Warning – Welding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9
1.3.2 Warning – Electrostatic Paint Spraying . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
1.3.3 Warning – Jump-Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.0 Engine Component

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.1 Electronic Control Unit (ECU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.2 Sensor Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.2.1 Intake Manifold Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.2.2 Intake Manifold Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.2.3 Coolant Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.2.4 Fuel Rail Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.2.5 Fuel Pump Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.2.6 Electronic Unit Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.2.7 Crankshaft Speed/Timing Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.2.8 Camshaft Speed/Timing Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.2.9 Oil Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.2.10 Wastegate Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.3 Engine Component Diagrams and Schematics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
2.3.1 C7.1 ACERT™ Factory-installed Wiring and Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
2.3.2 C4.4 ACERT Factory-installed Wiring and Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
2.3.3 C7.1 ACERT Principal Engine Electronic Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
2.3.4 C4.4 ACERT Principal Engine Electronic Components . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . 17 2.4 Customer System Overview Key
Elements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
2.4.1 Mandatory Components to Install . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
2.4.2 Optional Customer-installed Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
2.4.3 Typical Customer-installed Component
Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 2.4.4 Example OEM
Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
2.4.5 Example 1 – Basic Engine Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
2.4.6 Example 2 – Construction Application. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
2.4.7 Example 3 – Industrial Power Unit Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
2.4.8 Example 4 – Agricultural Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
3
2.4.9 Example 1 – Basic Schematic OEM Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
2.4.10 Example 2 – Construction Schematic OEM
Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 2.4.11 Example 3 – Industrial Power
Unit Schematic OEM Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
2.4.12 Example 4 – Agricultural Schematic OEM Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Table of Contents
3.0 Power and Grounding Considerations..........................................................................................................25
3.1 System Grounding............................................................................................................................................25
3.1.1 Ground Stud on Starter Motor....................................................................................................................25
3.1.2 Engine Block Ground Connection.............................................................................................................25
3.1.3 Voltage and Current Requirements............................................................................................................27
3.2 ECU Power Supply Circuit Resistance.............................................................................................................27
3.2.1 Important Voltage Supply Circuit Considerations......................................................................................29
3.2.2 Battery (+) Connection...............................................................................................................................30
3.2.3 Battery (-) Connection...............................................................................................................................31
3.2.4 Correct Method of ECU Battery Connection.............................................................................................31
3.2.5 Correct Power Supply Wiring....................................................................................................................32
3.2.6 Incorrect Method of ECU Battery Connection...........................................................................................33
3.3 Engine ECU Power Supply Circuit Resistance Test.........................................................................................33
3.3.1 Test Procedure...........................................................................................................................................35
3.4 Suppression of Voltage Transients....................................................................................................................35
3.4.1 Suppression Methods and Best Practice.....................................................................................................35
3.5 Direct Battery Connection Requirements..........................................................................................................37
3.6 Powering the Engine ECU via Auxiliary Power Supplies.................................................................................37
3.7 Sensor Common Connections...........................................................................................................................37
3.7.1 Analog Sensor Return................................................................................................................................37
3.7.2 Switch Return............................................................................................................................................38
3.7.3 Digital Return............................................................................................................................................38
4.0 Connectors and Wiring Harness Requirements...........................................................................................39
4.1 ECU Connector.................................................................................................................................................39
4.1.1 Connector Layout.......................................................................................................................................40
4.1.2 Tightening the OEM Connector.................................................................................................................40
4.1.3 ECU Connector Wire Gauge Size..............................................................................................................40
4.1.4 ECU Connector Terminals.........................................................................................................................40
4.1.5 Terminal Retention....................................................................................................................................40
4.1.6 Hand Crimping for Prototype Machines and Low Volume Production......................................................41
4.1.7 ECU Connector Sealing Plug Installation Guidelines................................................................................42
4.1.8 OEM Harness Retention at the ECU..........................................................................................................42
4.1.9 Machine Crimping for High Volume Production.......................................................................................42
4.2 Harness Wiring Standards.................................................................................................................................42
4.2.1 General Recommendations for Machine Wiring Harnesses.......................................................................42
4.2.2 Connectors.................................................................................................................................................43
4.2.3 Cable Routing............................................................................................................................................43
4.2.4 Electromagnetic Compliance (EMC).........................................................................................................44
4.2.5 Diagnostic Connector.................................................................................................................................44
4.2.6 Termination Resistor..................................................................................................................................44
4.2.7 9-pin Diagnostic Connector Part Numbers Information.............................................................................45
4 C4.4ACERT™–C7.1ACERTENGINES
Table of Contents
4.2.8 Pin Information..........................................................................................................................................45
5.0 Starting and Stopping the Engine..................................................................................................................46
5.1 Starting the Engine..........................................................................................................................................46
5.2 Stopping the Engine (and Preventing Restart).................................................................................................47
5.2.1 Ignition Keyswitch...................................................................................................................................47
5.2.2 Emergency Stop Button............................................................................................................................47
5.2.3 Battery Isolation Switches........................................................................................................................48
5.2.4 Remote Stop Button.................................................................................................................................48
5.2.5 Data Link Stops........................................................................................................................................49
5.2.6 Common Problems with the Application of Stop Devices......................................................................49
5.2.7 Intake Air Shutoff Valve.........................................................................................................................50
5.2.8 Overspeed Verify Switch.........................................................................................................................51
6.0 Engine Speed Demand....................................................................................................................................52
6.1 Analog Sensor.................................................................................................................................................53
6.1.1 Device Description...................................................................................................................................53
6.1.2 Analog Sensors – Connection Details......................................................................................................53
6.1.3 Evaluating Component Compatibility......................................................................................................54
6.1.4 Test Procedure..........................................................................................................................................55
6.1.5 Required Values.......................................................................................................................................55
6.1.6 Analog Throttle Switch – ET Configurable Parameters...........................................................................56
6.2 PWM Sensor – Compatibility.........................................................................................................................56
6.2.1 Device Description...................................................................................................................................56
6.2.2 Component Compatibility........................................................................................................................56
6.2.3 Connection Details...................................................................................................................................56
6.2.4 PWM Throttle – ET Configurable Parameters.........................................................................................56
6.3 PTO Mode.......................................................................................................................................................56
6.3.1 PTO Mode ON/OFF Switch.....................................................................................................................57
6.3.2 PTO Mode Set/Lower Button...................................................................................................................57
6.3.3 PTO Mode Raise/Resume Button.............................................................................................................57
6.3.4 PTO Mode Disengage Switch..................................................................................................................57
6.3.5 PTO Mode Preset Speed...........................................................................................................................57
6.3.6 PTO Mode – ET Configurable Parameters...............................................................................................57
6.3.7 Example of PTO Mode Operation............................................................................................................58
6.4 Multi-position Throttle Switch (MPTS)..........................................................................................................59
6.4.1 Multi-position Throttle Switch – ET Configurable Parameters................................................................60
6.5 Torque Speed Control TSC1 (Speed Control Over CAN)...............................................................................60
6.6 Arbitration of Speed Demand..........................................................................................................................60
6.6.1 Manual Throttle Selection Switch............................................................................................................60
6.7 Ramp Rate.......................................................................................................................................................60
6.8 Throttle Calibration.........................................................................................................................................61
Table of Contents
6.9 Throttle Parameter Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
62
6.9.1 Diagnostic Lower Limit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . 62
ELECTRONICSAPPLICATIONANDINSTALLATIONGUIDE 5
6.9.2 Lower Position
Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
6.9.3 Initial Lower Position limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . 62
6.9.4 Lower Dead
Zone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
6.9.5 Initial Upper Position
limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
6.9.6 Upper Position Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . 62
6.9.7 Upper Dead
Zone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
6.9.8 Diagnostic Upper
Limit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
6.10 Throttle Calibration
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
6.11 Idle Validation
Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
6.11.1 Idle Validation Maximum ON Threshold (Closed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
67
6.11.2 Idle Validation Minimum OFF Threshold (Open) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
67
7.0 Cold Starting
Aid.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
7.1 Control of Glow Plugs by the Engine ECU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. 68
7.1.1 Relay, Fuse, and Cable Gauge Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
68
7.1.2 Wait-to-Start/Start Aid Active Lamps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
69
7.1.3 OEM/Operator Control or Override of the Glow Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
70
7.1.4 Ether Cold Start
Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
7.1.5 Water Jacket Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
71
7.1.6 Air Intake Temperature Sensor – ET Configurable Parameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
8.0 Operator Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . 72
8.1 Gauge
Drivers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
8.2 Lamp Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . 72
8.3 Indicator Lamps
Logic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
8.4 Data Link-driven Intelligent Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. 74
Table of Contents
8.5 Customer-triggered Engine Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
74
8.6 Engine Software
Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
8.6.1 Engine Monitoring
System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
8.6.2 Monitoring Mode – ET Configurable Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
75
8.6.3 Monitoring Mode
Thresholds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
9.0 Monitored Inputs For Customer Fitted
Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
9.1 Configurable States. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. 78
9.2 Air Filter Service Indicator – Air Filter Restriction Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
78
9.3 Coolant Low Level
Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
9.4 Water in Fuel Trap Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. 79
10.0 Electrical Fuel Lift
Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 10.1
Electrical Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
10.2 Component
Specification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
11.0 Engine
Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
11.1 All Speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . 81
11.2 Torque Limit
Curve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
11.3 Droop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . 81
11.4 High Speed Governor (Governor Run-
Out) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
11.5 Auxiliary Governor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . 83
11.6 Rating Selection via Service
Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
11.7 Mode Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. 83
11.7.1 Rating and Droop Changes Requested via the J1939 Data link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
11.7.2 Service Maintenance Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
84
11.8 SAE J1939 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . 85
11.8.1 Summary of Key J1939 Application Issues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
85
11.8.2 Physical
Layer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
11.8.3 Network
Layer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
11.8.4 Application
Layer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
11.9 1939 Supported Parameters Quick Reference Summary Table. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
11.10 1939 Parameters – Detailed Descriptions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
91
11.11 Sending Messages to the Engine ECU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
91
11.11.1 Source Address. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. 91
11.11.2 Destination
Address. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
12.0 J1939 Section 71 – Vehicle Application
Layer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
12.1 Torque Speed
Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
12.1.1 ECU Response Time to TSC1
Request . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
12.1.2 TSC1
Configuration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
12.1.3 TSC1 Continuous Fault Handling: [Disabled] (Default) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
92
12.1.4 End of Transmission – Fault Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
92
12.1.5 TSC1 Continuous Fault Handling:
[Enabled] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
12.1.6 Rating and Droop
Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
13.0 J1939 Section 73 – Diagnostic Layer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . 109
13.1 Active Diagnostic Trouble Codes (DM1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
109
13.2 Previously Active Trouble Codes (DM2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
110
13.3 Diagnostic Data Clear/Reset of Previously Active DTCs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
110 13.3.1 Supported Parameters – Section 21 Simplified Descriptions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
13.3.2 Supported Parameters – Section 81 Network Management – Detailed Descriptions. . . . . . . . . 112
13.4 Cat Data
Link. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
13.5 Other Data Link Standards. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
112
13.5.1 CANopen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
112 13.5.2 OEM Proprietary CAN standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
112
Table of Contents
13.0 Appendices. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . 113
13.1 Appendix 1 – ECU J1 Connector Terminal Assignments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
113
Summary of Revisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . 115
Introduction and Purpose
1.0 Introduction and Purpose

This document is intended to provide necessary information for correct electrical and electronic installation of
C4.4 ACERT and C7.1 ACERT industrial engines into an off-highway machine. Caterpillar expects that there will
be some additions and modifications to this document as the engine development program continues, and as OEM
requests for information not currently addressed are added. The information herein is the property of Caterpillar
and/or its subsidiaries. Without written permission, any copying, transmission to others, and any use except that for
which it is loaned is prohibited.
1.1 Applicable Engines

The engines covered by this manual are identified by the following serial number prefixes, which covers all
electronically controlled engines built in the Caterpillar Wuxi facility:
• C7.1 ACERT: G9R and E7A
• C4.4 ACERT: 2W2 and W23
The information in this document is the best available at the time of publication to describe the application and
installation requirements for a production representative engine and software configuration. During development
stages please consult the applications engineering department before implementing any of the features contained in
this document.
1.2 Electronic Applications Contacts

If the information in this document is incomplete, incorrect, or further details are required, please consult your
applications engineer.
1.3 Safety
Most accidents that involve product operation, maintenance, and repair are caused by failure to observe basic
safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations
before an accident occurs. Always be alert to potential hazards and have the necessary training, skills, and tools to
perform these functions properly.
The information in this publication was based upon current information at the time of publication. Check for the
most current information before you start any job. Cat dealers will have the most current information.
Improper operation, maintenance, or repair of this product may be dangerous. Improper operation, maintenance, or
repair of this product may result in injury or death.
Do not operate or perform any maintenance or repair on this product until you have read and understood the
operation, maintenance, and repair information.
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. The warnings in
this publication and on the product are not all-inclusive. If a tool, a procedure, a work method, or an operating
technique that is not specifically recommended by Caterpillar is used, you must be sure that it is safe for you and
for other people. You must also be sure that the product will not be damaged and/or made unsafe by the
procedures that are used.
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C4.4ACERT™–C7.1ACERTENGINES
0
Introduction and Purpose
1.3.1 Warning – Welding
Welding can cause damage to the on-engine electronics. The following precautions should be taken before and
during welding:
• Turn the engine OFF. Place the ignition keyswitch in the OFF position.
• Disconnect the negative battery cable from the battery. If the machine is fitted with a battery disconnect switch,
open the switch.
• Clamp the ground cable of the welder to the component that will be welded. Place the clamp as close as possible
to the weld.
• Protect any wiring harnesses from welding debris and splatter.
DO NOT use electrical components to ground the welder. Do not use the ECU or sensors or any other electronic
components to ground the welder.
1.3.2 Warning – Electrostatic Paint Spraying

The high voltages used in electrostatic paint spraying can cause damage to on-engine electronics. The damage can
manifest itself through immediate failure of components or by weakening electronic components, causing them to
fail at a later date.
The following precautions should be taken when using electrostatic paint spraying techniques on engines:
• Connect all 64 pins of the 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. Take care
that this does not exceed the recommended maximum voltage for the ECU.
2.0 Engine Component Overview
2.1 Electronic Control Unit (ECU)
The A4E2v3 ECU is an electronic control device that governs engine speed, torque output and manages the
engine’s performance and emissions via a number of sensors and actuators. The device is assembled to a special
mounting plate fitted to the engine. The location is common on the C4.4 ACERT/C7.1 ACERT series engines,
lefthand side close to the fuel rail. The device has two connection sockets, one for the engine wire harness (J2)
that is blue and the other for the machine OEM harness connection (J1) that is grey. There are two ECU options, a
fuel-cooled version and an air-cooled version.
2.2 Sensor Details

2.2.1 Intake Manifold Pressure Sensor
The intake manifold pressure sensor measures the air pressure inside the intake manifold, after the turbo. The
range is 39-400 Kpa absolute.
The sensor is used to determine atmospheric (barometric) pressure. During certain operating conditions, the ECU
will take a snapshot of the measured pressure to set the atmospheric pressure value. The atmospheric pressure is
used to determine the atmospheric-related fuel limits (if any), e.g., at high altitude, fuel may be limited during
cranking to prevent turbo overspeed. The ECU also uses the atmospheric value to calculate gauge pressure of
other absolute engine pressure sensors.
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ELECTRONICSAPPLICATIONANDINSTALLATIONGUIDE
1
Engine Component Overview
When the engine is running, the sensor measurement is used as an input parameter to calculate torque and airfuel
ratio limits. This helps prevent black smoke during transient engine conditions, mainly during acceleration or
upon sudden load application. If intake manifold pressure is too low for the requested fuel, the fuel is limited to
prevent the over-fuel condition. The measurement will also be used to select certain timing maps.
Intake manifold pressure is also used to control the turbo wastegate regulator, if fitted. The turbo wastegate
regulator control system regulates intake manifold pressure to a desired value calibrated in the software. To do
this, the software needs to know the actual value of intake manifold pressure, hence the need for the sensor
measurement.
If the intake manifold pressure sensor/circuit fails, a low default value is used in the software. The wastegate
regulator control (if fitted) will go to open loop, and the resultant intake manifold pressure will be low (as
determined by the wastegate hardware chosen). Therefore, fuel will be limited under certain engine conditions,
effectively providing a fuel/torque derate.
2.2.2. Intake Manifold Temperature Sensor

This sensor measures the temperature inside the inlet air manifold. The sensor option on the C7.1 ACERT and
C4.4 ACERT engines at time of publication is a 2 pin passive, with an operating range of -40°C to +150°C.
Note: This is the sensor to which the engine is calibrated. Intake air temperature measurement is very sensitive to
location. If the OEM adds additional inlet air temperature monitoring, for example, during prototype
evaluation, it should be anticipated that there may be a difference of several degrees Celsius between the
engine sensor and the OEM sensor.
Intake manifold temperature measurement is used as an input to the cold start strategy. When the engine is
running the sensor measurement is used as an input parameter to calculate torque and air-fuel ratio limits.
The OEM has no connection to this sensor, but if the intake air is required by some machine system, for example,
for fan control strategy, the data can be accessed on the J1939 data link.
It is possible, if extreme temperatures are measured at the intake, that the engine will derate. In the event of a
derate, an event code will be generated on the J1939 data link or displayed on the service tool, and the warning
lamp will illuminate.
2.2.3 Coolant Temperature Sensor

The coolant temperature sensor measurement is used as an input to the cold start strategy. The measurement is
also used to select certain maps at certain temperatures. The engine is considered warm at 65°C. The fuel
delivery characteristics will change depending on the engine temperature. The sensor is also used for activating
the glow plugs for cold engine starting and for detecting high coolant temperatures for raising an event. The
range is -40°C to +150°C.
If the sensor/circuit fails, a default value is used and a diagnostic code is raised. For glow plug control if this
sensor/circuit is faulted, the intake manifold air temperature sensor is used. It is possible that with this sensor/
circuit in a failure condition white smoke may result during a cold engine start. The high coolant temperature
event will not be raised under this fault condition.
The sensor reading of coolant temperature is also used to determine the maximum fuel allowed during engine
starting. If the sensor/circuit fails, it is possible the engine will not start under cold engine conditions.
It is possible, if the coolant temperature exceeds the design limits, that the engine will derate. In the event of a
derate, a fault code will be generated on the J1939 data link, or displayed on the service tool, and the warning
lamp will illuminate.
1
2
Engine Component
Overview
2.2.4 Fuel Rail Pressure Sensor
The fuel rail pressure sensor is used to measure the fuel pressure in the high-pressure fuel rail. (The fuel in the fuel
rail then feeds all injectors. Injection takes place when each injector is electrically operated.)
The fuel rail pressure measurement is used in conjunction with the high-pressure fuel pump to maintain the
desired fuel pressure in the fuel rail. This pressure is determined by engine calibrations to enable the engine to
meet emissions and performance objectives.
If the fuel rail pressure sensor/signal is faulted, a diagnostic code is set with a warning, a default value is used
and a 100% engine derate results. The default value for fuel rail pressure will allow the engine to run in a
limp-home fashion whereby a known fuel rail pressure will be controlled within reasonable engine conditions.
Emissions compliance cannot be guaranteed under this fault condition.
2.2.5 Fuel Pump Solenoid

