DDC SVC Man 0054 PDF

ATTENTION
This document is a guideline for qualified personnel. It is intended to be used by vehicle

manufacturers and contains Detroit Diesel's recommendations for the ancillary systems supporting
the Detroit Diesel engines covered by this document. The vehicle manufacturer is responsible
for developing, designing, manufacturing and installing these systems, including component
qualification. The vehicle manufacturer is also responsible for furnishing vehicle users complete
service and safety information for these systems. Detroit Diesel makes no representations or
warranties regarding the information contained in this document and disclaims all liability or
other responsibility for the design, manufacture or installation of these ancillary systems, or the
preparation or distribution to vehicle users of appropriate information regarding these systems.
The information contained in this document may not be complete and is subject to change
without notice.
TRADEMARK INFORMATION
DDEC®, Ether Start®, Optimized Idle®, ProDriver®, and Series 60® are registered trademarks
of Detroit Diesel Corporation. Allison Transmission® is a registered trademark of General
Motors Corporation. BorgWarner® is a registered trademark of Borg-Warner Corporation. Jake
Brake® is a registered trademark of Diesel Engine Retarders, Inc. Smart Cruise® is a registered
trademark of Eaton Vorad Technologies. SmartMedia® is a registered trademark of Kabushiki
Kaisha Toshiba DBA Toshiba Corporation. Viton® is a registered trademark of DuPont Dow
Elastomers L.L.C. Voith® is a registered trademark of JM Voith GmbH. All other trademarks and
registered trademarks are the property of their respective owners.
DDEC VI APPLICATION AND INSTALLATION
ABSTRACT
DDEC VI offers engine controls and an extensive range of engine and vehicle options.
The detail provided will facilitate the following:
□ The selection of features and settings, based on individual applications
□ The fabrication and installation of a vehicle interface harness, based on individual
applications
□ The communication of messages & data between sensors and various electronic control
modules within the installation
□ The use of industry standard tools to obtain engine data and diagnostic information, as well
as to reprogram key parameters
The manual is arranged as follows:
□ The initial portion covers the installation, beginning with an overview and safety
precautions, followed by hardware and wiring requirements, inputs and outputs, and
available features.
□ The second portion covers communication protocol.
□ The third portion covers the tools capable of obtaining engine data and diagnostic
information from the MCM and the CPC, as well as reprogramming of its key parameters.
□ The final portion, the appendix, summarizes detailed information on codes and kit
availability.
This manual does not cover the installation of the engine itself into various applications. For this,
the reader should refer to the specific engine application and installation manual.
This manual is intended for those with an electrical background. A simple installation may require
a basic understanding of electrical circuits while a more comprehensive electrical/electronics
background is required to access all the capability of the DDEC VI.
All information subject to change without notice. (Rev. 5/08) i

DDC-SVC-MAN-0054 Copyright © 2007 DETROIT DIESEL CORPORATION
ABSTRACT
ii All information subject to change without notice. (Rev. 5/08)

TABLE OF CONTENTS
1 INTRODUCTION ................................................................................................................. 1-1
2 SAFETY PRECAUTIONS ................................................................................................... 2-1

2.1 STANDS .......................................................................................................................... 2-1
2.2 GLASSES ....................................................................................................................... 2-1
2.3 WELDING ....................................................................................................................... 2-2
2.4 WORK PLACE ............................................................................................................... 2-2
2.5 CLOTHING ...................................................................................................................... 2-3
2.6 ELECTRIC TOOLS ......................................................................................................... 2-3
2.7 AIR .................................................................................................................................. 2-4
2.8 DIAGNOSTIC TOOLS ..................................................................................................... 2-4
2.9 FLUIDS AND PRESSURE .............................................................................................. 2-4
2.10 BATTERIES .................................................................................................................... 2-5
2.11 FIRE ................................................................................................................................ 2-6
2.12 PAINT .............................................................................................................................. 2-6
2.13 FLUOROELASTOMER ................................................................................................... 2-6
3 HARDWARE AND WIRING ................................................................................................ 3-1

3.1 MOTOR CONTROL MODULE ....................................................................................... 3-3
3.1.1 ENGINE HARNESS .................................................................................................... 3-3
MCM 120–PIN CONNECTOR FOR DD15 ENGINES .......................................... 3-4
MCM 120–PIN CONNECTOR FOR SERIES 60 ENGINES ................................. 3-8
MCM 120–PIN CONNECTOR FOR MBE 900 ENGINES .................................... 3-12
MCM 120–PIN CONNECTOR FOR MBE 4000 ENGINES .................................. 3-16
CONNECTOR BRACKETS .................................................................................. 3-20
MCM 21–PIN AND 31–PIN CONNECTORS ........................................................ 3-21
3.1.2 DPF HARNESS .......................................................................................................... 3-24
DPF HARNESS – VERTICAL MOUNT ATD (31-PIN TO 10 PIN CONNECTOR) 3-26
DPF HARNESS – HORIZONTAL MOUNT ATD (31-PIN TO 10-PIN
CONNECTOR/2-PIN CONNECTOR) ................................................................... 3-28
3.2 COMMON POWERTRAIN CONTROLLER ................................................................... 3-31
3.2.1 ENVIRONMENTAL CONDITIONS ............................................................................. 3-33
TEMPERATURE ................................................................................................... 3-33
WATER INTRUSION ............................................................................................ 3-33
3.2.2 CPC VEHICLE INTERFACE HARNESS .................................................................... 3-34
FREQUENCY INPUT ........................................................................................... 3-35
DIGITAL INPUTS .................................................................................................. 3-36
DIGITAL OUTPUTS .............................................................................................. 3-36
3.2.3 VIH WIRING ............................................................................................................... 3-38
TRUCK APPLICATIONS ...................................................................................... 3-38
VOCATIONAL APPLICATIONS ............................................................................ 3-42
COACH APPLICATIONS ...................................................................................... 3-46
FIRE TRUCK APPLICATIONS ............................................................................. 3-50
CRANE APPLICATIONS ...................................................................................... 3-54
All information subject to change without notice. (Rev. 5/08) iii

TABLE OF CONTENTS
TRANSIT BUS APPLICATIONS ........................................................................... 3-58

VIH TO MCM CONNECTOR WIRING .................................................................. 3-62
VIH POWER WIRING ........................................................................................... 3-65
WIRE RESISTANCES .......................................................................................... 3-67
COMMUNICATIONS – SAE J1939 DATA LINK ................................................... 3-67
COMMUNICATIONS – PROPRIETARY ENGINE-CAN DATA LINK .................... 3-69
3.2.4 POWER SUPPLY – 12 VOLT SYSTEM ..................................................................... 3-69
AVERAGE CURRENT DRAW .............................................................................. 3-70
BATTERY ISOLATOR ........................................................................................... 3-70
MAIN POWER SHUTDOWN ................................................................................ 3-71
3.2.5 FUSES ........................................................................................................................ 3-72
3.2.6 CONNECTORS .......................................................................................................... 3-74
DATA LINK CONNECTOR .................................................................................... 3-76
3.3 WIRES AND WIRING ..................................................................................................... 3-77
3.3.1 GENERAL REQUIREMENTS ..................................................................................... 3-77
3.3.2 GENERAL WIRE ....................................................................................................... 3-77
3.3.3 CRIMP TOOLS ........................................................................................................... 3-78
3.3.4 DEUTSCH TERMINAL INSTALLATION AND REMOVAL .......................................... 3-78
DEUTSCH TERMINAL INSTALLATION GUIDELINES ........................................ 3-78
DEUTSCH TERMINAL REMOVAL ....................................................................... 3-80
3.3.5 SPLICING GUIDELINES ............................................................................................ 3-82
CLIPPED AND SOLDERED SPLICING METHOD ............................................... 3-82
SPLICING AND REPAIRING STRAIGHT LEADS-ALTERNATE METHOD 1 ...... 3-84
SPLICING AND REPAIRING STRAIGHT LEADS - ALTERNATE METHOD 2 .... 3-87
SHRINK WRAP .................................................................................................... 3-89
STAGGERING WIRE SPLICES ........................................................................... 3-90
3.4 CONDUIT AND LOOM .................................................................................................... 3-91
3.5 TAPE AND TAPING ........................................................................................................ 3-93
3.6 SENSORS ....................................................................................................................... 3-95
3.6.1 FACTORY-INSTALLED SENSORS ............................................................................ 3-96
3.6.2 OEM-INSTALLED SENSORS ................................................................................... 3-101
3.6.3 AMBIENT AIR TEMPERATURE SENSOR ................................................................. 3-102
AMBIENT AIR TEMPERATURE SENSOR INSTALLATION ................................. 3-103
3.6.4 ENGINE COOLANT LEVEL SENSOR ....................................................................... 3-104
3.6.5 TURBO COMPRESSOR IN TEMPERATURE SENSOR ........................................... 3-108
3.6.6 VEHICLE SPEED SENSOR ....................................................................................... 3-109
MAGNETIC PICKUP ............................................................................................ 3-110
SAE J1939 DATA LINK ......................................................................................... 3-112
VSS ANTI-TAMPER ............................................................................................. 3-112
3.7 LAMPS ............................................................................................................................ 3-113
3.7.1 AGS2 BACKUP LAMP ................................................................................................ 3-113
AGS2 BACKUP LAMP REQUIREMENTS AND GUIDELINES ............................ 3-113
PROGRAMMING REQUIREMENTS AND FLEXIBILITY ..................................... 3-113
3.7.2 AGS2 CHECK TRANS LAMP ..................................................................................... 3-114
AGS2 CHECK TRANS LAMP REQUIREMENTS AND GUIDELINES ................. 3-114
3.7.3 AGS2 TRANS TEMP LAMP ....................................................................................... 3-115
iv All information subject to change without notice. (Rev. 5/08)

AGS2 TRANS TEMP LAMP REQUIREMENTS AND GUIDELINES .................... 3-115

3.7.4 AMBER WARNING LAMP .......................................................................................... 3-116
AWL AND PASSMART ......................................................................................... 3-116
AMBER WARNING LAMP REQUIREMENTS AND GUIDELINES ....................... 3-116
3.7.5 CRUISE ACTIVE LAMP ............................................................................................. 3-117
CRUISE ACTIVE LAMP REQUIREMENTS AND GUIDELINES .......................... 3-117
3.7.6 DECELERATION LAMP ............................................................................................. 3-118
DECELERATION LAMP REQUIREMENTS AND GUIDELINES .......................... 3-118
3.7.7 DPF REGENERATION LAMP ................................................................................... 3-119
DPF REGENERATION LAMP REQUIREMENTS AND GUIDELINES ................. 3-119
3.7.8 HIGH EXHAUST SYSTEM TEMPERATURE LAMP .................................................. 3-120
HIGH EXHAUST SYSTEM TEMPERATURE LAMP REQUIREMENTS AND
GUIDELINES ........................................................................................................ 3-120
3.7.9 LOW BATTERY VOLTAGE LAMP .............................................................................. 3-122
LOW BATTERY VOLTAGE LAMP REQUIREMENTS AND GUIDELINES ........... 3-122
3.7.10 LOW COOLANT LEVEL LAMP .................................................................................. 3-123
LOW COOLANT LEVEL LAMP REQUIREMENTS AND GUIDELINES ............... 3-123
3.7.11 LOW OIL PRESSURE LAMP ..................................................................................... 3-124
REQUIREMENTS AND GUIDELINES ................................................................. 3-124
3.7.12 MALFUNCTION INDICATOR LAMP ........................................................................... 3-125
MALFUNCTION INDICATOR LAMP REQUIREMENTS AND GUIDELINES ....... 3-125
3.7.13 OPTIMIZED IDLE ACTIVE LAMP .............................................................................. 3-126
OPTIMIZED IDLE ACTIVE LAMP REQUIREMENTS AND GUIDELINES ........... 3-126
3.7.14 RED STOP LAMP ....................................................................................................... 3-127
RED STOP LAMP REQUIREMENTS AND GUIDELINES ................................... 3-127
3.7.15 WAIT TO START LAMP .............................................................................................. 3-128
WAIT TO START LAMP REQUIREMENTS AND GUIDELINES .......................... 3-128
3.7.16 WATER-IN-FUEL LAMP (R2.0 OR LATER) ............................................................... 3-129
WATER-IN-FUEL LAMP REQUIREMENTS AND GUIDELINES .......................... 3-129
4 INPUTS AND OUTPUTS .................................................................................................... 4-1

4.1 INPUTS ........................................................................................................................... 4-3
4.1.1 AIR CONDITION STATUS .......................................................................................... 4-4
INSTALLATION ..................................................................................................... 4-4
4.1.2 ABS ACTIVE ............................................................................................................... 4-5
All information subject to change without notice. (Rev. 5/08) v

TABLE OF CONTENTS
INSTALLATION ..................................................................................................... 4-5

4.1.3 AUXILIARY SHUTDOWN #1 ...................................................................................... 4-6
INSTALLATION ..................................................................................................... 4-6
4.1.4 CLUTCH SWITCH ...................................................................................................... 4-7
INSTALLATION ..................................................................................................... 4-7
4.1.5 CRUISE CONTROL ON/OFF SWITCH ...................................................................... 4-8
INSTALLATION ..................................................................................................... 4-8
4.1.6 CRUISE CONTROL RESUME/ACCEL SWITCH AND SET/COAST SWITCH .......... 4-9
INSTALLATION ..................................................................................................... 4-9
DIAGNOSTICS ..................................................................................................... 4-10
4.1.7 DIAGNOSTIC REQUEST SWITCH ............................................................................ 4-11
INSTALLATION ..................................................................................................... 4-11
4.1.8 DPF REGENERATION INHIBIT SWITCH AND REGEN SWITCH (CPC R2.0 OR
LATER AND MCM V61 FOR SERIES 60, MCM V8 FOR MBE OR LATER) ............. 4-12
INSTALLATION ..................................................................................................... 4-13
4.1.9 DUAL-SPEED AXLE SWITCH ................................................................................... 4-14
INSTALLATION ..................................................................................................... 4-14
4.1.10 ENGINE BRAKE DISABLE ......................................................................................... 4-15
INSTALLATION ..................................................................................................... 4-15
4.1.11 ENGINE BRAKE LOW & MEDIUM ............................................................................. 4-16
INSTALLATION ..................................................................................................... 4-16
4.1.12 FAN OVERRIDE ......................................................................................................... 4-16
INSTALLATION ..................................................................................................... 4-16
4.1.13 FAST ENGINE HEAT UP SWITCH ............................................................................ 4-17
INSTALLATION ..................................................................................................... 4-17
4.1.14 IDLE VALIDATION 1 & IDLE VALIDATION 2 .............................................................. 4-18
INSTALLATION ..................................................................................................... 4-18
4.1.15 LIMITERS FOR TORQUE, ENGINE SPEED, AND VEHICLE SPEED ..................... 4-18
INSTALLATION ..................................................................................................... 4-18
4.1.16 OPTIMIZED IDLE HOOD TILT SWITCH .................................................................... 4-19
INSTALLATION ..................................................................................................... 4-19
4.1.17 OPTIMIZED IDLE THERMOSTAT .............................................................................. 4-20
INSTALLATION ..................................................................................................... 4-20
vi All information subject to change without notice. (Rev. 5/08)

4.1.18 PARK BRAKE SWITCH .............................................................................................. 4-21

INSTALLATION ..................................................................................................... 4-21
PROGRAMMING REQUIREMENTS & FLEXIBILITY .......................................... 4-21
4.1.19 REGEN SWITCH ....................................................................................................... 4-22
4.1.20 REMOTE THROTTLE SELECT SWITCH .................................................................. 4-22
INSTALLATION ..................................................................................................... 4-22
4.1.21 REMOTE PTO SWITCH ............................................................................................. 4-23
INSTALLATION ..................................................................................................... 4-23
4.1.22 RPM FREEZE ............................................................................................................. 4-24
INSTALLATION ..................................................................................................... 4-24
4.1.23 SERVICE BRAKE RELEASED SWITCH ................................................................... 4-25
INSTALLATION ..................................................................................................... 4-25
4.1.24 STOP ENGINE OVERRIDE ...................................................................................... 4-26
INSTALLATION ..................................................................................................... 4-26
.............................................................................................................................. 4-26
4.1.25 THROTTLE INHIBIT ................................................................................................... 4-27
INSTALLATION ..................................................................................................... 4-27
4.1.26 TRANSMISSION NEUTRAL SWITCH ....................................................................... 4-28
INSTALLATION ..................................................................................................... 4-28
4.1.27 TRANSMISSION RETARDER ACTIVE ...................................................................... 4-29
INSTALLATION ..................................................................................................... 4-29
4.2 SWITCH INPUTS RECEIVED OVER J1939 DATA LINK ............................................... 4-31
4.3 DIGITAL OUTPUTS – CPC ............................................................................................. 4-35
4.3.1 AGS2 BACKUP LAMP ................................................................................................ 4-36
INSTALLATION ..................................................................................................... 4-36
4.3.2 AGS2 CHECK TRANS LAMP ..................................................................................... 4-37
INSTALLATION ..................................................................................................... 4-37
4.3.3 AGS2 TRANS TEMP LAMP ....................................................................................... 4-38
INSTALLATION ..................................................................................................... 4-38
4.3.4 AMBER WARNING LAMP .......................................................................................... 4-38
INSTALLATION ..................................................................................................... 4-38
4.3.5 CRUISE ACTIVE LAMP ............................................................................................. 4-39
INSTALLATION ..................................................................................................... 4-39
PROGRAMMING REQUIREMENTS AND FLEXIBILITY .................................... 4-39
4.3.6 DECELERATION LAMP ............................................................................................ 4-40
INSTALLATION ..................................................................................................... 4-40
All information subject to change without notice. (Rev. 5/08) vii

TABLE OF CONTENTS
4.3.7 DPF REGENERATION LAMP (HARDWIRED AND J1939) ....................................... 4-41

INSTALLATION ..................................................................................................... 4-41
4.3.8 ENGINE BRAKE ACTIVE ........................................................................................... 4-42
INSTALLATION ..................................................................................................... 4-42
4.3.9 ETHER START ........................................................................................................... 4-43
INSTALLATION ..................................................................................................... 4-43
4.3.10 HIGH EXHAUST SYSTEM TEMPERATURE LAMP (HARDWIRED AND J1939) ..... 4-44
INSTALLATION ..................................................................................................... 4-44
PROGRAMMING REQUIREMENTS AND FLEXIBILITY .................................... 4-44
4.3.11 LOW BATTERY VOLTAGE LAMP .............................................................................. 4-45
INSTALLATION ..................................................................................................... 4-45
4.3.12 LOW COOLANT LEVEL LAMP .................................................................................. 4-46
INSTALLATION ..................................................................................................... 4-46
4.3.13 LOW OIL PRESSURE LAMP ..................................................................................... 4-47
INSTALLATION ..................................................................................................... 4-47
4.3.14 MALFUNCTION INDICATOR LAMP (MIL) ................................................................. 4-47
INSTALLATION ..................................................................................................... 4-47
4.3.15 OPTIMIZED IDLE ACTIVE LAMP .............................................................................. 4-48
INSTALLATION ..................................................................................................... 4-48
DIAGNOSTICS ..................................................................................................... 4-48
4.3.16 OPTIMIZED IDLE ALARM .......................................................................................... 4-49
INSTALLATION ..................................................................................................... 4-49
DIAGNOSTICS ..................................................................................................... 4-49
4.3.17 RED STOP LAMP ....................................................................................................... 4-50
INSTALLATION ..................................................................................................... 4-50
4.3.18 STARTER LOCKOUT ................................................................................................. 4-50
INSTALLATION ..................................................................................................... 4-50
4.3.19 TOP2 SHIFT SOLENOID ........................................................................................... 4-51
INSTALLATION ..................................................................................................... 4-51
DIAGNOSTICS ..................................................................................................... 4-51
4.3.20 TOP2 SHIFT LOCKOUT SOLENOID ......................................................................... 4-52
INSTALLATION ..................................................................................................... 4-52
DIAGNOSTICS ..................................................................................................... 4-52
4.3.21 VEHICLE POWER SHUTDOWN ................................................................................ 4-53
INSTALLATION ..................................................................................................... 4-53
viii All information subject to change without notice. (Rev. 5/08)

4.3.22WAIT TO START LAMP .............................................................................................. 4-54

INSTALLATION ..................................................................................................... 4-54
4.3.23 WATER-IN-FUEL LAMP ............................................................................................. 4-55
INSTALLATION ..................................................................................................... 4-55
4.4 ANALOG OUTPUTS – CPC ........................................................................................... 4-57
4.4.1 PIN 3/05 – ANALOG OUTPUT ................................................................................... 4-57
4.4.2 PIN 3/06 – ANALOG OUTPUT ................................................................................... 4-57
4.5 PWM OUTPUT — CPC .................................................................................................. 4-59
4.5.1 PWM OUTPUT — PIN 4/12 PWM SELECTION ........................................................ 4-59
5 FEATURES ......................................................................................................................... 5-1

5.1 ACCELERATION LIMITER ............................................................................................. 5-3
5.1.1 PROGRAMMING REQUIREMENTS AND FLEXIBILITY ........................................... 5-3
5.2 CALIFORNIA ENGINE IDLE LIMITING FEATURE ......................................................... 5-5
5.2.1 OPERATION ............................................................................................................... 5-5
IDLE CONDITIONS .............................................................................................. 5-5
PTO CONDITIONS ............................................................................................... 5-6
OVERRIDE CONDITIONS ................................................................................... 5-6
DIAGNOSTIC TOOLS (DDDL OR DDRS) ........................................................... 5-6
HIGH IDLE REGENERATION .............................................................................. 5-6
5.2.2 INTERACTION WITH OTHER FEATURES ................................................................ 5-7
5.3 COLD START – MBE 900, MBE 4000 AND DD15 ......................................................... 5-9
5.3.1 OPERATION ............................................................................................................... 5-9
INITIALIZATION .................................................................................................... 5-9
PREHEATING STATE ........................................................................................... 5-9
WAITING FOR ENGINE START .......................................................................... 5-10
ENGINE START .................................................................................................. 5-10
POST-HEATING STATE ....................................................................................... 5-10
COOLING OFF ..................................................................................................... 5-10
OFF ....................................................................................................................... 5-10
5.3.2 INSTALLATION ........................................................................................................... 5-10
5.3.4 DIAGNOSTICS ........................................................................................................... 5-12
5.4 CRUISE CONTROL ........................................................................................................ 5-13
5.4.1 OPERATION ............................................................................................................... 5-13
ENGINE BRAKES IN CRUISE CONTROL (OPTIONAL) ..................................... 5-14
CRUISE AUTO RESUME (OPTIONAL) ............................................................... 5-14
ADAPTIVE CRUISE (OPTIONAL) ........................................................................ 5-14
CRUISE POWER .................................................................................................. 5-14
CRUISE ENABLE ................................................................................................. 5-14
SET / COAST ...................................................................................................... 5-15
RESUME / ACCEL .............................................................................................. 5-15
PAUSE SWITCH ................................................................................................... 5-15
All information subject to change without notice. (Rev. 5/08) ix

TABLE OF CONTENTS
CLUTCH RELEASED (MANUAL TRANSMISSIONS) .......................................... 5-15

SERVICE BRAKE RELEASED (AUTOMATIC AND MANUAL TRANSMIS-
SIONS) ................................................................................................................. 5-16
5.4.2 INSTALLATION ........................................................................................................... 5-16
5.5 DIAGNOSTICS ............................................................................................................... 5-23
5.5.1 OPERATION ............................................................................................................... 5-23
FLASHING FAULT CODES WITH AWL / SEL ..................................................... 5-25
5.6 DUAL SPEED AXLE ...................................................................................................... 5-27
5.6.1 OPERATION ............................................................................................................... 5-27
5.6.2 INSTALLATION ........................................................................................................... 5-27
5.6.3 PROGRAMMING FLEXIBILITY & REQUIREMENTS ................................................ 5-27
5.7 ENGINE BRAKE CONTROLS – MBE 900 AND MBE 4000 ........................................... 5-29
5.7.1 OPERATION ............................................................................................................... 5-29
CRUISE CONTROL OR ROAD SPEED LIMIT WITH ENGINE BRAKE ............. 5-30
ENGINE BRAKE LEVEL ....................................................................................... 5-30
SERVICE BRAKE CONTROL OF ENGINE BRAKES .......................................... 5-31
ENGINE BRAKE ACTIVE ..................................................................................... 5-31
ENGINE BRAKE DISABLE ................................................................................... 5-31
ENGINE FAN BRAKING ....................................................................................... 5-32
CLUTCH RELEASED INPUT ............................................................................... 5-32
MIN VEHICLE SPEED FOR ENGINE BRAKES ................................................... 5-32
CONFIGURATION FOR MBE 900 EXHAUST FLAP APPLICATIONS ................. 5-32
CONFIGURATION FOR MBE 900 COMPRESSION BRAKE ONLY
APPLICATIONS ................................................................................................... 5-35
CONFIGURATION FOR MBE 900 COMPRESSION AND EXHAUST BRAKE
APPLICATIONS ................................................................................................... 5-38
CONFIGURATION FOR MBE 4000 COMPRESSION BRAKE AND BRAKE
GATE APPLICATIONS ......................................................................................... 5-41
CRUISE CONTROL OF ENGINE BRAKE OPTION ............................................ 5-44
ENGINE BRAKE OPTION WITH SERVICE BRAKE ............................................ 5-45
ENGINE BRAKES OPTION WITH MINIMUM VEHICLE SPEED ......................... 5-45
5.8 ENGINE BRAKE CONTROLS – SERIES 60 AND DD15 ............................................... 5-47
5.8.1 OPERATION ............................................................................................................... 5-47
SERVICE BRAKE CONTROL OF ENGINE BRAKES .......................................... 5-47
CRUISE CONTROL OR ROAD SPEED LIMIT WITH ENGINE BRAKE ............. 5-48
ENGINE BRAKE DISABLE ................................................................................... 5-48
ENGINE BRAKE ACTIVE ..................................................................................... 5-48
ENGINE FAN BRAKING ....................................................................................... 5-48
CLUTCH RELEASED INPUT ............................................................................... 5-48
MIN VEHICLE SPEED FOR ENGINE BRAKES ................................................... 5-48
5.8.2 INSTALLATION ........................................................................................................... 5-49
5.8.3 PROGRAMMING REQUIREMENTS AND FLEXIBILITY .......................................... 5-50
x All information subject to change without notice. (Rev. 5/08)