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

Each fuel injector contains a solenoid to control the quantity of fuel injected. Both positive and negative wires to
each solenoid are wired directly back to the ECU.
There is no OEM connection to this component. Voltages of up to 70V are used to drive the injectors. The signals
to the injectors are sharp pulses of relatively high current. The OEM should ensure that any systems that are
sensitive to electromagnetic radiation are not in proximity to the harness components that lead to the injectors.
2.2.7 Crankshaft Speed/Timing Sensor

The crankshaft speed-timing sensor is a Hall effect sensor. The sensor works in conjunction with the timing ring
fitted to the engine crankshaft.
The sensor produces a signal as the timing ring/crank rotates past the sensor. The ECU then uses this signal to
calculate crankshaft speed and crankshaft position. The crank speed/timing signal is used during normal engine
running since it is more accurate than the signal obtained from the cam speed/timing sensor.
If the crank speed/timing sensor signal is lost or faulted, the engine is capable of starting provided the cam speed/
timing signal is healthy. A diagnostic and warning will be raised if the fault occurs during engine running. A full
derate will result since the engine is not then guaranteed to be emissions compliant due to the accuracy of the cam
speed/timing signal. The diagnostic and derate will not be raised during engine cranking (if fault present), but the
service tool will provide a means to read the condition of the cam and crank speed signals to aid fault finding.
The OEM has no connection to this sensor. If the OEM requires accurate engine speed information, it may be
obtained from the SAE J1939 data link. The software includes logic to prevent reverse engine running.
1
3
Speed Sensor
2.2.8 Camshaft Speed/Timing Sensor

The camshaft speed/timing sensor works in conjunction with the timing ring fitted on the camshaft. The sensor
produces a signal as the timing ring rotates past the sensor. The ECU then uses this signal to calculate camshaft
speed, camshaft position, and engine cycle. The cam speed/timing signal is required for determining the correct
engine cycle and is also used for limp-home operation in the event of the crank speed sensor/circuit being
faulted/lost.
If the camshaft speed/timing sensor/signal is lost or faulted, the engine will not start (since engine cycle is not
known from the crank signal only), but if the engine is already running, no engine performance effect will be
noticed. A diagnostic and warning will be raised if the fault occurs during engine running. The diagnostic will not
be raised during engine cranking, but the service tool will provide a means to read the condition of the cam and
crank speed signals to aid fault finding. The software includes logic to compensate for minor timing errors.
2.2.9 Oil Pressure Sensor

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

The regulator, where fitted, controls the pressure in the intake manifold to a value that is determined by the ECU.
The wastegate regulator provides the interface between the ECU and the mechanical system that regulates intake
manifold pressure to the desired value that is determined by the software.
1
4
Engine Component
Overview
2.3 Engine Component Diagrams and Schematics 2.3.1 C7.1 ACERT
Factory-installed Wiring and Components
2.3.2 C4.4 ACERT Factory-installed Wiring and Components
1
5
1
6
Engine Component
Overview
2.3.3 C7.1 ACERT Principal Engine Electronic Components
1
7
2.3.4 C4.4 ACERT Principal Engine Electronic Components
Intake
Temperature
Fuel Rail
Pressure Sensor
Coolant Sensor
ECU
Intake
Pressure
Sensor
Cam Speed
Sensor
Crank
Speed
Sensor
Oil Pressure
Sensor Sensor
1
8
Engine Component
Overview
2.4 Customer System Overview Key Elements
The following section provides details on both the mandatory and optional system connections that need to be
made as part of the customer’s machine wiring harness.
2.4.1 Mandatory Components to Install

Mandatory or Required Components Engine Family A&I Guide Section
Battery All Power and Grounding Considerations
Circuit Protection All Power and Grounding Considerations
Keyswitch All Starting the Engine
Warning Lamp All Operator Displays
Shutdown Lamp All Operator Displays
Wait to Start Lamp All Operator Displays
Glow Plug Relay* All Cold Starting Aid
Speed Demand Input All Engine Speed Demand
J1939 All Communication Datalink
J1939 120Ohms resistors (2) All Communication Datalink
PDL All Perkins Datalink
Water in Fuel Sensor All Monitored input
2.4.2 Optional Customer-installed Components*
Optional Components A&I Guide Section
Low Oil Pressure Lamp Operator Displays
Remote Shutdown Switch (Normally Open) Stopping the Engine
Coolant Level Switch Monitored Inputs for Customer Fitted Sensors
Air Intake Filter Restriction Switch Monitored Inputs for Customer Fitted Sensors
PWM Throttle Position Sensor Engine Speed Demand
Analogue Throttle Position Sensor with Idle Validation Switch (1) Engine Speed Demand
Analogue Throttle Position Sensor with Idle Validation Switch (2) Engine Speed Demand
Throttle Selection Switch Engine Speed Demand
Multi-Position Switch Engine Speed Demand
PTO On/Off Switch Engine Speed Demand
PTO Set/Lower Switch Engine Speed Demand
PTO Raise/Resume Switch Engine Speed Demand
PTO Disengage Switch Engine Speed Demand
Mode Switch (1) Engine Governor
Mode Switch (2) Engine Governor
Ether Start Cold Starting Aids
Auxiliary Temperature Monitored Inputs for Customer Fitted Sensors
Air Inlet Temperature Sensor Cold Starting Aids
Overspeed Verify Switch Engine Speed Demand
Starter motor Relay Control Starting and Stopping the engine
Electric Fuel Lift Pump Electric Fuel Lift Pump
*Check Compatibility in specific sections, some components cannot be used together.
1
9
2.4.3 Typical Customer-installed Component Diagram
2.4.4 Example OEM Schematic

The engine can be configured and wired many different ways depending on the requirements of the OEM. The
following four example schematics and descriptions provide a guide for the OEM.
2
0
Engine Component
Overview
2.4.5 Example 1 – Basic Engine Application
This solution is suitable for applications where very little integration or additional engineering is a requirement
when compared to the solution used for a mechanical engine. This solution can be used in most mechanically
governed engine replacement situations. The OEM needs to consider only basic functions: power supply, operator
indication, cold start aid and a simple method of controlling the engine speed.
2.4.6 Example 2 – Construction Application

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

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

The application will allow single or twin throttles, engine twin set speed control, multi-mode operation, integrated
display drive, etc. This set-up is suitable for applications where the customer requires a high degree of operator
control over the machine’s behavior. It is one of the most complex applications. Typically this is used in mobile
applications that may be driven to the place of work and then require operator selectable speed operation while
performing the chosen task. This could include: tractors, combines, backhoe loaders.
2
1
2
2
2.6.7 Example 1 — Basic Schematic OEM Harness

C 4 . 4 A N D C 6 . 6 I N D U S T R I A LE L E C T R O N I C
2.6.8 Example 2 — Construction Schematic OEM Harness
2
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APPLICATIONANDINSTALLATION GUIDE
2
4
2.6.9 Example 3 — Industrial Open Power Unit Schematic OEM Harness

C 4 . 4 A N D C 6 . 6 I N D U S T R I A LE L E C T R O N I C
2.6.10 Example 4 — Agricultural Schematic OEM Harness
2
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APPLICATIONANDINSTALLATION GUIDE
Power and Grounding Considerations
3.0 Power and Grounding Considerations

3.1 System 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.
Improper grounding results in unreliable electrical circuit paths. Stray electrical currents can damage mechanical
components and make electronic systems prone to interference. These problems are often very difficult to
diagnose and repair.
3.1.1 Ground Stud on Starter Motor

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

A separate engine block ground should be used in addition to the starter motor ground. A ground cable, direct
from the battery negative or starter ground terminal, should be connected to a ring terminal which connects to one
of the three tappings shown in diagrams 1 and 2. The tapped holes will be reserved for customer use and can be
used for grounding purposes.
If a tapping is used, it should be checked to be free of lacquer, paint, and dirt before the connection is made. An
M10 metric screw should be used plated with zinc. A washer should retain the ring terminal and the screw
tightened to 44 N•m (32 Ib-ft)
It is preferable to use a conductive grease to ensure the reliability of this connection.
2
9
Diagram 1 – Ground Points 1 and 2
Diagram 2 – Ground Point 3
3
0
3.1.3 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. The table below provides the electrical characteristics and limitations for the
A4E2v3 ECU.
Voltage Supply System 12V 24V
Max Peak Current 60A 60A
Peak Current Cranking 36A 36A
Max RMS Current* 13A 7.5A
Suggested Fuse Rating** 25A 20A
Sleep Current <8 mA <10 mA
Min Running Voltage 9V 18V
Max Running Voltage*** 16V 32V
Minimum ECU Voltage During Cranking 6V 6V
Maximum Total ECU Power Circuit Wire Resistance 50 mOhmns 100 mOhmns
Target Circuit Resistance 40 mOhms 80 mOhms
*** Max RMS current measurements conducted on engine running at rated speed and load. RMS current will
vary with engine speed (assuming constant voltage). No lamp drivers or application side components fitted
during measurement.
*** Suggested fuse rating is based on automotive blade type fuses and are for guidance only.
*** The ECU can survive higher voltages. ECU will survive for at least two minutes on a supply voltage of 30V
for 12V systems and 48V for 24V systems.
3.2 ECU Power Supply Circuit Resistance

Often during engine cranking, the battery voltage will drop to values much lower than the normal system
operating voltage. The minimum permissible voltage measured at the ECU during cranking is 6V. The power
requirements to drive the engine electronic components, such as the injectors and fuel pump circuit, remain the
same during cranking. For this reason, the ECU power supply circuit resistance becomes very important and will
affect the voltage seen at the ECU. The table below illustrates the difference between the voltage at the ECU
during cranking and normal running conditions:
Parameter Engine Cranking Engine Running
System Voltage at the Battery 8V 13.8V
Engine ECU Current Draw 36A 36A
Total ECU Power Supply Resistance 40 mOhms 40 mOhms
Voltage Drop (I*R) 1.44V 1.44V
Voltage at the ECU 6.56V 12.36V
Voltage During Cranking and Normal Running Conditions
The maximum permissible circuit resistance including positive and negative wires is 50 mOhms for 12V
systems and 100 mOhms for 24V systems; however, Caterpillar recommends that this value not be targeted
during design, as it is often difficult to predict the final circuit resistance when considering other factors such as
fuse holders, connector resistance, and aging. A target calculated circuit resistance including wire and
connections of 40 mOhms for 12V systems and 80 mOhms for 24V systems is recommended. The table below
provides typical wire resistance for various cross sections of copper wire.
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As with all electrical circuits, wire should be selected to ensure the rated maximum conductor temperature is not
exceeded for any combination of electrical loading, ambient temperature, and heating effects of bundles,
protective braid, conduit, and other enclosures. Consult wire manufacturers’ data sheets for further information.
3.2.1 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.
The following recommendations will ensure that the integrity of the electrical supply circuit is not compromised
during design and installation.
• Supply cable wire gauge or CSA must be capable of meeting the maximum electrical requirement demanded by
the engine ECU under all conditions.
• When specifying ECU circuit supply and return cables, which are to be routed around hot components or form
part of a machine wiring harness bundle, the appropriate cable current carrying capacity derate should be
applied.
• All ECU power pins must be connected to the main battery supply to ensure a complete and robust electrical
circuit is made.
• When splicing the ECU supply or return cables, the main supply cable must be rated to carry the total circuit
current to the ECU and provide the correct amount of mechanical durability for the number of splices made.
• The total ECU circuit resistance must meet the stated limits (50 mOhms for 12V and 100 mOhms for 24V
systems) to ensure that voltage drop across these cables is minimized.
It should also be noted that the ECU supply circuit must be routed directly back to the application battery to
maintained optimum system performance under all conditions. Failure to do so will lead to excessive system
voltage drop and high circuit resistance as well as increased levels of supply circuit noise.
3.2.2 Battery (+) Connection
The ECU requires four unswitched battery positive inputs; the inputs should be permanently connected to the
machine battery. When the ignition keyswitch is off, the ECU is in a sleep mode during which it draws a very
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small residual current through the four battery connections. When the ignition keyswitch is turned on the ECU
will become active. It is recommended, therefore, that the ignition keyswitch is turned to the off position when
connecting or disconnecting the ECU J1 connector, to prevent large sparks which may cause damage to the pins.
The power supply to the ECU should be taken from the battery, not from the starter motor terminals, to avoid
unnecessary system noise and voltage drops. Note that there are 4 ECU pins allocated for battery positive. All
four pins must be used.
The correct system voltage must be applied (12V or 24V), as the following components on the engine are system
voltage sensitive:
• Glow Plugs
• Alternator
• Starter Motor
• Electric Prime Fuel Pump (where fitted)
It is recommended that one supply cable from the battery be used. This single supply cable should then be spliced
as shown as below.
Please note that it is the customer’s responsibility to ensure that the ECU supply circuitry meets the limits stated
within table on page 28 (Voltage During Cranking and Normal Running Conditions). For this reason it may be
necessary to increase the supply cable AWG (CSA) to meet the system design criteria.
Note A: Ensure cable splices are made using 14AWG wire and kept to a minimum length.
Note B: Ensure that the main supply cable is correctly specified in terms of length, resistance, voltage drop, and
current carrying capacity.
3.2.3 Battery (-) Connection
The ECU requires five unswitched battery negative inputs; the inputs should be permanently connected to the
machine battery.
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Battery Connection – Do not supply power to the ECU from the starter motor connections
3.2.4 Correct Method of ECU Battery Connection
3.2.5 Correct Power Supply Wiring

• ECU positive wires connected direct to battery, not via starter motor
• Power supply wires go to all four positive pins and all five negative pins on the ECU connector • ECU negative
is wired to the battery rather than return through chassis
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• The engine is grounded to the machine chassis.
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3.2.6 Incorrect Method of ECU Battery Connection
Incorrect Wiring
• Positive wired via starter motor. High volt drop to ECU on starting.
• Single pin on ECU used for each of positive and negative supply – possibly exceeding pin ratings and possibly
causing risk of arcing or overheating.
• ECU return through chassis – risk of conducted noise and also additional voltage drop.
• Engine not grounded – risk of engine component damage.
3.3 Engine ECU Power Supply Circuit Resistance Test

It is not possible to accurately measure the machine ECU power supply wire resistance using a standard
ohmmeter alone; it is therefore necessary to use a specific test circuit. The following diagram and table detail the
test apparatus used in the circuit to determine the engine ECU circuit resistance. The circuit consists of two
voltmeters and a resistor connected to the J1 ECU plug that can be switched in and out of circuit using a relay.
It’s very important to keep the test circuit resistance to a minimum, use a relay with low contact resistance
(preferably silver oxide or gold), and short lengths of heavy gauge wire.
Component Cat Part Number Supplier Part Number Quantity
J1 Receptacle 245-1040 1244365 1
Pins N/A 0460-202-16141 10
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
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Note: The total ECU supply circuit resistance forms part of the application appraisal. Circuits which do not meet
the 50 mOhm requirement for a 12V system and 100 mOhm for a 24V system will be classed as a failure
during the appraisal sign-off.
3.3.1 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 above diagram to the plug. Press the button for three seconds at the
same time record the voltage measured from Voltmeter 1 and Voltmeter 2.
Formula:
Power Supply Circuit Resistance (mOhms) = 1000 * (R1 * (V2 – V1)/V1)
V1 = Voltmeter 1 Measured Value
V2 = Voltmeter 2 Measured Value
R1 = Measured Resistor Value
Worked Example
V1 = 11.8
V2 = 12
R1 = 2.21 Ohms
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1000 * (2.21 * (12 – 11.8)/11.8)
1000 * (2.21 * 0.1695)
1000 * (0.375)
Harness Resistance = 37.5 mOhms
For more details, please refer to Test Procedure LEBH0038.
3.4 Suppression of Voltage Transients

3.4.1 Suppression Methods and Best Practice
Note: The installation of transient suppression at the source of the transient is required. Caterpillar follows a
stringent electrical environmental standard that is similar to SAE recommended practices.
The use of inductive devices such as relays and solenoids can result in the generation of voltage transients in
electrical circuits. Voltage transients that are not suppressed can exceed SAE specifications and lead to a
degradation in the performance of the electronic control system.
The customer should specify relays and solenoids with built-in voltage transient suppression. Refer to the
following figure for ways to minimize voltage transients from relays and solenoids without built-in voltage
transient suppression. Techniques include the installation of a diode or resistor of the proper size in parallel with
the solenoid or the relay coil.
Diodes and resistors accomplish suppression in different ways. Diodes clamp the voltage across the coil to
approximately -0.7V when the switch opens. The current circulates in the loop until it eventually diminishes.
Suppression resistors will allow the transient voltage to increase to a value determined by the forward current
flow through the coil and the value of the resistance of the suppression resistor. However, resistor suppression
causes the current in the loop to diminish much faster than a diode would.
Voltage Suppression Diagram
Diode selection should be based on the normal voltage and current seen by the coil. For example, if the normal
voltage applied to the coil is 24V and the coil has a resistance of 50 Ohms, the current passing through the coil
is 480 mA (I = V/R). The diode would then need to be able to withstand a reverse voltage of 24V and a forward
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current of 480 mA when the current to the coil is interrupted by the opening of the switch, since the collapse of
the coil’s magnetic field will attempt to maintain that current.
Suppression resistors are a low-cost alternative and can be less stressful on relay coils. Resistor selection should
be determined by the voltage applied across the coil, the resistance of the coil, maximum power dissipation
allowed, and the level of transient voltage to be tolerated. For example, if the coil is 50 Ohms and the voltage
applied is 24V, an 82 Ohm suppression resistor would allow the transient voltage to reach -39.6V (V = IR =
-.48A x 82 Ohms, the voltage is shown as negative since the polarity reverses once the switch opens). Using a
330 Ohm resistor would allow a -158V transient but the current would diminish in the loop faster. For power
dissipation concerns, the resistor’s power rating should be considered. For example, if 24V were applied across a
330 Ohm resistor, the power dissipated by the resistor would be 1.75W (P = V 2/R). Therefore a 330 Ohm resistor
should be selected with the capability of dissipating at least 2W. The heat generated by the resistor should be
considered when selecting a resistor.
Note: If the resistance of the suppression resistor is too low, the driver circuitry in the ECU may be loaded to
a point where the relay or solenoid does not function properly. If the resistance is too high, the transient
voltage may reach undesirable levels.
There are other techniques that can be used for transient suppression. Snubbers, Zener diodes, and varistors are all
methods with characteristics that make them better suited for some applications. But for simple applications of
relays or solenoids, diodes or resistors should suffice.
Inductive devices such as relays or solenoids should be located as far as possible from the components of the
electronic control system. Wiring harnesses that are installed by the customer should be routed as far as possible
from the wiring harness of the electronic control system in order to avoid problems associated with electrical
noise.
3.5 Direct Battery Connection Requirements
The following components require a power supply direct from the application battery, these components are
voltage dependent.
• Fuel System Electric Fuel Pump
• Starter Motor
• Alternator
3.6 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 machine 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 electronic applications engineering department.
3.7 Sensor Common Connections