5.9 ENGINE PROTECTION .................................................................................................. 5-55
5.9.1 OPERATION ............................................................................................................... 5-55
WARNING ............................................................................................................ 5-56
SHUTDOWN ......................................................................................................... 5-56
5.9.2 STOP ENGINE OVERRIDE OPTION ......................................................................... 5-56
5.9.3 PROGRAMMING FLEXIBILITY .................................................................................. 5-57
5.10 ENGINE RATINGS .......................................................................................................... 5-59
5.11 ENGINE STARTER CONTROL ...................................................................................... 5-63
5.12 ETHER START – SERIES 60 ......................................................................................... 5-65
5.12.1 OPERATION ............................................................................................................... 5-65
5.12.2 INSTALLATION ........................................................................................................... 5-66
INJECTOR NOZZLE ............................................................................................. 5-67
VALVE AND CYLINDER ASSEMBLY ................................................................... 5-67
TUBING AND METERING ORIFICE .................................................................... 5-69
WIRING HARNESS .............................................................................................. 5-70
5.13 FAN CONTROL ............................................................................................................... 5-71
5.13.1 OPERATION ............................................................................................................... 5-71
5.13.2 SINGLE–SPEED FAN (FAN TYPE 4) ......................................................................... 5-72
SINGLE-SPEED FAN INSTALLATION ................................................................. 5-72
5.13.3 SINGLE–SPEED FAN (FAN TYPE 7) ......................................................................... 5-75
SINGLE-SPEED FAN INSTALLATION ................................................................. 5-75
5.13.4 DUAL FANS (FAN TYPE 6) ........................................................................................ 5-78
DUAL FANS INSTALLATION ................................................................................ 5-79
5.13.5 TWO-SPEED FAN ...................................................................................................... 5-82
TWO-SPEED FAN INSTALLATION ...................................................................... 5-83
5.13.6 VARIABLE SPEED FAN (FAN TYPE 3) WITHOUT FAN SPEED FEEDBACK .......... 5-86
INSTALLATION ..................................................................................................... 5-87
5.13.7 VARIABLE SPEED FAN (FAN TYPE 2) WITH FAN SPEED FEEDBACK .................. 5-90
INSTALLATION ..................................................................................................... 5-91
5.14 FLEET MANAGEMENT .................................................................................................. 5-95
5.14.1 OPERATION ............................................................................................................... 5-95
5.14.2 DDEC DATA ............................................................................................................... 5-95
5.14.3 DDEC REPORTS ....................................................................................................... 5-97
5.15 FUEL ECONOMY INCENTIVE ....................................................................................... 5-103
5.15.1 OPERATION ............................................................................................................... 5-103
All information subject to change without notice. (Rev. 5/08) xi

TABLE OF CONTENTS
5.15.3 INTERACTION WITH OTHER FEATURES. ............................................................... 5-104

5.16 IDLE ADJUST ................................................................................................................. 5-105
5.16.1 OPERATION ............................................................................................................... 5-105
5.17 IDLE PROTECTION ........................................................................................................ 5-107
5.17.1 OPERATION ............................................................................................................... 5-107
5.18 IDLE SHUTDOWN TIMER AND PTO SHUTDOWN ....................................................... 5-109
5.18.1 OPERATION — IDLE SHUTDOWN NON-PTO MODE .............................................. 5-109
5.18.2 OPERATION — PTO SHUTDOWN ............................................................................ 5-110
5.18.3 IDLE SHUTDOWN TIMER AND PTO SHUTDOWN OPTIONS ................................. 5-111
IDLE / PTO SHUTDOWN OVERRIDE ................................................................. 5-111
IDLE SHUTDOWN WITH AMBIENT AIR TEMP .................................................. 5-111
IDLE SHUTDOWN WITH AMBIENT AIR TEMP CONTINUOUS OVERRIDE ..... 5-112
VEHICLE POWER SHUTDOWN .......................................................................... 5-113
MAXIMUM ENGINE LOAD SHUTDOWN ............................................................. 5-113
5.19 LIMITERS ........................................................................................................................ 5-117
5.19.1 OPERATION ............................................................................................................... 5-117
5.19.2 INSTALLATION ........................................................................................................... 5-118
5.20 LOW GEAR TORQUE REDUCTION .............................................................................. 5-121
5.20.1 OPERATION ............................................................................................................... 5-121
EXAMPLE 1 – ONE TORQUE LIMIT ................................................................... 5-121
EXAMPLE 2 – TWO TORQUE LIMITS ................................................................ 5-122
5.21 OPTIMIZED IDLE ............................................................................................................ 5-125
5.21.1 OPERATION ............................................................................................................... 5-125
OPTIMIZED IDLE START UP SEQUENCE ......................................................... 5-126
OI ENGINE TARGET RPM ................................................................................... 5-126
ENGINE MODE .................................................................................................... 5-127
THERMOSTAT MODE .......................................................................................... 5-128
5.21.2 INSTALLATION ........................................................................................................... 5-129
5.22 PARKED REGENERATION ............................................................................................ 5-133
5.22.1 OPERATION ............................................................................................................... 5-133
REGENERATION OPTIONS (MCM V61.4 OR LATER; MCM V9.6.1 OR
LATER) ................................................................................................................. 5-134
5.22.2 DPF PARKED (STATIONARY) REGENERATION FOR HAZARDOUS
APPLICATIONS ONLY ............................................................................................... 5-135
5.23 PASSMART ..................................................................................................................... 5-139
5.23.1 OPERATION ............................................................................................................... 5-139
5.23.2 INSTALLATION ........................................................................................................... 5-140
xii All information subject to change without notice. (Rev. 5/08)

5.24 PASSWORDS ................................................................................................................. 5-143

5.24.1 OPERATION ............................................................................................................... 5-143
BACK DOOR PASSWORD .................................................................................. 5-144
CHANGING THE PASSWORD ............................................................................ 5-144
5.25 PROGRESSIVE SHIFT ................................................................................................... 5-145
5.25.1 OPERATION ............................................................................................................... 5-145
5.25.2 LOW RANGE #1 ......................................................................................................... 5-146
5.25.3 LOW RANGE #2 ......................................................................................................... 5-146
5.25.4 HIGH RANGE ............................................................................................................. 5-147
5.25.5 INSTALLATION INFORMATION ................................................................................. 5-149
5.26 STARTER LOCKOUT ..................................................................................................... 5-151
5.26.1 OPERATION ............................................................................................................... 5-151
5.26.2 INSTALLATION ........................................................................................................... 5-152
5.27 TACHOMETER DRIVE ................................................................................................... 5-153
5.27.1 OPERATION ............................................................................................................... 5-153
5.28 THROTTLE CONTROL/GOVERNORS .......................................................................... 5-155
5.28.1 AUTOMOTIVE LIMITING SPEED GOVERNOR - ON-HIGHWAY .............................. 5-155
ALSG ACCELERATOR PEDAL ............................................................................ 5-155
ALSG ACCELERATOR PEDAL INSTALLATION .................................................. 5-155
ALSG ACCELERATOR PEDAL ASSEMBLY DIAGNOSTICS .............................. 5-156
5.28.2 POWER TAKE-OFF .................................................................................................... 5-157
PTO SWITCH CONFIGURATION ........................................................................ 5-158
CAB PTO – CRUISE SWITCH PTO ..................................................................... 5-159
CRUISE SWITCH PTO PROGRAMMING REQUIREMENT AND FLEXIBILITY . 5-161
5.28.3 REMOTE PTO — PREPROGRAMMED SET SPEEDS ............................................. 5-163
PULSED INPUT USING PIN 2/9 .......................................................................... 5-164
INSTALLATION ..................................................................................................... 5-165
GRAY CODED USING PINS 2/9, 1/11, 2/11 AND BINARY CODED .................... 5-166
INSTALLATION FOR GRAY CODED OR BINARY INPUT ................................... 5-167
REMOTE PTO PROGRAMMING REQUIREMENT AND FLEXIBILITY ............... 5-167
REMOTE ACCELERATOR CONTROL FOR PTO OR ALSG .............................. 5-169
REMOTE ACCELERATOR CONTROL EXAMPLE .............................................. 5-169
INSTALLATION ..................................................................................................... 5-170
5.28.4 RPM FREEZE ............................................................................................................. 5-171
5.29 TRANSMISSION INTERFACE ........................................................................................ 5-173
5.29.1 MANUAL TRANSMISSIONS ...................................................................................... 5-173
5.29.2 MERCEDES AGS2 TRANSMISSION ........................................................................ 5-173
INSTALLATION ..................................................................................................... 5-174
5.29.3 EATON TOP2 OPERATION ....................................................................................... 5-177
INSTALLATION ..................................................................................................... 5-178
All information subject to change without notice. (Rev. 5/08) xiii

TABLE OF CONTENTS
DIAGNOSTICS ..................................................................................................... 5-179

5.29.4 ALLISON TRANSMISSION ........................................................................................ 5-179
5.29.5 EATON ULTRASHIFT TRANSMISSION .................................................................... 5-181
5.29.6 EATON AUTOSHIFT TRANSMISSION ...................................................................... 5-182
5.29.7 ZF ASTRONIC TRANSMISSION ............................................................................... 5-184
5.30 VEHICLE SPEED LIMITING ........................................................................................... 5-185
5.30.1 OPERATION ............................................................................................................... 5-185
VSS DIAGNOSTIC LIMITS (CPC R2.0 OR LATER) ............................................ 5-185
5.30.2 INSTALLATION ........................................................................................................... 5-185
5.31 VEHICLE SPEED SENSOR ANTI-TAMPERING ............................................................ 5-187
6 COMMUNICATION PROTOCOLS ...................................................................................... 6-1

6.1 OVERVIEW ..................................................................................................................... 6-3
6.2 SAE J1587 DATA LINK ................................................................................................... 6-4
6.2.1 MESSAGE FORMAT .................................................................................................. 6-4
6.2.2 SAE J1708/J1587 MESSAGE PRIORITY .................................................................. 6-5
6.2.3 SAE J1587 PIDS REQUIRING ACTION .................................................................... 6-5
DATA REQUEST .................................................................................................. 6-5
COMPONENT SPECIFIC REQUEST .................................................................. 6-5
J1587 OUTPUTS - SINGLE BYTE PARAMETERS ............................................. 6-6
DOUBLE BYTE PARAMETERS .......................................................................... 6-14
VARIABLE LENGTH PARAMETERS ................................................................... 6-17
6.3 SAE J1939 MESSAGES AND MESSAGE FORMAT ...................................................... 6-28
6.3.1 SAE J1939 SUPPORTED MESSAGES ..................................................................... 6-29
ACC1 – ADAPTIVE CRUISE CONTROL ............................................................. 6-29
ACK/NACK – ACKNOWLEDGE / NEGATIVE ACKNOWLEDGE ......................... 6-30
AMB – AMBIENT CONDITIONS .......................................................................... 6-30
ATI2 - AFTERTREATMENT INTAKE GAS 2 ........................................................ 6-31
ATO2 - AFTERTREATMENT OUTLET GAS 2 ..................................................... 6-31
CCSS – CRUISE CONTROL / VEHICLE SPEED SETUP ................................... 6-32
CCVS – CRUISE CONTROL / VEHICLE SPEED ................................................ 6-33
CI – COMPONENT IDENTIFICATION ................................................................. 6-36
CM1 – CAB MESSAGE1 ...................................................................................... 6-36
DM1 – ACTIVE DIAGNOSTIC TROUBLE CODES .............................................. 6-38
DM2 – PREVIOUSLY ACTIVE DIAGNOSTIC TROUBLE CODES ...................... 6-39
DM3 - DIAGNOSTIC DATA CLEAR/RESET OF PREVIOUSLY ACTIVE DTCS . 6-40
DM11 — DIAGNOSTIC DATA CLEAR/RESET FOR ACTIVE DTCS ................... 6-40
DM13 — STOP START BROADCAST ................................................................ 6-41
EBC1 -- ELECTRONIC BRAKE CONTROLLER #1 ............................................. 6-42
EBC2 – WHEEL SPEED INFORMATION ........................................................... 6-43
EC – ENGINE CONFIGURATION ........................................................................ 6-44
EEC1 -- ELECTRONIC ENGINE CONTROLLER #1 ........................................... 6-46
EEC2 -- ELECTRONIC ENGINE CONTROLLER #2 .......................................... 6-48
EEC3 -- ELECTRONIC ENGINE CONTROLLER #3 ........................................... 6-49
xiv All information subject to change without notice. (Rev. 5/08)

EEC4 – ELECTRONIC ENGINE CONTROLLER #4 ............................................ 6-49

EFL/P1 – ENGINE FLUID LEVEL/PRESSURE1 .................................................. 6-50
EFL/P2 – ENGINE FLUID LEVEL/PRESSURE #2 ............................................... 6-50
ERC1 - ELECTRONIC RETARDER CONTROLLER #1 ....................................... 6-51
ET1 – ENGINE TEMPERATURE #1 .................................................................... 6-52
ET2 – ENGINE TEMPERATURE #2 .................................................................... 6-52
ETC1 -- ELECTRONIC TRANSMISSION CONTROLLER #1 .............................. 6-53
ETC2 -- ELECTRONIC TRANSMISSION CONTROLLER #2 ............................. 6-54
ETC7 – ELECTRONIC TRANSMISSION CONTROLLER 7 ................................ 6-55
FD – FAN DRIVE .................................................................................................. 6-56
HOURS – ENGINE HOURS, REVOLUTIONS ..................................................... 6-57
IC1 – INLET/EXHAUST CONDITIONS #1 ........................................................... 6-57
IO — IDLE OPERATION ...................................................................................... 6-58
LFC – FUEL CONSUMPTION (LIQUID) .............................................................. 6-58
LFE – FUEL ECONOMY (LIQUID) ....................................................................... 6-59
PTC1 – PARTICULATE TRAP CONTROL 1 ........................................................ 6-60
PTO – POWER TAKEOFF INFORMATION .......................................................... 6-63
RC – RETARDER CONFIGURATION .................................................................. 6-64
REQUESTS .......................................................................................................... 6-66
SHUTDOWN — IDLE SHUTDOWN ..................................................................... 6-67
SOFT – SOFTWARE IDENTIFICATION ............................................................... 6-69
TC — TURBOCHARGER ..................................................................................... 6-70
TCFG2 — TRANSMISSION CONFIGURATION .................................................. 6-71
TCO1 — TACHOGRAPH ..................................................................................... 6-72
TD — TIME/DATE ................................................................................................ 6-73
TSC1 — TORQUE SPEED CONTROL ................................................................ 6-73
VD — VEHICLE DISTANCE ................................................................................. 6-75
VDHR – HIGH RESOLUTION VEHICLE DISTANCE ........................................... 6-75
VEP – VEHICLE ELECTRICAL POWER ............................................................. 6-75
VH — VEHICLE HOURS ...................................................................................... 6-76
VI – VEHICLE IDENTIFICATION .......................................................................... 6-76
WFI — WATER-IN-FUEL INDICATOR ................................................................. 6-76
APPENDIX A: HARNESS WIRING DIAGRAMS .......................................................................... A-1
APPENDIX B: ACRONYMS .......................................................................................................... B-1
APPENDIX C: PARAMETER LIST ............................................................................................... C-1
INDEX ............................................................................................................................................ INDEX-1
All information subject to change without notice. (Rev. 5/08) xv

TABLE OF CONTENTS
xvi All information subject to change without notice. (Rev. 5/08)

LIST OF FIGURES
Figure 3-1 Motor Control Module ........................................................................................ 3-3

Figure 3-2 Series 60 Engine 120–pin Connector and 21–pin Connector Tie-wrapped to
Brackets ........................................................................................................... 3-20
Figure 3-3 Aftertreatment Device ....................................................................................... 3-24
Figure 3-4 Typical Mounting Views of an Aftertreatment Device ........................................ 3-25
Figure 3-5 Vertical and Under Step Mount ATD Wiring — OEM Responsibility ................. 3-26
Figure 3-6 Horizontal Mount ATD Wiring — OEM Responsibility ....................................... 3-28
Figure 3-7 The Common Powertrain Controller .................................................................. 3-31
Figure 3-8 CPC Dimensions ............................................................................................... 3-32
Figure 3-9 NAFTA Architecture On-highway ...................................................................... 3-33
Figure 3-10 Vehicle Interface Harness ................................................................................. 3-34
Figure 3-11 Power Wiring .................................................................................................... 3-65
Figure 3-12 Main Power Supply Shutdown .......................................................................... 3-71
Figure 3-13 Wiring for 9-pin Data Link Connector ................................................................ 3-76
Figure 3-14 Setting Wire Gage Selector and Positioning the Contact .................................. 3-79
Figure 3-15 Pushing Contact Into Grommet ........................................................................ 3-79
Figure 3-16 Locking Terminal Into Connector ....................................................................... 3-80
Figure 3-17 Removal Tool Position ....................................................................................... 3-81
Figure 3-18 Removal Tool Insertion ...................................................................................... 3-81
Figure 3-19 Positioning the Leads ........................................................................................ 3-83
Figure 3-20 Securing the Leads With a Clip ......................................................................... 3-83
Figure 3-21 Recommended Strain Relief of Spliced Joint .................................................... 3-84
Figure 3-22 Splicing Straight Leads - Alternate Method 1 .................................................... 3-86
Figure 3-23 Splicing Straight Leads - Alternate Method 2 .................................................... 3-88
Figure 3-24 The Correct and Incorrect Method of Staggering Multiple Splices .................... 3-90
Figure 3-25 Sensor Location for the DOC and DPF – Series 60 .......................................... 3-97
Figure 3-26 Sensor Location for the DOC and DPF – MBE4000 ......................................... 3-98
Figure 3-27 Sensor Location for the DOC and DPF – MBE 900 .......................................... 3-99
Figure 3-28 Sensor Location for the DOC and DPF – DD15 ................................................ 3-100
Figure 3-29 Ambient Air Temperatures Sensor Dimensions ................................................ 3-102
Figure 3-30 Ambient Air Temperature Sensor Installation .................................................... 3-103
Figure 3-31 Engine Coolant Level Sensor Specifications .................................................... 3-104
Figure 3-32 Engine Coolant Level Sensor Installation for CPC ............................................ 3-105
Figure 3-33 Engine Coolant Level Sensor Location - Top of Radiator Tank ......................... 3-106
Figure 3-34 Turbo Compressor In Temperature Sensor ....................................................... 3-108
Figure 3-35 Turbo Compressor In Temperature Sensor Installation .................................... 3-109
Figure 3-36 Vehicle Speed Sensor ....................................................................................... 3-109
Figure 3-37 Magnetic Vehicle Speed Sensor Installation – CPC ......................................... 3-111
Figure 5-1 Grid Heater – MBE 4000 ................................................................................... 5-10
Figure 5-2 Grid Heater – MBE 900 ..................................................................................... 5-11
Figure 5-3 Grid Heater – DD15 Engine .............................................................................. 5-11
Figure 5-4 Cruise Control Circuit ........................................................................................ 5-17
Figure 5-5 Flashing Fault Codes ........................................................................................ 5-25
All information subject to change without notice. (Rev. 5/08) xvii

TABLE OF CONTENTS
Figure 5-6 Exhaust Flap Only – MBE 900 .......................................................................... 5-35

Figure 5-7 Compression Brake Only – MBE 900 ............................................................... 5-38
Figure 5-8 Compression Brake and Exhaust Flap – MBE 900 ........................................... 5-40
Figure 5-9 Compression Brake and Brake Grate – MBE 4000 .......................................... 5-43
Figure 5-10 Engine Brake for DDEC VI – Series 60 ............................................................. 5-49
Figure 5-11 Key Switch Starter Control ................................................................................ 5-63
Figure 5-12 MCM Starter Control ......................................................................................... 5-63
Figure 5-13 Ether Start System ............................................................................................ 5-66
Figure 5-14 Series 60 Intake Manifold - Injector Nozzle Location ........................................ 5-67
Figure 5-15 Single-speed Fan – Fan Type 4 ........................................................................ 5-72
Figure 5-16 Single-speed Fan – Fan Type 7 ........................................................................ 5-75
Figure 5-17 Dual Fan (Fan Type 6) ...................................................................................... 5-79
Figure 5-18 Two-speed Fan ( Fan type 0 or 1) ..................................................................... 5-83
Figure 5-19 Variable Speed Fan without Fan Speed Feedback (Fan Type 3) ..................... 5-87
Figure 5-20 Variable Speed Fan with Fan Speed Feedback (Fan Type 2) .......................... 5-91
Figure 5-21 DDEC Reports, Trip Activity Report .................................................................. 5-98
Figure 5-22 DDEC Reports, Daily Engine Usage ................................................................. 5-99
Figure 5-23 DDEC Reports, Engine Load/RPM ................................................................... 5-100
Figure 5-24 DDEC Reports, Vehicle Speed/RPM ................................................................ 5-101
Figure 5-25 Park Brake Digital Input .................................................................................... 5-110
Figure 5-26 Ambient Air Temperature Override .................................................................... 5-112
Figure 5-27 Vehicle Power Shutdown Relay ........................................................................ 5-113
Figure 5-28 Optimized Idle System ..................................................................................... 5-130
Figure 5-29 DPF Zone Turn On Regen Switch .................................................................... 5-134
Figure 5-30 Parked Regeneration – Hazardous Applications .............................................. 5-136
Figure 5-31 Progressive Shift Chart - Represents Default ................................................... 5-146
Figure 5-32 Progressive Shift Corrects Problem with High and Low Gears Modified .......... 5-148
Figure 5-33 Starter Lockout .................................................................................................. 5-152
Figure 5-34 Tachometer Drive Installation ............................................................................ 5-153
Figure 5-35 Accelerator Pedal Installation ............................................................................ 5-156
Figure 5-36 PTO Logic ......................................................................................................... 5-157
Figure 5-37 Cab PTO Mode ................................................................................................. 5-159
Figure 5-38 Remote PTO Mode – Pulsed Input Using Pin 2/9 ............................................. 5-165
Figure 5-39 Remote PTO Switch .......................................................................................... 5-165
Figure 5-40 Remote PTO Gray Coded or Binary Input ........................................................ 5-167
Figure 5-41 Remote Accelerator Control for PTO or ALSG ................................................. 5-170
Figure 5-42 AGS2 Transmission Interface to CPC/MCM – Non-multiplexed (Acterra) ........ 5-174
Figure 5-43 AGS2 Transmission Interface to CPC/MCM – Multiplexed (M2) ....................... 5-174
Figure 5-44 Top2 Transmission ............................................................................................ 5-178
xviii All information subject to change without notice. (Rev. 5/08)

LIST OF TABLES
Table 2-1 The Correct Type of Fire Extinguisher ............................................................... 2-6

Table 3-1 MCM Connector – DD15 (1 of 4) ....................................................................... 3-4
Table 3-5 MCM Connector – Series 60 (1 of 4) ................................................................. 3-8
Table 3-9 MCM Connector – MBE 900 (1 of 4) ................................................................. 3-12
Table 3-13 MCM Connector – MBE 4000 (1 of 4) ............................................................... 3-16
Table 3-17 21–Pin Connector to the MCM .......................................................................... 3-21
Table 3-18 21–Pin Connector to the MCM Part Numbers ................................................... 3-21
Table 3-19 31–pin MCM Pigtail Connector Part Numbers .................................................. 3-22
Table 3-20 31–pin MCM Pigtail Connector .......................................................................... 3-23
Table 3-21 DPF 10–pin Connector ...................................................................................... 3-27
Table 3-22 DDC Part Numbers for the DPF 10-pin Connector — Vertical Mount ATD ....... 3-27
Table 3-23 DPF 10–pin Connector and 2–pin Connector — Horizontal Mount ATD ........... 3-29
Table 3-24 DDC Part Numbers for the DPF 10-pin and 2–pin Connector — Horizontal
Mount ATD ....................................................................................................... 3-29
Table 3-25 Variable Reluctance Signal Interface ................................................................ 3-35
Table 3-26 Connector #1 Pin Assignments – Truck Application ......................................... 3-38
Table 3-27 Connector #1, 18–pin Connector, B Key ........................................................... 3-38
Table 3-29 Connector #2, 18–pin Connector, A Key ........................................................... 3-39
Table 3-31 Connector #3, 21–pin Connector, Key A ........................................................... 3-40
Table 3-33 Connector #4, 18–pin Connector, Key C ........................................................... 3-41
Table 3-34 Connector #1 Pin Assignments – Vocational Applications ................................ 3-42
All information subject to change without notice. (Rev. 5/08) xix