Certain components that interface directly with the ECU require connection to one of the dedicated sensor/switch
return pins on the ECU customer machine interface connector J1. Separate sensor/switch returns are provided for
analog and digital signals. All components requiring connection to one of the ECU ground connections must be
connected to the correct ground path to ensure the correct operation of the component.
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3.7.1 Analog Sensor Return
All of the following features and switches must be connected back to the engine ECU J1 analog return pins
VS_Return J1-33 and J1-34.
ECU Feature
Analog Throttle 2
Auxiliary Temperature Sensor
Air Inlet Temperature Sensor
Analog Throttle 1
Analog Sensor Connections
3.7.2 Switch Return

All of the following features and switches must be connected back to the engine ECU J1 GND switch return
pin (35).
ECU Feature
Idle Validation Switch
Idle Validation Switch 2/Air Filter Restriction
MPTS 1/PTO Disengage
User Defined Shutdown Switch/PTO Mode Speed 1 & 2 Select
MPTS2/PTO Raise/Resume
MPTS3/PTO Set/Lower/Intermediate Speed
MPTS4/PTO Mode On/Off
Coolant Level Switch
Switch to Ground Connections
3.7.3 Digital Return

All of the following features and switches must be sensor supplied (8V) from ECU J1 pin 43 and connected back
to the engine ECU J1 digital return pin (33).
ECU Feature
PWM Throttle 1
Water in Fuel Switch
Digital Signal Connections
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Connectors and Wiring Harness Requir ements
4.0 Connectors and Wiring Harness Requirements

4.1 ECU Connector
The A4E2v3 engine ECU has an integral rectangular 64-pin Delphi Packard socket; the socket is grey in
appearance and is the customer/OEM connection point. To make a connection to the engine ECU, the
components listed in the table below are required.
Qty Description (photo reference) Cat Part Number
1 Plug Assembly (1) 245-1042
1 Wire Dress Cover (2) 245-1045
2 Terminal Lock (TPA) (3) 245-1044
Contact Socket (Terminal) (4) – formed option for high volume machine
N/A 245-1047
crimping only.
N/A Sealing Plug (5) 245-1048
The above components are available in kit form. The kit will provide all the necessary components to make one
basic engine connection.
Components Required for A4E2v3 Engine ECU Connection
The wire dress cover must be fitted to prevent direct jet washing onto the rear connector seals.
4.1.1 Connector Layout
The diagram below illustrates the pin layout, looking from the rear of the connector.
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Connectors and Wiring Harness Requirements
4.1.2 Tightening the OEM Connector

A central 7 mm AF hex screw retains the connector. This screw should be tightened to a torque of 5
N•m+/- 1 (3.7+/-0.7 lb-ft).
Caterpillar does not recommend the use of “non-conductive grease” with the ECU connector.
4.1.3 ECU Connector Wire Gauge Size

All connections must be made with 0.82 mm² (18AWG) wire with GXL type insulation.
Min outside diameter (Inc Insulation) = 1.85 mm
Max outside diameter (Inc Insulation) = 2.5 mm
4.1.4 ECU Connector Terminals

The OEM connector terminals should be Cat Part No. 245-1047.
4.1.5 Terminal Retention

Two terminal position assurance components should be used once all terminals have been crimped and inserted
into the connector body. Terminal position assurance – Cat Part No. 245-1044.
Note: It is critical that two terminal position assurance components are used.
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Connector Body and Terminal Assurance Components
When a terminal has been properly crimped and retained, it will be able to withstand a “pull test” of 45N (10 lb).
4.1.6 Hand Crimping for Prototype Machines and Low Volume Production
A hand crimp tool and appropriate die are required for crimping contact sockets. The hand crimp tool and
removal tool for removing the sockets from the connector body are available from power and signal group (PSG).
Cat Hand Crimping Solution

Component Cat Part Number
Contact Socket 267-9572
Crimp Tool Number 1U5804
Removal Tool 266-1683
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.
4.1.7 ECU Connector Sealing Plug Installation Guidelines
All unused connector socket slots must be filled with sealing plugs – Cat Part No. 245-1048.
Due to the small size of the sealing plugs, it may be quicker to install sealing plugs in all cavities, and then
remove those which are not required, rather than to try to fit the sealing plugs when wires have already been
inserted into the back of the connector.
Note: Do not use “non-conductive” grease to seal unused terminal cavities.
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4.1.8 OEM Harness Retention at the ECU

A wire strain relief component should be used to prevent ECU connector damage. The wire strain relief
component is assembled to the engine ECU during engine manufacture and will be supplied on the engine.
Wire bundle size may vary between applications. Cable tie/wire tie slots are provided for correct bundle retention.
Use the correct slots.
Use strain relief and correct slots for the harness bundle size.
4.1.9 Machine Crimping for High Volume Production

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

4.2.1 General Recommendations for Machine Wiring Harnesses
The following are general “good practice” for wire harnesses. It is the responsibility of the machine designer to
follow standards appropriate to the application type and to the geographical territory where the machine will be
operated. These recommendations do not in any way replace any industrial standards or legislative requirements.
4.2.2 Connectors
It is strongly recommended that high quality, sealed connectors are used throughout. Automotive standard
components are not necessarily suitable as they are often only designed for a very low number of disconnect/
reconnect cycles.
Connectors should be horizontally mounted rather than vertically mounted to prevent ingress of water/chemicals.
Whenever possible, connectors should be mounted such that they are protected from direct exposure to extreme
cold. Connectors can be damaged by frost if water does penetrate the seals.
Cables should not bend close to the connector seals, as the seal quality can be compromised.
The correct wire seal must be selected for the diameter of wire used.
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Cables should be selected of an appropriate cross section for the current and voltage drop requirements
Where large numbers of wires go to the same connector, it is essential that no single wire is significantly shorter
than the others, such that it placed under exceptional strain.
4.2.3 Cable Routing

Cables should be routed such that bend radii are not too tight. A cable should not be either in compression or
tension, nor should it be excessively long or loose, such that sections may become caught or trapped. Clips should
be used at regular intervals to support cables. These clips should be of the correct diameter to grip the cable
firmly without crushing it.
Ideally, harnesses should not rub against any mechanical components. The only points of contact should be
clamps and connectors. If this is not possible, as a minimum they should not touch components that are hot, that
move or vibrate, or that have sharp edges.
Conductors carrying high currents or voltages, particularly when these are alternating or switched, should be
physically separated from conductors carrying small signal currents. In particular, high current and signal wires
should not run parallel in the same harness bundle for any significant distance. Ideally, if high current wires must
be in proximity to signal wires, they should cross at right angles.
The engine wire harness should not be used by the installer or as a support for any components that are not
supplied as part of the engine. For example, external hoses and wires should not be tied to the engine harness.
4.2.4 Electromagnetic Compliance (EMC)
Special measures should be taken to shield cables if the application is to be used in extreme electromagnetic
environments – e.g., aluminum smelting plants.
If screened cable is used, the screens should be connected to ground at one point only. That point should be
central if possible.
4.2.5 Diagnostic Connector

A 9-pin diagnostic connector is fitted to the engine wire harness on all industrial engines. Various diagnostic and
development tools may use the connector to access the engine data links.
If the connector is inaccessible when the engine is in the application or no connector is fitted to the engine wire
harness, provisions should be made to allocate an alternative location for diagnostic connection. In this case it is
recommended that a diagnostic connector be wired in a location that can be easily accessed, free from possible
water/dirt ingress and impact damage. The engine wire harness must not be changed or modified. To wire a
diagnostic connection use the data link pins available on the OEM J1 ECU connector.
It is recommended that all customer-installed 9-pin diagnostic connectors be wired according to the diagram
below:
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Mandatory Requirement for Prototype Machines

It is mandatory for all prototype machines to have access to the engine’s Cat Data Link and J1939 CAN data
links.
4.2.6 Termination Resistor

It is recommended that termination resistors be wired to the OEM machine harness as stated in the SAE standard.
If the engine is the only CAN J1939 device ever present on the machine it is not necessary to wire the resistors. It
is important to note however, that if devices such as hand-held code readers, CAN PC tools or navigation systems
are installed in field later, resistors will be required.
4.2.7 9-pin Diagnostic Connector Part Numbers
Description Cat Part Number
Receptacle (with flange) 8T-8736 (9W-1951)
Receptacle End Cap 8C-6354
4.2.8 Pin Information
Pin Description Diagnostic Connector J1 OEM 64-way Connector
Battery + Pin A
Battery - Pin B
Cat Data Link + Pin D 23

Cat Data Link - Pin E 24
J1939 - Pin F 21
J1939 + Pin G 20
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Starting and Stopping the Engine
5.0 Starting and Stopping the Engine

5.1 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 40. 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.
The most popular way to control engine starting is by a specifically designed 3-position keyswitch. The keyswitch
controls battery voltage to the keyswitch input and the starter motor circuit. Some applications may require a 4-
position switch to run auxiliary equipment when the engine is not running.
Automatic Starting
Some applications need to be started automatically. There is no automatic start feature available on this product. If
an automatic start sequence is required the following points must be considered:
• Start Aid – Wait-to-Start Control
• Starter Cranking Duration
• Starter Abutment Detection
• Number of Start Attempts
• Starter Disengagement Speed
• Warm-up Period
• Cool-down Period
The ECU software considers the engine running when the engine speed is 100 rpm below the desired engine
speed or has reached 1400 rpm. At this point, after a predetermined period of time the engine will switch from
cranking fuel maps to running fuel maps. It is important to note that starter motors must be disengaged earlier to
prevent the starter motor being driven by the engine. The engine is considered stalled when the engine has
dropped below 300 rpm.
When the engine is running the engine firing order is:

Engine Firing Order
C4.4 ACERT 1-3-4-2
C7.1 ACERT 1-5-3-6-2-4
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Starting and Stopping the
Engine
5.2 Stopping the Engine (and Preventing Restart)
There is often some confusion about the different methods and devices used to either stop the engine or to prevent
it from starting. These devices may be divided into the following categories:
• Ignition Keyswitch
• Emergency Stop Button
• Battery Isolation Switch
• Remote Stop Button
• Data Link Stop
Each of these devices is described below to assist the OEM in selecting the method that is most suitable for his
machine and his market. It remains, however, the responsibility of the OEM to ensure compliance of the machine
with legislation in the territories into which it is sold.
It is recommended that the OEM 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.
5.2.1 Ignition Keyswitch

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

An emergency stop button is a fail-safe method for an operator to stop a machine to protect people or equipment.
Emergency stop buttons are defined by national or international standards in terms of color, functionality, shape,
size, and latching/locking. In the EU for example, they are described in the Machinery Directive.
For mobile machines, however, true emergency stop buttons are not always appropriate and are rarely fitted, due
to the following issues:
• Legislation is designed principally for static industrial machinery (e.g. lathe) where the main power source is
mains electricity.
• Stopping a diesel engine in a mobile machine may not always be safe. In particular the vehicle may need the
power to move to a safe position (for example, off the public highway or off a railway track)
• In practice it is difficult to find components such as safety relays which are suitable for mounting on mobile
machines due to the high vibration and water ingress protection, and the low voltages that occur during starting.
• Fail-safe wiring can be a cause of machine unreliability and can create faults that are difficult to detect in the
field.
If a true emergency stop button is required for an application it is recommended that it is implemented so both the
+battery and the ignition keyswitch lines are cut directly by the emergency stop button.
Caterpillar does not provide a standard recommendation, or approval, for a circuit for multiple emergency stop
buttons, as the differences between application mean that significant time and resources are necessary to design a
system which will be fail-safe without adversely affecting reliability.
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5.2.3 Battery Isolation Switches

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

• Prevent battery discharge during vehicle shipping or storage.
• Protect service technicians from danger caused by inadvertent engine crank or start. To offer good protection of
service personnel is it possible to provide a switch which can be locked in the open position (e.g., with a
padlock) and the key removed and given to the service engineer who is working on the dangerous components.
The battery isolation switch is not a suitable method for stopping an engine; it is not guaranteed to stop the engine
as the ECU may continue to operate with power generated by the alternator.
It is also possible that opening the battery isolation switch when the engine is running will cause an “alternator
load dump.” This electrical transient can cause damage to electronic components.
Battery isolation switches are normally fitted in the negative path, close to the battery.
5.2.4 Remote Stop Button

Remote stop is intended to provide a convenient method of stopping the engine. It is not designed to be fail-safe
and so should not be used to assure the protection of either personnel or equipment.
Remote stop buttons may be used on large machines, which can be operated from ground level and where the
operator wants to stop the machine without climbing into the cab.
There are a number of variations on remote stop button circuits. The engine uses a single normally open contact,
which must be closed to stop the engine. The remote stop button will function as follows:
• A single switch to ground input on pin 48 of the ECU J1 Connector (several stop buttons can therefore be
connected in parallel)
• When the switch is closed (or if a button is pressed for longer than 150 ms), the engine will stop.
• The ECU will remain ON, so it will continue to communicate over J1939 and with the service tool. Note
however that it will continue to draw power from the battery so if it is left in this state it will eventually result in
a flat battery.
The engine may be restarted by opening the switch and activating the starter motor.
The red “mushroom” emergency stop buttons must not be used for remote stop functions as they may be mistaken
for emergency stop buttons as described above.
5.2.5 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
legislation, so should not be relied on to assure the safety of machine operators or other personnel.
Data link stops may be used in the following circumstances:
• Immobilizers
• Machine protection strategies
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Engine
• Automatic machine features (e.g., idle shutdown timer)
• Stopping machines by radio control or other telemetry. Geo-fencing is a particular application where a machine
will not operate outside defined map coordinates.
It is recommended that if such features are implemented, they are clearly documented and communicated to the
final users and owners of the machine. If this is not done, there may be complaints that the engine is stopping
unexpectedly.
5.2.6 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 inflammable gases are present in the air into the
engine. The only way to prevent this is to provide an air inlet shut-off valve (slicer valve). It is not common
practice to fit such devices to all engines, but they should be considered where there is a risk of flammable gases
(e.g., in petroleum applications), or where the application demands high engine 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, 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.
5.2.7 Intake Air Shutoff Valve
5.2.7.1 Intake Air Shutoff Valve Operation
There are industries where flammable gases could be inhaled by the engine, potentially resulting in engine speed
runaway. The engine software monitors engine speed. If a predefined engine speed is exceeded the engine
software invokes the shutoff process, disabling fueling and closing an intake shutoff valve (valve installed by the
customer). This feature will assist in stopping the engine in a runaway condition.
Some regulatory requirements, in mining and petrochemical industries for example, stipulate the use of an engine
intake shutoff. This feature allows the user to control an air shutoff system, by monitoring engine speed and
activating the air shutoff valve output driver when required.
Once installed using the service tool, the engine software monitors the measured engine speed and compares it to
a maximum engine speed limit, which must also be configured using the service tool. When the engine speed
exceeds the configured engine overspeed shutdown value, the fuel injection is disabled and the air shutoff valve
activated. Once the shutoff valve is activated the keyswitch must be cycled to deactivate the solenoid control.
5.2.7.2 Intake Air Shutoff Valve Configuration

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

The intake air shutoff valve is controlled by the engine ECU using an electrical solenoid. The solenoid requires
electrical connection to the engine ECU as shown in the figure below.
5
1
5.2.8 Overspeed Verify Switch

The overspeed verify switch compliments the intake air shutoff feature. The overspeed verify switch allows
the user to verify that the shutoff feature is operating correctly without exceeding or reaching the engine
overspeed limit.
The switch input allows the user to test the air intake shutoff feature at 75 percent of the engine speed limit. The
switch is a normally open switch. When the switch is closed and the actual engine speed is equal to or exceeds 75
percent, the air intake shutoff feature is activated.
The overspeed verify switch uses the same J1 pin-out as the vehicle speed limiting feature and as such only one of
these features can be connected. The below figure shows the wiring required for this feature to be activated.
J1
Overspeed Verify Switch
37 OVERSPEED VERIFY SWITCH
35 SWG RETURN
Batt +
5
2
Engine
Speed
Demand
6.0 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 input:
• Pulse Width Modulation (PWM) Sensor
• Analog Sensor
• PTO Mode – also known as “engine speed cruise control” or “set speed control”
• Multi-position Throttle Switches (MPTS)
• Torque Speed Control – TSC1 (speed control over CAN J1939)
The speed demand type must be carefully considered and appropriate for the application. The options must be
selected at the time of engine order so that the ECU will be configured correctly for the type of pedal, lever, or
control device selected.
There are two dedicated software input channels that can be configured to accept specific types of speed demand
inputs. The valid combinations and throttle logic are given in the following diagram. PTO mode can be used with
Analog/PWM combinations; it cannot be used with multi-position switch. The J1939 TSC1 parameter will
override any speed demand input when broadcast. Droop is applied to the requested desired engine speed.
Valid Throttle Combinations and Droop
6.1 Analog Sensor