TABLE OF CONTENTS
Table 3-42 Connector #1 Pin Assignments – Coach Application ........................................ 3-46

Table 3-50 Connector #1 Pin Assignments – Fire Truck Application .................................. 3-50
Table 3-58 Connector #1 Pin Assignments – Crane Application ......................................... 3-54
Table 3-66 Connector #1 Pin Assignments – Transit Bus Application ................................ 3-58
Table 3-74 21–Pin Connector to the MCM .......................................................................... 3-62
Table 3-77 31–pin MCM Pigtail Connector .......................................................................... 3-64
Table 3-78 Wire Characteristics .......................................................................................... 3-67
Table 3-79 J1939 CPC to VIH Connector Pin Assignments ................................................ 3-67
Table 3-80 Propriety Engine-CAN Data Link ....................................................................... 3-69
Table 3-81 Maximum Average Current Draw ...................................................................... 3-70
Table 3-82 Current Draw for CPC Configuration ................................................................. 3-70
Table 3-83 Current Draw for MCM Configuration ................................................................ 3-70
Table 3-84 Fuse Current and Blow Time ............................................................................. 3-73
Table 3-85 Fuse Temperature and Current ......................................................................... 3-73
Table 3-86 DDC Part Numbers for the DPF 10-pin and 2–pin Connector — Horizontal
Mount ATD ....................................................................................................... 3-74
Table 3-87 DDC Part Numbers for the DPF 10-pin Connector — Vertical Mount ATD ....... 3-74
xx All information subject to change without notice. (Rev. 5/08)


Table 3-90 CPC Connector #3, 21–pin Connector, Key A .................................................. 3-75
Table 3-91 CPC Connector #4, 18–pin Connector, Key C .................................................. 3-75
Table 3-94 VIH Components to Incorporate an SAE J1939/J1587 Data Link ..................... 3-76
Table 3-95 Crimp Tools ....................................................................................................... 3-78
Table 3-96 Removal Tools for Deutsch Terminals ............................................................... 3-80
Table 3-97 Recommended Splicing Tools ........................................................................... 3-82
Table 3-98 Applied Load Criteria for Terminals ................................................................... 3-84
Table 3-100 Applied Load Criteria for Terminals ................................................................... 3-85
Table 3-102 Sensor Types .................................................................................................... 3-95
Table 3-103 Function of Factory-installed Sensors ............................................................... 3-96
Table 3-104 Function and Guidelines for OEM-installed Sensors ......................................... 3-101
Table 3-105 Ambient Air Temperature Sensor Parameters ................................................... 3-103
Table 3-106 Metri-Pack 280 Connectors and Part Numbers ................................................. 3-104
Table 3-107 ECL Sensor Part Numbers ................................................................................ 3-106
Table 3-108 ECL Sensor Installation Kit 1/4 in. NPTF P/N: 23515397 ................................. 3-107
Table 3-109 ECL Sensor Installation Kit 3/8 in. NPTF P/N: 23515398 ................................. 3-107
Table 3-110 Enabling the Engine Coolant Level Sensor ....................................................... 3-107
Table 3-111 Vehicle Speed Sensor Parameters ................................................................... 3-110
Table 3-112 Magnetic Pickup Vehicle Speed Sensor Requirements .................................... 3-110
Table 3-113 Vehicle Speed Sensor Wiring ............................................................................ 3-110
Table 3-114 Vehicle Speed Sensor Parameters for J1939 Option ........................................ 3-112
Table 3-115 AGS2 Backup Lamp Programming Options ...................................................... 3-113
Table 3-116 AGS2 Check Trans Lamp Programming Options ............................................. 3-114
Table 3-117 AGS2 Trans Temp Lamp Programming Options ............................................... 3-115
Table 3-118 Cruise Active Lamp Programming Options ....................................................... 3-117
Table 3-119 Deceleration Lamp Programming Options ........................................................ 3-118
Table 3-120 DPF Regeneration Lamp Options ..................................................................... 3-119
Table 3-121 High Exhaust System Temperature Lamp Options ........................................... 3-121
Table 3-122 Low Battery Voltage Lamp Programming Options ............................................ 3-122
Table 3-123 Low Coolant Level Lamp Programming Options ............................................... 3-123
Table 3-124 Low Oil Pressure Lamp Programming Options ................................................. 3-124
Table 3-125 Optimized Idle Active Lamp Programming Options ........................................... 3-126
Table 3-126 Wait to Start Lamp Programming Options ......................................................... 3-128
Table 3-127 WIF Lamp Programming Options ...................................................................... 3-130
Table 4-1 DDEC VI Inputs ................................................................................................. 4-3
Table 4-2 Air Condition Status Programming Options ....................................................... 4-4
Table 4-3 ABS Programming Options ............................................................................... 4-5
Table 4-4 Aux Shutdown #1 Programming Options .......................................................... 4-6
Table 4-5 Clutch Switch Programming Options ................................................................. 4-7
Table 4-6 Cruise Control On/Off Switch Programming Options ........................................ 4-8
Table 4-7 Cruise Control Resume/Accel Switch Programming Options ............................ 4-10
All information subject to change without notice. (Rev. 5/08) xxi

TABLE OF CONTENTS
Table 4-8 Diagnostic Request Switch Programming Options ............................................ 4-11

Table 4-9 Operating State for Both Switch Implementations ............................................. 4-12
Table 4-10 The Operating State Based on J1939 Switch Status ........................................ 4-12
Table 4-11 Regen Switch and DPF Regeneration Inhibit Switch Programming Options .... 4-13
Table 4-12 Dual-speed Axle Switch Programming Options ................................................ 4-14
Table 4-13 Engine Brake Disable Programming Options .................................................... 4-15
Table 4-14 Level of Engine Braking .................................................................................... 4-16
Table 4-15 Engine Brake Switch Programming Options ..................................................... 4-16
Table 4-16 Fast Engine Heat Up Switch Programming Options ......................................... 4-17
Table 4-17 Hood Tilt Switch Programming Options ............................................................ 4-19
Table 4-18 OI Thermostat Programming Options ............................................................... 4-20
Table 4-19 Configuring the Park Brake Switch Input ........................................................... 4-21
Table 4-20 Configuring the Remote Accelerator Select Input ............................................. 4-22
Table 4-21 Parameters for Multiplexing ............................................................................... 4-23
Table 4-22 RPM Freeze Programming Options .................................................................. 4-24
Table 4-23 Configuring the Service Brake Switch Input ...................................................... 4-25
Table 4-25 Throttle Inhibit Programming Options ................................................................ 4-27
Table 4-26 Configuring the Transmission Neutral Switch Input .......................................... 4-28
Table 4-27 Transmission Retarder Input Options ................................................................ 4-29
Table 4-28 Source Address Options ................................................................................... 4-31
Table 4-29 Parameters for Multiplexing ............................................................................... 4-33
Table 4-30 Digital Outputs – CPC ....................................................................................... 4-35
Table 4-31 Digital Output Wired to the MCM ....................................................................... 4-35
Table 4-32 AGS2 Backup Lamp Programming Options ...................................................... 4-36
Table 4-33 AGS2 Check Transmission Indication Lamp Programming Options ................. 4-37
Table 4-34 AGS2 Transmission Temp Indication Lamp Programming Options .................. 4-38
Table 4-35 Cruise Active Lamp Programming Options ....................................................... 4-39
Table 4-36 Deceleration Lamp Programming Options ........................................................ 4-40
Table 4-37 DPF Regeneration Lamp Programming Options ............................................... 4-41
Table 4-38 Engine Brake Active Programming Options ...................................................... 4-42
Table 4-39 Ether Start Options ............................................................................................ 4-43
Table 4-40 High Exhaust System Temperature Lamp Options ........................................... 4-44
Table 4-41 Low Battery Voltage Lamp Programming Options ............................................ 4-45
Table 4-42 Coolant Level Low Lamp Programming Options ............................................... 4-46
Table 4-43 Low Oil Pressure Lamp Programming Options ................................................. 4-47
Table 4-44 Optimized Idle Active Lamp Programming Options ........................................... 4-48
Table 4-45 Optimized Idle Alarm Programming Options ..................................................... 4-49
Table 4-46 Starter Lockout Programming Options .............................................................. 4-50
Table 4-47 Top2 Shift Solenoid Programming Options ....................................................... 4-51
Table 4-48 Top2 Shift Lockout Solenoid Programming Options .......................................... 4-52
Table 4-49 Vehicle Power Shutdown Programming Options ............................................... 4-53
Table 4-50 Wait to Start Lamp Programming Options ......................................................... 4-54
Table 4-51 WIF Lamp Programming Options ...................................................................... 4-55
Table 4-52 Analog Output Selections for CPC Pin 3/05 ...................................................... 4-57
Table 4-53 Analog Output Selections for CPC Pin 3/06 ...................................................... 4-57
Table 4-54 Analog Output Options ...................................................................................... 4-57
xxii All information subject to change without notice. (Rev. 5/08)

Table 4-55 Frequency vs. Speed ........................................................................................ 4-59

Table 4-56 PWM Output Options ........................................................................................ 4-59
Table 5-1 Acceleration Limiter Parameters and Values .................................................... 5-4
Table 5-2 California Engine Idle Limiting Conditions ......................................................... 5-5
Table 5-3 California Engine Idle Limiting and Other Features ........................................... 5-7
Table 5-4 Cold Start States and Outputs ........................................................................... 5-9
Table 5-5 Cold Start Parameters ....................................................................................... 5-12
Table 5-6 Cold Start Failures and Action Taken ................................................................ 5-12
Table 5-7 Three Cruise Control Operation Modes ............................................................ 5-13
Table 5-8 Cruise Control Input Configuration .................................................................... 5-19
Table 5-9 Cruise Control Parameters ................................................................................ 5-20
Table 5-10 Meritor Wabco Adaptive Cruise Control ............................................................ 5-20
Table 5-11 Eaton Vorad Adaptive Cruise Control ................................................................ 5-21
Table 5-12 Instrument Panel Lamps ................................................................................... 5-24
Table 5-13 Flashing Fault Code Parameters ....................................................................... 5-26
Table 5-14 Dual Speed Axle Digital Input ............................................................................ 5-27
Table 5-15 Programming the Axle Ratios ............................................................................ 5-27
Table 5-16 Road Speed Limit Max Parameters .................................................................. 5-30
Table 5-17 Engine Brake Hardwired Switch Configuration ................................................. 5-30
Table 5-18 Engine Brake J1939 Input Switch Configuration ............................................... 5-31
Table 5-19 Options for Service Brake Control of Engine Brakes ........................................ 5-31
Table 5-20 MCM Configuration Parameter for Exhaust Flap Applications - MBE 900
Engine .............................................................................................................. 5-32
Table 5-21 CPC Configuration Parameter for Exhaust Flap Applications - MBE 900
Engine .............................................................................................................. 5-34
Table 5-22 MCM Configuration Parameter for Compression Brake Applications - MBE 900
Engine .............................................................................................................. 5-35
Table 5-23 CPC Configuration Parameter for Compression Brake Applications - MBE 900
Engine .............................................................................................................. 5-37
Table 5-24 MCM Configuration Parameter for Compression and Exhaust Brake
Applications - MBE 900 Engine ....................................................................... 5-38
Table 5-25 CPC Configuration Parameter for Compression and Exhaust Brake
Applications - MBE 900 Engine ....................................................................... 5-40
Table 5-26 MCM Configuration Parameter for Compression and Brake Gate Applications -
MBE 4000 Engine ............................................................................................ 5-41
Table 5-27 CPC Configuration Parameter for MBE 4000 Compression Brake and Brake
Gate Applications ............................................................................................. 5-43
Table 5-28 Cruise Control and Road Speed Limit Engine Brake Parameters ..................... 5-44
Table 5-29 Optional Digital Output for Engine Brakes ......................................................... 5-45
Table 5-30 Service Brake Control of Engine Brake Parameter ........................................... 5-45
Table 5-31 Minimum Vehicle Speed for Engine Brakes Option ........................................... 5-45
Table 5-32 CPC Configuration Parameter for Jake Brake Applications .............................. 5-51
Table 5-33 Cruise Control and Road Speed Limit Engine Brake Parameters ..................... 5-52
Table 5-34 Optional Digital Output for Engine Brakes ......................................................... 5-52
Table 5-35 Service Brake Control of Engine Brakes Parameter ......................................... 5-53
Table 5-36 Minimum MPH for Engine Brakes Option .......................................................... 5-53
Table 5-37 Engine Protection .............................................................................................. 5-57
All information subject to change without notice. (Rev. 5/08) xxiii

TABLE OF CONTENTS
Table 5-38 Shutdown Times ................................................................................................ 5-57

Table 5-40 Series 60 Engine Ratings .................................................................................. 5-59
Table 5-41 DD15 Engine Ratings ........................................................................................ 5-60
Table 5-42 DD15 Multi-Torque Engine Ratings ................................................................... 5-61
Table 5-43 DD15 Multi-Torque High Torque Engine Rating ................................................ 5-61
Table 5-44 Engine Starter Control Settings — MCM ........................................................... 5-64
Table 5-45 Current vs Inductance ....................................................................................... 5-64
Table 5-46 Reduction in Usable Fluid When Not Mounted Vertically .................................. 5-68
Table 5-47 Single-speed Fan – Type 4 MCM Options ........................................................ 5-73
Table 5-48 Single-speed Fan – Type 4 CPC Options ......................................................... 5-74
Table 5-49 Single-speed Fan – Type 7 MCM Options ........................................................ 5-76
Table 5-50 Single-speed Fan – Type 7 CPC Options ......................................................... 5-77
Table 5-51 Dual Fan – Type 6 MCM Options ...................................................................... 5-80
Table 5-52 Dual Fan – Type 6 CPC Options ....................................................................... 5-81
Table 5-53 Two-speed Fan – Type 1 MCM Options ............................................................ 5-84
Table 5-54 Two-speed Fan – Type 1 CPC Options ............................................................. 5-85
Table 5-55 Variable Speed Fan Without Fan Speed Feedback – Type 3 MCM Options .... 5-88
Table 5-56 Variable Speed Fan Without Fan Speed Feedback – Type 3 CPC Options ..... 5-89
Table 5-57 Variable Speed Fan With Fan Speed Feedback – Type 2 Options ................... 5-92
Table 5-58 Variable Speed Fan with Fan Speed Feedback – Type 2 CPC Options ........... 5-93
Table 5-59 DDEC Data Parameters for Fleet Management ................................................ 5-96
Table 5-60 Fuel Density Parameter ..................................................................................... 5-96
Table 5-61 Fuel Economy Limits ......................................................................................... 5-103
Table 5-62 Fuel Economy Incentive Parameters ................................................................ 5-104
Table 5-63 Idle Adjust Parameters ...................................................................................... 5-106
Table 5-64 Idle Protection Parameters ................................................................................ 5-107
Table 5-65 Operator Override Options ................................................................................ 5-111
Table 5-66 Idle Shutdown Timer Programming Options ..................................................... 5-115
Table 5-67 Limiter Pin Assignments .................................................................................... 5-118
Table 5-68 Limiter 0 and Limiter 1 Parameters ................................................................... 5-119
Table 5-69 Minimum and Maximum Engine Speed Parameters ......................................... 5-119
Table 5-70 Transmission Ratios .......................................................................................... 5-121
Table 5-71 Transmission Ratios .......................................................................................... 5-122
Table 5-72 Low Gear Torque Limiting Parameters .............................................................. 5-123
Table 5-73 OI Engine Target RPM ...................................................................................... 5-126
Table 5-74 Voltage Threshold Based on Ambient Air Temperature .................................... 5-127
Table 5-75 Normal Battery Run Mode ................................................................................. 5-127
Table 5-76 Alternate Battery Run Mode .............................................................................. 5-128
Table 5-77 Continuous Battery Run Mode .......................................................................... 5-128
Table 5-78 Optimized Idle Digital Inputs and Digital Outputs .............................................. 5-131
Table 5-79 Optimized Idle Options ...................................................................................... 5-132
Table 5-80 Engine Protection Parameters .......................................................................... 5-132
Table 5-81 Parked Regeneration Options ........................................................................... 5-135
Table 5-82 Parameter Settings for Manual Transmissions ................................................. 5-136
Table 5-83 Parameter Settings for J1939 Transmissions (Allison, Eaton UltraShift, Eaton
AutoShift) ......................................................................................................... 5-137
xxiv All information subject to change without notice. (Rev. 5/08)

Table 5-84 DPF Stationary Regen Only Parameter ............................................................ 5-137

Table 5-85 Optional MCM Features for Regeneration ........................................................ 5-137
Table 5-86 PasSmart Settings ............................................................................................. 5-140
Table 5-87 PasSmart Parameters ....................................................................................... 5-141
Table 5-88 Protected Parameters ....................................................................................... 5-143
Table 5-89 Progressive Shift Programming ........................................................................ 5-149
Table 5-90 Starter Lockout .................................................................................................. 5-152
Table 5-91 Tachometer Parameter ...................................................................................... 5-153
Table 5-92 Switch Configuration for Cab PTO .................................................................... 5-158
Table 5-93 Extended Idle Shutdown Torque Threshold for Shutdown in PTO Mode .......... 5-160
Table 5-94 Cruise Switch PTO Digital Inputs ...................................................................... 5-161
Table 5-95 Cruise Switch PTO Parameters (1 of 2) ............................................................ 5-162
Table 5-96 Cruise Switch PTO Parameters (2 of 2) ............................................................ 5-163
Table 5-97 Gray Coded Inputs ............................................................................................ 5-166
Table 5-98 Binary Inputs ..................................................................................................... 5-166
Table 5-99 Remote PTO Parameters (1 of 2) .................................................................... 5-167
Table 5-100 Remote PTO Parameters (2 of 2) ..................................................................... 5-168
Table 5-101 Remote Accelerator Control Parameter Settings .............................................. 5-169
Table 5-102 RPM Freeze Programming Options .................................................................. 5-171
Table 5-103 Manual Transmission Options ........................................................................... 5-173
Table 5-104 AGS2 Connector ............................................................................................... 5-175
Table 5-105 AGS2 Transmission Programming Requirements for Non-Multiplexed
Vehicles ............................................................................................................ 5-176
Table 5-106 AGS2 Transmission Programming Requirements for Multiplexed Vehicles ...... 5-177
Table 5-107 Top2 Reprogramming Choices .......................................................................... 5-179
Table 5-108 Allison Transmission Parameters ...................................................................... 5-180
Table 5-109 Eaton UltraShift Transmission Parameters ....................................................... 5-182
Table 5-110 Eaton AutoShift Transmission Parameters ....................................................... 5-183
Table 5-111 ZF Astronic Transmission Parameters .............................................................. 5-184
Table 5-112 Vehicle Speed Limiting Parameters .................................................................. 5-185
Table 5-113 VSS Anti-tampering Parameters ....................................................................... 5-187
Table 6-1 Identifiers Used by CPC .................................................................................... 6-4
Table 6-2 Message Priority Assignments .......................................................................... 6-5
Table 6-3 J1939 Source Address ...................................................................................... 6-28
Table C-1 DDEC VI Parameters ........................................................................................ C-20
All information subject to change without notice. (Rev. 5/08) xxv

TABLE OF CONTENTS
xxvi All information subject to change without notice. (Rev. 5/08)

1 INTRODUCTION
DDEC VI is a system that monitors and determines all values required for the operation of the
engine. A diagnostic interface is provided to connect to an external diagnosis tester.
Besides the engine related sensors and the engine-resident control unit, the Motor Control Module
(MCM), this system has a cab-mounted control unit for vehicle engine management, the Common
Powertrain Controller (CPC). The connection to the vehicle is made via a CAN interface which
digitally transmits the nominal values (e.g. torque, engine speed specification, etc.) and the actual
values (e.g. engine speed, oil pressure, etc.).
All information subject to change without notice. (Rev. 5/08) 1-1

INTRODUCTION
THIS PAGE INTENTIONALLY LEFT BLANK
1-2 All information subject to change without notice. (Rev. 5/08)

2 SAFETY PRECAUTIONS
The following safety measures are essential when installing DDEC VI in a vehicle equipped
with a Detroit Diesel engine.
PERSONAL INJURY
Diesel engine exhaust and some of its constituents are known
to the State of California to cause cancer, birth defects, and
other reproductive harm.
□ Always start and operate an engine in a well ventilated
area.
□ If operating an engine in an enclosed area, vent the
exhaust to the outside.
□ Do not modify or tamper with the exhaust system or
emission control system.
2.1 STANDS
Use safety stands in conjunction with hydraulic jacks or hoists. Do not rely on either the jack or
the hoist to carry the load.
2.2 GLASSES
Select appropriate safety glasses for the job. Safety glasses must be worn when using tools
such as hammers, chisels, pullers and punches.

SAFETY PRECAUTIONS
2.3 WELDING
Consider the consequences of welding.
NOTICE:
When welding, the following must be done to avoid damage to the
electronic controls or the engine:
□ Both the positive (+) and negative (-) battery leads must be
disconnected before welding.
□ Ground cable must be in close proximity to welding location
- engine must never be used as a grounding point.
□ Welding on the engine or engine mounted components is
NEVER recommended.
Wear welding goggles and gloves when welding or using an acetylene torch.
FIRE
To avoid injury from fire, check for fuel or oil leaks before
welding or carrying an open flame near the engine.
Insure that a metal shield separates the acetylene and oxygen which must be chained to a cart.
2.4 WORK PLACE

Organize your work area and keep it clean.
PERSONAL INJURY
To avoid injury from slipping and falling, immediately clean
up any spilled liquids.
Eliminate the possibility of a fall by:

□ Wiping up oil spills
□ Keeping tools and parts off the floor
A fall could result in a serious injury.

After installation of the engine is complete:
PERSONAL INJURY
To avoid injury from rotating belts and fans, do not remove
and discard safety guards.
□ Reinstall all safety devices, guards or shields

□ Check to be sure that all tools and equipment used to install the engine are removed from
the engine
2.5 CLOTHING
Wear work clothing that fits and is in good repair. Work shoes must be sturdy and rough-soled.
Bare feet, sandals or sneakers are not acceptable foot wear when installing an engine.
PERSONAL INJURY
To avoid injury when working near or on an operating engine,
remove loose items of clothing and jewelry. Tie back or
contain long hair that could be caught in any moving part
causing injury.
2.6 ELECTRIC TOOLS

Improper use of electrical equipment can cause severe injury.
ELECTRICAL SHOCK
To avoid injury from electrical shock, follow OEM furnished
operating instructions prior to usage.
Check power tools before using.

SAFETY PRECAUTIONS
2.7 AIR
Use proper shielding to protect everyone in the work area.
EYE INJURY
To avoid injury from flying debris when using compressed air,
wear adequate eye protection (face shield or safety goggles)
and do not exceed 276 kPa (40 psi) air pressure.
2.8 DIAGNOSTIC TOOLS

For mobile applications, the vehicle operator must maintain control of the vehicle while an
assistant performs the diagnostic evaluations using a diagnostic tool.
PERSONAL INJURY
To avoid injury from loss of vehicle/vessel control, the
operator of a DDEC equipped engine must not use or read
any diagnostic tool while the vehicle/vessel is moving.
2.9 FLUIDS AND PRESSURE

Fluids under pressure can have enough force to penetrate the skin.
PERSONAL INJURY
To avoid injury from penetrating fluids, do not put your hands
in front of fluid under pressure. Fluids under pressure can
penetrate skin and clothing.

HOT COOLANT
To avoid scalding from the expulsion of hot coolant, never
remove the cooling system pressure cap while the engine is
at operating temperature. Wear adequate protective clothing
(face shield, rubber gloves, apron, and boots). Remove the
cap slowly to relieve pressure.
These fluids can infect a minor cut or opening in the skin. See a doctor at once, if injured by
escaping fluid. Serious infection or reaction can result without immediate medical treatment.
2.10 BATTERIES
Electrical storage batteries give off highly flammable hydrogen gas when charging and continue
to do so for some time after receiving a steady charge.
Battery Explosion and Acid Burn

To avoid injury from battery explosion or contact with battery
acid, work in a well ventilated area, wear protective clothing,
and avoid sparks or flames near the battery. If you come in
contact with battery acid:
□ Flush your skin with water.
□ Apply baking soda or lime to help neutralize the acid.
□ Flush your eyes with water.
□ Get medical attention immediately.
Always disconnect the battery cable before working on the Detroit Diesel Electronic Controls
system.

SAFETY PRECAUTIONS
2.11 FIRE
Keep a charged fire extinguisher within reach. Be sure you have the correct type of extinguisher
for the situation. The correct fire extinguisher types for specific working environments are
listed in Table 2-1.
Fire Extinguisher Work Environment

Type A Wood, Paper, Textile and Rubbish
Type B Flammable Liquids
Type C Electrical Equipment
Table 2-1 The Correct Type of Fire Extinguisher
2.12 PAINT
Mask off the MCM prior to applying any paint.
NOTICE:
Do not apply paint to the MCM. The application of paint may affect
the performance of the MCM.
2.13 FLUOROELASTOMER
Fluoroelastomer (Viton®) parts such as O-rings and seals are perfectly safe to handle under
normal design conditions.
CHEMICAL BURNS
To avoid injury from chemical burns, wear a face shield and
neoprene or PVC gloves when handling fluoroelastomer
O-rings or seals that have been degraded by excessive heat.
Discard gloves after handling degraded fluoroelastomer
parts.
A potential hazard may occur if these components are raised to a temperature above 600°F (316°C)
(in a fire for example). Fluoroelastomer will decompose (indicated by charring or the appearance
of a black, sticky mass) and produce hydrofluoric acid. This acid is extremely corrosive and, if
touched by bare skin, may cause severe burns (the symptoms could be delayed for several hours).