6.1.1 Device Description
Two inputs are available for Analog throttle devices, which may be pedal, lever, or cable operated. The Analog
sensor gives a DC analog output in the range 0.5 to 4.5 volts when connected to the engine ECU. The ECU
provides a regulated 5V 200 mA power supply.
5
3
Engine Speed Demand
6.1.2 Analog Sensors – Connection Details
The analog sensor should use non-contact Hall effect technology. Robust potentiometer contact sensors designed
for use in vehicles may be considered; under no circumstances should ordinary carbon track or wire wound
potentiometers be used, as they will not be reliable.
For all mobile applications and any where a rapid change in engine speed could cause a hazard, an idle validation
switch is required. The idle validation switch closes to ground when the sensor is in the minimum position.
Off idle switches and kickdown switches are not monitored by the engine ECU.
This analog input must only be used to control engine speed from a direct operator input, and is not suitable as the
mechanism for speed control by another electronic controller.
There is no special requirement for a relationship between angular movement of the pedal and output voltage.
This document does not measure component acceptability in terms of:
• Temperature
• Vibration
• Electromagnetic compatibility
• Design life
• Supply voltage requirements (min, max, stability)
• Legal compliance
It the responsibility of the OEM and the throttle device manufacturer to ensure that the component is suitable for
the application in which it is to be used.
6.1.3 Evaluating Component Compatibility
The following procedure should be used to evaluate whether an analog throttle is compatible with the engine
ECU. This may be used either by the OEM in selecting components or by the manufacturer of devices which are
to be connected to the engine.
The following test circuits must be used when evaluating analog throttle devices.
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4
Engine
Speed
Demand
Analog Input Test Circuit
Idle Validation Switch Test Circuit
6.1.4 Test Procedure

Test 1: Output at Min Position
Place the Device Under Test (DUT) in its minimum or “released” condition. Measure the voltage V1.
Test 2: Output at Min position: Forced

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

Place the DUT in its maximum or “fully depressed” condition. Measure the voltage V1.
Test 4: Output at Max Position: Forced
5
5
Engine Speed Demand
Without causing damage push the pedal/handle hard against the maximum travel end stop. Measure the voltage
V1.
Test 5: IVS Switch Closed Voltage

Place the DUT in its minimum or “released” condition. Measure the voltage V2.
Test 6: IVS Switch Opening Threshold

Place the DUT in its minimum or “released” condition.
Test 7: IVS Switch Open Voltage

Place the DUT in its maximum or “fully depressed” condition. Measure the voltage V2.
Test 8: IVS Switch Closing Threshold

Place the DUT in its minimum or “released” condition.
Test 9: Track Resistance (potentiometer-type sensors only)

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

If the results obtained from the tests above are in the ranges specified below, the device will be compatible with
the default values in the ECU.
Test Parameter Units Min Nominal Max
1 Output at Min Position Volts 0.45 0.6 0.7
2 Output at Min Position: Forced Volts 0.4 0.6 –
3 Output at Max Position Volts 3.8 4 –
4 Output at Max Position: Forced Volts – 4 4.5
5 IVS Switch Closed Voltage Volts 0 0.5 1.2
6 IVS Switch Opening Threshold Volts 1.08 1.15 1.22
7 IVS Switch Open Voltage Volts 4 10 24
8 IVS Switch Closing Threshold Volts 1.08 1.15 1.22
9 Potentiometer Track Resistance K Ohms 1 2.5 3
If the results of the tests are not in the range specified in the table above, the device will not be compatible with
the default settings in the ECU. Contact the electronic applications team to determine whether it will be possible
to configure the input to meet the device.
6.1.6 Analog Throttle Switch – ET Configurable Parameters
The throttle configurable parameters must be configured in Cat ET prior to using the analog throttle feature. The
parameters are selectable in the main throttle configuration screen. See the Throttle Calibration section (p. 60-66)
of this guide for parameter details.
6.2 PWM Sensor – Compatibility

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

The sensor should have a sinking output driver with a frequency of 500 hz (+/- 50 hz). The sensor should give a
valid output within 150 ms of power being applied.
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6
Engine
Speed
Demand
When mounted on the pedal and lever the target duty cycle should be as follows; however, it is possible to deviate
from these values by adjusting the throttle configuration in ET.
Position Acceptable Signal Duty Cycle Range
Released (low idle) 10 to 22%
Fully Depressed 75 to 90%
6.2.3 Connection Details
6.2.4 PWM Throttle – ET Configurable Parameters

The throttle configurable parameters must be configured in Cat ET prior to using the PWM Throttle feature. The
parameters are selectable in the main throttle configuration screen. See the Throttle Calibration section (p. 60-66)
of this guide for parameter details.
6.3 PTO Mode

PTO mode has also previously been referred to as “engine speed cruise control” or “set speed control.” PTO
mode is a cost-effective way to control engine speed, as it only requires switched inputs.
Another benefit is that it can be used in an application where it is necessary to control the engine speed from
several different points on the machine.
The disadvantage of controlling engine speed via PTO mode is that it takes some time to ramp up or down to the
required speed.
6.3.1 PTO Mode ON/OFF Switch

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

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

If the resume button is pressed before the set button immediately after start or after switching the cruise control
switch ON, the engine will go to the preset speed as described below.
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7
Engine Speed Demand
If the PTO mode has already been engaged by the set button, the resume/raise button can be pressed or held down
to increase the speed.
After the PTO mode has been disengaged using the disengage switch described below, pressing the resume/ raise
button will set the engine speed to the last memorized speed.
6.3.4 PTO Mode Disengage Switch

If the disengage switch input is opened, the engine speed will not follow the memorized speed, but will return to
the next highest engine speed demand.
The disengage switch may be an operator panel switch, or a micro-switch on the brake, clutch, or other
component of the application.
6.3.5 PTO Mode Preset Speed

The preset speed is programmed via the service tool. A speed may be selected so that if the resume button is
pressed before the set button has been pressed, the engine speed will jump straight to this speed.
6.3.6 PTO Mode – ET Configurable Parameters

Four parameters must be configured in Cat ET prior to using the PTO feature. The parameters are listed in the
main configuration screen
PTO and Throttle Lock Parameters
ET Description Range or Option Description

Throttle Lock Feature Installation Status Not Installed/Installed Used to install the PTO feature
PTO Engine Speed Setting 0 to 2500 rpm Memorized speed used as the initial resume speed.
Speed at which the engine will accelerate or
Throttle Lock Increment Speed Ramp
20 to 600 rpm/sec decelerate when holding the raise or lower button
Rate
down
Amount of rpm by which the engine speed will
Throttle Lock Engine Set Speed
10 to 200 rpm increase or decrease when the raise or lower button
Increment
is pressed quickly.
6.3.7 Example of PTO Mode Operation
The following table illustrates the operation of the PTO mode feature. In this example, the preset speed has been
set on the service tool to 1800 rpm.
On/Off
0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 0 0 0 1
Switch
Interrupt Quick Quick

1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
Switch Open Open
Set/Lower Quick Quick Quick Quick

0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Switch Close Close Close Close
Hold Hold
Raise Quick Quick Close Quick Close Quick Quick
0 0 0 0 0 0 0 0 0 0 0 0
Resume Close Close 3 Close 3 Close Close
secs secs
Throttle
Pedal 1200 1200 1200 1200 1900 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200
Demand
Memorized 1800 1800 1800 1800 1800 1800 1820 2050 2030 2030 2030 2030 1200 1180 2430 1800 1800 1800 1800
5
8
Engine
Speed
Demand
Speed
Resulting
Engine 1200 1200 1800 1800 1900 1800 1820 2050 2030 1200 2030 1200 1200 1200 2430 1200 1200 1200 1200
Speed
Pedal Overrides PTO (Max Wins)

PTO Mode Disengaged
PTO Mode Disengaged

No Effect as PTO Mode is Not Enabled
Comment
Speed Ramps Up
Speed Ramps Up
PTO Mode Switched Off – Preset

Disengage – Speed Returns to Next
Disengage – Speed Returns to Next
No Effect if Both Buttons are Pressed

Lowered by 20
Memorized Speed Lowered by 20

Speed Raised by 20
Resumes to
But Now Pedal is Highest Wins
Memorized Speed Now

Sets Memorized Speed to Current
PTO Jumps to Memorized
PTO Mode Not
Highest Demand (Throttle

Highest Demand (Throttle
s
2030
rpm
Enabled
rpm
Once
at
Speed
Pedal)
Pedal)
rpm
Speed
6.4 Multi-position Throttle Switch (MPTS)
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.
If a switch combination is detected which has been configured as “Not Valid,” a fault code will be raised and the
ECU will ignore the MPTS for the rest of the key cycle.
This is a very powerful and flexible feature that may be used in a number of ways. For example:
• Controlling hydrostatic machines where engine speed is selected and then not required to be frequently
changed by the operator. It is in this respect a good alternative to a hand throttle, as the speeds are selected on
the switch. Can be designed to correspond to the optimum operating speeds of hydraulic pumps. A rotary
encoded 10-position switch component is available for this function. Please contact the electronic applications
team for further details.
• Machine limp-home speed feature. For example, if the normal throttle fails the operator could remove a fuse
or a link and the engine would go to a speed that would allow the machine to be moved. In this application only
one of the available four switch inputs would be used.
• Elevated idle. For example, the OEM could increase the idle speed when work lights are switched on so that the
alternator will provide sufficient current to recharge the battery. In this application only one of the available four
switch inputs would be used.
The following table illustrates how the ECU may be configured for a 10-position rotary switch.
Multi-position Switch Configuration Example

Switch 4 Switch 3 Switch 2 Switch 1 Switch Position Engine Speed
Open Open Open Open Not valid 800
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Engine Speed Demand
Open Open Open Closed 1 800

Open Open Closed Open 3 1800
Open Open Closed Closed 2 1400
Open Closed Open Open 7 2050
Open Closed Open Closed 6 2000
Open Closed Closed Open 4 1900
Open Closed Closed Closed 5 1950
Closed Open Open Open Not Valid 800
Closed Open Open Closed Not Valid 800
Closed Open Closed Open Not Valid 800
Closed Open Closed Closed Not Valid 800
Closed Closed Open Open 8 2100
Closed Closed Open Closed 9 2200
Closed Closed Closed Open Not Valid 800
Closed Closed Closed Closed 10 2350
The service tool configuration allows the user to specify the number of switch inputs to use. It is recommended
where possible for the user to configure four inputs and mark those not used as “not valid.” If, however, the user
chooses to configure fewer than four inputs using the service tool, the physical input allocation vs software input
description changes as described in the table below.
MPTS Pin Allocation c
Logi
Pin 49 Pin 50 Pin 51 Pin 52
4 Configured Inputs Software Input 1 Software Input 2 Software Input 3 Software Input 4
3 Configured Inputs Software Input 1 Software Input 2 Software Input 3
2 Configured Inputs Software Input 1 Software Input 2
1 Configured Inputs Software Input 1
6.4.1 Multi-position Throttle Switch – ET Configurable Parameters

The throttle configurable parameters must be configured in Cat ET prior to using the MPTS feature. The
parameters are selectable in the main throttle configuration screen.
6.5 Torque Speed Control TSC1 (Speed Control Over CAN)

A special J1939 message called Torque/Speed Control #1 (TSC1) allows other electronic devices to control or to
limit the engine speed. This message is explained in detail in the J1939 section (p. 90-91) of this Application and
Installation Guide.
6.6 Arbitration of Speed Demand

In applications where there is more than one source of engine speed demand, it is necessary to arbitrate between
the different demands. There are three methods of arbitration:
• Max Wins. The highest speed demand is the one that controls the engine. This is the default configuration.
• Min Wins. The lowest speed demand is the one that controls the engine.
• Manual Selection Switch. A switch input can be used to define which speed input has control. This is
particularly useful in applications where there are two driver seat positions. Cannot be used in conjunction with
coolant level switch – pin clash.
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0
Engine
Speed
Demand
• TSC1 Override. As described above, the TSC1 message over J1939 will override speed demand from any
other source.
6.6.1 Manual Throttle Selection Switch

A switch input is available on pin 47 of the ECU J1 connector, which can be configured to manually select the
active speed demand channel. If the switch input is open, speed demand 1 is selected. If the switch is closed,
speed demand 2 is selected. Function cannot be used in conjunction with coolant level switch.
6.7 Ramp Rate

It is possible to limit the overall acceleration rate of the engine speed. The acceleration limit applies to overall
engine speed, irrespective of applied strategy. The rate may be configured in 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.
6.8 Throttle Calibration
The majority of throttle components have mechanical and electrical tolerances that affect the final output of a
device; for example, two components of the same design and part number may produce a different voltage output
in the open position. Also, after a period of time throttle components can mechanically wear, affecting/ changing
the output of a device. To accommodate these differences and changes the engine ECU may be configured to
automatically calibrate to differing input values at the upper and lower positions. The diagrams below give an
example pedal design where the open and closed position of the throttle pedal are set by adjusting the
manufacturing adjustment screws. With this type of arrangement the mechanical accuracy is limited and
therefore auto calibration may be used. The calibration control logic needs a number of parameters specific to the
chosen device to allow auto calibration.
This feature is configurable for analog and PWM inputs. The algorithm treats either a PWM or analog input as a
‘raw signal’ in the range 0 to 100%; for example, the analog voltage range is 5V therefore 0.05V is treated as 1%.
Several parameters are used to:
• Define the boundaries for calibration in the open and closed positions
• Define the amount of “dead zone/play” from the open and closed positions• Define the upper
and lower diagnostic boundaries
6
1
Engine Speed Demand
The diagram above is a simplified representation of a throttle pedal assembly; a small lever attaches the pedal to a
throttle position sensor. Two lock screws limit the open and closed pedal movement, one for each position. The
lever movement is directly proportional to the electrical output signal of the throttle sensor. The electrical raw
signal is shown as a percentage of the total permissible input range.
Eight parameters are shown on the diagram scale, each with a purpose; these parameters are required for correct
calibration. Expressed as a percentage of raw signal, the parameters may be changed/configured to match the
chosen device.
6.9 Throttle Parameter Description

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

This is the minimum point of the lower calibration boundary.
6.9.3 Initial Lower Position Limit

This is the maximum point of the lower calibration boundary. This value is also used as the initial lower position
when no calibration has been applied.
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2
Engine
Speed
Demand
6.9.4 Lower Dead Zone
This position is given as a discrete raw signal percentage value. The lower dead zone effectively gives some play
at the lower position. This dead band is expressed in terms of a raw signal percentage, such that the initial lower
position plus the lower dead zone will give the 0% throttle position.
6.9.5 Initial Upper Position Limit

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

This is the maximum point of the upper calibration boundary.
6.9.7 Upper Dead Zone

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

The upper diagnostic limit is the absolute maximum raw value accepted as a valid signal by the engine ECU. Any
values above this point will flag appropriate diagnostics and invoke the limp-home strategy. Most analog devices
are classed as faulted with a voltage of 4.75V and above, to prevent a possible open or short circuit being
mistaken for a valid signal. For similar reasons, a PWM duty cycle should not go above 95% duty cycle.
6.10 Throttle Calibration Function
When the engine ECU is active, the raw throttle signal is continuously monitored. The following diagrams
explain how the automatic calibration functions. The adjustment screws in the diagram have been purposely
adjusted and differ from the previous throttle pedal diagram. When the engine ECU is active the raw throttle
value is checked. If the value falls within the lower calibration region (defined by the “lower position limit” and
“initial lower position limit”), calibration will take place. In the diagram below, the lever position is at 11% and
falls within the lower calibration area, so auto calibration will be applied.
6
3
Engine Speed Demand
Diagram A – before calibration, the sensor output falls within the lower calibration region. Without auto
calibration, the “initial lower position limit” is used by the engine ECU as the throttle start point. Once clear of
the dead zone the desired engine speed will change. In this case the lever would have to move 14% of the raw
signal (9% + 5% dead zone) before desired engine speed changes. This is situation is undesirable.
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4
Engine
Speed
Demand
Diagram B – after calibration, the start position used by the engine ECU has changed to 11%; with this new
initial lower position the lever needs to travel through the deadzone only. Once clear of the dead zone, the desired
engine speed will change, i.e., the effective dead zone has decreased to a desired value of 5%.
The same principal applies for the upper calibration region as shown in diagram C.
6
5
Engine Speed Demand
Diagram C – before calibration, the sensor output falls within the upper calibration region, without auto
calibration the “initial upper position limit” is used by the engine ECU as the throttle maximum point. Once clear
of the dead zone the desired engine speed will change. In this case the lever would have to move 10% of the raw
signal (5% + 5% dead zone) before desired engine speed changes. This is situation is undesirable.
6
6
Engine
Speed
Demand
Diagram D – after calibration, the maximum position used by the engine ECU has changed. With this new
initial upper position, the lever needs to travel through the dead zone only. Once clear of the dead zone the
desired engine speed will change.
The auto-calibration feature is continuously active during engine operation if a lower minimum position or
higher maximum position is seen, auto-calibration will take place on the new values. The initial positions
(defined by the initial lower position limit and initial upper position limit) will be reinstated whenever the
power to the ECU is recycled.
6.11 Idle Validation Switch
6
7
Engine Speed Demand
Analog devices must use an idle validation switch. The idle validation switch is required to validate that a change
in signal is indeed valid and not a potential electrical fault. Two parameters need to be defined for correct
operation. When configured, the engine ECU continually monitors the speed demand request and the Idle
validation switch.
6.11.1 Idle Validation Maximum ON Threshold (Closed)

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

The value is defined as percent raw signal. At high idle the idle validation switch should be OFF (the input should
be switched to open). When decreasing engine speed, the ECU will continually monitor the idle validation switch.
The switch needs to have switched ON between the two IVS thresholds. If the switch state does not change by the
idle validation minimum off threshold the ECU will invoke the limp-home strategy and the throttle will not
respond.
Idle Validation Switch Transition
6
8
Cold Starting Aid
7.0 Cold Starting Aid

7.1 Control of Glow Plugs by the Engine ECU
Glow plugs are fitted as standard on the C7.1 ACERT and C4.4 ACERT engines.
When the ignition keyswitch is switched ON, the engine ECU will monitor the coolant temperature and the inlet
air temperature and decide whether the glow plugs are required. If so, the ECU will drive ECU connector pin 57
to ground, activating the glow plug relay.
The glow plug relay is supplied and fit by the OEM. Glow plug configuration in Cat ET can be set to installed or
not installed.
7.1.1 Relay, Fuse, and Cable Gauge Specification

The relay coil should not draw more than 1A and should be fitted with either a resistor or diode to suppress
flyback energy (back emf) when the relay is de-energized.
As the glow plugs may be activated during cranking, when the battery voltage may be low, it is recommended that
relay is specified so it will close at a voltage of 60% of nominal battery voltage or lower.
The relay contacts should be rated to withstand the current characteristics outlined in the table below. Note that
for the purpose of relay specification, the glow plugs are a purely resistive load (no inductive element).
Although the glow plugs are normally operated only for a short time, best practice in cold ambient conditions
would be to size the cable to withstand the stabilized glow plug current permanently. This will allow for a relay
that fails closed. For example a 4-cylinder 12V application should have wire sized to carry 50A. Refer to the
recommended cable sizes in the table below.
Engine C4.4 ACERT C7.1 ACERT
Supply Voltage 12V 24V 12V 24V
Current – Initial 82A 36A 122A 54A
Current After 4 Seconds 64A 29A 97A 43A
Current After 8 Seconds 50A 24A 74A 36A
Recommended Fuse to SAE J1888 (slow blow) 50 30 80 40
Recommended Min Cable Gauge – mm2 (SAE J1128 GLX 5 mm2 2 mm2 8 mm2 3 mm2
Cable)
Cold Starting Aid
6
9
7.1.2 Wait-to-Start/Start Aid Active Lamps
On a cold start, when the ECU decides that it is necessary for the glow plugs to be activated prior to starting, a
lamp output will indicate to the operator that he needs to “wait-to-start.” Note that it is possible that start aids will
also be used either during cranking or when the engine has started. The wait-to-start lamp will not be active in
these conditions. For further information refer to the Lamp Outputs section, page 71.
Note: The ECU will also transmit a parameter on the J1939 data link indicating the status of the wait-to-start
lamp (see section on J1939 support).
Start Aid Control
Cold Starting Aid
7
0
7.1.3 OEM/Operator Control or Override of
the Glow Plugs
The ECU glow plug control strategy has been
developed in a cold chamber to be suitable for
the majority of applications.
There may be some applications that require a
specially adapted strategy for control of the
start aid. In such cases it will be necessary for
the OEM or operator to control the start aid.
Examples of applications that may require C4.4 ACERT
special starting strategies are: Busbar
Connection
• Engines in extremely cold climates that are
Point
fitted with block heaters.
• Engines that drive high loads during run-up;
e.g., compressors.
An insulated M6 terminal post is provided for

the machine harness connection to the busbar, located at the top right-hand side of the ECU bracket. A 5.5-6 mm
diameter ring terminal is required to connect the machine harness; this should be capable of handling an 80 amp
current and be insulated by a terminal insulator cap.
The existing terminal nut is used to locate both the
engine-side and harness-side ring terminals to the
post. A 10 mm ring spanner is required to tighten
the terminal nut to a torque of 6 N•m ± 2 N•m.
Note: It is required to shield the terminal post prior to painting the engine.
7.1.4 Ether Cold Start Systems

The ether solenoid control is available to drive a relay and/or solenoid to control ether delivery to the intake
manifold. The ECU controls the ether solenoid control output when conditions dictate the use of this starting aid
and it is fit to the engine.
The ether control strategy establishes ether injection durations based on maps configured for temperature and
altitude. These values are fixed and are not configurable by the customer. If the temperature is below the
threshold and an attempt is made to start the engine, the ether solenoid control will be enabled until the engine
reaches 50 rpm less than low idle. If the engine starts or a condition occurs that prevents fuel from being injected,
the ether solenoid control will be disabled. Ether will only be injected while the engine speed is greater than zero.
Ether will not be injected prior to cranking the engine.
Ether start Installation
The continuous flow ether system is available as an optional attachment. The component in the ether system that
controls ether quantity and spray angle is the atomizer. The atomizer has a control orifice that is sized for a
specific range of intake air flow. Be sure to order the correct ether system to match the engine.
Cold Starting Aid

Note: Ether atomizer location is critical to proper operation of each model’s cold start strategy. For proper ether
atomizer location, specific to each engine model, consult with your applications engineer.
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1
The ECU is capable of directly controlling and activating the ether control valve solenoid as long as the
parts used require no more than 2 amps.
7.1.5 Water Jacket Heaters

When an engine water jacket heater is installed, Caterpillar recommends the installation of an ambient air
temperature sensor. When installed and configured, the ambient sensor measurement will be used by the ECU to
ensure optimum engine starting and run-up.
Temperature Sensor
Required Parts
Part Number Description Qty

256-6454 Temperature Sensor 1
230-4011 Matting Connector 1
8T-8730 Socket 18AWG 2
The Cat sensor is required for correct operation. The sensor should be located in a position that measures the
application external ambient air temperature. A location should be chosen that avoids any radiated or conducted
heat produced by the engine water jacket heater. The location and mounting design should protect the sensor from
damage; the sensor probe is particularly vulnerable and should be guarded from possible impact damage.
Note: Do not splice the sensor signal wire for input to third party devices.
Recommended connector mounting for component with a pigtail harness:

The connector interface should never be tied directly to a vibrating member. Pigtail wire lead should be tied down
on only one side of the connector interface. Choose one of these two locations:
• midpoint on the sensor pigtail, OR
• 150 mm from the connector on the wire harness side
7.1.6 Air Intake Temperature Sensor – ET Configurable Parameter

The air intake temperature sensor installation status listed under start aid configurable parameters must be
configured installed in Cat ET prior to using the sensor. The working range of the sensor is -40 to 150°C.
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Operator Displays
8.0 Operator Displays

8.1 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 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 electronic applications team to discuss requirements.
A traditional tacho signal may be obtained from the “W” terminal of the alternator, although this will not be as
accurate as the value sent on the J1939 data link.
Warning: The engine wiring harness must NEVER be modified to use the signal from the sensors connected to
the engine ECU. This action would invalidate the engine warranty.
8.2 Lamp Outputs

The lamp strategy is designed to display the maximum amount of information on the minimum number of lamps.
There are four lamp outputs available:

Lamp Description Pin Allocation J1939 SPN
Red Stop Lamp Pin 60 623
Amber Warning Lamp Pin 59 624
Wait to Start Lamp (Cold Start Aid) Pin 63 1081
Low Oil Pressure Lamp Pin 62 N/A
It is mandatory for the OEM to fit the red stop lamp (1), amber warning lamp (2), and the wait-to-start lamp (3)
unless a data link-driven intelligent display is fitted, which fulfills the specification outlined in the next section.
Low oil pressure lamp is optional.

8.3 Indicator Lamps Logic
Warning Shutdown
Managemen
Lamp Lamp Description of What Lamp

t Syste
(Also known (Also known Lamp State Engine State

Status is Indicating
m
as Alert as Action
Lamp) Lamp)
When the ignition is turned on,

the ECU illuminates each bulb for Key on but engine has yet
Bulb Check
5 seconds and extinguishes them to be cranked.
On On afterwards.
With both lamps off while engine is
No Faults Engine is running with no
running, there are no currently active
Present. detected faults.
Off Off warnings, diagnostics, or events.
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Operator Displays
Engine is running
The warning lamp illuminating during normally but has one or
Active
engine running indicates an active more faults with the
Diagnostic
diagnostic (electrical fault) is present. engine management
On Off system.
The warning lamp illuminating and the
Derate. shutdown lamp flashing during engine Engine is running but has
(Invoked running indicates that an active one or more active
by Active diagnostic (electrical fault) is present. diagnostic events that have
Diagnostic) The diagnostic is sufficiently serious initiated engine derate.
On Flash to invoke engine derate.
The warning lamp flashing during

Engine is running
engine running indicates one or more
Warning normally but has one or
of the engine protection strategy
(Warning more monitored engine
warning values have been exceeded
only) parameters outside of the
but not to a level that will invoke
acceptable range.
Flash Off derate or shutdown.
Both the warning lamp and shutdown Engine is running but one
lamp flashing during engine running or more of the monitored
Derate. engine parameters has gone
indicates one or more of the engine
(Warning and beyond that of warning
protection strategy values have been
Derate). only and has now exceeded
exceeded beyond the level required to
invoke engine derate. those set for engine derate.
Flash Flash
Both the warning lamp and shutdown Engine is either shutdown

lamp illuminating during engine or shut down is imminent;
running indicates either one or more monitored
1. One or more of the engine engine parameters have
Engine protection strategy shutdown values gone beyond that of
Shutdown has been exceeded. warning or derate and have
2. A serious active diagnostic has been
detected. now exceeded those set for
engine shutdown, or a
Shortly after (time duration to be serious active diagnostic
agreed) engine will shut down. has been detected
On On
8.4 Data Link-driven Intelligent Displays
Displays may be connected to the engine ECU using J1939 data link. Some products that use the Cat data link
may also be compatible. Please contact your local applications team to confirm before selecting a Cat data link
display.
Devices that are connected to the J1939 data link should meet the following standard if the OEM does not intend
fitting the indicator lamps described above.
Minimum Functional Specification for J1939 Display

• The display always on when the engine is running
• The display should be line-of-sight of machine operator during machine operation
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Operator Displays
• Display of the whole J1939 fault code including suspect parameter number, failure mode indicator, and
occurrence number.
• Clear indication of what action, if any the operator is required to take
• Display of engine speed
• Audible or bright lamp warning when new fault code is detected
• The scaling of any gauges (e.g., coolant temperature) should be such that the needle is not far to the right of
vertical when the engine is in normal operation (this would give the impression that the engine was abnormally
hot, when in fact it is running within 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. Caterpillar recommends that
any suspect parameter number and the associated failure mode identifier are displayed.
8.5 Customer-triggered Engine Fault Codes

The engine will raise fault codes (event codes) when its design limits are exceeded; for example, for excessive
coolant temperature. The fault code algorithms are carefully designed and validated so that they do not cause
spurious codes when there is in fact no fault.
Some intelligent instrument clusters available on the market are also capable of raising fault codes themselves,
based on the information that the engine transmits on J1939 such as “engine coolant temperature.” The machine
designer could set a limit that is more conservative (lower) than the warning threshold defined by Caterpillar.
This raises the possibility that the display will say that the engine has a fault, when the engine is in fact running
within its design limits. This is undesirable as it may result in a service technician being called to resolve a
“problem” when in fact no problem exists. It will also cause damage to the reputation of Caterpillar and of the
OEM.
Caterpillar recommends, therefore, that intelligent displays DO NOT have their own fault detection for engine
over-temperature/oil pressure etc., but that they use the fault codes generated by the engine, sent in the J1939
“Diagnostic Message#1 (DM1).”
8.6 Engine Software Features
8.6.1 Engine Monitoring System
Software will monitor the engine during operation and in extreme conditions making decisions to protect the
engine from damage. The values of four main operating parameters are monitored: Engine Coolant Temperature,
Engine Oil Pressure, Intake Manifold Air Temperature, and Engine Speed. The monitoring system will compare
parameters predetermined as dangerous to the engine and depending on the parameter values take appropriate
action. There are three levels of action: Warning, Derate, and Shutdown.
General
All parameters work independently using individual threshold values and guard timers. Consequently, it is
possible for more than one parameter to register a warning or derate condition at any one time.
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5
Operator Displays
Warning
Each monitored parameter has its own warning trigger threshold. A warning will be triggered when any
parameter equals or exceeds its warning. In addition, for oil pressure the trigger threshold varies with engine
speed. The ECU will log these events and turn on the appropriate lamp driver.
Derate
Each monitored parameter that uses the derate function has its own derate trigger threshold. If the derate threshold
is equaled or exceeded by any parameter for a derate, protection will be set active. The engine will derate. The
ECU will log these events and turn on the appropriate lamp driver. While derate protection is set active, the
derate percentage may vary with parameter value.
Shutdown
The engine shutdown indication lamp driver will be triggered when any parameter equals or exceeds its shutdown
threshold for a time exceeding its shutdown indication guard time. Physical engine shutdown will occur only if
enabled by the configurable parameter. The ECU will log these events and turn on the appropriate lamp driver.
Note: All values quoted in tables below are subject to change. Also, the percentage derate can be confusing.
100% derate does not mean that the engine has no power at all, it means that the engine will be running on a
derate rating. The percentage of normal power that is available on the derate curve will depend on the rating
used, but will normally be approximately 50% of nominal power
8.6.2 Monitoring Mode – ET Configurable Parameters

Monitoring Mode (listed under Miscellaneous in ET)
ET Description Range or Option Description
Monitoring Mode Shutdowns Disabled/Enabled Switches On or Off the Shutdown
Feature
Monitoring Mode Derates Enabled/Enabled Switches On/Off the Derate Feature
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Operator Displays
8.2.3 Monitoring Mode Thresholds
Coolant Temperature
Parameter Temperature Derate %
Warning (for top tank temperature 109 N/A
108°C)
Derate 111 25
112 50
113 75
114 100
Shutdown Configurable N/A

Engine Oil Pressure
Parameter Engine Speed (rpm) Trigger Pressure (kPa)
Warning 700 150

900 150
1000 175
1200 200
1400 250
2500 250
3000 250
Shutdown 700 100

900 100
1000 100
1200 100
1400 100
2500 100
3000 100
Intake Manifold Temperature (subject to change)

Parameter Temperature Derate %
Warning 87 N/A
Derate 91 10
92 20
93 30
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7
94 40
95 50
Other Derate Reasons

Diagnostic and Events Derate Latch Until Next Key Cycle?
Turbo Wastegate
Turbo wastegate current low diagnostic 100% No

Turbo wastegate current high diagnostic 100% No
Low intake manifold pressure event 100% Yes
High intake manifold pressure event 20% Yes
Fuel Rail Pump and Pressure Sensor
Fuel rail pump solenoid current low diagnostic 100% Yes

Fuel rail pump solenoid current high diagnostic 100% Yes
Rail pressure sensor voltage low diagnostic 100% No
Rail pressure sensor voltage high diagnostic 100% No
Low fuel rail pressure event 100% Yes
High fuel rail pressure event 100% Yes
Others
5V sensor supply voltage low diagnostic 100% No

5V sensor supply voltage high diagnostic 100% No
168-01 low battery power to ECU diagnostic 100% No
Crank speed sensor diagnostic 60% No
Injector data incorrect 60% Yes
Injector not responding 20% No
Monitored Inputs for Customer-fitted Sensors
9.0 Monitored Inputs for Customer-fitted Sensors

Configurable options will be available that enable the use of discrete ECU inputs to function as operator
warnings and engine protection. The three options to be offered include:
Debounce J1 Pin
Input State Warning/Shutdown
Time (secs) Assignment
Air Filter Restriction SWG Normally 30 Disabled or Warning J1-38
Closed
Engine Coolant Level Normally Disabled, Warning or
SWG 30 J1-47
Low Closed Shutdown
Water in Fuel SWG Normally 30 Disabled or Warning J1-44
Open
9.1 Configurable States
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8
Operator Displays
The ECU may be configured to take the following action when the monitored element has reached or exceeded
the predetermined limit (switched).
• Disabled – the input will not be monitored.
• Warning – the input will be monitored. When the device is switched the warning light will illuminate and an
event flagged.
• Shutdown – the input will be monitored. When switched it will illuminate the shutdown lamp, flag an event
and shut down the engine.
9.2 Air Filter Service Indicator – 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 filtered air (between the air filter and engine). The customer will
select an appropriate restriction switch. The switch shall be connected to the engine ECU. The switch should
open when the maximum permitted restriction is detected – normally closed.
Air Intake Restriction Switch
9.3 Coolant Low Level Switch

Indicates that the engine coolant reservoir is at or has exceeded the minimum level. The sensor needs to be
installed so when coolant level is normal the sensing element is always completely immersed. Typically a device
switches when the sensing element is fully immersed and when the fluid touches the body of the sensor –
normally closed.
Coolant Level Switch
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9
Monitored Inputs for Customer-fitted Sensors
Connector Details
Component Cat Part Number Supplier Part Number
Sensor 430-9454 N/A
Plug 169-8670 DT06-3S-EP09
Wedge Plug 155-2276 Deutsch W3S-P012
Socket 18AWG 8T-8730 Deutsch 0462-201-16141
9.4 Water in Fuel Trap Switch
Indicates that the fuel filter water trap is full. Typically a switch is installed in the bottom of the water trap.
During normal engine operation the switch is immersed in diesel fuel. As water collects and reaches the
maximum level, the water enables a conductive path between electrodes – normally open switch. The factory-
fitted switch may be connected to the engine ECU as detailed below.
One parameter must be configured as installed in Cat ET.
Fuel/Water Separator Switch Installation Switch Status
Operating Voltage 8V-28V @ 5mA
Connector Details
Component Cat Part Number Supplier Part Number
Sensor 439-5039 N/A
Sensor Receptacle Connector Housing 230-4014 AMP 776430-1
Mating Plug Connector 230-4013 AMP 776429-1
Female Mating Terminal 9X-3402 AMP 776429-2
Rubber Seals 3J-1907 AMP
Electrical Fuel Lift Pump
10.0 Electrical Fuel Lift Pump

An option is available to fit an Electrical Fuel Lift Pump to the primary filter. When activated through the switch,
it will pump the fuel through the fuel system to ensure it’s filled before cranking. This is particularly useful on
first fire and maintenance.
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Engine Governor
10.1 Electrical Wiring
10A Electrical Lift Pump

To Batt+
1 Alim+
2 Ground
To Batt-
For extended length, it is recommended to use 14AWG wires.
10.2 Component Specification

Operating Current draw: 7A
Component Supplier Supplier Part ˜umber
Mating Connector Tyco-Amp 776427-1
Socket Terminal 18AWG Tyco-Amp 776491-2
Socket Terminal 14AWG Tyco-Amp 776491-2
Electric Fuel Lift Pump

11.0 Engine Governor
11.1 All Speed
The default governor type is an all-speed governor, also known as a variable speed governor. The following
diagram illustrates the torque and speed characteristics of this governor.
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1
11.2 Torque Limit Curve
Note that the engine may not be capable of reaching the torque fuel limit curve in some circumstances. For
example, if the turbocharger is not providing the required boost pressure, the fuel will be limited so that the
engine does not emit black smoke.
11.3 Droop
Droop is the variation of engine speed as load is applied. For example, if an engine has 10% droop and is
running at 1500 rpm without load, as load is applied, the operator will feel and hear the engine speed gradually
decreasing. This is represented by the diagonal dotted lines under the torque curve in the diagram below.
When the load reaches the torque limit curve of the engine, the engine will lug back along the curve.
Note: Droop values can be assigned to the multi-position throttle switch input, PWM accelerator pedal/lever
input and the TSC1 speed demand over J1939. Droop does not apply however, to the PTO mode, which
always operates isochronously (0% droop).
11.4 High Speed Governor (Governor Run-out)