3 HARDWARE AND WIRING
Section Page
3.1 MOTOR CONTROL MODULE ................................................................ 3-3

3.2 COMMON POWERTRAIN CONTROLLER ............................................. 3-31
3.3 WIRES AND WIRING ............................................................................. 3-77
3.4 CONDUIT AND LOOM ............................................................................ 3-91
3.5 TAPE AND TAPING ................................................................................ 3-93
3.6 SENSORS ............................................................................................... 3-95
3.7 LAMPS .................................................................................................... 3-113

HARDWARE AND WIRING

3.1 MOTOR CONTROL MODULE

The engine mounted Motor Control Module (MCM) includes control logic to provide overall
engine management. See Figure 3-1.
1. 21–pin Connector (OEM Responsibility) 2. 120–pin Connector (Detroit Diesel Responsibility)
Figure 3-1 Motor Control Module
NOTE:
Do NOT ground the MCM housing. This can result in false codes being logged.
3.1.1 ENGINE HARNESS
The MCM has a 120–pin connector Engine Harness which is factory installed. It also has a
21–pin connector and 31–pin connector which are the responsibility of the OEM.

HARDWARE AND WIRING
MCM 120–pin Connector for DD15 Engines
The pinouts for the 120–pin connector for the DD15 engine are listed in Table 3-1, Table 3-2,
Table 3-3, and Table 3-4.
Pin Function Connector

1 Quality Control Valve
2 Quality Control Valve
3 NC
4 Spill Amplifier Control Valve (cyl 4) - pin 2
5 NC
7 Spill Amplifier Control Valve Common (cyl 4, 5, 6) - pin 1
9 NC
11 NC
13 Spill Amplifier Control Valve Common (cyl 1, 2, 3) pin 1
15 NC
16 Needle Control Valve (cyl 4) - pin 4
17 NC
19 Needle Control Valve Common (cyl 4,5,6) - pin 3
21 NC
23 NC
25 Needle Control Valve Common (cyl 1,2,3) - pin 3
26 Needle Control Valve (cyl 1) - pin4
27 NC
28 NC
29 DOC Outlet Temp Sensor
30 DPF Outlet Pressure Sensor
Table 3-1 MCM Connector – DD15 (1 of 4)


31 NC
32 Jake – Medium
33 Two-speed Fan or Variable Speed Fan
34 NC
35 NC
36 NC
37 NC
38 Ground
39 NC
40 NC
41 Grid Heater
42 NC
43 CKP/TRS (+)
44 NC
45 CMP/SRS (+)
46 NC
47 Fan Speed
48 CMP/SRS (-)
49 NC
50 Sensor Ground
51 Turbo Speed Sensor
52 Sensor Ground
53 NC
54 Sensor Ground
55 Sensor Ground
56 NC
57 Water-in-Fuel-Sensor
58 Sensor Power Supply
59 HDMS Fan Thermal Switch
60 EGR Valve Position

HARDWARE AND WIRING

61 EGR Valve
62 Power Supply
63 NC
64 Power Supply
65 Doser
66 Jake – Low
67 Sensor Ground
68 NC
69 Fuel Cutoff Valve
70 Ground
71 Sensor Supply
72 NC
73 CKP (-)
74 CAN (-)
75 CAN (+)
76 NC
77 Supply Fuel Temperature Sensor
78 Fuel Rail Pressure Sensor
79 Grid Heater
80 Coolant Inlet Temperature Sensor
81 NC
82 Sensor Supply
83 NC
84 Fuel Compensation Pressure Sensor
85 Sensor Supply
86 Turbo Compressor In Temp
87 Intake Manifold Pressure Sensor
88 Sensor Ground
89 DOC Inlet Temp Sensor
90 Intake Air Throttle Valve


91 Power Supply
92 Grid Heater
93 Air Seal Pressure Regulator Valve
94 NC
95 Ground
96 NC
97 NC
98 Single-speed Fan or Two-speed Fan
99 NC
100 Intake Air Throttle (+)
101 Intake Air Throttle (-)
102 Sensor Ground
103 Sensor Ground
104 Sensor Ground
105 Engine Oil Pressure Sensor
106 Intake Manifold Temperature Sensor
107 NC
108 Engine Oil Temperature Sensor
109 EGR Delta Pressure Sensor
110 Coolant Outlet Temp Sensor
111 Fuel Line Pressure Sensor
112 Turbo Compressor Out Temp
113 NC
114 Sensor Ground
115 DPF Outlet Temp Sensor
116 NC
117 Sensor Power Supply
118 DPF Inlet Pressure Sensor
119 Intake Air Temperature Sensor
120 NC

HARDWARE AND WIRING
MCM 120–pin Connector for Series 60 Engines
The pinouts for the 120–pin connector for the Series 60 engine are listed in Table 3-5, Table 3-6,
Table 3-7, and Table 3-8.
Signal
Type
1 RPU_H NC
2 RPU_L NC
3 PV_IM1 NC
4 MV_B5F Spill Control Valve (cyl 4) - pin 4
5 MV_B5 Spill Control Valve Common - pin 3
6 MV_B5D Spill Control Valve (cyl 6) - pin 4
8 MV_B5B Spill Control Valve (cyl 5) - pin 4
10 MV_B4E Spill Control Valve (cyl 2) - pin 4
12 MV_B4C Spill Control Valve (cyl 3) - pin 4
13 MV_B4 NC
14 MV_B4A Spill Control Valve (cyl 1) - pin 4
15 MV_B4 NC
16 MV_B2F Needle Control Valve (cyl 4) - pin 2
17 MV_B2 Needle Control Valve Common - pin 1
18 MV_B2D Needle Control Valve (cyl 6) - pin 2
20 MV_B2B Needle Control Valve (cyl 5) - pin 2
22 MV_B1E Needle Control Valve (cyl 2) - pin 2
23 MV_B1 Needle Control Valve Common (cyl 1,2,3) - pin 1
24 MV_B1C Needle Control Valve (cyl 3) - pin 2
25 MV_B1 NC
26 MV_B1A Needle Control Valve (cyl 1) - pin 2
27 MV_B1 NC
28 START_B NC
29 A16 DOC Outlet Temp Sensor
30 A01 DPF Outlet Pressure Sensor
Table 3-5 MCM Connector – Series 60 (1 of 4)

Pin Signal Type Function Connector

31 PWM_5 NC
32 PWM_7 Jake 1
33 PWM_6 Two-speed Fan or Variable Speed Fan
34 PWM_8 NC
35 PWM_10 NC
36 PWM_9 NC
37 PWM_11 NC
38 PV_M Ground
39 HSW2 NC
40 SW_1 NC
41 HSW1 NC
42 DYN3_N CKP/TRS (-)
43 DYN3 CKP/TRS (+)
44 DYN2_N CMP/SRS (-)
45 DYN2 CMP/SRS (+)
46 D3_V NC
47 DYN4 Fan Speed
48 DYM_2M NC
49 DYN5_S NC
50 SGND_TL Sensor Ground
51 DYN1 Turbo Speed Sensor
52 SGND_P Sensor Ground
53 A23 NC
54 A09 Engine Oil Pressure Sensor
56 A20 NC
57 A05 NC
58 SENS1_V Sensor Power Supply
59 A17 NC
60 A02 EGR Valve Position

HARDWARE AND WIRING

61 PWM_1 EGR Valve
62 PV_B2 Power Supply
63 PWM_2 NC
65 PWM_12 Doser
66 PWM_13 Jake 2
67 PV_M Ground
68 SW_2 NC
69 SW_8 Fuel Cutoff Valve
70 SW_6 Ether Start
71 LIN_V NC
72 LIN NC
73 DYN_3M NC
74 CAN3L VNT CAN (-)
75 CAN3H VNT CAN (+)
76 D3_S NC
77 A29 Supply Fuel Temperature Sensor
78 A15 NC
79 D1 NC
80 A27 NC
81 A13 NC
82 SENS2_V Sensor Supply
83 A24 EGR Temperature Sensor
84 A10 Fuel Compensation Pressure Sensor
85 SENS2_V Sensor Supply
86 A21 Turbo Compressor In Temp
87 A06 Intake Manifold Pressure Sensor
89 A18 DOC Inlet Temp Sensor
90 A03 Intake Air Throttle Valve


92 PWM_3 NC
94 PWM_4 NC
95 PV_M NC
96 SW_4 NC
97 SW_5 NC
98 SW_3 Single-speed Fan or Two-speed Fan
99 SW_7 NC
100 H_Out1 Intake Air Throttle (+)
101 H_Out2 Intake Air Throttle (-)
102 SGND Sensor Ground
106 A30 Intake Air Temperature Sensor
107 D2 NC
108 A28 Engine Oil Temperature Sensor
109 A14 EGR Delta Pressure Sensor
110 A26 Engine Coolant Temp Sensor
111 A12 Fuel Line Pressure Sensor
112 A25 Turbo Compressor Out Temp
113 A11 NC
114 SGND_S2 Sensor Ground
115 A22 DPF Outlet Temp Sensor
116 A08 NC
118 A07 DPF Inlet Pressure Sensor
119 A19 NC
120 A04 NC

HARDWARE AND WIRING
MCM 120–pin Connector for MBE 900 Engines
The pinouts for the 120–pin connector for the MBE 900 engine are listed in Table 3-9, Table 3-10,
Table 3-11, and listed in Table 3-12.
Signal
Type
1 RPU_H NC
2 RPU_L NC
3 PV_IM1 NC
4 MV_B5F Electronic Unit Pump (cyl 4) – pin 1
5 MV_B5 Electronic Unit Pump Common (cyl 4) – pin 2
6 MV_B5D Electronic Unit Pump (cyl 6) – pin 1
8 MV_B5B Electronic Unit Pump (cyl 5) – pin 1
10 MV_B4E Electronic Unit Pump (cyl 2) – pin 1
12 MV_B4C Electronic Unit Pump (cyl 3) – pin 1
14 MV_B4A Electronic Unit Pump (cyl 1) – pin 1
16 MV_B2F Injector (cyl 4) – pin 1
17 MV_B2 Injector Common (cyl 4) – pin 2
18 MV_B2D Injector (cyl 6) – pin 1
20 MV_B2B Injector (cyl 5) – pin 1
22 MV_B1E Injector (cyl 2) – pin 1
23 MV_B1 Injector Common (cyl 2) -– pin 2
24 MV_B1C Injector (cyl 3) – pin 1
26 MV_B1A Injector (cyl 1) – pin 1
28 START_B NC
Table 3-9 MCM Connector – MBE 900 (1 of 4)


31 PWM_5 NC
32 PWM_7 Constant Throttle Valve
34 PWM_8 NC
35 PWM_10 NC
36 PWM_9 NC
37 PWM_11 NC
38 PV_M Ground
39 HSW2 Electrostatic Oil Separator
40 SW_1 NC
41 HSW1 Grid Heater
42 DYN3_N NC
43 DYN3 CKP (+)
44 DYN2_N NC
45 DYN2 CMP (+)
46 D3_V NC
47 DYN4 Fan Speed
48 DYM2_M CMP (-)
49 DYN5_S NC
53 A23 NC
56 A20 NC
57 A05 Water-in- Fuel Sensor
59 A17 NC
60 A02 EGR Throttle Position

HARDWARE AND WIRING

61 PWM_1 EGR Valve
63 PWM_2 NC
65 PWM_12 Doser
66 PWM_13 NC
67 PV_M Ground
68 SW_2 NC
69 SW_8 Fuel Cutoff Valve
70 SW_6 NC
71 LIN_V NC
72 LIN NC
73 DYN3_M CKP (-)
74 CAN3L Wastegate CAN (-)
75 CAN3H Wastegate CAN (+)
76 D3_S NC
78 A15 NC
79 D1 Grid Heater
80 A27 NC
81 A13 NC
83 A24 NC
86 A21 Turbo Pressure/Temp Sensor
90 A03 Intake Air Throttle Position


91 PV_B1 Power Supply (Engine Brake, Fan)
92 PWM_3 High Tech Grid Heater
94 PWM_4 NC
95 PV_M Ground
96 SW_4 Exhaust Brake
97 SW_5 NC
98 SW_3 Single-speed or Two-speed Fan
99 SW_7 NC
100 H_OUT1 Intake Air Throttle 5kHz (+)
101 H_OUT2 Intake Air Throttle 5kHz (-)
102 SGND NC
107 D2 Diagnostic Electrostatic Oil Separator
109 A14 EGR Delta Pressure Sensor
113 A11 NC
116 A08 NC
119 A19 NC
120 A04 Turbo Compressor Temperature Sensor

HARDWARE AND WIRING
MCM 120–pin Connector for MBE 4000 Engines
The pinouts for the 120–pin connector for the MBE 4000 engine are listed in Table 3-13, Table
3-14, Table 3-15, and Table 3-16.
Signal
Type
1 RPU_H NC
2 RPU_L NC
3 PV_IM1 NC
4 MV_B5F Electronic Unit Pump (cyl 4) – pin 2
6 MV_B5D Electronic Unit Pump (cyl 6) – pin 2
8 MV_B5B Electronic Unit Pump (cyl 5) – pin 2
10 MV_B4E Electronic Unit Pump (cyl 2) – pin 2
12 MV_B4C Electronic Unit Pump (cyl 3) – pin 2
14 MV_B4A Electronic Unit Pump (cyl 1) – pin 2
16 MV_B2F Injector (cyl 4) – pin 2
18 MV_B2D Injector (cyl 6) – pin 2
20 MV_B2B Injector (cyl 5) – pin 2
22 MV_B1E Injector (cyl 2) – pin 2
24 MV_B1C Injector (cyl 3) – pin 2
26 MV_B1A Injector (cyl 1) – pin 2
28 START_B Optimized Output Starter Activation


31 PWM_5 NC
32 PWM_7 Constant Throttle Valve
34 PWM_8 NC
35 PWM_10 Wastegate
36 PWM_9 NC
37 PWM_11 NC
38 PV_M Ground
39 HSW2 Electrostatic Oil Separator
40 SW_1 NC
41 HSW1 Grid Heater
42 DYN3_N NC
43 DYN3 CKP (+)
44 DYN2_N NC
45 DYN2 CMP (+)
46 D3_V NC
47 DYN4 Fan Speed
48 DYM2_M CMP (-)
49 DYN5 NC
53 A23 NC
56 A20 NC
57 A05 NC
59 A17 NC
60 A02 EGR Throttle Position

HARDWARE AND WIRING

61 PWM_1 EGR Valve
63 PWM_2 NC
65 PWM_12 Doser
EPV2
66 PWM_13
(Entry Connecting Flap)
67 PV_M Ground
68 SW_2 NC
69 SW_8 NC
70 SW_6 NC
71 LIN_V NC
72 LIN NC
73 DYN3_M CKP (-)
74 CAN3L NC
75 CAN3H NC
76 D3_S NC
78 A15 NC
79 D1 Grid Heater
80 A27 NC
81 A13 NC
83 A24 NC
86 A21 Turbo Compressor Temperature Sensor
90 A03 Intake Air Throttle Position


92 PWM_3 High Tech Grid Heater
94 PWM_4 NC
95 PV_M Ground
EPV1
96 SW_4
(Entry Shutoff Flap)
97 SW_5 NC
98 SW_3 Single-speed Fan or Two-speed Fan
99 SW_7 NC
100 H_OUT1 Intake Throttle Valve 5 kHz (+)
101 H_OUT2 Intake Air Throttle Valve 5 kHz (-)
107 D2 Electrostatic Oil Separator
109 A14 Intake Air Delta P Sensor
112 A25 NC
113 A11 NC
116 A08 NC
120 A04 Turbo Compressor Pressure Sensor

HARDWARE AND WIRING
Connector Brackets
The harnesses on MCM must be bracketed and held secure. The bracket design will change for
different engines as the routing is different. The 120–pin connector and the 21-pin connector
must be tie-wrapped to the brackets as shown in the following drawing for the Series 60 engine
(see Figure 3-2).
Figure 3-2 Series 60 Engine 120–pin Connector and 21–pin Connector

Tie-wrapped to Brackets

MCM 21–pin and 31–pin Connectors
The wiring for the VIH 21–pin to the MCM is listed in Table 3-17. The side of the connector
shown is looking into the pins.

21/1 CAN2L Not Used
21/2 CAN2GND Not Used
21/3 CAN2H Not Used
21/5 KL31 Battery (-)
21/7 KL15 IGN
21/10 CAN1GND Engine CAN Shield
21/11 KL30 Battery (+)
21/13 CAN1H Engine CAN +
21/16 CAN1GND Not Used Front
Looking into the Pins on the Harness
21/17 BOOT Not Used
21/18 KDiag_S Not Used
21/19 CAN1L Engine CAN –
21/20 KL50 Crank Start Input
21/21 START_B Crank Activation Output
Table 3-17 21–Pin Connector to the MCM
Part DDC Part Number

Connector 024 545 76 26
1.0 – 2.5 mm Contact (single) 014 545 82 26
2 000 545 29 39
Seal (2.2 – 3.0 mm insulation diameter)
2
Seal (1.2 – 2.1 mm insulation diameter) 000 545 28 39
Backshell 001 545 79 83
Cavity Plug 000 545 62 80
Table 3-18 21–Pin Connector to the MCM Part Numbers

HARDWARE AND WIRING
The part numbers for the 31–pin MCM pigtail connector are listed in Table 3-19.

Connector 008 545 31 26
Terminal 006 545 52 26
Seals 000 545 72 80
Cavity Plugs 000 545 62 80
Backshell 000 546 99 35
Table 3-19 31–pin MCM Pigtail Connector Part Numbers
The pinout for the 31–pin pigtail on the Engine Harness is listed in Table 3-20. The OEM is
responsible for wiring to this connector.

31–pin 120–pin Function Series 60 MBE 900 MBE 4000 DD15

31/1 — Spare — — — —
31/2 — Power Supply (IGN)* — — — X
31/3 — Fuel Heater Supply #1† — X - X
31/4 — Spare — — — —
31/5 — Full Heater Supply #2† — X — X
31/6 — Spare — — — —
31/7 — Power Supply Ground* — — — X
31/8 120/70 Ether Start X — — —
Fan Control #2 – High of Two-speed
31/9 120/33 X X X X
Fan or Variable Speed Fan
Single Speed Fan or Low for
31/10 120/98 X X X X
Two-speed Fan
31/11 — Fuel Heater Ground #1† — X — X
31/12 — Spare — — — —
31/13 — Spare — — — —
31/14 120/71 Water-in-Fuel Sensor Supply — X — —
31/15 120/67 Water-in-Fuel Sensor Ground — X — —
31/16 120/96 Engine Brake Solenoid Control — X — —
DOC Outlet Temp Sensor (Exhaust Gas
31/17 120/29 X X X X
Temperature in Front of Particulate Trap)
31/18 120/89 DOC Inlet Temp Sensor X X X X
DPF Outlet Temp Sensor( Exhaust Gas
31/19 120/115 X X X X
Temperature After Particulate Trap)
31/20 — Full Heater Ground #2† — X — X
31/21 — Spare — — — —
31/22 120/91 Power Supply (Eng Brk, Fan, Ether) X X X X
31/23 120/47 Fan Speed X X X X
31/24 120/88 Sensor Ground X X X X
31/25 120/59 HDMS Fan Thermal Switch X — X X
31/26 120/57 Water-in-Fuel Sensor — X — —
31/27 120/86 TCI Temp X — — —
31/29 120/85 Sensor Supply X X X X
DPF Outlet Pressure Sensor (Exhaust
31/30 120/30 X X X X
Gas Pressure After Particulate Filter)
DPF Inlet Pressure Sensor (Exhaust
31/31 120/118 X X X X
Gas Pressure Before Particulate Filter)
*Fused at 15 amps
† Optional for MBE 900 and DD15. Must use 14 AWG wire and fuse at 30A.
Table 3-20 31–pin MCM Pigtail Connector

HARDWARE AND WIRING
3.1.2 DPF HARNESS
The Aftertreatment Device (ATD) configuration includes a Diesel Oxidation Catalyst (DOC) and
a Diesel Particulate Filter (DPF). See Figure 3-3.
1. Diesel Oxidation Catalyst 6. DPF Outlet Pressure Sensor

2. DOC Inlet Temperature Sensor 7. Diesel Particulate Filter
3. DOC Outlet Temperature Sensor 8. DPF Inlet Pressure Sensor
4. Sensor Junction Box A= Engine Exhaust Inlet
5. DPF Outlet Temperature Sensor B= Exhaust Outlet
Figure 3-3 Aftertreatment Device

The ATD may be horizontally or vertically mounted depending on the vehicle chassis
configuration. See Figure 3-4 for a typical mounting view of the ATD.
Figure 3-4 Typical Mounting Views of an Aftertreatment Device
The wiring for the DPF Harness is determined by the ATD mount position.

HARDWARE AND WIRING
DPF Harness – Vertical Mount ATD (31-pin to 10 pin connector)
See Figure 3-5 for the DPF Harness wiring for vertical mount ATDs.
Figure 3-5 Vertical and Under Step Mount ATD Wiring — OEM Responsibility

The wiring for the 10–pin DPF connector is listed in Table 3-21.
The DDC part numbers for the DPF connector are listed in Table 3-22.

1 Sensor Ground
2 Sensor Supply
DPF Inlet Pressure Sensor (Exhaust Gas Pressure
3
Before Particulate Filter)
DPF Outlet Pressure Sensor (Exhaust Gas
4
Pressure After Particulate Filter)
DOC Outlet Temperature Sensor (Exhaust Gas
5
Temp in Front of Particulate Trap)
6 DOC Inlet Temperature Sensor
DPF Outlet Temperature Sensor( Exhaust Gas
7
Temp After Particulate Trap)
8 Sensor Ground
9 Plug
10 Plug
Table 3-21 DPF 10–pin Connector
Part DDC Part Numbers Manufacture Part Number

Vehicle 10-Pin Connector 23531613 54201016
Vehicle Terminal (Male) 23531614 LSP–1811–58AU
Plug 23531615 54200005
Table 3-22 DDC Part Numbers for the DPF 10-pin Connector — Vertical Mount
ATD
NOTICE:
The recommended terminals (P/N: 23531614) listed in Table 3-22
are gold plated. Do not use terminals that are not gold plated as
this may lead to corrosion.

HARDWARE AND WIRING
DPF Harness – Horizontal Mount ATD (31-pin to 10-pin Connector/2-pin

Connector)
See Figure 3-6 for the DPF Harness wiring for horizontal mount ATDs.
Figure 3-6 Horizontal Mount ATD Wiring — OEM Responsibility

The wiring for the DPF 10–pin connector and 2–pin connector is listed in Table 3-23.
The DDC part numbers for the DPF connector arelisted in Table 3-24.

1 Sensor Ground
2 Sensor Supply
DPF Inlet Pressure Sensor (Exhaust Gas Pressure
3
Before Particulate Filter)
DPF Outlet Pressure Sensor (Exhaust Gas
4
Pressure After Particulate Filter)
DOC Outlet Temperature Sensor (Exhaust Gas
5
Temp in Front of Particulate Trap)
6 DOC Inlet Temperature Sensor
DPF Outlet Temperature Sensor( Exhaust Gas
7
Temp After Particulate Trap)
8 Sensor Ground
DPF 2–pin Connector
9 DOC Inlet Temperature Sensor 2
10 Sensor Ground 1
Table 3-23 DPF 10–pin Connector and 2–pin Connector — Horizontal Mount
ATD

Vehicle Terminal (Male) 23531614 LSP-1811–58AU
Vehicle Terminal (Female) 23531617 JTP-1811–66AU
Plug 23531615 54200005
Table 3-24 DDC Part Numbers for the DPF 10-pin and 2–pin Connector —
Horizontal Mount ATD
NOTICE:
The recommended terminals (P/N: 23531614 and 23531617)
listed in Table 3-24 are gold plated. Do not use terminals that are
not gold plated as this may lead to corrosion.

HARDWARE AND WIRING

3.2 COMMON POWERTRAIN CONTROLLER

The Common Powertrain Controller (CPC) has three 18–pin connectors and one 21–pin
connector. The following sections contain the connector pin-outs for truck, vocational, transit bus,
fire truck, and crane applications.
The CPC is the interface between the MCM and the vehicle/equipment for engine control and
manages other vehicle/equipment functions. See Figure 3-7.
Figure 3-7 The Common Powertrain Controller

HARDWARE AND WIRING
The OEM is responsible for mounting this part in an enclosed, protected environment. The
mounting bracket is the responsibility of the OEM. There must be maximum physical separation
of the VIH from other vehicle/equipment electrical systems. Other electrical system wires should
ideally be at least three feet away from the VIH and should not be parallel to the VIH. This will
eliminate coupling electromagnetic energy from other systems into the VIH. See Figure 3-8 for
the CPC dimensions.
Figure 3-8 CPC Dimensions
NOTE:
The CPC should be mounted with the connectors pointing down.