The parameter Top Engine Limit (TEL) will no longer be offered on the C7.1 ACERT and C4.4 ACERT
engines. Flexibility is improved however, by allowing the high idle (HI) speed to be configured. High idle is the
maximum speed that the engine will reach. Note that this is on the bare engine and when installed in an
application it may not be possible to reach this speed due to the parasitic loads of the driven equipment. The
range of possible high idle speeds is defined by the parameters High Idle Lower limit (HILL) and High Idle
Upper Limit (HIUL). High Idle cannot be specified to be less than Rated Speed (RS) and the HIUL will be
dependant on the mechanical limits of the engine.
The RS may not be changed by customer configuration.
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Engine Governor
Example Governing 1 – showing droop and HSG slopes approximately equal
Example Governing 2 – showing isochronous droop but with a shallow HSG slope
11.5 Auxiliary Governor
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Engine Governor
It is possible to control the engine by the output shaft speed of another module. Caterpillar does not offer a speed
sensor for this component, nor is there a direct speed sensor input; however, this is for the following reasons:
• There are a wide variety of speeds to be measured.
• Speed sensor output signals are low in amplitude and sensitive to electromagnetic interference.
• The engine is often not close to the output shaft to be measured, thus resulting in poor-quality speed signals.
The recommended solution for this requirement is as follows:

• The speed measured close to the output shaft by a third-party electronic control module. This would give an
engine speed demand to the engine, using J1939 TSC1 speed control or PTO mode raise and lower inputs. The
third party module could also incorporate a display and/or operator control buttons. The electronic application
team can give advice on specifying and selecting the third-party electronic module for this function.
• Although the initial cost of the additional module is higher than a direct speed input, the cost of the additional
components is reasonable and the advantages in reliability and ease of commissioning outweigh the
disadvantages.
11.6 Rating Selection via 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 of the service tool.
Note: The engine may not be running the highest enabled speed due to the status of the mode switches or due to
requests from another electronic module on the machine over J1939 data link.
11.7 Mode Switches

A mode is a performance characteristic in terms of power/torque, droop, and rated speed. There are up to four
modes configurable on the C7.1 ACERT and C4.4 ACERT engines and these can be selected in operation when
the engine is running and on load.
The mode switches are of the switch-to-ground type and the ECU J1 pin connections are as follows:
Function ECU – J1 Connector Pin Assignment
Mode Switch 1 39
Mode Switch 2 46
The following table is an example of how the mode switches can be configured. The two switch inputs provide a
total of four possible combinations. Two ratings have been configured so that if switch 2 is open the engine will
run on the lower rating, and if the switch is closed it will run on the higher rating. Switch 1 is configured so that if
it is open, the droop on throttle 1 and 2 is 10%, which may be suitable for road operation in an agricultural tractor,
for example. When switch 1 is closed, however, a tighter droop is applied, which may be suitable in “field” or
“work” operation.
Note: The highest rating available in the mode switch feature will be defined by the “rating” parameter on the
configuration screen of the service tool.
Example of mode switch configuration
Droop (%)
Switch 2 Switch 1 Mode No. Rating
Throttle 1 Throttle 2 Tsc1
Open Open 1 100 kW @ 10 10 10
2200
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Engine Governor
Open Closed 2 100 kW @ 5 2 0

2200
Closed Open 3 120 kW @ 10 10 10
2200
Closed Closed 4 120 kW @ 5 5 0
2200
11.7.1 Rating and Droop Changes Requested via the J1939 Data Link
It will be possible to select an alternative droop and alternative rating via the J1939 link, instead of via the
hardwired switch inputs.
This feature is still in development, although the messages to be used are outlined in the J1939 data link section of
this applications and installation guide.
11.7.2 Service Maintenance Indicator

A service maintenance indicator option is available. This is a configurable option; its purpose is to inform the
operator that a pre-determined time set in the service tool has elapsed. The feature may be installed using the
ET service tool. When configured, the default configuration for the service interval is 500 hours. This can be
configured through the service tool configuration screen. The number of hours cannot be increased above 500
hours; however, the hours may be decreased to a lower value.
• Disabled – no monitoring needed
• Manual Hours – software monitors hours since the last reset
When the number of hours since the last service is greater than configured maintenance interval, the software will
permanently illuminate the maintenance due indicator lamp connected to J1-58. The number of hours until the
next service, displayed in ET, will also become negative, i.e., two hours past the service interval will be indicated
by -2. The maintenance due indicator lamp is available in the service tool as a status parameter, “Maintenance
Indicator Lamp Status.” The override “Maintenance Indicator Lamp Override” enables the lamp status to be
overridden for testing purposes.
At any time before or after the maintenance interval has expired, the maintenance due counter can be reset
through any of the following mechanisms:
• Using the maintenance due service tool feature, the maintenance due counter will be reset when the reset button
is clicked.
• If the ECU receives J1939 SPN 1584, “Service Component Identification,” with data value (decimal) 32,
“Engine oil-engine #1,” the maintenance due counter will be reset. (If the SPN is received with any other data
value it will be disregarded.)
Using the ET Service Tool
The latest version of ET will be required to view or modify some of the C7.1 ACERT and C4.4 ACERT engine
software parameters and features. It is important that the engineer regularly updates their service tool to ensure
compatibility. In addition, it is the responsibility of the engineer to confirm software release dates. During
project engine development, features may not be available or viewable and may be dependant on later software
release dates.
Data Link Support

There are two data links available for OEM connection to the engine. J1939 and Cat data link. It is recognized
however, that other CANbus standards (higher level protocols) do exist and are used in off-highway applications,
so some notes are also provided for users of those standards.
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Engine Governor
11.8 SAE J1939

The SAE J1939 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 powertrains, with compliance from almost all engine
manufacturers and most transmission manufacturers.
11.8.1 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 contained in the SAE J1939 standard documents.
11.8.2 Physical Layer

• The data rate is 250 Kbits/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 machine manufacturers, however (as per J1939-
15), offering lower cost but lower immunity to electromagnetic noise.
• The bus is linear and should be terminated with 120-Ohm resistors at either end. It is a common mistake to use
one 60-Ohm resistor instead of two 120-Ohm resistors. This does not work correctly however.
• Maximum bus length is 40 m.
• 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.
11.8.3 Network Layer
• J1939 recommends a bit sample point of 87%. This relatively late sample point gives best compromise for
immunity to noise and propagation delay. It does restrict the size of the software jump width (SJW), however.
• All nodes should have the same bit timing.
• Accurate bit timing is essential (4 ms +/- 0.2%).
• It is recommended that the average bus load is not greater than 40%.
• Hardware filtering (masking) of CAN messages should be used under high bus loads to limit demands on
processors.
• The engine ECU always assumes a fixed address 0. It will not change its address in the arbitration process
described in J1939-81.
• The multi 7-packet protocol (described in J1339-21) is used for sending messages with more than 8 bytes of
data. In the Caterpillar application this will be used principally for the diagnostic messages DM1 and DM2.
• Information may be broadcast, at regular intervals, or requested. For example, the engine will broadcast its
“current speed” every 20 ms but it will only send “hours run“ information if another node requests it.
11.8.4 Application Layer

• The messages (PGNs) supported by the Cat 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.
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Engine Governor
11.9 J1939 Supported Parameters Quick Reference Summary Table

Section of Parameter
SAE (parameters in italics are
PGN PGN Receive/
J1939 SPN PGN Description proposed but may not yet
(decimal) Hexidecimal Transmit
Document be available/fully
validated
71 0 0 Torque Speed Control (Tsc1) Rx
Requested Torque/
71 518
Torque Limit
Requested Speed/
71 898
Speed Limit
71 695 Override Control Modes
Electronic Brake Controller 1

71 61441
(EBC1)
Auxiliary Engine
71 970
Shutdown Switch
Electronic Engine Controller 2
71 61443 F003 Tx
(EEC2)
Percent Load at Current
71 92
Speed
Accelerator Pedal 1
71 558
Low Idle Switch
Accelerator Pedal 2
71 2970
Low Idle Switch
71 91 Accelerator Pedal Position
1
71 29 Accelerator Pedal Position
2
61444 F004
(EEC1)
71 190 Engine Speed
Engine Retarder
71 899
Torque Mode
Actual Engine Percent
71 513
Torque
71 65174 FE96 TurboWastegate (TCW) Tx
71 1188 Turbo1 Wastegate Drive
71 65213 FEBD Fan Drive Tx
71 977 Fan Drive States
Estimated Percent
71 975
Fan Speed
71 65241 FED9 Aux Discrete IO State Tx
(AUXIO)
71 701 Aux IO discrete channel_1
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Engine Governor
71 710 Aux IO discrete

channel_10
SAE PGN PGN (parameters in italics are Receive/
SPN PGN Description
J1939 (decimal) Hexidecimal proposed but may not yet Transmit
Document be available/fully validated
71 1083 Aux IO Analog channel_1
71 1084 Aux IO Analog channel_2
71 65242 FEDA Software Identification (SOFT) Tx/OR
71 234 Software Identification
71 965 Number of Software ID

Fields
Engine Fluid Level_Pressure_2
71 65243 FEDB Tx
(EFL/P2)
Injector Metering Rail 1
71 157
Pressure
71 65247 FEDF Tx
(EEC3)
Engine Desired Operating
71 515
Speed
71 65251 FEE3 EngineConfig (EC) Tx
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Engine Governor
71 118 Engine Speed at Idle Pt1
71 539 Percent Torque at Idle Pt1
71 528 Engine Speed at Pt2
71 540 Percent Torque at Pt2
71 541 Percent Torque at Pt 3
71 532 Engine Speed at High Idle

Pt6
71 544 Reference Engine Torque
71 65252 FEE4 Shutdown (SHUTDOWN) Tx
71 1081 Wait-to-Start Lamp
Engine Hours Revolutions

71 65253 FEE5 Tx
(HOURS)
71 247 Total Engine Hours
71 65257 FEE9 Fuel Consumption Tx/OR
71 250 Total Fuel Used
71 65259 FEEB Component Identifier (CI) Tx/OR
71 586 Make
71 587 Model
71 588 Serial Number
71 233
PGN PGN Receive/
validated
71 65260 FEEC Vehicle Identification (VI) Tx/OR
Vehicle Identification
71 237
Number
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Engine Governor
71 65262 FEEE Engine Temp (ET1) Tx
71 110 Engine Coolant

Temperature
EngineFluidLevel_Pressure
71 65263 FEEF Tx
(EFL/P1)
71 100 Engine Oil Pressure
71 65264 FEF0 Power Take Off Info (PTO) Tx
71 984 PTO Set Switch
71 982 PTO Resume Switch
71 980 PTO Enable Switch
PTO Coast/Decelerate
71 983
Switch
71 981 PTO Accelerate Switch
71 65266 FEF2 Fuel Economy (LFE) Tx
71 183 Fuel Rate
71 65270 FEF6 Inlet/ExhaustCond (IC1) Tx
71 105 Intake Manifold Temp
71 102 Boost Pressure
71 106 Air Inlet Pressure
71 65271 FEF7 VehicleElectricalPower#1 Tx

(VEP1)
71 Electrical Potential
71 Battery Potential Switched
Off-highway Engine Control

71 64967 FDC7 Tx
Selection State (OHCSS)
Alternate Rating Select
71 2888
State
Alternate Droop
71 2889 Accelerator 1 Select
State
Alternate Droop
71 2893 Accelerator 2 Select
State
Alternate Droop Remote
71 2894
Accelerator Select State
Off-highway Engine Control
71 64971 FDCB Rx
Selection (OHECS)
71 2882 Alternate Rating Select
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Engine Governor
Alternate Droop
71 2881 Accelerator
1 Select
Alternate Droop
71 2879 Accelerator
2 Select
71 2886
Accelerator select
PGN PGN Receive/
validated
Operator Primary Intermediate
71 64968 FDC8 TX
Speed (ISCS)
Operator Primary
71 2892 Intermediate Speed
Select State
73 65226 FECA DM1 (active codes) Tx
73 Protect Lamp Status
73 Amber Lamp Status
73 Red Lamp Status
73 SPN
73 FMI
73 OC
73 SPN Conversion Method
73 65227 FECB DM2 (logged codes) Tx/OR
73 Protect Lamp Status
73 Amber Lamp Status
73 Red Lamp Status
73 SPN
73 FMI
73 OC
73 SPN Conversion Method
DM3 (diagnostic data

73 65228 FECC clear/reset of previously active Rx
DTCs)
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1
Engine Governor
Request to Clear Logged

73
Fault Codes
21 60160 EB00 Transport Protocol (TP_DT) Tx/Rx
21 TP_DT
21 60416 EC00 Transport Protocol (TP_CM) Tx/Rx
21 BAM and RTS
21 59392 E800 Acknowledge (ACK and Tx

NACK)
21 PGN number
21 Control Byte
21 59904 EA00 Request PGN Rx
21 Requested PGN
11.10 J1939 Parameters – Detailed Descriptions

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

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

The source address is used to identify different components and electronic control modules on a CAN bus.
Source address assignment is given in Appendix B of SAE J1939. Engine #1 source address is 00, and the
service tool source address is F0. Preferred J1939 source addresses vary between industry groups, when
designing a system, check Tables B1-B7 in the SAE J1939 document to ensure the correct source address is
allocated. The ECU will accept messages from modules with any source address. For instance, TSC1 messages
do not necessarily have to be sent by the transmission.
The engine ECU source address is not configurable, and therefore cannot be set to any of the other engine source
addresses for a multiple engine CAN network installation.
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2
Engine Governor
11.11.2 Destination Address

For messages controlling engine function, such as TSC1 and OHECS, the engine will only respond to messages
with the destination address 00.
The Request PGN message is also sensitive to destination address. When the engine #1 destination 00 is
requested, the engine ECU responds with the RTS transport protocol message, and will not release the requested
information until the handshake message, CTS, is returned.
When the global destination is given for a RequestPGN message, FF (Global), the engine ECU responds by
sending the requested message. If the message is larger than 8 bytes, it will be released via the Transport Protocol
BAM message. When the global destination is used, there is no need to use the RTS/CTS protocol.
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J1939 Section 71 – Vehicle Application Layer
12.0 J1939 Section 71 – Vehicle Application Layer

12.1 Torque Speed Control
The Torque/Speed Control #1 (TSC1) PGN allows electronic control devices connected to the CAN network to
request or limit engine speed, this feature is often used as part of a closed engine control system with broadcast
message parameters such as Engine Speed (EEC1). Use is particularly common in machines that have complex
hydraulic systems.
TSC1 is a powerful feature; the OEM is responsible for ensuring that the implementation of TSC1 speed control
is safe and appropriate for the engine and the machine. Furthermore, it is necessary for the OEM to perform the
necessary risk assessment validation of the machine software and hardware used to control the engine speed via
TSC1.
12.1.1 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.
12.1.2 TSC1 Configuration

TSC1 is always available as a speed demand input, and given that a J1939 diagnostic code is not active, the
engine will prioritize the TSC1 request above all other speed demand inputs. In effect, TSC1 overrides all other
configured throttle inputs.
There are currently two TSC1 fault-handling options available in the service tool and the CEOS. These are
described as TSC1 Continuous Fault Handling: Disabled or Enabled.
12.1.3 TSC1 Continuous Fault Handling: [Disabled] (Default)

This mode is also known as transient fault detection. It is suitable for applications where there is more than one
throttle input into the 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 analogue throttle pedal. TSC1 override is switched on and off using the override control mode
SPN.
12.1.4 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. If the engine sees that TSC1
messages have stopped, for 90 ms or more, and TSC1 has not been terminated correctly then the ECU will
recognize this as a fault, a J1939 diagnostic code will be raised, and the ECU will not accept any TSC1 speed
requests for the remainder of the key cycle.
12.1.5 TSC1 Continuous Fault Handling: [Enabled]

This mode is also known as continuous fault detection. It is suitable for applications where either TSC1 is the
only throttle used or where TSC1 is continuously used to limit the top engine speed. The TSC1 speed control/
speed limit cannot be switched off using the override control mode SPN. For instance, in a wheeled excavator
the 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.
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J193 9 Section 71 – Vehicle Application Layer
TSC1 – Feature Summary Table
TSC1 Mode Transient Continuous

TSC1 Continuous Fault Handling Disabled Enabled
Speed Request Yes Yes
Speed Limit Yes Yes
Torque Request No No
Torque Limit (temporary) Yes Yes
Fault Detection – 90 ms Timeout Yes Yes
Fault Detection – Message Present at Start No Yes
Accepts TSC1 Messages from Several Sources Simultaneously No No
Override Control Mode Switching Yes No
12.1.6 Rating and Droop Control
In addition to torque speed control, the complimentary message OHECS allows droop and rating selection over
J1939 with a similar effect to the hardwired Mode Selection feature. The OHECS PGN is described later in this
section.
Torque Speed Control (TSC1)

Identifier Rate PGN Default Priority R1 DP Source Destination
(msec)
0C 00 00 xx 10 000000 3 0 0 See Notes 00
Resolution Range
Send Receive Parameter Name Byte Bit Length State Units Note
(unit/bit) Min Max
X Override Control Mode 1 1 2
(SPN 695)
X Override Disabled 00
X Speed Control 01
Torque Control 10
X Speed/Torque Limit 11
Control
Requested Speed
Control Conditions 3 2
(SPN 696)
Override Control Mode
X 5 2 A
Priority (SPN 897)
X Highest Priority 00 A
X High Priority 01 A
X Medium Priority 10 A
X Low Priority 11 A
Not Defined 7, 8
Requested Speed/Speed
X 2 1 16 rpm 0.125 0 8032
Limit (SPN 898)
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5
X Requested 4 1 8 % 1 -125 +125 B

Torque/Torque Limit
Note A: The ECU does not prioritize or arbitrate between speed requests or limit from more than one source and
so this situation may result in erratic engine operation. The OEM must ensure that TSC1 messages are not
sent from more than one source at a time.
Note B: Support for the “torque limiting” aspect of TSC1 has been added, although this may only be used for
temporary conditions, such as during a gear change.
Electronic Brake Controller 1 (EBC1)

The EBC1 message is normally used to control a machine braking system. The auxiliary engine shutdown switch
SPN allows an external component on the J1939 network to shut down the engine without using the keyswitch,
and sending the ECU into sleep mode. The resulting stop should not be used as a safety related fail-safe stop
function.
Identifier Rate (msec) PGN Default Priority R1 DP Source Destination
18F00100 100 F001 6 0 0 – 00
Resolution Range
(unit/bit) Min Max
Auxiliary Engine
X 4 5 2
Shutdown Switch (970)
Off 00
On (engine will be shut 01

down)
Electronic Engine Controller 2 (EEC2)
EEC2 identifies electronic engine control related parameters, including pedal position for throttles 1 and 2, and
IVS status for Throttle 1, and the Percent Load at current speed.
Note: The name “accelerator pedal” is not always accurate for off-highway machines. Accelerator pedal 1 refers
to any pedal, lever, or other device that uses either the analog 1 or PWM throttle 1 input. Likewise,
accelerator pedal position 2 refers to any device that uses the analog throttle 2 input.
Identifier Rate (msec) PGN Default R1 DP Source Destination
Priority
0C F0 03 00 50 00F003 3 0 0 00 –
Resolution Range
(unit/bit) Min Max
Accelerator Pedal 1 Low Idle
X Switch 1 1 2 C
(SPN 558)
Accelerator Pedal
X Not in Low Idle 00
Condition
X Accelerator Pedal in Low Idle 01
Condition
X Error Indicator 10
X Not Available or Not Installed 11
Accelerator Pedal Kickdown 3 2