The CPC communicates over the J1587 and J1939 Data Links to the vehicle (see Figure 3-9).
Figure 3-9 NAFTA Architecture On-highway
Within the CPC, sets of data for specific applications are stored. These include idle speed,
maximum running speed, and speed limitation. Customer programmable parameters are also
stored here.
The CPC receives data from the operator (accelerator pedal position, switches, various sensors)
and other electronic control units (for example, synchronization controllers for more than one
genset, air compressor controls).
From this data, instructions are computed for controlling the engine and transmitted to the MCM
via the proprietary data link.
3.2.1 ENVIRONMENTAL CONDITIONS
Temperature, vibration, and water intrusion must be considered.
Temperature
The ambient operating temperature range is –40°F to 185°F (-40°C to 85°C).
Water Intrusion
The CPC is not water tight and cannot be subject to water spray. It must be mounted in an
enclosed, protected environment.

HARDWARE AND WIRING
3.2.2 CPC VEHICLE INTERFACE HARNESS
The OEM supplied Vehicle Interface Harness (VIH) connects the CPC to the MCM and other
vehicle systems (see Figure 3-10).
Figure 3-10 Vehicle Interface Harness

The following criteria are to be used when designing the VIH.
Criteria: VIH Design
The four vehicle connectors are designed to accept 18 AWG wires for all circuits.
The conductor must be annealed copper, not aluminum, and must comply with the
industry standard SAE J1128 document.
Color code the wires as shown in the schematics. If the wires used are the same color,
hot stamp the cavity number on the wires.
NOTE:
The Vehicle Speed Sensor (VSS) must be a twisted pair. The twists are a minimum of 12
turns per foot (305 mm) and are required to minimize electromagnetic field coupling.
NOTE:
J1939 cable is required for the J1939 datalink wires. Refer to SAE J1939–11 spec
for specific requirements.
The low speed propriety Engine-CAN link between the MCM and the CPC must be a twisted
shielded cable with 0.75 mm diameter wire (approximately 20 AWG), bundle shielded with drain
wire and 30 twists per meter. The insulation is rated to 105°C. Termination resistors for the
Engine-CAN link are located in the CPC and MCM.
Frequency Input
The CPC has one frequency input on the VIH that can accept a variable reluctance sensor. A
typical frequency input functions is the Vehicle Speed Sensor (VSS). Requirements for a variable
reluctance signal interface are listed in Table 3-25.
Parameter Range
Input Amplitude Range V Peak to Peak
Input Frequency Range 0 to 10,000 Hz
Table 3-25 Variable Reluctance Signal Interface

HARDWARE AND WIRING
Digital Inputs
These inputs are in low state by providing a connection to battery ground and placed in high
state by providing an open circuit.
Digital Input Requirements:

High State: Vin ≥ 2/3 Battery (+)
Low State: Vin ≤1/3 Battery (+)
Isink: Capable of sinking 5–20 mA
NOTE:
Use switches that will not oxidize with the passage of time and environmental factors
due to the low source current.
Digital Outputs
There are 15 digital outputs located on the CPC.
High Power Outputs

DO_HP_FLEX-01 – 4/9
DO_HP_FLEX_02 – 3/17
DO_HP_HS_01 — 3/7
DO_HP_HS_02 — 3/8
DO_HP_HS_04 — 4/10
DO_HP_LS_01 — 3/9
DO_HP_LS_02 — 4/7
Low-side High Power Output Characteristics:

Resistance: 12 V - vehicle power: R > 8 ohms
Inductivity: ≤ 800 mH (if valve or relay load)
Capacity: ≤ 10 nF
Isink: Capable of sinking less than or equal to 2.0 A

Low Power Outputs

DO_HP_FLEX-1 – 1/13
DO_HP_FLEX_2 – 2/10
DO_HP_FLEX_3 — 3/10
DO_HP_LS_01 — 1/4
DO_HP_LS_02 — 1/5
Low-side Low Power Output Characteristics:

Resistance: 12 V - vehicle power: R > 64 ohms
Inductivity: < 1.3 H (if relay load)
Capacity: < 10 nF
Inrush Lamp Current: < 2.5 A
Isink: Capable of sinking less than or equal to 0.25 A

HARDWARE AND WIRING
3.2.3 VIH WIRING
The OEM is responsible for wiring four connectors to the CPC, one 21–connector to the MCM,
one 31–pin connector to the Engine Harness and a 10–pin Diesel Particulate Filter (DPF)
connector. The connector and terminal part numbers are listed in the following pages.
Truck Applications
The pin assignments for the Common Powertrain Controller (CPC) #1 connector (18–pins) for
truck applications islisted in Table 3-26. The side of the connector shown is looking into the pins.
The part numbers for the #1 connector, Key B and terminals are listed in Table 3-27.

1/1 Digital Input_FLEX_01 Dual-speed Axle
1/2 Digital Input_FLEX_02 Park Brake Interlock
1/3 Digital Input_SFP_05 Idle Validation Switch 2 (throttle active)
1/4 Digital Output_LP_LS_02 Throttle Position Sensor Ground
1/5 Digital Output_LP_LS_01 DPF Regeneration Lamp
1/6 Digital Input_SFP_06 Idle Validation Switch 1 (idle active)
1/7 SFP_08 Throttle Position Sensor
1/8 SFP_07 Throttle Position Sensor Supply
1/9 PWM_FPO_02 Tachometer
1/10 Digital Input_FLEX_20 Stop Engine / Aux Shutdown #1
1/11 Digital Input_FLEX_08 Limiter 0
1/12 Digital Input_FLEX_03 Set / Coast Enable
1/13 Digital Output_LP_FLEX_01 MIL Lamp
Front
1/14 Digital Input_FLEX_04 Cruise Control Enable Looking into the Pins on
1/15 Digital Input_FLEX_05 Stop Engine Override the Harness
1/16 Digital Input_FLEX_06 Resume / Accel Enable

1/17 Digital Input_FLEX_07 Not Used
1/18 SFP_01 Run Start
Table 3-26 Connector #1 Pin Assignments – Truck Application

CPC - 18 Pin Connector - B Key 018 545 67 26
CPC - socket 0.5-1.0mm wire (single) 013 545 76 26
Table 3-27 Connector #1, 18–pin Connector, B Key

truck applications is listed in Table 3-28. The side of the connector shown is looking into the pins.
The part numbers for the #2 connector, Key A and terminals are listed in Table 3-29.

2/1 Battery (+) PSU (KL_30) Main Battery +12 V
2/2 Battery (-) PSU (KL_31) Main Battery Ground
2/3 Battery (+) Switched PSU Ignition
2/4 K_DIAG_C K-line
2/5 J1708_A_C J1587(+)
2/6 J1708_B_C J1587(–)
2/7 Digital Input_FLEX_15 Service Brake Released Switch
2/8 Digital Input_FLEX_16 Remote Throttle Select Switch
2/9 Digital Input_FLEX_09 Remote PTO Switch
2/10 Digital Output_LP_FLEX_03 Amber Warning Lamp
2/12 Digital Input_FLEX_11 A/C Status
2/13 Digital Input_FLEX_12 Fan Override
Front
2/14 Digital Input_FLEX_13 Engine Brake Low Looking into the Pins on
2/15 Digital Input_FLEX_14 Engine Brake Medium the Harness
2/16 VCAN_L_C J1939 (-)

2/17 VCAN_GND_C J1939 Shield
2/18 VCAN_H_C J1939 (+)

CPC - 18 Pin Connector - A Key 013 545 64 26
Table 3-29 Connector #2, 18–pin Connector, A Key

HARDWARE AND WIRING
truck applications islisted in Table 3-30 . The side of the connector shown is looking into the pins.

3/1 Analog_In_01 OI Thermostat
3/2 Analog_GND Sensor Return
3/3 Analog__SUP_5V Sensor Supply
3/4 Analog_In_02 PTO
3/5 Analog_Out_01 Not Used
3/7 Digital Output_HP_HS_01 Top2 Lockout Solenoid/AGS2 PTO Valve
3/8 Digital Output_HP_HS_02 Top2 Shift Solenoid/AGS2 PTO Lamp
3/9 Digital Output_HP_LS_01 AGS 2 Backup Lamp/WIF Lamp (DD15)
3/10 Digital Output_LP_FLEX_02 AGS2 Trans Temp Lamp
3/11 SFP_14 Low Coolant Level Sensor
3/12 Digital Output_LP_FLEX_04 AGS2 Check Trans Lamp
3/13 SFP_09 Vehicle Speed (+)
3/14 SF_VGND Vehicle Speed (-) Front
Looking into the Pins on
3/15 Analog_In_SFP_13 Ambient Air Temperature Sensor
the Harness
3/16 Digital Output_LP_FLEX_05 Red Stop Lamp
3/17 Digital Output_HP_FLEX_02 OI Alarm
3/18 Digital Input_SFP_02 ABS Active (AGS2 Transmission)
3/19 Not Used Not Populated

Table 3-31 Connector #3, 21–pin Connector, Key A

truck applications islisted in Table 3-32. The side of the connector shown is looking into the pins.
The part numbers for the #4 connector, Key C and terminals are listed in Table 3-33.

4/1 C_ECAN_L Engine CAN (-)
4/2 C_ECAN_GND Engine CAN Shield
4/3 C_ECAN_H Engine CAN (+)
4/4 Digital Input_SFP_11 Not Populated
4/6 Digital Output_LP_FLEX_06 Wait to Start Lamp (Grid Heater)
4/7 Digital Output_HP_LS_02 High Exhaust System Temperature Lamp
4/8 Digital Input_FLEX_E1 Clutch Released/PTO Request for AGS2
4/9 Digital Output_HP_FLEX_01 OI Active Lamp/WIF Lamp (MBE 900)
4/10 Digital Output_HP_HS_04 Vehicle Power Shutdown
4/11 Frequency_SFP_10 Not Used
4/12 PWM_FPO_01 Vehicle Speed Output
4/13 Digital Input__FLEX_19 DPF Inhibit Switch
Front
4/14 Digital Input_SFP_03 Not Populated Looking into the Pins on
the Harness
4/16 Digital Input_FLEX_17 Trans Neutral Switch
4/17 Digital Input_FLEX_21 DPF Regeneration Switch
4/18 Digital Input_FLEX_18 Hood Tilt Switch/AGS2 PTO Feedback

CPC - 18 Pin Connector - C Key 018 545 68 26
Table 3-33 Connector #4, 18–pin Connector, Key C

HARDWARE AND WIRING
Vocational Applications
The pin assignments for the Common Powertrain Controller (CPC) #1 connector (18–pin) for
vocational applications are listed in Table 3-34. The side of the connector shown is looking
into the pins.

1/1 Digital Input_FLEX_01 Dual-speed Axle
Front
1/14 Digital Input_FLEX_04 Cruise Enable Looking into the Pins on

1/17 Digital Input_FLEX_07 Throttle Inhibit
Table 3-34 Connector #1 Pin Assignments – Vocational Applications


into the pins.

2/4 K_DIAG_C K-line
2/5 J1708_A_C J1587 (+)
2/6 J1708_B_C J1587 (–)
2/7 Digital Input_FLEX_15 Service Brake Switch
2/9 Digital Input_FLEX_09 Remote PTO Select
Front
2/16 VCAN_L_C J1939-

2/18 VCAN_H_C J1939+


HARDWARE AND WIRING
into the pins.

3/1 Analog_In_01 Not Used
3/7 Digital Output_HP_HS_01 Not Used
3/9 Digital Output_HP_LS_01 AGS 2 Backup Lamp/AGS2 PTO Valve
AGS2 Trans Temp Lamp/AGS2
3/10 Digital Output_LP_FLEX_02
PTO Lamp
3/12 Digital Output_LP_FLEX_04 AGS2 Check Trans Lamp
Front
3/14 SF_VGND Vehicle Speed (-)
3/15 Analog_In_SFP_13 Ambient Air Temperature Sensor the Harness
3/17 Digital Output_HP_FLEX_02 Starter Lockout/Run Signal
3/18 Digital Input_SFP_02 ABS Active (AGS2 Transmission)


into the pins.

4/8 Digital Input_FLEX_E1 Clutch Released/PTO Request for AGS2
4/9 Digital Output_HP_FLEX_01 Deceleration Lamp/WIF Lamp (MBE 900)
4/12 PWM_FPO_01 Vehicle Speed Output
Front
the Harness
4/18 Digital Input_FLEX_18 AGS2 PTO Feedback


HARDWARE AND WIRING
Coach Applications
coach applications are listed in Table 3-42.

1/1 Digital Input_FLEX_01 Transmission Retarder Active
Front

Table 3-42 Connector #1 Pin Assignments – Coach Application



2/4 K_DIAG_C K-line
2/5 J1708_A_C J1587 (+)
2/6 J1708_B_C J1587 (–)
Front
2/16 VCAN_L_C J1939 (-)

2/18 VCAN_H_C J1939 (+)


HARDWARE AND WIRING

3/9 Digital Output_HP_LS_01 WIF Lamp (DD15)
3/10 Digital Output_LP_FLEX_02 Low Battery Voltage Lamp
3/12 Digital Output_LP_FLEX_04 Not Used
the Harness
3/18 Digital Input_SFP_02 Not Used



4/8 Digital Input_FLEX_E1 Clutch Released
4/9 Digital Output_HP_FLEX_01 Deceleration Lamp
4/12 PWM_FPO_01 Not Used
Front
the Harness
4/16 Digital Input_FLEX_17 Neutral Switch
4/18 Digital Input_FLEX_18 Engine Brake Disable


HARDWARE AND WIRING
Fire Truck Applications
The pin assignments for the Common Powertrain Controller #1 connector (18–pin) for fire truck
applications are listed in Table 3-50.

1/2 Digital Input_FLEX_02 Parking Brake
Front
1/14 Digital Input_FLEX_04 Cruise Enable Looking into the Pins on

Table 3-50 Connector #1 Pin Assignments – Fire Truck Application



2/4 K_DIAG_C K-line
2/5 J1708_A_C J1587 (+)
2/6 J1708_B_C J1587 (–)
2/7 Digital Input_FLEX_15 Service Brake
2/9 Digital Input_FLEX_09 Remote PTO Select Switch
Front
2/16 VCAN_L_C J1939 (-)

2/18 VCAN_H_C J1939 (+)


HARDWARE AND WIRING

3/9 Digital Output_HP_LS_01 Engine Brake Active/WIF Lamp (DD15)
3/10 Digital Output_LP_FLEX_02 Coolant Level Low Lamp
3/12 Digital Output_LP_FLEX_04 Low Oil Pressure Lamp
the Harness
3/17 Digital Output_HP_FLEX_02 Starter Lockout



4/1 C_ECAN_L Engine CAN (+)
4/8 Digital Input_FLEX_E1 Not Used
4/9 Digital Output_HP_FLEX_01 WIF Lamp (MBE 900)
Front
the Harness
4/18 Digital Input_FLEX_18 Engine Brake Disable


HARDWARE AND WIRING
Crane Applications
The pin assignments for the Common Powertrain Controller #1 connector (18–pin) for crane

Front

Table 3-58 Connector #1 Pin Assignments – Crane Application



2/4 K_DIAG_C K-line
2/5 J1708_A_C J1587 (+)
2/6 J1708_B_C J1587 (–)
2/8 Digital Input_FLEX_16 Remote Throttle Select
2/9 Digital Input_FLEX_09 Remote PTO Enable Switch
Front
2/16 VCAN_L_C J1939 (-)

2/18 VCAN_H_C J1939 (+)


HARDWARE AND WIRING

3/1 Analog_In_01 —
3/9 Digital Output_HP_LS_01 Engine Brake Active/WIF Lamp (DD15)
3/10 Digital Output_LP_FLEX_02 Low Battery Voltage Lamp
3/12 Digital Output_LP_FLEX_04 Cruise Active Lamp
the Harness
3/17 Digital Output_HP_FLEX_02 Not Used


applications are listed in Table 3-64

4/8 Digital Input_FLEX_E1 Clutch Released
4/9 Digital Output_HP_FLEX_01 Deceleration Lamp/WIF Lamp (MBE 900)
Front
the Harness
4/18 Digital Input_FLEX_18 RPM Freeze

CPC - 18 Pin Connector - C Key A 018 545 68 26
CPC - socket 0.5-1.0mm wire (single) A 013 545 76 26

HARDWARE AND WIRING
Transit Bus Applications
transit bus applications are listed in Table 3-66.

Front
1/14 Digital Input_FLEX_04 Not Used Looking into the Pins on

Table 3-66 Connector #1 Pin Assignments – Transit Bus Application



2/4 K_DIAG_C K-line
2/5 J1708_A_C J1587 (+)
2/6 J1708_B_C J1587 (–)
Front
2/14 Digital Input_FLEX_13 Not Used Looking into the Pins on
2/15 Digital Input_FLEX_14 Not Used the Harness
2/16 VCAN_L_C J1939 (-)

2/18 VCAN_H_C J1939 (+)


HARDWARE AND WIRING

3/9 Digital Output_HP_LS_01 Not Used
3/10 Digital Output_LP_FLEX_02 Coolant Level Low Lamp
3/12 Digital Output_LP_FLEX_04 Low Oil Pressure Lamp
the Harness


transit bus applications are Table 3-70, and listed in Table 3-72.

4/8 Digital Input_FLEX_E1 Not Used
4/9 Digital Output_HP_FLEX_01 Deceleration Lamp
Front
the Harness

CPC - 18 Pin Connector - C Key A 018 545 68 26

HARDWARE AND WIRING
VIH to MCM Connector Wiring
The wiring for the 21–pin MCM connector is listed in Table 3-74. The side of the connector
shown is looking into the pins.

21/1 CAN2L Not Used
21/3 CAN2H Not Used
21/7 KL15 IGN
21/10 CAN1GND Engine CAN Shield
21/13 CAN1H Engine CAN +
21/16 CAN1GND Not Used Front
Looking into the Pins on the Harness
21/17 Not Used Not Used
21/18 KDiag_S Not Used
21/19 CAN1L Engine CAN –
21/20 KL50 Crank Start Input
21/21 START_B Crank Activation Output
Table 3-74 21–Pin Connector to the MCM

Connector 024 545 76 26
2 000 545 29 39
2
Seal (1.2 – 2.1 mm insulation diameter) 000 545 28 39
Backshell 001 545 79 83

The part numbers for the 31–pin MCM pigtail connector are listed in Table 3-76.

Connector 008 545 31 26
Terminal 006 545 52 26
Seals 000 545 72 80
Backshell 000 546 99 35
The pinout for the 31–pin pigtail on the Engine Harness is listed in Table 3-77. The OEM is
responsible for wiring to this connector.

HARDWARE AND WIRING
Series
31–pin 120–pin Function MBE 900 MBE 4000 DD15
60
31/1 — Spare — — — —
31/2 — Power Supply (IGN)* — — — X
31/3 — Fuel Heater Supply #1† — X — X
31/4 — Spare — — — —
31/5 — Fuel Heater Supply #2† — X — X
31/6 — Spare — - — —
31/7 — Power Supply Ground* — — — X
31/8 120/70 Ether Start X — — —
Fan Control #2 – High of Two-speed
31/9 120/33 X X X X
Fan or Variable Speed Fan
Single Speed Fan or Low for
31/10 120/98 X X X X
Two-speed Fan
31/12 — Spare — — — —
31/13 — Spare — — — —
31/14 120/71 Water-in-Fuel Sensor Supply — X — —
31/15 120/67 Water-in-Fuel Sensor Ground — X — —
31/16 120/96 Engine Brake Solenoid Control — X — —
DOC Outlet Temp Sensor (Exhaust Gas
31/17 120/29 X X X X
Temperature in Front of Particulate Trap)
31/18 120/89 DOC Inlet Temp Sensor X X X X
DPF Outlet Temp Sensor( Exhaust Gas
31/19 120/115 X X X X
Temperature After Particulate Trap)
31/21 — Spare — — — —
31/22 120/91 Power Supply (Eng Brk, Fan, Ether) X X X X
31/23 120/47 Fan Speed X X X X
31/25 120/59 HDMS Fan Thermal Switch X — X X
31/26 120/57 Water-in-Fuel Sensor — X — —
31/27 120/86 TCI Temp X — — —
31/29 120/85 Sensor Supply X X X X
DPF Outlet Pressure Sensor (Exhaust
31/30 120/30 X X X X
Gas Pressure After Particulate Filter)
DPF Inlet Pressure Sensor (Exhaust
31/31 120/118 X X X X
Gas Pressure Before Particulate Filter)
*Fused at 15 amps
† Optional for MBE 900 and DD15. Must use 14 AWG wire and fuse at 30A.
Table 3-77 31–pin MCM Pigtail Connector

VIH Power Wiring
The OEM-supplied VIH power wiring (see Figure 3-11) supplies 12 volts to the CPC and MCM.
The system must be sourced directly from the battery. The terminals are designed to accept 14
AWG wire with an insulation diameter of 3.2 mm minimum and 5.6 mm maximum.
Figure 3-11 Power Wiring

Power and ground must be sourced directly from the battery. An electrically solid connection
to the battery or bus bar is required so the battery can filter electrical noise from the power
lines. Power for other vehicle systems must not be sourced from the VIH power wires. Do not
use chassis ground.
NOTE:
The ground wire must be electrically separate from chassis ground.

HARDWARE AND WIRING
Power and ground bus bars may be used. The bus bar must be connected to the battery posts with
0 AWG or larger wire depending upon the total vehicle current requirement. The connecting wires
must be as short as possible to minimize circuit resistance. Do not connect the ground wire to
the chassis ground. The bus bar and all related MCM and CPC ground circuity must not be any
part of the chassis ground circuit.
Provide maximum physical separation of the VIH power wiring from other vehicle electrical
systems. Other electrical system wires should ideally be at least three feet away from the VIH
power wiring and should not be parallel to the VIH power wiring. This will eliminate coupling
electromagnetic energy from other systems into the VIH power wiring.
NOTICE:
Connection to reverse polarity will damage the system if not
properly fused.
A 40 amp fuse must be used and installed as close to the battery as possible.
The conductor must be annealed copper not aluminum and must comply with the industry
standard, SAE J1128 JAN 95 Low Tension Primary Cable. Contact the Society of Automotive
Engineers to obtain documents, refer to Appendix for their address.
Splices must be soldered and sealed with a waterproof insulator. Alpha FIT-300, Raychem
TAT-125 or any equivalent heat shrink - dual wall epoxy encapsulating adhesive polyolefin is
required.
Detroit Diesel Corporation recommends color coding. Alternatively, wires may be hot stamped
with the cavity number.

Wire Resistances
VIH power terminals require 14 AWG wire. The total resistance of the power harness cannot
exceed 60 mΩ. The characteristics for Teflon coated and GXL type wire gauges are listed in
SAE Wire Metric Area Resistance Resistance Resistance mΩ/ft Diameter

Gauge Gauge # mm2 mΩ/m mΩ/ft @ 20°C @ 120°C mm
16 1 1.129 15.300 4.66 6.50 0.72
14 2 1.859 9.290 2.83 3.94 1.18
12 3 2.929 5.900 1.80 2.50 1.86
10 5 4.663 3.720 1.13 1.58 2.97
8 8 7.277 2.400 0.73 1.02 4.63
Table 3-78 Wire Characteristics
Total power harness resistance is determined by shorting together the eight terminals in the ECU
connector, and then measuring the resistance from the battery (+) to battery (-) terminal at the
maximum operating temperature (105°C). Disconnect the harness from the batteries before
measuring the resistance.
Communications – SAE J1939 Data Link
SAE J1939 Data Link+, SAE J1939 Data Link-, and SAE J1939 Data Link Shield are used as the
J1939 communication link. J1939 cable is required for the J1939 data link. Termination resistors
are required per the SAE specification. Refer to SAE J1939–11 for specific requirements.
NOTICE:
The communication system operation will degenerate if the wrong
cable is used.
The CPC connector pin assignments for SAE J1939 are listed in Table 3-79.
Pin Signal Type Function

2/18 Data Link SAE J1939 (+)
2/17 Data Link J1939 Shield
2/16 Data Link SAE J1939 (-)
Table 3-79 J1939 CPC to VIH Connector Pin Assignments

HARDWARE AND WIRING
The following SAE documents cover the SAE J1939 Data Link. Contact the Society of
Automotive Engineers to obtain documents, refer to Appendix C for their address.
SAE J1939 Top Layer (Overview)

SAE J1939/11 Physical Layer
SAE J1939/21 Data Link Layer
SAE J1939/71 Vehicle Application Layer
SAE J1939/01 Truck and Bus Applications
SAE J1939/73 Application Layer — Diagnostics
J1939 cable is available from the following sources:
Belden Electronics Division Tyco Electronics Corporation

2200 U.S. 27 South Raychem Wire & Harnessing
Richmond, IN 47374 300 Constitution Drive
Phone: 1–800–235–3361 Menlo Park, CA 94025
www.belden.com www.raychem.com

Communications – Proprietary Engine-CAN Data Link
The low speed proprietary Engine-CAN link between the MCM and the CPC must be a twisted
shielded cable with 0.75 mm diameter wire (approximately 20 AWG), bundle shielded with drain
wire and 30 twists per meter. The insulation is rated to 105°C. Termination resistors for the
Engine-CAN link are located in the CPC and MCM. The wiring for the MCM 21–pin connector
and the CPC 18–pin #4 connector are listed in Table 3-80.
CPC 18–Pin #4 Connector Function MCM 21–Pin Connector

4/3 Engine-CAN Data Link (+) 21/13
4/1 Engine-CAN Data Link (-) 21/19
4/2 Engine-CAN Data Link (Shield) 21/10
Table 3-80 Propriety Engine-CAN Data Link
3.2.4 POWER SUPPLY – 12 VOLT SYSTEM
Normal operating voltage on a 12 V system for the CPC and MCM is 11-16 VDC.
NOTICE:
Operating the CPC or MCM over the voltage limits of 16 volts will
cause damage to the CPC or MCM.
Operating the CPC and/or MCM between 8 and 11 volts may result in degraded engine operation.
(Transient operation in this range during engine starting is considered normal for 12 volt systems.)
NOTICE:
Reversing polarity will cause damage to the CPC and/or MCM if
the Power Harness is not properly fused.
NOTE:
All output loads, ignition and CPC power must be powered from the same battery
voltage source.

HARDWARE AND WIRING
Average Current Draw
The maximum average current draw is listed in Table 3-81. This information should be used
to size the alternator.
Maximum Average Current Draw

System (12 V Nominal Supply)
Crank Idle Full Load/Rated Speed
MCM – Engine Loads 1.0 A avg 21.0 A avg 25.0 A avg
CPC – Vehicle Loads* 18.0 A peak 55.0 A peak 55.0 A peak
* Vehicle loads are controlled by the OEMs who can best determine the total maximum current draw for
their installation.
Table 3-81 Maximum Average Current Draw
The current draw for a CPC configuration is listed in Table 3-82.
Configuration Condition Current

Ignition Off <1 mA
CPC
Ignition On and Engine Stopped 120 mA
Table 3-82 Current Draw for CPC Configuration
The current draw for a MCM is listed in Table 3-83.
Configuration Condition Current

Ignition Off <1 mA
MCM
Ignition On and Engine Stopped 400 mA
Table 3-83 Current Draw for MCM Configuration
Battery Isolator
A battery isolator is not required. However, some applications require a battery that is dedicated
to the engine and completely isolated from the rest of the vehicle. Commercially available battery
isolators can be used.

Main Power Shutdown
The main power supply shutdown schematic shows the DDC approved method for main power
switch implementation. See Figure 3-12.
Figure 3-12 Main Power Supply Shutdown
NOTE:
Switches must remain closed for 30 seconds after ignition is off for the MCM and CPC to
write non-volatile data.
NOTE:
It is recommended that both the positive (+) and negative (-) battery leads be
disconnected.

HARDWARE AND WIRING
NOTE:
Disconnecting positive power is not sufficient to isolate the CPC for welding purposes.
NOTICE:
When welding, the following must be done to avoid damage to the
electronic controls or the engine:
□ Both the positive (+) and negative (-) battery leads must be
disconnected before welding.
□ The welding ground wire must be in close proximity to
welding location - the engine must never be used as a
grounding point.
□ Welding on the engine or engine mounted components is
NEVER recommended.
NOTE:
The alternator should be connected directly to the battery for isolation purposes.
3.2.5 FUSES
A Battery (+) fuse and an ignition circuit fuse must be provided by the vehicle wiring harness.
Blade-type automotive fuses are normally utilized; however, manual or automatic reset circuit
breakers which meet the following requirements are also acceptable. The fuse voltage rating must
be compatible with the CPC – MCM's maximum operating voltage of 16 volts.
FIRE
To avoid injury from fire, additional loads should not be
placed on existing circuits. Additional loads may blow the
fuse (or trip the circuit breaker) and cause the circuit to
overheat and burn.

FIRE
To avoid injury from fire, do not replace an existing fuse with
a larger amperage fuse. The increased current may overheat
the wiring, causing the insulation and surrounding materials
to burn.
The ignition fuse current rating must be sized for the loads utilized in each application; however,
a rating of between 5 and 10 amps is usually sufficient.
The Battery (+) fuse current rating must satisfy two criteria:
□ Must not open during normal operation
□ Must open before the MCM or CPC is damaged during a reverse battery condition
Bussmann ATC-30 and Delphi Packard Electric Systems MaxiFuse 30 amp rated fuses or
equivalent will satisfy these requirements. Acceptable blow times versus current and temperature
derating characteristics are listed in Table 3-84 and Table 3-85.
% of Rated Fuse Current Minimum Blow Time Maximum Blow Time

100% 100 hours -
135% 1 minutes 30 minute
200% 6 seconds 40 seconds
Table 3-84 Fuse Current and Blow Time
Temperature % of Rated Fuse Current

-40°C 110% max
+25°C 100%
+120°C 80% min
Table 3-85 Fuse Temperature and Current

HARDWARE AND WIRING
3.2.6 CONNECTORS
The OEM is responsible for the four connectors at the CPC, the 21–pin connector at the MCM,
the 31–pin MCM pigtail connector and the 10–pin DPF connector.
NOTE:
The CPC connectors are not water tight and cannot be subject to water spray.
NOTICE:
The recommended terminals (P/N: 23531614 and 23531617)
listed in Table 3-86and Table 3-87 are gold plated. Do not use
terminals that are not gold plated as this may lead to corrosion.
The part numbers for the CPC connectors, the 21–pin connector at the MCM, the 31–pin MCM
pigtail connector and the 10–pin DPF connector are listed in the following tables.

Vehicle Terminal (Male) 23531614 LSP-1811–58AU
Vehicle Terminal (Female) 23531617 JTP-1811–66AU
Plug 23531615 54200005
Table 3-86 DDC Part Numbers for the DPF 10-pin and 2–pin Connector —
Horizontal Mount ATD

Vehicle Terminal (Male) 23531614 LSP–1811–58AU
Plug 23531615 54200005
Table 3-87 DDC Part Numbers for the DPF 10-pin Connector — Vertical Mount
ATD




Table 3-90 CPC Connector #3, 21–pin Connector, Key A

Table 3-91 CPC Connector #4, 18–pin Connector, Key C

Connector 024 545 76 26
2 000 545 29 39
2 000 545 28 39
Backshell 001 545 79 83

Connector 008 545 31 26
Terminal 006 545 52 26
Seals 000 545 72 80
Backshell 000 546 99 35

HARDWARE AND WIRING
Data Link Connector
The SAE J1708/J1587 nine-pin data link connector is required. DDC recommends that the
OEM-supplied Data Link Connector be conveniently positioned in a well protected location
facilitating subsequent DDDL 7.0 usage (i.e., reprogramming, diagnostics, etc.).
REQUIRED: The J1939 data link must be wired to this connector.
The components listed in Table 3-94 are required to incorporate a SAE J1939/J1587 Data Link in
a VIH for diagnostic and reprogramming devices.
Component DDC Part Number Deutsch Part Number

Nine-pin Deutsch Connector 23529496 HD10-9-1939P
Connector Cover 23529497 HDC 16–9
Two (2) Cavity Plugs 23507136 114017
Seven (7) Terminals 23507132 0460-202-16141
Table 3-94 VIH Components to Incorporate an SAE J1939/J1587 Data Link
The following illustration shows the wiring for the nine-pin connector (see see Figure 3-13).
Figure 3-13 Wiring for 9-pin Data Link Connector
The SAE J1587/J1708 Data Link must be twisted pairs. The twists are a minimum of 12 turns per
foot (305 mm). The maximum length for the SAE J1587/J1708 Data Link is 130 ft (40 m).

3.3 WIRES AND WIRING

Detroit Diesel Corporation recommends color coding and hot stamping wire numbers in
contrasting colors at intervals of four inches or less.
3.3.1 GENERAL REQUIREMENTS
NOTE:
Avoid renumbering DDC circuits since all troubleshooting guides reference the circuit
numbers shown in the schematic. DDC suggests including a prefix or suffix with the
DDC circuit numbers when conflicts exist.
3.3.2 GENERAL WIRE
All wires used in conjunction with DDEC VI must meet the following criteria:
NOTICE:
DDC does not recommend using any type of terminal lubricant
or grease compounds. These products may cause dirt or other
harmful substances to be retained in the connector. DDC has not
tested these products and cannot stand behind their use.
NOTICE:
Insulation must be free of nicks.
Criteria: Wires
Tape, conduit, loom or a combination thereof must be used to protect the wires.
Refer to sections 3.4 and 3.5.
All wires must be annealed copper wire (not aluminum).
All wires must comply with SAE J1128.
All wires must be insulated with cross-link polyethylene (XLPE) such as GXL,
or any self-extinguishing insulation having a minimum rating of -40°C (-40°F)
to 125°C (257°F).

HARDWARE AND WIRING
3.3.3 CRIMP TOOLS
The part numbers for the crimp tools for working with the MCM and CPC connectors are
Description Part Number

Extraction Tool 726503–1
Hand Crimp Tool 169400–0
Crimp Dies for 0.5 mm – 1.0 mm Terminals 734262–0
Crimp Dies for 1.0 mm – 2.5 mm Terminals 169917–0
Table 3-95 Crimp Tools
3.3.4 DEUTSCH TERMINAL INSTALLATION AND REMOVAL
The method of terminal installation and removal varies. The following sections cover Deutsch
terminal installation and removal.
Deutsch Terminal Installation Guidelines
Deutsch connectors have cable seals molded into the connector. These connectors are push-to-seat
connectors with cylindrical terminals. The diagnostic connector terminals are gold plated for
clarity.
NOTICE:
Improper selection and use of crimp tools have varying adverse
effects on crimp geometry and effectiveness. Proper installation
of terminals require specialized tools. Do not attempt to use
alternative tools.
The crimp tool to use in Deutsch terminal installation is J–34182 (Kent-Moore part number).
NOTICE:
Terminal crimps must be made with the Deutsch crimp tool P/N:
HDT-48-00 to assure gas tight connections.
NOTICE:
If a separate seal is required, be sure to install the seal onto the
wire before stripping the insulation.

Use the following instructions for installing Deutsch terminals:

1. Strip approximately .25 inch (6 mm) of insulation from the cable.
2. Remove the lock clip, raise the wire gage selector, and rotate the knob to the number
matching the gage wire that is being used.
3. Lower the selector and insert the lock clip.
4. Position the contact so that the crimp barrel is 1/32 of an inch above the four indenters.
See Figure 3-14. Crimp the cable.
Figure 3-14 Setting Wire Gage Selector and Positioning the Contact
5. Grasp the contact approximately one inch behind the contact crimp barrel. Hold the
connector with the rear grommet facing you. See Figure 3-15.
Figure 3-15 Pushing Contact Into Grommet

HARDWARE AND WIRING
6. Push the contact into the grommet until a positive stop is felt. See Figure 3-15. A slight
tug will confirm that it is properly locked into place. See Figure 3-16.
Figure 3-16 Locking Terminal Into Connector
Deutsch Terminal Removal
The appropriate size removal tool should be used when removing cables from connectors. The
proper removal tools are listed in Table 3-96.
Tool Kent-Moore Part Number

Removing (12 AWG) J–37451
Removing (16-18 AWG) J–34513-1
Table 3-96 Removal Tools for Deutsch Terminals

Remove Deutsch terminals as follows:

1. With the rear insert toward you, snap the appropriate size remover tool over the cable of
contact to be removed. See Figure 3-17.
Figure 3-17 Removal Tool Position
2. Slide the tool along the cable into the insert cavity until it engages and resistance is felt.
Do not twist or insert tool at an angle. See Figure 3-18.
Figure 3-18 Removal Tool Insertion
3. Pull contact cable assembly out of the connector. Keep reverse tension on the cable and
forward tension on the tool.

HARDWARE AND WIRING
3.3.5 SPLICING GUIDELINES
The following are guidelines which may be used for splices. The selection of crimpers and
splice connectors is optional. Select a high quality crimper equivalent to the Kent-Moore tool,
J–38706, and commercially available splice clips.
The recommended technique for splicing and repairing circuits (other than power and ignition
circuits) is a clipped and soldered splice. Alternatively, any method that produces a high quality,
tight (mechanically and electronically sound) splice with durable insulation is considered to
be acceptable.
Clipped and Soldered Splicing Method
The tools required are listed in Table 3-97.
Tool Part Number

Heat Gun --
Sn 60 solder with rosin core flux --
Wire Stripper Kent-Moore J–35615 or equivalent
Splice Clips (commercially available) Wire size dependent
Heat Shrink Tubing Raychem HTAT or equivalent
Table 3-97 Recommended Splicing Tools
Criteria: Splicing Straight Leads
No more than one strand in a 16 strand wire may be cut or missing.

Use Sn 60 solder with rosin core flux.
The exposed wire must be clean before the splice is soldered.

Soldering splice connectors is optional. To solder splice connectors:

1. Position the leads, so one overlaps the other. See Figure 3-19.
Figure 3-19 Positioning the Leads
2. Secure the leads with a commercially available clip and hand tool. See Figure 3-20.
Figure 3-20 Securing the Leads With a Clip
3. Use a suitable electronic soldering iron to heat the wires. Apply the solder to the heated
wire and clip (not to the soldering iron) allowing sufficient solder flow into the splice joint.

HARDWARE AND WIRING
4. Pull on wire to assure crimping and soldering integrity. The criteria listed in Table 3-98
must be met.
Wire Gage Must Withstand Applied Load

14 AWG 45 lb (200 N)
16 AWG 27 lb (120 N)
18 AWG 20 lb (90 N)
Table 3-98 Applied Load Criteria for Terminals
5. Loop the lead back over the spliced joint and tape. See Figure 3-21.
Figure 3-21 Recommended Strain Relief of Spliced Joint
Splicing and Repairing Straight Leads-Alternate Method 1
The tools required are listed in Table 3-99.
Tool Part Number

Heat Gun --
Terminal Crimper for Metri-Pack 280 (12 AWG) Kent-Moore J–38125-6
Terminal Crimper for Metri-Pack 280 (18 AWG) Kent-Moore J–39848
Terminal Crimper for Weather Pack Kent-Moore J–35606
Terminal Crimper for Deutsch Kent-Moore J–34182
Terminal Crimper for Metri-Pack 150 Kent-Moore J–35123

The recommended method to splice straight leads follows:

1. Locate broken wire.
2. Remove insulation as required; be sure exposed wire is clean and not corroded.
3. Insert one wire into the splice clip until it butts against the clip. Stop and crimp (see
Figure 3-22, A).
4. Insert the other wire into the splice clip until it butts against the clip stop (see Figure
3-22, B).
NOTICE:
Any terminal that is cracked or ruptured is unacceptable as
malfunctions may occur.
5. Visually inspect the splice clip for cracks, rupture, or other crimping damage. Remove and
replace damaged clips before proceeding.
6. Pull on wire to ensure the splice integrity. The criteria listed in Table 3-100 must be met.
Wire Gage Must Withstand Applied Load

14 AWG 45 lb (200 N)
16 AWG 27 lb (120 N)
18 AWG 20 lb (90 N)
Table 3-100 Applied Load Criteria for Terminals
7. Shrink the splice clip insulative casing with a heat gun to seal the splice (see Figure
3-22, C).
NOTICE:
Splices may not be closer than 12 in. (.3 m) apart to avoid
degradation in circuit performance. Replace wire to avoid having
splices closer than 12 in. (.3 m) apart.

HARDWARE AND WIRING
Figure 3-22 Splicing Straight Leads - Alternate Method 1

Splicing and Repairing Straight Leads - Alternate Method 2
This method is not allowed or recommended for power or ignition circuits. The tools required
are listed in Table 3-101.
Tool Part Number

Heat Gun --
Terminal Crimper for Metri-Pack 280 (12 AWG) Kent-Moore J–38125-6
Terminal Crimper for Metri-Pack 280 (18 AWG) Kent-Moore J–39848
Terminal Crimper for Weather Pack Kent-Moore J–35606
Terminal Crimper for Deutsch Kent-Moore J–34182
Terminal Crimper for Metri-Pack 150 Kent-Moore J–35123
An acceptable option for splicing straight leads is:

1. Locate broken wire.
2. Remove insulation as required; be sure exposed wire is clean and not corroded.
3. Slide a sleeve of glue lined, shrink tubing (Raychem HTAT or equivalent) long enough to
cover the splice clip on the wire and overlap the wire insulation, about .25 in. (6 mm) on
both sides (see Figure 3-23, A).
4. Insert one wire into splice clip until it butts against the splice clip. Stop and crimp (see
Figure 3-23, B).
5. Insert the remaining wires into the splice clip one at a time until each butts against the
splice clip; stop and crimp (see Figure 3-23, B).
NOTICE:
Any terminal that is cracked or ruptured is unacceptable as
malfunctions may occur.
6. Visually inspect the terminal for cracks, rupture, or other crimping damage. Remove and
replace damaged terminal before proceeding.
7. Slide the shrink tubing over the crimped splice clip (see Figure 3-23, C).
8. Shrink tubing with a heat gun to seal the splice (see Figure 3-23, D).

HARDWARE AND WIRING
NOTICE:
A minimum of two layers of heat shrink tubing must be applied to
splices that have more than one lead in or out.
Figure 3-23 Splicing Straight Leads - Alternate Method 2

Shrink Wrap
Shrink wrap is required when splicing non insulated connections. Raychem HTAT or any
equivalent heat shrink dual wall epoxy encapsulating adhesive polyolefin is required. Shrink wrap
must extend at least .25 in. (6 mm) over wire insulation past splice in both directions.
Alpha Wire Corporation Tyco Electronics Corporation

711 Lidgerwood Ave Raychem Cable Identification and Protection
P.O. Box 711 300 Constitution Drive
Elizabeth, New Jersey 07207-0711 Menlo Park, CA 94025
1-800-52ALPHA Phone: 1–800–926–2425
www.alphawire.com www.raychem.com
To heat shrink wrap a splice:
NOTICE:
The heat shrink wrap must overlap the wire insulation about .25
in. (6 mm) on both sides of the splice.
1. Select the correct diameter to allow a tight wrap when heated.

2. Heat the shrink wrap with a heat gun; do not concentrate the heat in one location, but
apply the heat over the entire length of shrink wrap until the joint is complete.
3. Repeat step 2 to apply a second layer of protection (if required by splicing guidelines).

HARDWARE AND WIRING
Staggering Wire Splices
Position spliced wires properly as follows:
NOTICE:
You must stagger positions to prevent a large bulge in the harness
and to prevent the wires from chafing against each other.
1. Stagger the position of each splice (see Figure 3-24) so there is at least a 2.5 in. (65
mm) separation between splices.
Figure 3-24 The Correct and Incorrect Method of Staggering Multiple Splices
NOTICE:
A minimum of two layers of heat shrink tubing extending .25 in. (6
mm) past the splice must be used to complete the splice.
2. Heat shrink a minimum of two layers of heat shrink tubing.

3. Tape the spliced wires to each other. Refer to section 3.4.

3.4 CONDUIT AND LOOM

Conduit must be used to protect the harness cable and cable splices.
NOTICE:
The conduit must not cover any connectors, switches, relays,
fuses, or sensors.
The following guidelines should be used when designing a harness:
NOTICE:
Wires should be sized and cut to near equal length prior to
installing conduit.
□ The distance between the back of the connector or other listed devices to the end of the
conduit should not exceed:
□ 1.0 in. (25 mm) for a single connector/device
□ 3 in. (75 mm) for multiple connectors/devices
□ All cable breakouts and conduit ends must be secured in place with conduit outlet rings or
tape.
Criteria: Conduit and Loom
Due to the wide variety of operating conditions and environments, it is the responsibility
of the OEM to select a conduit that will survive the conditions of the specific
applications. Flame retardant convoluted polypropylene conduit or equivalent may be
used for most installations. Heat retardant nylon conduit or oil, water, acid, fire, and
abrasion resistant non-metallic loom conforming to SAE J562A* is also acceptable. The
diameter of conduit should be selected based on the number of wires being protected.
* If non-metallic loom is used, secure the ends with tightly wrapped nylon straps to prevent
unraveling.
Conduit should cover the wires without binding and without being excessively large.

HARDWARE AND WIRING

3.5 TAPE AND TAPING

Tape must be used when conduit is utilized. Be sure to follow the tape manufacturers' guidelines.
The harness manufacturer may use tape under the harness covering (conduit or loom) to facilitate
harness building. Tape must be tightly wrapped at all conduit interconnections with a minimum of
two layers (refer to section 3.4). Be sure to firmly secure the start and finish ends of tape.
Criteria: Tape
NOTICE:
Black vinyl electrical tape should not be used in applications
where the temperature exceeds 176°F (80°C).
In applications where the temperature doesn't exceed 176°F (80°C), black vinyl
electrical tape that is flame retardant and weather resistant may be used.
In applications where temperature exceeds 176°F (80°C), vinyl electrical tape should
not be used. For these applications, adhesive cloth backed, flame retardant polyethylene
or fiber glass tape (Delphi #PM-2203, Polikan #165 or equivalent) is recommended.
Criteria: Taping
The tape must extend a minimum of 1 in. (25 mm) past the conduit.
The tape must be crossed over butted conduit ends.
The tape must be extended a minimum of 1 in. (25 mm) in each direction at all branches.

HARDWARE AND WIRING

3.6 SENSORS
DDEC is designed to operate with several types of sensors as listed in Table 3-102.
Sensor Type Description

Used to monitor the crankshaft position, engine speed, turbo
Variable Reluctance/Magnetic Pick-up
speed, and vehicle speed.
Thermistor Used to monitor temperatures.
Variable Capacitance Used to monitor manifold, and oil gallery pressures.
Variable Resistance (Potentiometer) Used to sense throttle position.
Switch Used to signal coolant level.
Table 3-102 Sensor Types
The sensors integrated into the Engine Harness are factory-installed (refer to section 3.6.1). The
sensors integrated into the Vehicle Interface Harness are installed by the OEM (refer to section
3.6.2).

HARDWARE AND WIRING
3.6.1 FACTORY-INSTALLED SENSORS
The sensors integrated into the factory-installed Engine Harness are listed in Table 3-103.
Sensor Function
Senses crankshaft position and engine speed for functions such
Camshaft Position Sensor (CMP Sensor)
as fuel control strategy.
Crankshaft Position Sensor
Indicates a specific cylinder in the firing order.
(CKP Sensor)
Sensor measures pressure between the Diesel Oxidation Catalyst
DPF Inlet Pressure Sensor (DOC) and the Diesel Particulate Filter (DPF) in the aftertreatment
assembly located in the exhaust system of the vehicle.
Sensor measures pressure on the outlet of the after-treatment
DPF Outlet Pressure Sensor device in the exhaust system of the vehicle. Located after the DPF
that is within the aftertreatment device.
Temperature measured at the outlet of the after-treatment system
DPF Outlet Temperature Sensor that is installed within the exhaust system of the vehicle. It's
located after the DPF that is within the aftertreatment unit.
DOC Temperature In - Temperature measured at the inlet of
DOC Inlet Temperature the after-treatment device in the exhaust system of the vehicle.
Located before the DOC that is within the after-treatment device.
Temperature measured between the DOC and the DPF in the
DOC Outlet Temperature aftertreatment assembly located in the exhaust system of the
vehicle.
EGR Delta Pressure Sensor
Senses EGR pressure for EGR control.
EGR Delta P Sensor
Senses EGR exhaust temperature after EGR cooler. Used for
EGR Temperature Sensor
EGR system diagnosis.
Engine Coolant Temperature Sensor Senses coolant temperature for functions such as engine
(ECT Sensor) protection, fan control and engine fueling.
Engine Oil Pressure Sensor
Senses gallery oil pressure for functions such as engine protection.
(EOP Sensor)
Engine Oil Temperature Sensor Senses oil temperature for functions such as reducing variation
(EOT Sensor) in fuel injection and fan control.
Fuel Line Pressure Sensor Senses fuel line pressure
Fuel Compensation Pressure Sensor Compensates fuel line pressure
Intake Manifold Pressure Sensor Senses turbo boost for functions such as smoke control and engine
(IMP Sensor) protection.
Intake Manifold Temperature Sensor
Senses boost temperature
(IMT Sensor)
Supply Fuel Temperature Sensor
Senses fuel temperature for functions such as engine fueling.
(SFT Sensor)
Turbo Compressor Temperature
Senses turbo out air temperature.
Out Sensor
Turbo Speed Sensor (TSS) Monitors turbo speed.
Water-in-Fuel Sensor Detects water in the fuel filter that alerts the owner/driver that the
(MBE 900 and DD15) fuel filter needs to be dried out.
Table 3-103 Function of Factory-installed Sensors

See Figure 3-25 for the location of the DOC and DPF sensors for the Series 60. See Figure
3-26 for the location of the DOC and DPF sensors for the MBE 4000. See Figure 3-27 for the
location of the DOC and DPF sensors for the MBE 900. See Figure 3-28 for the location of the
DOC and DPF sensors for the DD15.
Figure 3-25 Sensor Location for the DOC and DPF – Series 60

HARDWARE AND WIRING
Figure 3-26 Sensor Location for the DOC and DPF – MBE4000

Figure 3-27 Sensor Location for the DOC and DPF – MBE 900

HARDWARE AND WIRING
Figure 3-28 Sensor Location for the DOC and DPF – DD15

3.6.2 OEM-INSTALLED SENSORS
All sensors must be of the proper type and continuously monitor vehicular and environmental
conditions, so the MCM can react to changing situations.
The OEM is responsible for installing the sensors listed in Table 3-104.
Sensor Part Number Function

Senses ambient air temperature specifically for the Ambient
Ambient Air Temperature Sensor
23518328 Air Temperature Override Disable feature or for OI.
(AAT Sensor)
Refer to section 3.6.3. Optional
23526906
Engine Coolant Level Sensor Senses coolant level for engine protection. Refer to section
23526905
(ECL Sensor) 3.6.4.
23526907
Turbo Compressor In Senses the temperature of the turbo compressor inlet.
23527831
Temperature Sensor Refer to section 3.6.5.
Senses vehicle speed for Cruise Control and Vehicle Speed
Vehicle Speed Sensor (VSS) -- Limiting. Refer to section 3.6.6. Optional, can be received
over j1939.
* Available in some applications
Table 3-104 Function and Guidelines for OEM-installed Sensors
NOTE:
The OEM harness must be securely fastened every six (6) in. It is required that the
harness be fastened within six (6) in. of the sensor.