Switch
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6
Accelerator Pedal 2 Low Idle

X Switch 1 7 2 A
(SPN 2970)
Accelerator Pedal
X Not in Low Idle 00
Condition
X Accelerator Pedal in Low Idle 01
Condition
X Error Indicator 10
X Not Available or Not Installed 11
X Accelerator Pedal Position 1 2 1 8 % .4 0 100

(SPN 91)
Engine Percent Load at
X Current Speed 3 1 8 % 1 0 125 B
(SPN 92)
Remote Accelerator Pedal 4 1 8
Position
X Accelerator Pedal Position 2 5 1 8 % .4 0 100 A
(SPN 29)
Note A: Accelerator pedal low idle 2 and accelerator pedal position 2 are new parameters only recently defined
by The SAE. The start byte/bit of accelerator pedal low idle switch 2 is still to be defined.
Note B: Percent load at current speed is estimated from the steady state engine calibration maps. This parameter
is not accurate at low loads or during transient conditions.
Note C: When there is discrepancy between the pedal position and the idle validation switch position, the
accelerator pedal low idle switch parameter will be transmitted as 10 (error) and the accelerator pedal
position will be transmitted as FE (error). However, if a pedal is not configured, it will be sent as not
supported. This will apply to both accelerator 1 and accelerator 2.
EEC1 identifies the electronic engine control related parameters, including; Engine Torque Mode, Actual Engine
Percent torque, and Actual Engine Speed.
0C F0 04 00 20 A 00F004 3 0 0 00 –
Resolution Range
(unit/bit) Min Max
Engine Torque Mode 1 1 4
Drivers Demand Engine –

Percent 2 1 8 % 1
Torque
X Actual Engine – Percent 3 1 8 % 1
Torque
X Engine Speed 4 1 16 rpm .125 B
Source Address of
Controlling Device for 6 1 8 None 1 0 253
Engine Control
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7
Engine Starter Mode 7 1 4
Note A: The J1939 standard describes the frequency of transmission of this PGN as engine speed dependant. The
ECU actually transmits the message every 20 ms, however, regardless of engine speed.
Note B: During the engine cranking cycle, while the ECU is detecting engine position and speed, engine speed is
transmitted as FE00, or “Unavailable.” When this value is converted to engine speed, it gives the value of
8128 rpm.
Turbocharger Wastegate (TCW)

TCW contains the SPN, turbocharger 1 wastegate drive. The implementation is that this value directly equates to
the PWM duty cycle of the smart wastegate solenoid. A value of 0% represents fully closed and a value of 100%
represents fully open. Due to the fact that the wastegate is also intake manifold pressure dependent, this value
does not necessarily align to the actual position of the wastegate.
18FE9600 100 FE96 6 0 0 00 –
Resolution Range
(unit/bit) Min Max
Turbocharger 1
X Wastegate Drive 1 1 8 % 0.4 0 100
(SPN 1188)
Turbocharger 2 2 1 8
Wastegate Drive
Wastegate Drive
Wastegate Drive
Turbocharger
Wastegate Act 5 1 8
Control Pressure
Auxiliary Discrete IO state (AUXIO)
The AUXIO PGN is used to transmit the status of all the customer side switch inputs, and two of the analog
voltage inputs of the ECU, regardless of whether the input is used by the ECU for an application software feature.
The spare inputs of the ECU are available for use by the machine designer as additional input channels for non-
engine systems. The table below indicates the inputs, the switch connectors, and the associated J1939 SPN.
Table of Input Pins to SPNs
Input Name ECU J1 Connector Pin J1939 SPN
SWG1 52 701
SWG2 51 702
SWG3 50 703
SWG4 49 704
SWG5 48 705
SWG6 47 706
SWG7 46 707
SWG8 45 708
SWG9 44 709
SWG10 39 710
SWG11 38 711
SWB1 37 712
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8
SWB2 36 713
AIN_ACT5 55 1083
AIN_ACT4 56 1084
The two “SWB” inputs below are “Switch To Battery,” meaning that when battery voltage is applied to the pin, it
will be “closed.” All the other switch inputs are switch to ground, which means that when an input is at ground
potential it will be “closed.”
Identifier Rate PGN Default R1 DP Source Destination
(msec) Priority
18FED900 Note A FED9 6 0 0 00 –
Resolution Range
(unit/bit) Min Max
X Auxiliary I/O #04 (SPN 1 1 2 B
704)
703)
702)
701)
708)
707)
706)
705)
712)
711)
710)
709)
Auxiliary I/O #16 (SPN 4 1 2 B
716)
715)
714)
713)
Auxiliary I/O
Channel #1 (SPN 5, 6 1 16 64255
1083)
Auxiliary I/O
Channel #2 (SPN 7, 8 1 16 64255
1084)
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Note A: The message will be sent at a frequency of 100 ms, and additionally when any of the supported switch
inputs (SPNs 701 through 716) change state.
Note B: Each of the switch inputs is transmitted as 00 if the switch is open (or not connected) and 01 if it is
closed.
Software Identification (SOFT)

The software identification PGN is requested via the request PGN message. The RQST message needs to have the
destination set to FF for the engine to respond to this request. The SOFT message includes the software part
number and the software version release date. This PGN has more than 8 bytes of data, therefore, the message
content is returned using the transport protocol, and the format of the content is given below.
ASCII code as follows:

02 SWPN:1234556701*SWDT:MAY05*
Software part number (SWPN) will be of the form 123456701
Software release date (SWDT) will be of the form MAY05
18FEDA00 On Req FEDA 6 0 0 00 –
Resolution Range
(unit/bit) Min Max
Number of Software
X Identification Fields 1 1 8 1 255 A
(SPN 965)
X Software Identification 2 1 N ASCII B
(SPN 234)
Note A: The number of software identification fields will be transmitted as “02.”
Note B: The software identification is ASCII text, with the fields delimited by an asterisk (*).
Engine Fluid Level/Pressure 2 (EFL/P2)

EFL/P2 includes the injector metering rail 1 pressure SPN; indicating the gauge pressure of fuel in the high
pressure rail supplying the injectors.
18FEDB00 500 FEDB 6 0 0 00 –
Resolution Range
(unit/bit) Min Max
Injector Control Pressure 1 1 16
Injector Metering Rail 1 1/256 Mpa/

X Pressure 3 1 16 Mpa Bit 0 251
(SPN157)
Injector Timing Rail 1 5 1 16
Pressure
Injector Metering Rail 2 7 1 16
Pressure
EEC3 identifies the electronic engine control-related parameter; engine desired operating speed. Engine desired
operating speed is calculated as requested speed demand from the throttle input; the speed at which the engine
would run if all load were removed and current speed demand conditions maintained.
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This is not the same as the implementation for Tier 2 product, the change has been implemented to make the
parameter more relevant to customers who need to determine how far and how rapidly the engine is lugging back.
One effect will be that in many applications where there are high parasitic loads, the engine speed will never
actually reach its desired operating speed.
18 FE DF 00 250 FEDF 6 0 0 00 –
Resolution Range
(unit/bit) Min Max
Nominal Friction –
1 1 8 % 1 -125 +125
Percent Torque
Engine’s Desired
X Operating Speed (SPN 2 1 16 rpm .125 0 8031 A
515)
Engine’s Operating Speed
4 1 8 Ratio 0 250
Asymmetry Adjustment
Engine Configuration (EC)
The engine configuration PGN describes the stationary behavior of the engine via an engine speed torque map;
defining several points on the torque curve (rating) that are active in the engine. This map is only valid for steady
state engine behavior at maximum boost pressure. The values will change if a different torque curve is selected or
to reflect if the engine is derating e.g., due to excessive engine temperature. As this PGN is more than 8 bytes
long, it will always be transmitted via the transport protocol.
1
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See Note A See Note A FEE3 6 0 0 00 –
Resolution Range
(unit/bit) Min Max
Engine Speed at Idle, Point
X 1 1 16 rpm 0.125 0 8031
1 (SPN 118)
Percent Torque at Idle,
X 3 1 8 % 1 -125 +125
Point 1 (SPN 539)
X Engine Speed at Point 2 4 1 16 rpm 0.125 0 8031 C
(SPN 528)
Percent Torque at Point
X 6 1 8 % 1 -125 +125 C
2 (SPN 540)
X Engine Speed at Point 3 7 1 16 rpm 0.125 0 8031
(SPN 529)
X 9 1 8 % 1 -125 +125
3 (SPN 541)
X Engine Speed at Point 4 10 1 16 rpm 0.125 0 8031
(SPN 530)
X 12 1 8 % 1 -125 +125
4 (SPN 542)
Engine Speed at Point
X 13 1 16 rpm 0.125 0 8031
5 (SPN 531)
X 15 1 8 % 1 -125 +125
5 (SPN 543)
Engine Speed at High Idle,
X Point 6 16 1 16 rpm 0.125 0 8031 C
(SPN 532)
Gain (KP) of the Endspeed
18 1 16 %/rpm 0.0007813 0 50.2
Governor
Reference Engine
X 20 1 16 N•m 1 0 64255 B
Torque (SPN 544)
Maximum Momentary Engine
22 1 16 rpm 0.125 0 8031
Override Speed, Point 7
Maximum Momentary
Override 24 1 8 S 0.1 0 25
Time Limit
Requested Speed Control
25 1 8 rpm 10 0 2500
Range Lower Limit
Requested Speed Control
Range 26 1 8 rpm 10 0 2500
Upper Limit
Requested Torque Control
Range 27 1 8 % 1 -125 +125
Lower Limit
Requested Torque Control
Range 28 1 8 % 1 -125 125
Upper Limit
Note A: This PGN is sent every 5 seconds but also whenever there is a change in active torque limit map.
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2
Note B: Engine reference torque is the advertised bare engine torque of the highest “enabled” rating in the box.
That is the highest rating that can be selected via mode switches or J1939, while the engine is running.
Note C: As both point 2 and point 6 are supported, and Gain (Kp) of endspeed governor is not, the support of
this message conforms to engine configuration characteristic mode 1 as described in the J1939-71
specification.
Shutdown (SHUTDOWN)
Shutdown PGN contains the SPN wait-to-start lamp. This indicates that the engine is too cold to start and the
operator should wait until the signal becomes inactive (turns off).
18 FE E4 00 1000 FEE4 6 0 0 00 –
Resolution Range
(unit/bit) Min Max
Idle Shutdown Has Shut
Down 1 1 2
Engine
Idle Shutdown Driver 3 2
Alert Mode
Idle Shutdown Timer 5 2
Override
Idle Shutdown Timer State 7 2
Idle Shutdown Timer 7 2

Function
A/C High Pressure Fan 3 1 2
Switch
Refrigerant Low Pressure 3 2
Switch
Refrigerant High Pressure 5 2
Switch
X Wait-to-Start Lamp 4 1 2
(SPN 1081)
X Off 00
X On 01
Engine Protection System

5 1 2
Has Shut Down Engine
3 2
Approaching Shutdown
Engine Protection
System Timer 5 2
Override
Engine Protection
System Timer 7 2
State
7 2
Configuration
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Engine Hours/Revolutions (HOURS)

HOURS PGN contains the SPN “Total Engine hours.” This PGN is only available on request, as per J1939
standard.
(msec)
18 FE E5 00 On Req FEE5 6 0 0 00 –
Resolution Range
Sen Parameter Byt Bi Lengt Stat Unit (unit/bit) Not
Receive
d Name e t h e s Mi Max e
n
Total Engine
X Hours (SPN 1 1 32 Hr .05 0 210,554,060
247)
Total Engine 5 1 32 Rev 1000 0 4,211,081,215,000
Revolutions
Fuel Consumption
The fuel consumption PGN contains the SPN, total fuel used. This parameter is not a direct measurement. It is
calculated from standard test fuel at standard test temperatures. The characteristics of most fuels in the field will
differ from the test fuel, particularly at very high or very low temperatures. It is recommended, therefore, that this
value is taken to be an indication only of the fuel used by an engine.
(msec)
18 FE E9 00 On Req 00FEE9 6 0 0 00 –
Resolution Range
Send Receive Parameter Name Byte Bit Length State Units (unit/bit) Note
Min Max
Trip Fuel 1 1 32 L .5 0 2,105,540,607
X Total Fuel Used 5 1 32 L .5 0 2,105,540,607

(SPN 250)
Component ID (CI)
The component identification PGN is requested via the request PGN message; the message includes the engine
make, the engine model number, and the engine serial number. This PGN has more than 8 bytes of data;
therefore, the message content is returned using the transport protocol. The format of the content is given below.
All these parameters are supported as ASCII text delimited by an asterisk (*).
“Make” will be transmitted as “CTRPL”
“Model” will be transmitted in the form “C 7.1” or “C 4.4”
“Serial Number” will be the engine serial number as marked on the nameplate of the engine
18 FE EB 00 On Req 00FEEB 6 0 0 00 –
Resolution Range
Min Max
X Make (SPN 586) ASCII None A
X Model (SPN 587) ASCII None A
X Serial Number (SPN ASCII None A

588)
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Unit Number (SPN ASCII None

233)
Vehicle Identification (VI)
The vehicle identification PGN is requested via the request PGN message. The message includes only the vehicle
identification number PGN. This PGN has more than 8 bytes of data, therefore, the message content is returned
using the transport protocol. This PGN may be requested from the ECU but currently the message will simply
contain the ASCII text “NOT PROGRAMMED.”
18FEEC00 On Req FEEC 0 0 00 –
Resolution Range
Min Max
Vehicle
X Identification ASCII None A
Number (SPN 237)
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Engine Temperature (ET1)

ET1 contains the SPN engine coolant temperature. This SPN contains the engine coolant temperature as sensed
by the engine control system.
18 FE EE 00 1000 FEEE 6 0 0 00 –
Resolution Range
Min Max
Engine Coolant
X Temperature (SPN 1 1 8 °C 1 -40 210
110)
Fuel Temperature 2 1 8 °C 1 -40 210
Engine Oil Temperature 3 1 16 °C .03125 -273 1735
Turbo Oil Temperature 5 1 16 °C .03125 -273 1735
Engine Intercooler
7 1 8 °C 1 -40 210
Temperature
Engine Intercooler
8 1 8 % 4 0 100
Thermostat Opening
Engine Fluid Level/Pressure (EFL/P1)
EFL/P1 contains the SPN engine oil pressure. This SPN contains the oil pressure as sensed by the engine control
system.
18 FE EF 00 500 FEEF 6 0 0 00 –
Resolution Range
Min Max
Fuel Delivery
1 1 8 KPA 4 0 1000
Pressure
Extended Crankcase
2
Blowby Pressure
Engine Oil Level 3 1 8 % .4 0 100
Engine Oil
X Pressure (SPN 4 1 8 KPA 4 0 1000
100)
Crankcase Pressure 5 1 16
Coolant Pressure 7 1 8 KPA 2 0 500
Coolant Level 8 1 8 % .4 0 100
PTO Information (PTO)

PTO contains the SPN PTO switch enable, PTO set switch, PTO coast/decelerate switch, PTO resume switch, and
PTO accelerate switch.
Some of the PTO mode switch inputs on the ECU have dual functions. For example, one button provides both
SET and LOWER functions and another button provides both RAISE and RESUME functions. When the
SET/LOWER button is pressed, both SPN 984 and SPN 938 will go to the active state for at least one message
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transmission. Similarly, when the RAISE/RESUME button is pressed, both SPN 982 and SPN 981 will go to the
active state.
18FEF000 100 FEF0 6 0 0 00 –
Resolution Range
Min Max
Power Takeoff Oil
1 1 8
Temperature (SPN 90)
Power Takeoff Speed
2 1 16
(SPN 186)
Power Takeoff Set Speed
4 1 16 rpm rpm 0 8031
(SPN 187)
PTO Enable Switch
X 6 1 2
(SPN 980)
Remote PTO
Preprogrammed
6 3 2
Speed Control Switch
(SPN 979)
Remote PTO Variable
Speed Control Switch 6 5 2
(SPN 978)
X PTO Set Switch (SPN 7 1 2
984)
PTO Coast/Decelerate
X 7 3 2
Switch (SPN 983)
PTO Resume Switch
X 7 5 2
(SPN 982)
PTO Accelerate
X 7 7 2
Switch (SPN 981)
Fuel Economy (LFE)
LFE contains the PGN fuel rate. This parameter is not a direct measurement. It is calculated from standard test
fuel at standard test temperatures. The characteristics of most fuels in the field will differ from the test fuel,
particularly at very high or very low temperatures. It is recommended, therefore, that this value is taken to be an
indication only for the fuel usage by an engine.
18 FE F200 100 FEF2 6 0 0 00 –
Resolution Range
Min Max
X Fuel Rate (SPN 183) 1 1 16 L/hr .05 0 3212 A
Instantaneous Fuel km/

3 1 16 1/512 0 125.5
Economy kg
Average Fuel km/
5 1 16 1/512 0 125.5
Economy kg
Throttle Position 7 1 8 % .4 0 100
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Inlet/Exhaust Conditions (IC1)

IC1 contains the SPN boost pressure, intake manifold temperature, and air inlet pressure. All these parameters are
broadcast as sensed by the engine control system.
18 FE F6 00 500 FEF6 6 0 0 00 –
Resolution Range
Min Max
Particulate Trap Inlet
Pressure
1 1 8 kPa .5 0 125
X Boost Pressure (SPN 2 1 8 kPa 2 0 500 B
102)
Intake Manifold
X Temperature (SPN 3 1 8 °C 1 -40 210
105)
X Air Inlet Pressure 4 1 8 kPa 2 0 500 A
(SPN 106)
Air Filter Differential
5 1 8 kPa .05 0 12.5
Pressure
Exhaust Gas 6 1 16 °C .03125 -273 1735
Temperature
Coolant Filter
8 1 8 kPa .5 0 125
Differential Pressure
Note A: Inlet air pressure will be supported as the absolute pressure as measured by the inlet manifold pressure
sensor.
Note B: Boost pressure will be calculated from inlet manifold sensor. Boost pressure will never be transmitted
as a negative number, even though a slight depression at the inlet is possible for some engines when
running at low idle speed.
Vehicle Electrical Power (VEP)