HARDWARE AND WIRING
3.6.3 AMBIENT AIR TEMPERATURE SENSOR
The AAT Sensor is a thermistor type sensor with a variable resistance that produces an analog
signal between 0 and 5 V, representing the temperature of the ambient air. The AAT Sensor
(see Figure 3-29) is used with the Idle Shutdown Timer, specifically for the Ambient Air
Temperature Override Disable feature or for Optimized Idle. For additional information on these
features refer to Chapter 5.
NOTE:
This sensor is optional.
Figure 3-29 Ambient Air Temperatures Sensor Dimensions

Ambient Air Temperature Sensor Installation
Install the AAT Sensor where ambient air temperature can be read. A protected location on the
frame rails where it will not be splattered with dirt and grime and is removed from any heat source
such as exhaust is preferred. See Figure 3-30 for AAT Sensor installation.
Figure 3-30 Ambient Air Temperature Sensor Installation
The parameter for the AAT Sensor are listed in Table 3-105.
Parameter
Parameter Options Default Access
Group
0 – Not Available
1 – Hardwired
Ambient Air Temp
31 2 – Reserved for J1939 0 – Not Available VEPS, DRS 7.0
Sensor Enable
3 – J1587
4 – ECAN
MID for Ambient
31 0 — 255 0 VEPS, DRS 7.0
Air Temp
Table 3-105 Ambient Air Temperature Sensor Parameters

HARDWARE AND WIRING
3.6.4 ENGINE COOLANT LEVEL SENSOR
The ECL Sensor provides an input to the engine protection system and warn the operator if a
low coolant level has been reached.
NOTE:
This sensor is required.
The main component of the ECL Sensor consists of a conductivity probe, which connects to
the CPC (see Figure 3-31).
NOTICE:
The probe has an operational temperature range of -40 to 257°F
(-40 to 125°C). Exposure to temperatures beyond this range
may result in unacceptable component life, or degraded sensor
accuracy.
Figure 3-31 Engine Coolant Level Sensor Specifications

The connector listed in Table 3-106 is a Metri-Pack 280 series push-to-seat connector.
Coolant Level Sensor Connector

Connector P/N: 15300027
Terminal P/N: 12077411
Seal P/N: 12015323
Secondary Lock P/N: 15300014
Table 3-106 Metri-Pack 280 Connectors and Part Numbers

The OEM must connect the ECL Sensor probe as shown in the next illustration (see Figure 3-32).
Polarity of the ground and signal must be correct for proper operation.
Figure 3-32 Engine Coolant Level Sensor Installation for CPC

HARDWARE AND WIRING
The probe should be located in either the radiator top tank or a remote mounted surge tank. It
should be mounted horizontally in the center of the tank and must be in a position to signal low
coolant before aeration occurs. Typically, this is a height representing 98% of the drawdown
quantity. The probe should be located so that it is not splashed by deaeration line, stand pipe or
coolant return line flows. The insulated portion of the probe should be inserted into the coolant
1/2 in. or more past the inside wall of the tank. See Figure 3-33.
Figure 3-33 Engine Coolant Level Sensor Location - Top of Radiator Tank
Determine proper location for low coolant level sensor while running the drawdown test. It must
actuate a warning before the satisfactory drawdown level is reached.
The ECL Sensor components are OEM supplied hardware and can be purchased as kits or
individual components, depending on OEM requirements.
The ECL Sensor part numbers are listed in Table 3-107.
Component Part Number

3/8 in. x 18 NPT ECL Sensor (Brass) 23520381
1/4 in. x 18 NPT ECL Sensor (Brass) 23520380
9/16 in. x 18 SDT ECL Sensor (Brass) 23522855
3/8 in. x 18 NPT ECL Sensor (Plastic) 23538147
1/4 in. x 18 NPT ECL Sensor (Plastic) 23538146
9/16 in. x 18 SDT ECL Sensor (Plastic) 23538148
Table 3-107 ECL Sensor Part Numbers

The following kits listed in Table 3-108 and Table 3-109 provide all the necessary hardware for
proper installation of the ECL Sensor. Kits are available through the DDC parts distribution
network.

ECL Sensor 23520380
Metri-Pack Connector Kit 15300027
Metri-Pack Terminals 12077411
Secondary Lock 15300014
wire Seal 12015323
Terminal 12103881
Table 3-108 ECL Sensor Installation Kit 1/4 in. NPTF P/N: 23515397

ECL Sensor 23520381
Metri-Pack Connector Kit 15300027
Metri-Pack Terminals 12077411
Secondary Lock 15300014
Wire Seal 12015323
Terminal 12103881
Table 3-109 ECL Sensor Installation Kit 3/8 in. NPTF P/N: 23515398
The sensor must be enabled with VEPS or the DRS as listed in Table 3-110.
Parameter
Parameter Options Default
Group
0 = Disabled
1 = Dual Level Probe Sensor (IMO), fixed threshold*
Cool Level Sensor 2 = Single Level Probe Sensor, temp dependent
32 2
Input Enable 3 = Dual Level Float Sensor (FTL), fixed
threshold/FTL Gentec
4 = Single Level Probe Sensor, fixed threshold
* Not supported in NAFTA
Table 3-110 Enabling the Engine Coolant Level Sensor

HARDWARE AND WIRING
3.6.5 TURBO COMPRESSOR IN TEMPERATURE SENSOR
The TCI Sensor produces a signal representing the temperature of the turbo compressor inlet.
See Figure 3-34 and Figure 3-35 for installation.
NOTE:
This sensor is required for the Series 60.
Figure 3-34 Turbo Compressor In Temperature Sensor

Figure 3-35 Turbo Compressor In Temperature Sensor Installation
3.6.6 VEHICLE SPEED SENSOR
The CPC can calculate vehicle speed providing that it is properly programmed and interfaced
with a Vehicle Speed Sensor (VSS) that meets requirements. The VSS (see Figure 3-36) provides
a vehicle speed signal for use in Cruise Control and Vehicle Speed Limiting. The VSS signal
type can be changed.
NOTE:
DDC does not approve of the use of signal generator sensors.
Figure 3-36 Vehicle Speed Sensor

HARDWARE AND WIRING
To obtain accurate vehicle mileage, the parameters listed in Table 3-111 must be programmed
with VEPS, DRS, or DDDL 7.0.
Parameter
Parameter Range Default
Group
0 = No Sensor
1 = C3 Sensor
2 = Square Wave (Hall Sensor)
3 = J1939 (ETC1)
8 Vehicle Speed Sensor 4 = Magnetic Pickup 4 = Magnetic
5 = J1939 (TCO1)
6 = J1939 (CCVS Source 1)
8 Axle Ratio 1 – 20.0 5.29
8 Number of Output Shaft Teeth 0 – 250 16
8 Tire Revs per Unit Distance 160 – 1599 l/km 312
8 Top Gear Ratio 0.1 – 2.55 1
8 Second Highest Gear Ratio 0.1 – 5.75 2.54
8 Two Spd Axle Second Axle Ratio 1 – 20.0 5.29
0 = Disable
8 Anti Tamper 1 = Enable VSS Anti Tamper Function via ABS 0 = Disable
2 = Enable Anti Tamper Function via Gear Ratio
Table 3-111 Vehicle Speed Sensor Parameters
Magnetic Pickup
The magnetic pickup requirements are listed in Table 3-112. Magnetic Pickup size is determined
by installation requirements.
Parameters Range
Frequency Range 0 - 10 kHz
Low Threshold Voltage >1.8 Volts Peak to Peak
Table 3-112 Magnetic Pickup Vehicle Speed Sensor Requirements
The Vehicle Speed Sensor is wired to the 21–pin #3 connector of the CPC as listed in Table 3-113.
CPC Connector/Pin Function

3/13 VSS (+)
3/14 VSS (-)
Table 3-113 Vehicle Speed Sensor Wiring

See Figure 3-37 for the installation of the Magnetic VSS.
Figure 3-37 Magnetic Vehicle Speed Sensor Installation – CPC

HARDWARE AND WIRING
SAE J1939 Data Link
A VSS wired to the CPC is not required if the transmission output shaft speed message is being
transmitted over the SAE J1939 Data Link. To obtain accurate vehicle mileage, the parameters
listed in Table 3-114 must be programmed with VEPS.
Parameter
Parameter Range Default
Group
0 = No Sensor
1 = C3 Sensor
3 = J1939 (ETC1)
8 Vehicle Speed Sensor 4 = Magnetic Pickup 4 = Magnetic
5 = J1939 (TCO1)
8 Axle Ratio 1 – 20.0 5.29
8 Tire Revs per Unit Distance 160 – 1599 l/km 312
8 Top Gear Ratio 0.1 – 2.55 1
8 Second Highest Gear Ratio 0 — 5.75 2.54
Two Spd Axle Second
8 1 – 20.0 5.29
Axle Ratio
0 = Disable
1 = Enable VSS ABS Anti Tampering
8 Anti Tamper Function 0 = Disable
2 = Enable VSS without ABS Anti
Tampering Function
Table 3-114 Vehicle Speed Sensor Parameters for J1939 Option
VSS Anti-tamper
If the sensor appears to be working improperly, but the vehicle speed is not zero, VSS
Anti-Tamper will log a VSS fault.

3.7 LAMPS
The instrument panel warning lamps, the Amber Warning Lamp (AWL) and the Red Stop
Lamp (RSL), are supplied by the OEM. The functionality of each lamp along with the wiring
requirements are covered separately in the following sections.
3.7.1 AGS2 BACKUP LAMP
The AGS2 Backup Lamp is controlled by DDEC VI.

The AGS2 Backup Lamp remains ON when the AGS2 transmission is in reverse.
AGS2 Backup Lamp Requirements and Guidelines
The following requirements and guidelines apply to the AGS2 Backup Lamp:
□ The AGS2 Backup Lamp is optional.
□ A 12 volt light of less than 0.25 A (DC) is required depending on the ignition source.
Digital output circuits are designed to sink no more than 0.25 A (DC) current.
□ The AGS2 Backup Lamp must be integrated into the instrument panel or placed in clear
view of the vehicle operator.
□ This output is wired to pin 3/09 of the CPC.
Programming Requirements and Flexibility
The options for this digital output are listed in Table 3-115.
Parameter
Parameter Setting Options Default Access
Group
0 = Disabled
1 = Grid Heater Wired*
2 = AGS2 2 = AGS2 Backup Lamp
3 09 DO 0 = VEPS or
35 Backup 3 = Engine Brake Active
Selection Disabled DRS
Lamp 4 = Not Used
5 = FUSO Engine Brake Active Lamp*
6 = WIF Lamp
3 09
0 = Disabled 0 = VEPS or
35 DO Fault –
1 = Enabled Disabled DRS
Detection
Table 3-115 AGS2 Backup Lamp Programming Options

HARDWARE AND WIRING
3.7.2 AGS2 CHECK TRANS LAMP
The AGS2 Check Trans Lamp is controlled by DDEC VI..

The AGS2 Check Trans Lamp remains ON:
□ For approximately five (5) seconds at the start of every ignition cycle
(a bulb check)
□ When the AGS2 transmission ECU sends a diagnostic trouble code
with an SPN 2003
AGS2 Check Trans Lamp Requirements and Guidelines
The following requirements and guidelines apply to the AGS2 Check Trans Lamp:
□ The AGS2 Check Trans Lamp is optional.
□ The AGS2 Check Trans Lamp must be integrated into the instrument panel or placed in
clear view of the vehicle operator.
Parameter
Group
0 = Disabled
2 = AGS2 1 = Oil Level Lamp
Check 2 = AGS2 Check Transmission Indication
3 12 DO 0 = VEPS or
35 Transmis- Lamp
sion Indica- 3 = Oil Pressure Low Lamp
tion Lamp 4 = Cruise Active Lamp
5 = FUSO Retarder Control 2*
3 12
35 DO Fault –
Detection
Table 3-116 AGS2 Check Trans Lamp Programming Options

3.7.3 AGS2 TRANS TEMP LAMP
The AGS2 Trans Temp Lamp is controlled by DDEC VI..

The AGS2 Trans Temp Lamp remains ON:
(a bulb check)
□ When transmission temp is high
AGS2 Trans Temp Lamp Requirements and Guidelines
The following requirements and guidelines apply to the AGS2 Trans Temp Lamp:
□ The AGS2 Trans Temp Lamp is optional.
□ The AGS2 Trans Temp Lamp must be integrated into the instrument panel or placed in
Parameter
Group
0 = Disabled
2 = AGS2 1 = Air Filter Lamp*
Check 2 = AGS2 Transmission Temp Indication
3 10 DO 0 = VEPS or
35 Transmis- Lamp
sion Indica- 3 = Battery Voltage Low Lamp
tion Lamp 4 = Coolant Level Low Lamp
3 10
35 DO Fault –
Detection
Table 3-117 AGS2 Trans Temp Lamp Programming Options

HARDWARE AND WIRING
3.7.4 AMBER WARNING LAMP
The AWL is controlled by DDEC VI.

The AWL remains ON:
(a bulb check)
□ When an electronic system fault occurs (This indicates the problem
should be diagnosed as soon as possible.)
The AWL flashes:

□ When the Diagnostic Request Switch is used to activate the AWL to flash inactive codes
□ During last 90 seconds before Idle Shutdown if programmed for override
□ When Idle Shutdown occurs or the Optimized Idle system shutdown occurs
AWL and PasSmart
AWL is active with PasSmart. When the Passing Speed Duration time expires, the Amber
Warning Lamp on the dashboard will begin to flash one minute prior to ramping the Vehicle Limit
Speed (VLS) back down to the normal VLS limit. The rampdown event always takes 5 seconds
regardless of the Passing Speed Increment programmed into the ECU. The rampdown alert
can be distinguished from an engine fault warning in that the AWL flashes for the former and
remains on constantly for the latter.
PasSmart still operates when there is an active engine fault. In this situation the Amber Warning
Lamp goes from constant illumination to flashing one minute before the VLS limit ramps down.
At the end of the passing event when PasSmart is deactivated, the Amber Warning Lamp will
return to constant illumination if the engine fault is still active.
Amber Warning Lamp Requirements and Guidelines
The following requirements and guidelines apply to the AWL:

□ The AWL is required.
□ The AWL must be integrated into the instrument panel or placed in clear view of the
equipment operator.
□ The lens color must be amber.
□ The words CHECK ENGINE must appear on or near the AWL lamp.
□ The AWL is connected to pin 2/10 in the CPC.

3.7.5 CRUISE ACTIVE LAMP
The Cruise Active Lamp is controlled by DDEC VI..

The Cruise Active Lamp remains ON:
(a bulb check)
□ When Cruise Control is active
Cruise Active Lamp Requirements and Guidelines
The following requirements and guidelines apply to the Cruise Active Lamp:
□ The Cruise Active Lamp is optional.
□ The Cruise Active Lamp must be integrated into the instrument panel or placed in clear
Parameter
Group
0 = Disabled
1 = Oil Level Lamp*
2 = AGS2 Check Transmission Indication
3 12 DO 4 = Cruise 0 = VEPS or
35 Lamp
Selection Active Lamp Disabled DRS
3 = Oil Pressure Low Lamp
4 = Cruise Active Lamp
3 12
35 DO Fault –
Detection
Table 3-118 Cruise Active Lamp Programming Options

HARDWARE AND WIRING
3.7.6 DECELERATION LAMP
The Deceleration Lamp is controlled by DDEC VI.

The Deceleration Lamp remains ON:
□ For approximately five (5) seconds at the start of every ignition cycle (a bulb check)
□ When percent throttle is zero and Cruise Control is inactive
Deceleration Lamp Requirements and Guidelines
The following requirements and guidelines apply to the Deceleration Lamp:

□ The Deceleration Lamp is optional.
□ The Deceleration Lamp must be integrated into the instrument panel or placed in clear
Parameter
Group
0 = Disabled
1 = Accelerator Pedal Idle Position*
2 = Actual Torque*
3 = Road Speed*
4 = Engine Speed*
5 = Coolant Temp*
11 = De- 6 = Pedal Torque*
4 09 DO 0 = VEPS or
35 celeration 7 = Boost Temp*
Lamp 8 = Oil Pressure (MCM Threshold)*
9 = Coolant Temp (MCM Threshold)*
10 = OI Active Lamp
11 = Deceleration Lamp
12 = FUSO Ground Starter Lockout
Relay*
13 = WIF Lamp
4 09
35 DO Fault –
Detection
Table 3-119 Deceleration Lamp Programming Options

3.7.7 DPF REGENERATION LAMP
This lamp is controlled by DDEC VI.

The DPF Regeneration Lamp remains ON when
□ Stationary regeneration is required.
□ At the start of every ignition cycle, the lamp turns ON for
approximately five (5) seconds (a bulb check).
The DPF Regeneration Lamp flashes when a stationary regeneration is required immediately. If
the lamp flashing is ignored, derate and/or shutdown could occur.
DPF Regeneration Lamp Requirements and Guidelines
The following requirements and guidelines apply to the DPF Regeneration Lamp:
□ The DPF Regeneration Lamp is required.
□ The DPF Regeneration Lamp must be integrated into the instrument panel or placed in
□ This lamp can be multiplexed on J1939.
□ The DPF Regeneration symbol shown above is required.
The parameters for the DPF Regeneration Lamp are listed in Table 3-120.
Parameter
Group
1 05 Fault 0 = Disabled
35 0 = Disabled VEPS, DRS
Detection 1 = Enabled
Table 3-120 DPF Regeneration Lamp Options

HARDWARE AND WIRING
3.7.8 HIGH EXHAUST SYSTEM TEMPERATURE LAMP
The HEST Lamp is controlled by DDEC VI.

The HEST Lamp remains ON:
(a bulb check).
□ When the vehicle speed is less than 5 mph and the DPF outlet
temperature is greater than 525°C.
When the engine elevates rpm for a parked regen but the exhaust temperatures
are relatively cool, the HEST lamp will flash once every ten seconds. (MCM
V9.61, V61.4 or later)
High Exhaust System Temperature Lamp Requirements and Guidelines
The following requirements and guidelines apply to the HEST Lamp:

□ The HEST Lamp is optional and must be supplied by the OEM.
□ A 12 volt light of less than 2.0 A (DC) is required depending on the ignition source. Digital
output circuits are designed to sink no more than 2.0 A (DC) current.
□ The HEST Lamp must be integrated into the instrument panel or placed in clear view of
the vehicle operator.
The parameters for the High Exhaust System Temperature Lamp are listed in Table 3-121.

Parameter
Group
0 = Disabled
1 = Accelerator Pedal Kick Down*
2 = Actual Torque*
3 = Road Speed*
4 = Engine Speed*
5 = Coolant Temperature* 13 = High
4 07 DO 6 = Pedal Torque* Exhaust System VEPS,
35
Selection 7 = Boost Temperature* Temperature DRS
8 = Oil Pressure (MCM threshold)* Lamp
9 = Coolant Temperature (MCM threshold)*
10 = Vehicle Power Shutdown/ignition relay
11 = Optimized idle ACC Bus (ignition relay)
12 = Split Valve 1*
13 = High Exhaust System Temperature Lamp
4 07 Fault 0 = Disabled VEPS,
35 0 = Disabled
Detection 1 = Enabled DRS
Table 3-121 High Exhaust System Temperature Lamp Options

HARDWARE AND WIRING
3.7.9 LOW BATTERY VOLTAGE LAMP
The Low Battery Voltage Lamp is controlled by DDEC VI.

The Low Battery Voltage Lamp remains ON:
□ For approximately five (5) seconds at the start of every ignition cycle (a bulb check)
□ When a low battery voltage is detected
Low Battery Voltage Lamp Requirements and Guidelines
The following requirements and guidelines apply to the Low Battery Voltage Lamp:
□ The Low Battery Voltage Lamp is optional.
□ The Low Battery Voltage Lamp must be integrated into the instrument panel or placed in
Parameter
Group
0 = Disabled
1 = Air Filter Lamp*
3 = Battery 2 = AGS2 Transmission Temp Indication
3 10 DO 0 = VEPS or
35 Voltage Low Lamp
Lamp 3 = Battery Voltage Low Lamp
4 = Coolant Level Low Lamp
3 10
35 DO Fault –
Detection
Table 3-122 Low Battery Voltage Lamp Programming Options

3.7.10 LOW COOLANT LEVEL LAMP
The Low Coolant Level Lamp is controlled by DDEC VI..

The Low Coolant Level Lamp remains ON:
(a bulb check)
□ When a low coolant level is detected
Low Coolant Level Lamp Requirements and Guidelines
The following requirements and guidelines apply to the Low Coolant Level Lamp:
□ The Low Coolant Level Lamp is optional.
□ The Low Coolant Level Lamp must be integrated into the instrument panel or placed in
Parameter
Group
0 = Disabled
1 = Oil Level Lamp*
4 = Coolant 2 = AGS2 Check Transmission Indication
3 10 DO 0 = VEPS or
35 Level Low Lamp
Lamp 3 = Oil Pressure Low Lamp
4 = Coolant Level Low Lamp
3 10
35 DO Fault –
Detection
Table 3-123 Low Coolant Level Lamp Programming Options

HARDWARE AND WIRING
3.7.11 LOW OIL PRESSURE LAMP
The Low Oil Pressure Lamp is controlled by DDEC VI..

The Low Oil Pressure Lamp remains ON:
(a bulb check)
□ When a low oil pressure fault is detected
Requirements and Guidelines
The following requirements and guidelines apply to the Low Oil Pressure Lamp:
□ The Low Oil Pressure Lamp is optional.
□ The Low Oil Pressure Lamp must be integrated into the instrument panel or placed in
Parameter
Group
0 = Disabled
1 = Oil Level Lamp*
3 = Oil 2 = AGS2 Check Transmission Indication
3 12 DO 0 = VEPS or
35 Pressure Lamp
Low Lamp 3 = Oil Pressure Low Lamp
4 = Cruise Active Lamp
3 12
35 DO Fault –
Detection
Table 3-124 Low Oil Pressure Lamp Programming Options

3.7.12 MALFUNCTION INDICATOR LAMP
The Malfunction Indicator Lamp (MIL) is controlled by DDEC VI.

The MIL remains ON:
(a bulb check)
□ For any emission related fault, the light will go out when the fault
is inactive
Malfunction Indicator Lamp Requirements and Guidelines
The following requirements and guidelines apply to the MIL:

□ The MIL is required.
□ The MIL must be integrated into the instrument panel or placed in clear view of the vehicle
operator.

HARDWARE AND WIRING
3.7.13 OPTIMIZED IDLE ACTIVE LAMP
The Optimized Idle Active Lamp is controlled by DDEC VI..

The Optimized Idle Active Lamp remains ON:
(a bulb check)
□ When Optimized Idle is active
Optimized Idle Active Lamp Requirements and Guidelines
The following requirements and guidelines apply to the Optimized Idle Active Lamp:
□ The Optimized Idle Active Lamp is optional.
□ The Optimized Idle Active Lamp must be integrated into the instrument panel or placed in
Parameter
Group
0 = Disabled
1 = Accelerator Pedal Idle Position*
2 = Actual Torque*
3 = Road Speed*
4 = Engine Speed*
5 = Coolant Temp*
6 = Pedal Torque*
4 09 DO 10 = OI 0 = VEPS or
35 7 = Boost Temp*
Selection Active Lamp Disabled DRS
8 = Oil Pressure (MCM Threshold)*
9 = Coolant Temp (MCM Threshold)*
10 = OI Active Lamp
12 = FUSO Ground Starter Lockout
Relay*
13 = WIF Lamp
4 09
35 DO Fault –
Detection
Table 3-125 Optimized Idle Active Lamp Programming Options

3.7.14 RED STOP LAMP
The RSL is controlled by DDEC VI.

The RSL remains ON:
(a bulb check)
□ When a potential engine damaging fault is detected
The RSL flashes:

□ When Engine Protection Shutdown occurs
□ When the Diagnostic Request Switch is used to activate the RSL to flash active codes
Red Stop Lamp Requirements and Guidelines
The following requirements and guidelines apply to the RSL:

□ The RSL is required.
□ A 12 volt light of less than 0.25 (DC) is required depending on the ignition source. Digital
output circuits are designed to sink no more than 0.25 (DC) current.
□ The RSL must be integrated into the instrument panel or placed in clear view of the
equipment operator.
□ The lens color must be red.
□ The words STOP ENGINE must appear on or near the RSL lamp.
□ The RSL is connected to pin 3/16 in the CPC.

HARDWARE AND WIRING
3.7.15 WAIT TO START LAMP
The Wait to Start Lamp is controlled by DDEC VI.