VEP contains the SPN electrical potential and battery potential. Electrical potential and battery potential
parameters are both supported with the same value, which is the voltage measured between the battery (+) and
battery (-) terminals of the ECU.
Priority
18 FE F7 00 1000 FEF7 6 0 0 00 –
Resolution Range
(unit/bit) Min Max
Net Battery Current 1 1 16 Amp 1 - 125
125
Alternator Potential (Voltage) 3 1 16 V .05 0 3212
X Electrical Potential 5 1 16 V .05 0 3212

(Voltage) (SPN 168)
X Battery Potential (Voltage), 7 1 16 V .05 0 3212
Switched (158)
1
8
Operator Primary Intermediate Speed (ISCS)

The ISCS PGN is used to describe the logical state of the throttle position switch input (also known as
multiposition throttle switch).
18FDC800 1000 FDC8 6 0 0 00 –
Resolution Range
Min Max
Operator Primary
X Intermediate Speed Select 1 1 4
State (SPN 2892)
Intermediate Speed Not 0000 A
Requested
X Logical Position 1 0001
X Logical State 13, 14, 15 1101 B

or 16
Reserved 1110
X Not available 1111 C
Note A: “intermediate speed not requested” state is not supported. Note however, that on most applications
where throttle position switch is used, logical position 1 will be all four switches in the open position and
will equate to engine idle.
Note B: There are only 13 states available but 16 possible combinations of the 4 switch inputs. No known
application has used more than 10 states however, or is expected to use more than 10 states in the future,
so it is not envisaged that this will cause a problem. If 16 states are used, logical states 14, 15, and 16 will
be transmitted as 13.
Note C: If the throttle position switch is not configured on an application, the ECU will send 1111 not available.
1
9
Off-highway Engine Control Selection (OHECS)

OHECS is sent to the engine to select engine rating and droop percentage, in a similar way to the hardwired
“mode switches.” The J1939 request will have precedence over the hard-wired switch inputs to the ECU. When
the ECU receives this PGN, it will override the mode selection configuration, and switch to the requested rating
and droop setting. The engine will remain in this new state until either another message is received with a
different rating and droop request, or until the keyswitch is cycled.
Priority
18FDCBxx 500 FDCB 6 0 0 — 00
Resolution Range
(unit/bit) Min Max
Auxiliary Governor Switch 1 1 2
Multi-unit Synch On/Off Switch 1 3 2
Alternate Low Idle Switch 1 5 2
X Alternate Rating Select 2 1 8 A
X Alternate Droop Accelerator 1 3 1 4

Select
X Accel 1 – Default Droop (Default) 0000
Accel 1 – Alternate Droop 1 0001

X
Through 10 = 1% through 10% 1010
Accel 1 – Alternate Droop 11
1011
(Isochronous)
Error 1110
X Not Available 1111
X Alternate Droop Accelerator 2 3 5 4

Select
X Accel 12 – Default Droop (default) 0000
Accel 2 – Alternate Droop 1 0001

X Through 10 = 1010
1% Through 10%
Accel 2 –Alternate Droop 11
1011
(Isochronous)
Error 1110

X Accelerator 4 1 4
Select
X Remote Accel-Default Droop 0000
(Default)
Remote Accel – Alternate Droop 1 0001
X
Through 10 = 1% through 10% 1010
1
0
Remote Accel Alternate Droop 11

1011
(Isochronous)
Error 1110
Alternate Droop Auxiliary 4 5 4

Input Select
Note A: Ratings 1 to n are populated with all the ratings available in the ECU with “1” being the lowest and “n”
being the highest rating. If the ECU receives the “0,” the rating value entered through the mode selection
switches should be used.
1
1
J1939 Section 73 – Vehicle Diagnostic Layer
Off-highway Engine Control Selection State (OHCSS)
OHCSS broadcasts the SPNs corresponding engine rating select and droop select. When the engine is controlled
by the hard-wired mode selection, OHCSS will contain this data; however, when the OHECS PGN is used to
control rating select and droop, the OHCSS message will mirror the override information.
18FDC700 500 FDC7 6 0 0 00 –
Resolution Range
Min Max
Auxiliary Governor State 1 1 2
Multi-unit Synch State 1 3 2
Alternate Low Idle Select 1 5 2

State
X Alternate Rating Select 2 1 8
State
Alternate Droop
X 3 1 4
Accelerator 1 Select State
Alternate Droop
X 3 5 4
Accelerator 2 Select State
X 4 1 4
Accelerator Select State
Alternate Droop
Auxiliary Input Select 4 5 4
State
This PGN is intended for the ECU to provide feedback on the OHECS messages described above.
J1939 Section 73 – Diagnostic Layer
13.0 J1939 Section 73 – Diagnostic Layer

13.1 Active Diagnostics Trouble Codes (DM1)
The active diagnostics trouble codes message (DM1) is always broadcasted over the J1939 network, even if there
is no active code active. The broadcast rate of this message is 1 Hz (1 message per second).
The message contains diagnostic lamp status, indicating the severity of the problem, followed by the DTC
identifiers, SPN and FMI.
If only one DTC is active, DM1 will be transmitted as a single message with the identifier FECA. If there is more
than one fault code present, the DM1 message will be longer than 8 bytes, so the transport protocol (BAM) will
be used to send the message.
Note: This is different from the Tier 2 functionality where the transport protocol (BAM) is used to send all DM1
messages, even if only one fault code is active.
1
2
See Note A 1000 00FECA 6 0 0 00 –
Resolution Range
Min Max
Malfunction Indicator A
Lamp
X Protect Lamp A
X Stop Lamp A
X Warning Lamp A
X SPN (Suspect Parameter

Number)
X FMI (Failure Mode
Identifier)
X Occurrence Count
X SPN Conversion Method
Note A: The J1939 diagnostic lamp description and function is not supported – Diagnostic lamp implementation
is supported as follows:
• Diagnostic and Event codes have been split into 3 categories of severity called “Warning Category Indicators
(WCI).”
• The lowest level (Level 1) is used for “warning” level faults, such as when engine design limits for temperature
have been reached, or for a sensor short circuit.
• The highest level (Level 3) is used for events where the severity merits the machine and the engine being
immediately stopped.
• Level 2 is an intermediate level used particularly for events or diagnostic which cause an engine derate.

The status lamps in the DM1 message will be switched on according to the following table:
WCI Protect Lamp Warning Lamp Shutdown Lamp
1 ON OFF OFF
2 ON ON OFF
3 ON ON ON
13.2 Previously Active Diagnostic Trouble Codes (DM2)
See Note A On Req FECB 6 0 0 00 –
Resolution Range
Min Max
Malfunction A
Indicator Lamp
1
3
Protect Lamp A
Stop Lamp A
Warning Lamp A
X SPN
X FMI
X Occurrence Count
X SPN Conversion
Method
Note A: Lamp support as per DM1
13.3 Diagnostic Data Clear/Reset of Previously Active DTCs (DM3)

DM3 is sent as a “Request PGN” message, and has the function of erasing the record of all previously active fault
codes. The ECU responds to the DM3 message by clearing all “diagnostic codes” but not “event” codes. The
ECU will send an acknowledge message (ACK) to say that this action is complete.
Diagnostic trouble codes are defined as faults on the electronic system; for instance, if there is a sensor failure.
Event codes are raised when the engine system is operating outside of its defined diagnostic limits; for instance, if
the engine coolant temperature is excessive. Event codes can only be cleared with the service tool and require a
factory password.
See Note A On Req FECC 6 0 0 – 00
Resolution Range
Min Max
X Request to Clear
Fault Codes

13.3.1 Supported Parameters – Section 21 Simplified Descriptions
J1939 Section 21 describes in detail the framework, structure, and protocol of J1939 messages. The on-engine
application of Section 21 is considered too detailed to give a comprehensive functional description in this guide.
For reference, the message PGNs and descriptions are given to help network identification of these messages.
Transport Protocol – Connection Management (TP.CM_BAM)

Priority
1CECFF00 – EC00 7 0 0 – –
Support for J1939 – 21. Note that this mechanism is used principally as a multi-packet protocol for sending
messages larger than 8 bytes of data; for example, to send diagnostic messages DM1 and DM2 or for the engine
configuration PGN. This uses the Broadcast Announce Message (BAM) as shown in the example below:
Transport Protocol – Data Transfer (TP.DT)
1
4
Priority
1CEBFF00 See Note A EB00 7 0 0 – –
Note A: If a module is required to decode any information that is sent via the transport protocol, it must be
capable of receiving and processing messages with the same identifier within 50 ms.
Proprietary A – Service Tool

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

13.3.2 Supported Parameters – Section 81 Network Management – Detailed Descriptions
The engine does support the network initialization requirements as outlined in Specification J1939-81. This
includes the claiming of addresses. The engine will always claim address zero and will not accept any other
address.
Most off-highway machines do not implement this section of the specification. If further information on this
subject is required, however, please contact the applications engineering department.
13.4 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 Cat data link; for example, with a Cat transmission or a
display, please contact your local applications team for further information.
13.5 Other Data Link Standards

13.5.1 CANopen
CANopen may become a popular choice of CAN higher level protocol in off-highway machines which use
significant numbers of electro-hydraulic controllers. If CANopen is used as the main communications standard in
1
5
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).”
13.5.2 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 machine
designer should consider the use of a CAN gateway to isolate the proprietary messages from the J1939 bus.
The risk of OEM defined messages is that they will clash with some of the J1939 standard messages.
Appendices
14.0 Appendices
14.1 Appendix 1 – ECU J1 Connector Terminal Assignments
Pin No. Description Preferred Function Alternative Function
1 Battery -ve -B Direct N/A
4 AIN_PAS 1 Air Inlet/Ambient Temperature Sensor N/A
5 AIN_PAS 6 ATTAC Temperature N/A
6 N/C DO NOT USE N/A
7 Battery +ve +B Direct N/A
11 DF_PWM 1 Shield Unused N/A
12 DF_PWM 1- Fan Speed Input N/A
13 DF_PWM 1+ Fan Speed Input N/A
17 DOUT_0.3A 5 Air Shut-off Solenoid Relay N/A
18 DOUT_0.3A 6 Unused N/A
19 DOUT_0.3A 7 Unused N/A
20 CAN A+ J1939 (+) N/A
21 CAN A- J1939 (-) N/A
22 CAN A Shield J1939 Shield N/A
23 Cat Data Link + Cat Data Link (+) N/A
24 Cat Data Link - Cat Data Link (-) N/A
25 PWM Out - Ether Driver Return N/A
26 PWM Out - Hydraulic Fan Solenoid - /Starter Motor Relay N/A
Return
1
6
29 I_PWM_2A 2 (J2:9) Ether Driver (if equipped) N/A
31 AIN_ACT 8 (J2:50) DO NOT USE N/A
32 I_PWM_2A 1 Hydraulic Fan Solenoid + /Starter Motor Relay N/A
Supply
33 VS_RETURN 1 Water In Fuel Return N/A
34 VS_RETURN 1 Vs Ground Return N/A
35 SWG RETURN SWG Return N/A
36 SWB 2 Intermediate Speed Starter Motor Crank Switch
37 SWB 1 Overspeed Verify VSL Switch
Appendices
Pin No. Description Preferred Function Alternative Function
38 SWG 11 Throttle 2 IVS Air Filter Restriction
39 SWG 10 Mode Switch 1 N/A
40 SWK 0 Keyswitch N/A
41 VS_5_200mA Sensor 5V Supply N/A
44 SWG 9 Water in Fuel Sensor N/A
45 SWG 8 Throttle 1 IVS N/A
46 SWG 7 Mode 2 Switch N/A
47 SWG 6 Coolant Level Switch Throttle Arbitration
48 SWG 5 User Defined Shutdown PTO Speed 1& 2 Selection
49 SWG 4 MPTS1 PTO Mode Disengage
50 SWG 3 MPTS2 PTO Raise/Resume
PTO Set/Lower or
51 SWG 2 MPTS3
Intermediate Speed
52 SWG 1 MPTS4 PTO Mode On/Off
53 PWM_I 1 Throttle 1 PWM Input N/A
54 AIN_ACT 7 Throttle 1 Analog Input N/A
55 AIN_ACT 5 Throttle 2 Analog Input N/A
56 AIN_ACT 4 Auxiliary Temperature N/A
57 DOUT_1A 1 Glow Plug Relay Control N/A
58 DOUT_0.3A 10 Maintenance Ind Lamp N/A
59 DOUT_0.3A 9 Warning Lamp N/A
60 DOUT_0.3A 8 Shutdown Lamp N/A
61 DOUT_0.3A 4 PTO Engaged Lamp N/A
62 DOUT_0.3A 3 Low Oil Pressure Warning Lamp N/A
63 DOUT_0.3A 2 Wait-to-Start Lamp N/A
64 DOUT_0.3A 1 Fan Reversing Solenoid Control N/A
1
7
Summary of Revision Changes
Summary of Revision Changes to Rev 02
Rev -02
Description Section
Page #
Engine Component
Updated the charts in sections 2.4.1 and 2.4.2. 18
Overview
Added, “For more details, please refer to Test Procedure LEBH0038.” at the end Power and Grounding
35
of section 3.3.1. Considerations
Power and Grounding
Deleted the line “Overspeed Verify Switch” from the chart in section 3.7.2. 38
Considerations
Deleted “with return to battery negative” at the end of the last line of 5.2.7.3 and Starting and Stopping the
50
updated the artwork after that same section. Engine
Updated the artwork – Overspeed Verify Switch. 51
Engine
Added two lines to the Required Parts chart in section 7.1.5 Water Jacket Heaters. Cold Starting Aid 71
Updated the chart in section 8.2 Lamp Outputs. Cold Starting Aid 72
Added a chart titled Connector Details after the artwork in section 9.3 Coolant Monitored Inputs for
79
Low Level Switch. Customer-fitted Sensors
In the chart titled Connector Details revised the Supplier Part Number in the 4th Monitored Inputs for
79
line (Female Mating Terminal) to “AMP 776429-2.” Customer-fitted Sensors
Added a new chapter – 10.0 Electrical Fuel Lift Pump. Electrical Fuel Lift Pump 80
This chapter – 11.0 Engine Governor – was changed from Chapter 10.0 to
Chapter 11.0 because of the addition of Electrical Fuel Lift Pump. All the sections
Engine Governor 81-91
within this chapter were renumbered from 10 to 11 and the page numbers upped
by one.
This chapter – 12.0 J1939 Section 71 – Vehicle Application Layer – was changed
from Chapter 11.0 to Chapter 12.0 because of the addition of Electrical Fuel Lift J1939 Section 71 –
92-108
Pump. All the sections within this chapter were renumbered from 11 to 12 and the Vehicle Application Layer
page numbers upped by one.
J1939 Section 71 –
There were updates to the charts on the top and bottom of this page. 97
Vehicle Application Layer
Note C was removed from the top of the page. The copy under “Software J1939 Section 71 –
98
Identification (SOFT)” was updated. Vehicle Application Layer
The copy under “Engine Hours/Revolutions (HOURS)” was updated. There was a J1939 Section 71 –
101
change to the chart under that section. Vehicle Application Layer
This chapter – 13.0 J1939 Section 73 – Diagnostic Layer – was changed from
Chapter 12.0 to Chapter 13.0 because of the addition of Electrical Fuel Lift Pump. J1939 Section 73 –
109-112
All the sections within this chapter were renumbered from 12 to 13 and the page Diagnostic Layer
numbers upped by one.
The copy in section 13.1 Active Diagnostic Trouble Codes (DM1) was updated. J1939 Section 73 –
109
There were copy updates in both charts on this page. Diagnostic Layer
Section 14.2 Appendix 2 – List of Diagnostic and Event Codes was deleted. Appendices 115
1
8
www.cat-industrial.com
LEBH0019-02 (11-16)
©2016 Caterpillar. All rights reserved. Cat, CATERPILLAR, BUILT FOR IT, their respective logos, ACERT, “Caterpillar Yellow”, 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.

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What components does the electronic control unit control?

What components does the electronic control unit control?

What sensors provide input to the electronic control unit?

What sensors provide input to the electronic control unit?

Application &

Installation Guide Electronics

Cat® C4.4 ACERT™ - C7.1 ACERT

Four- and six-cylinder diesel engines for

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

1.0 Introduction and

2.0 Engine Component

Introduction and Purpose

1.0 Introduction and Purpose

1.1 Applicable Engines

1.2 Electronic Applications Contacts

1.3.2 Warning – Electrostatic Paint Spraying

1.3.3 Warning – Jump-Starting

2.2 Sensor Details

2.2.2. Intake Manifold Temperature Sensor

2.2.3 Coolant Temperature Sensor

2.2.5 Fuel Pump Solenoid

2.2.6 Electronic Unit Injectors

2.2.7 Crankshaft Speed/Timing Sensor

2.2.8 Camshaft Speed/Timing Sensor

2.2.9 Oil Pressure Sensor

2.2.10 Wastegate Regulator

Factory-installed Wiring and Components

2.3.2 C4.4 ACERT Factory-installed Wiring and Components

2.4.1 Mandatory Components to Install

2.4.4 Example OEM Schematic

2.4.6 Example 2 – Construction Application

2.4.7 Example 3 – Industrial Power Unit Application

2.4.8 Example 4 – Agricultural Application

2.6.7 Example 1 — Basic Schematic OEM Harness

2.6.9 Example 3 — Industrial Open Power Unit Schematic OEM Harness

3.0 Power and Grounding Considerations

3.1.1 Ground Stud on Starter Motor

3.1.2 Engine Block Ground Connection

It is preferable to use a conductive grease to ensure the reliability of this connection.

Diagram 1 – Ground Points 1 and 2

Diagram 2 – Ground Point 3

3.2 ECU Power Supply Circuit Resistance

3.2.1 Important Voltage Supply Circuit Considerations

3.2.4 Correct Method of ECU Battery Connection

3.2.5 Correct Power Supply Wiring

3.3 Engine ECU Power Supply Circuit Resistance Test

For more details, please refer to Test Procedure LEBH0038.

3.4 Suppression of Voltage Transients

Voltage Suppression Diagram

3.6 Powering the Engine ECU via Auxiliary Power Supplies

3.7 Sensor Common Connections

3.7.2 Switch Return

Idle Validation Switch 2/Air Filter Restriction

MPTS 1/PTO Disengage

User Defined Shutdown Switch/PTO Mode Speed 1 & 2 Select

MPTS3/PTO Set/Lower/Intermediate Speed

MPTS4/PTO Mode On/Off

Coolant Level Switch

Switch to Ground Connections

3.7.3 Digital Return