The Wait to Start Lamp remains ON:
(a bulb check)
□ When the grid heater system is active; the driver should not start the
engine when the light is on
Wait to Start Lamp Requirements and Guidelines
The following requirements and guidelines apply to the Wait to Start Lamp:
□ The Wait to Start Lamp is required for grid heater applications.
□ The Wait to Start Lamp must be integrated into the instrument panel or placed in clear
Parameter
Group
0 = Disabled
1 = Grid 1 = Grid
4 06 DO 1 = Grid Heater Lamp VEPS or
35 Heater Heater
Selection 2 = Accelerator Pedal Idle Position* DRS
Lamp Lamp
3 = Run Signal Starter Lockout
4 06
35 DO Fault –
Detection
Table 3-126 Wait to Start Lamp Programming Options

3.7.16 WATER-IN-FUEL LAMP (R2.0 OR LATER)
The Water-in-Fuel (WIF) Lamp remains ON:

(a bulb check)
□ When an ECAN signal is received indicating the water separator tank
is full and requires draining
Lamp status will also be broadcast over J1939 (SPN 97).
Water-in-Fuel Lamp Requirements and Guidelines
The following requirements and guidelines apply to the WIF Lamp:

□ This lamp is required for MBE 900 and the DD15.
□ The CPC pins used are 4/9 for the MBE 900 and 3/9 for the DD15.
□ A 12 volt light of less than 0.25 A(DC) is required. This digital output is designed to sink
no more than 0.25 A(DC) current.
□ The WIF Lamp must be integrated into the instrument panel or placed in clear view of
the vehicle operator.

HARDWARE AND WIRING
Parameter
Group
0 = Disabled
1 = Grid Heater Hardware*
2 = AGS2 Backup Lamp
3 09 DO 6 = WIF 0 = VEPS,
35 3 = Engine Brake Active
Selection Lamp Disabled DRS
4 = Not Used
6 = WIF Lamp
0 = Disabled
1 = Accelerator Pedal idle Position*
2 = Actual Torque*
3 = Road Speed*
4 = Engine Speed*
5 = Coolant Temperature*
6 = Pedal Torque*
4 09 DO 13 = WIF 0 = VEPS,
35 7 = Boost Temperature*
8 = Oil Pressure (threshold)*
9 = Coolant Temperature (engine controller
threshold)
10 = Optimized Idle Active Lamp
12 = FUSO Ground Starter Lockout Relay*
13 = WIF Lamp
Table 3-127 WIF Lamp Programming Options

4 INPUTS AND OUTPUTS
Section Page
4.1 INPUTS ................................................................................................... 4-3

4.2 SWITCH INPUTS RECEIVED OVER J1939 DATA LINK ....................... 4-31
4.3 DIGITAL OUTPUTS – CPC ..................................................................... 4-35
4.4 ANALOG OUTPUTS – CPC ................................................................... 4-57
4.5 PWM OUTPUT — CPC .......................................................................... 4-59

INPUTS AND OUTPUTS

4.1 INPUTS
The input functions and their associated pins are listed in Table 4-1.
Digital Input Functions CPC Connector / Pin

A/C Status 2/12
ABS Active 3/18
Aux Shutdown #1 1/10
Clutch Released Switch 4/8
Cruise Control Enable 1/14
Cruise Control Set/Coast 1/12
Cruise Control Resume/Accel 1/16
Diagnostic Request Switch 1/15
DPF Regeneration Inhibit Switch 4/13
Dual Speed Axle 1/1
Engine Brake Disable 4/18
Engine Brake Low 2/14
Engine Brake Medium 2/15
Fan Control Override 2/13
Fast Engine Heat Up Switch 4/18
Idle Validation 1 1/06
Idle Validation 2 1/03
Limiter 0 (LIM0) 1/11
Limiter 1 (LIM1) 2/11
Optimized Idle Hood Tilt Switch 4/18
Optimized Idle Thermostat 3/1
Park Brake Interlock 1/2
Regen Switch 4/17
Remote Throttle Select Switch 2/8
Remote PTO Switch 2/9
RPM Freeze 4/18
Service Brake Released Switch 2/7
Stop Engine Override/Diagnostic Request Switch 1/15
Throttle Inhibit 1/17
Transmission Neutral Switch 4/16
Transmission Retarder Active 1/1
Table 4-1 DDEC VI Inputs
These inputs can be either a switch or an OEM interlock depending on the function.
The following sections contain a description of the available options.

INPUTS AND OUTPUTS
4.1.1 AIR CONDITION STATUS
This digital input indicates that the air conditioner is inactive. When the digital input is open, then
the fan is turned on if configured (Air Condition Enable Auto Fan). There is a 10 second delay
when the digital input is grounded before returning to regular idle.
The AC Enable Switch or the AC High Pressure Switch can be used for this input.
Installation
The Air Conditioner Switch is wired to the CPC on pin 2/12.
This digital input's parameters are listed in Table 4-2.
Parameter
Parameter Description Setting Default Access
Group
0 – Disabled
1 – Enabled
VEPS,
Adjusted Idle 2 – Enabled if Neutral
3 — 0 – Disabled DRS or
Configuration 3 – Enabled if Neutral and Park
DDDL 7.0
Brake
4 – Enabled if Park Brake
0 – Disabled
1 – A/C Active Closed
Mode of A/C Selects Mode 2 – A/C Active VEPS or
6 2 – A/C Active Open
Status Input for A/C Switch Open DRS
3 – LIM Active Closed
4 – LIM Active Open
Fast Idle speed
Fast Idle Spd VEPS or
6 used when A/C 500 – 3000 RPM 600 RPM
Air Cond Input DRS
is activated
Enables/dis-
Air Condition
ables the fan 0 – Disable VEPS or
19 Enable Auto 1 – Enable
when the A/C 1 – Enable DRS
Fan
is on
Table 4-2 Air Condition Status Programming Options

4.1.2 ABS ACTIVE
The anti-lock brake system (ABS) input is used with AGS2 transmissions for ABS indication to
the CPC.
Installation
This switch is wired to pin 3/18 of the CPC.
The options for the ABS digital input are listed in Table 4-3.
Parameter
Group
0 — Disable
1 — Enable ABS Input
2 — Enable Transmission Retarder Input
3 — Enable Tempo Set*
4 — Enable Grid Heater Detection*
3 18 DI 1 — Enable 5 — Switchable Torque Demand* 0 — VEPS,
13
Selection ABS Input 6 — Drive On Super Structure* Disable DRS
7 — Throttle Inhibit Super Structure*
8 — Split Select*
9 — FUSO Engine Brake Stage 2 Cancel
Switch*
10 — DPF Inhibit Switch
Table 4-3 ABS Programming Options

INPUTS AND OUTPUTS
4.1.3 AUXILIARY SHUTDOWN #1
The auxiliary shutdown input (auxiliary shutdown #1) are used by other vehicle systems when it is
desirable to use the CPC's engine protection function. For example, the engine protection function
may be used to protect a transmission or pump against failure. When a vehicle system needs the
engine to shutdown, an input port configured as auxiliary shutdown is switched to sensor return.
When “1 10 DI Selection” is set to 1 – Enable Aux Shutdown, an external stop request via pin 1/10
(grounded) will instantaneously stop the fueling and the engine will stop without a time delay. The
immediate shutdown request via pin 1/10 is handled the same way J1939 engine stop requests are.
Installation
The Aux Shutdown #1 Switch is wired to the CPC on pin 1/10.
The options for the auxiliary shutdown #1 digital input are listed in Table 4-4.
Parameter
Group
0 — Disable
1 10 DI 1 — Enable Aux 0 — VEPS,
13 1 — Enable Aux Shutdown
Selection Shutdown Disable DRS
2 — FUSO Accelerator Switch*
Table 4-4 Aux Shutdown #1 Programming Options

4.1.4 CLUTCH SWITCH
This input indicates that the clutch is released and is used for suspending Cruise Control and Auto
Resume. When the clutch is released, the input is at battery ground. Cruise Control is suspended
if the clutch is pressed once if Auto Resume is enabled. If the clutch is released within three
seconds, Cruise Control is automatically resumed.
The digital input logic for the Clutch Switch disables Cruise Control in the unlikely event of a
broken clutch switch wire.
If the transmission type is set to a two pedal system, the engine will know that there is no clutch
on the vehicle and will ignore the clutch switch input.
The Clutch Switch is a normally closed switch. It is customer selectable and is normally disabled.
Installation
The Clutch Switch is wired to the CPC on pin 4/8. Alternatively the Clutch switch may be
multiplexed on J1939. Refer to section 4.2, “Switch Inputs Received Over J1939 Data Link”
for additional information.
The options for this digital input are listed in Table 4-5.
Parameter Group Parameter Options Default Access

0 – No Clutch Switch
1 – 1 Clutch Switch
0 – No Clutch
13 Clutch Switch Config 3 – CCVS1 VEPS or DRS
Switch
4 – CCVS2
5 – CCVS3
6 – ETC1
0 – Disable
13 4 08 DI Selection 1 – 1 Clutch Switch 1 – 1 Clutch Switch VEPS or DRS
2 – PTO Request for AGS2
Table 4-5 Clutch Switch Programming Options

INPUTS AND OUTPUTS
4.1.5 CRUISE CONTROL ON/OFF SWITCH
Cruise Control is enabled but not active when the Cruise Control Master switch digital input is
switched to battery ground.
The Cruise Control Master switch is a normally open switch.
Installation
The Cruise Control Master Switch is wired to the CPC on pin 1/14. Alternatively, this input may
be multiplexed on J1939. Refer to section 4.2, “Switch Inputs Received Over J1939 Data Link”
for additional information on multiplexing this input.

0 – Hardwired
CC ON OFF Switch 1 – CCVS1
13 0 – Hardwired VEPS or DRS
Config 2 – CCVS2
3 – CCVS3
Table 4-6 Cruise Control On/Off Switch Programming Options

4.1.6 CRUISE CONTROL RESUME/ACCEL SWITCH AND SET/COAST

SWITCH
RESUME – If Cruise Control has been disabled with the service brake or the clutch switch,
momentary contact to the ON position (switching to battery ground) restores the previously
set cruise speed.
ACCEL – When Cruise Control is active, the Resume/Accel input can be used to increase the
power and speed by toggling the switch. Momentarily toggling and releasing the Resume/Accel
switch will increase the set point by 1 MPH increments. Holding the Resume/Accel will increase
the set point by 1 MPH per second. When released, the cruise control set point will be at the
new speed.
The Resume/Accel Switch is a momentary normally open switch.
SET – Cruise Speed is set by momentarily contact the switch to the ON position (switching the
digital input to battery ground). Cruise Control will become active and maintain the vehicle
speed present at the time.
COAST– When Cruise Control is active, the Set/Coast input can be used to reduce power and
speed by toggling the switch. Momentarily toggling and releasing the Set/Coast switch will
decrease the set point by 1 MPH increments. Holding the Set/Coast will decrease the set point by
1 MPH per second. When released the Cruise Control set point will be at the new speed.
The Set/Coast Switch is a momentary normally open switch.
PAUSE SWITCH – In addition to these main controlling switches, Cruise Control may be
temporarily disabled by pressing the Pause Switch. Depending on configuration, the switch is
either hardwired or evaluated from the J1939 CCVS message. When disabled through the Pause
Switch, Cruise Control can be resumed at the previous set point by toggling the Resume Switch.
Installation
The Resume/Accel Switch is wired to the CPC on pin 1/16. The Set/Coast Switch is wired to the
CPC on pin 1/12. Alternatively, either may be multiplexed on J1939. Refer to section 4.2, “Switch
Inputs Received Over J1939 Data Link” for additional information on multiplexing this input.

INPUTS AND OUTPUTS

0 – Hardwired
1 – CCVS1
2 – CCVS2
3 – CCVS3
4 – CCVS1 or CCVS2
7 — CCVS1 or CCVS2
or CCVS3
CC Set Cst Res 8 – CCVS1 or hardwired
Accel Sw Config 9 – CCVS2 or hardwired
10 – CCVS3 or hardwired
or hardwired
or hardwired
or hardwired
14 – CCVS1 or CCVS2 or
CCVS3 or hardwired
Table 4-7 Cruise Control Resume/Accel Switch Programming Options
Diagnostics
If both the Cruise Control Set/Coast and Resume/Accel switches are grounded for more than a
programmed number of consecutive samples, a diagnostic fault is logged. All cruise control
switch functions will be disabled.

4.1.7 DIAGNOSTIC REQUEST SWITCH
This digital input allows the flashing of diagnostic codes using the AWL and RSL. This is a
momentary normally open switch.
Installation
The Diagnostic Request Switch is wired to #1 connector of the CPC on pin 1/15.
Parameter
Group
0 – Disabled
1 – Stop Engine Override Switch
/Diagnostic Request Switch (fault 1 – Stop Engine Override Switch
1 15 DI VEPS or
13 code flashing) /Diagnostic Request Switch (fault
Selection DRS
2 – CC Cancel (FUSO)* code flashing)
3 – Diagnostic Request Switch
(fault code flashing)
Table 4-8 Diagnostic Request Switch Programming Options

INPUTS AND OUTPUTS
4.1.8 DPF REGENERATION INHIBIT SWITCH AND REGEN SWITCH (CPC

R2.0 OR LATER AND MCM V61 FOR SERIES 60, MCM V8 FOR MBE
OR LATER)
The Regen Switch is used by the operator to initiate a parked regeneration. This switch is
REQUIRED. The Regen switch is a momentary normally open switch. Refer to section 5.22
If “DPF J1939 Regen Sw Enable” parameter is enabled (1-Active), the CPC will no longer
process the hardwired Regen Switch requests. The CPC must receive regular periodic switch
status messages over J1939.
The DPF Regeneration Inhibit Switch is used to inhibit all DPF regenerations. This switch is
OPTIONAL. This is typically used in hazardous environment applications.
If “DPF J1939 Inhibit Sw Enable” parameter is enabled (1-active), the CPC will no longer
process the hardwired Regen Inhibit switch requests. The CPC must receive regular periodic
switch status messages over J1939.
A three position switch or two separate switches can be used. The operating state for both switch
implementations is listed in Table 4-9.
Three Position Switch Truth Table Functionality

Input to Pin 4/13
Physical Switch Input to Pin 4/17
Position Type (DPF Regen Operating State
Position (DPF Regen Sw)
Inhibit Sw)
Manual Regen
Up Momentary Grounded (TRUE) Grounded (FALSE)
Request
Middle Maintain Open (FALSE) Grounded (FALSE) Automatic
Down Maintain Open (FALSE) Open (TRUE) Inhibit/Cancel
N/A N/A Grounded (TRUE) Open (TRUE) Inhibit/Cancel
NOTE: Above functionality will be realized in the vehicle with one switch (three positions) or with two
switches (one for the regen and one for the inhibit).
Table 4-9 Operating State for Both Switch Implementations
The operating state based on J1939 switch status is listed in Table 4-10.
SPN 3696 DPF Regen SPN 3695 DPF Inhibit Operating State
ACTIVE (01) NOT ACTIVE (00) Manual Regen Request

Automatic, No Manual Regen
NOT ACTIVE (00) NOT ACTIVE (00)
Request
NOT ACTIVE (00) ACTIVE (01) Inhibit/Cancel
ACTIVE (01) ACTIVE (01) Inhibit/Cancel
NOTE: Above functionality/truth table will be realized in the vehicle with one switch (three positions) or with
two switches (one for the regen and one for the inhibit).
Table 4-10 The Operating State Based on J1939 Switch Status

Installation
The DPF Regeneration Inhibit Switch is wired to pin 4/13 of the CPC #4 connector.
The Regen Switch is wired to the CPC #4 connector pin 4/17. It can be multiplexed.
The options for these digital inputs are listed in Table 4-11.
Parameter
Group
0 = Disabled
1 = Enable ABS Input*
2 = Enable Transmission Retarder Input*
4 = Enable Tempo Set*
5 = Switchable Torque Demand*
VEPS or
13 4 13 DI Selection 6 = Drive ON Super Structure* 0 = Disabled
DRS
7 = Throttle Inhibit Super Structure*
8 = Split Select*
9 = FUSO Engine Brake Stage 2 Cancel
Switch*
10 = DPF Regeneration Inhibit Switch
DPF J1939 Inhibit 0 – Not Active VEPS or
46 0 = Not Active
Sw Enable 1 – Active DRS
0 = Disable
1 = 2 Clutch Switch* 2 = DPF
VEPS or
13 4 17 DI Selection 2 = DPF Regeneration Switch Regeneration
DRS
3 = FUSO Air Suspension Speed Limit Switch
Switch*
DPF J1939 Regen 0 – Not Active VEPS or
46 0 = Not Active
Sw Enable 1 – Active DRS
Table 4-11 Regen Switch and DPF Regeneration Inhibit Switch Programming
Options

INPUTS AND OUTPUTS
4.1.9 DUAL-SPEED AXLE SWITCH
This input indicates that the dual-speed axle ratio has been switched when the input is grounded.
When the switch is open, the dual speed axle ratio is normal.
The Dual-speed Axle Switch is a normally open switch.
Installation
The Dual-speed Axle Switch is wired to the CPC on pin 1/1. Alternatively, it may be multiplexed
on J1939. Refer to section 4.2, “Switch Inputs Received Over J1939 Data Link” for additional
information.

0 – Hardwired
2nd Axle Speed 1 – CCVS1
Switch Config 2 – CCVS2
3 – CCVS3
0 – Disable
1 – Enable Dual Speed Axle
2 – Enable Transmission
13 1 01 DI Selection 0 – Disable VEPS or DRS
Retarder Input
3 – FUSO Auxiliary Brake
Cut Switch*
* Not Supported in NAFTA
Table 4-12 Dual-speed Axle Switch Programming Options

4.1.10 ENGINE BRAKE DISABLE
Engine Brake Disable is a digital input which is switched to battery ground whenever a vehicle
system such as a traction control device does not want engine braking to occur.
The CPC, which controls the Engine Brake directly, will not allow engine braking when the
input is switched to battery ground. DDEC VI supports the J1939 message to disable engine
brake (TSC1 command to source address 15).
Installation
The Engine Brake Disable Switch is wired to pin 4/18 on the CPC.
Parameter
Group
0 — Disable
1 — Enable Engine Door Bus*
2 — Enable Engine Hood
13 4 18 DI Selection 3 — AGS2 PTO Feedback 0 — Disable VEPS, DRS
4 — RPM Freeze
5 — Engine Brake Disable
6 — Fast Engine Heat Up Switch
Table 4-13 Engine Brake Disable Programming Options

INPUTS AND OUTPUTS
4.1.11 ENGINE BRAKE LOW & MEDIUM
The Engine Brake Low and Engine Brake Medium switches select the level of engine braking as
Engine Brake Medium

Engine Brake Low Digital Input Engine Brake Status
Digital Input
OPEN OPEN OFF
GND OPEN LOW
OPEN GND MEDIUM
GND GND HIGH
Table 4-14 Level of Engine Braking
The Engine Brake Low and Engine Brake Medium switches are normally open switches.
Installation
The Engine Brake Low Switch is wired to the CPC on pin 2/14 and Engine Brake Medium
Switch is wired to the CPC on pin 2/15.

0 – Hardwired
Engine Brake Switch
13 1 — Info from J1939 0 – Hardwired VEPS or DRS
Config
255 – Not Available
Table 4-15 Engine Brake Switch Programming Options
4.1.12 FAN OVERRIDE
This digital input is used to activate the fan when the input is switched to battery ground.
The fan override switch is a normally open switch.
Installation
The Fan Override Switch is wired to the CPC on pin 2/13.

4.1.13 FAST ENGINE HEAT UP SWITCH
This feature is available for MBE900 engines. The engine goes into thermal management mode
to increase heat rejection into the coolant to improve the in-cab heating when the following
conditions are met: .
□ Fast Idle Heat Up Switch is ON (grounded)
□ Clutch is engaged (grounded if configured)
□ Transmission in neutral (grounded if configured)
□ Park Brake is ON (grounded)
□ PTO is not active
This is a normally open switch.
Installation
The Fast Engine Heat Up Switch is wired to the CPC on pin 4/18.
Parameter
Group
0 — Disable
13 4 18 DI Selection 3 — AGS2 PTO Feedback 0 — Disable VEPS, DRS
4 — RPM Freeze
Table 4-16 Fast Engine Heat Up Switch Programming Options

INPUTS AND OUTPUTS
4.1.14 IDLE VALIDATION 1 & IDLE VALIDATION 2
The Idle Validation Switch consists of two contacts. Idle Validation 1 is normally closed and
indicates that the accelerator pedal is in the idle position when the input is grounded. Idle
Validation 2 is normally open and indicates that the accelerator pedal is not in the idle position
when it is grounded.
NOTE:
An Idle Validation Switch is required.
Installation
The Idle Validation 1 Switch is wired to the CPC on pin 1/6. The Idle Validation 2 Switch is
wired to the CPC on pin 1/3.
4.1.15 LIMITERS FOR TORQUE, ENGINE SPEED, AND VEHICLE SPEED
These inputs indicate that the engine is being limited to a torque, engine speed or vehicle speed.
These limiters are Limiter 0 (LIM0) and Limiter 1 (LIM1).
Installation
Limiter 0 is wired to the CPC on pin 1/11, Limiter 1 on pin 2/11.
Refer to section 5.19, “Limiters,” for more information.

4.1.16 OPTIMIZED IDLE HOOD TILT SWITCH
The Hood Tilt Switch digital input indicates when the hood is opened or closed for Optimized
Idle operation.
The Hood Tilt Switch is a normally open switch and is required for Optimized Idle.
Installation
The Hood Tilt Switch is wired to the CPC on pin 4/18.
Parameter
Group
0 = Disable
VEPS,
13 4 18 DI Selection 3 — AGS2 PTO Feedback 0 = Disable
DRS
4 — RPM Freeze
Table 4-17 Hood Tilt Switch Programming Options

INPUTS AND OUTPUTS
4.1.17 OPTIMIZED IDLE THERMOSTAT
The OI thermostat input indicates when the engine should run to heat/cool the cab when operating
in Optimized Idle mode. This input is normally open.
Installation
The OI thermostat is wired to the CPC on pin 3/1.
Parameter
Group
0 = No Sensor
1 = Air Filter Restriction Sensor*
13 3 01 AI Selection 2 = OI Thermostat 0 = No Sensor VEPS, DRS
3 = FUSO Clutch Pedal Sensor
Input*
Table 4-18 OI Thermostat Programming Options

4.1.18 PARK BRAKE SWITCH
This input indicates that the Park Brake is engaged when switched to battery ground.
The Park Brake Switch is a normally open switch.
Installation
This input is wired to the CPC pin 1/2. Alternatively, this input may be multiplexed on J1939.
Refer to section 4.2, “Switch Inputs Received Over J1939 Data Link” for additional information
on multiplexing this input.
This input is required.
Programming Requirements & Flexibility
This digital input can be configured as listed in Table 4-19.
Parameter
Group
1 – Enable
0 – Disable VEPS or
13 1 02 DI Selection Park Brake
1 – Enable Park Brake Interlock DRS
Interlock
0 – Hardwired
1 – CCVS1 VEPS or
13 Park Brake Switch Config 0 – Hardwired
2 – CCVS2 DRS
3 – CCVS3
Table 4-19 Configuring the Park Brake Switch Input

INPUTS AND OUTPUTS
4.1.19 REGEN SWITCH
For Regen Switch information, refer to section 4.1.8.
4.1.20 REMOTE THROTTLE SELECT SWITCH
This digital input when switched to battery ground indicates that the remote throttle is active. The
switch information will only be used if the remote accelerator input is configured. If pin 2/9 is
open, the torque governor is active. If pin 2/9 is grounded the PTO governor is active.
The remote accelerator enable switch is a normally open switch.
Installation
This input is wired to the CPC pin 2/8. This switch can also be multiplexed over J1939.
Parameter
Group
0 – Disable
13 2 08 DI Selection 1 – Remote Throttle Enable 0 – Disable VEPS or DRS
2 – Service Brake Active*
Remote
0 – Disable
20 Accelerator 0 – Disable VEPS or DRS
1 – Enable
Enable
Table 4-20 Configuring the Remote Accelerator Select Input

4.1.21 REMOTE PTO SWITCH
The Remote PTO Switch allows the use of a customer selected high idle speed instead of the hot
idle engine speed. This switch also enables the remote throttle to use the PTO governor.
The Remote PTO speed is active when a digital input is switched to battery ground and the parking
brake is enabled. The preset speeds are selected by enabling the remote PTO switch once for PTO
speed #1, twice for PTO speed #2 or three times for PTO speed #3. These PTO speeds can be
set with VEPS. The Remote PTO will override the Cab PTO mode and cab throttle unless “PTO
Throttle Override” is disabled. For more information, refer to section 5.28.3, “Remote PTO.”
The Remote PTO Switch is a normally open switch.
Installation
This input is wired to the CPC pin 2/9. This switch can also be multiplexed over J1939.
Programming requirements and Flexibility
This switch can also be multiplexed over J1939 as listed in Table 4-21.
Parameter
Group
0 - Hardwired
1 – CCVS1
2 – CCVS2
VEPS,
13 Cab PTO Switch Config 3 – CCVS3 0
DRS
4 – CCVS1 or Hardwired
Table 4-21 Parameters for Multiplexing

INPUTS AND OUTPUTS
4.1.22 RPM FREEZE
The RPM Freeze input (when grounded) allows the operator to request that PTO maintain the
current engine speed. Locking on to a fixed engine speed is desirable in applications where the
input is subjected to electrical noise which in turn causes the engine speed to fluctuate. The
RPM Freeze Switch is normally open.
For more information, refer to section 5.28.4, “RPM Freeze.”
Installation
This input is wired to pin 4/18 on the CPC.

0 – Disable
13 4 18 DI Selection 3 — AGS2 PTO Feedback 0 – Disable VEPS, DRS
4 – RPM Freeze
Table 4-22 RPM Freeze Programming Options

4.1.23 SERVICE BRAKE RELEASED SWITCH
This input indicates that the brake is released when switched to battery ground. If the brake is
activated, then the input is open. This input will suspend cruise control when the brake is activated.
The service brake switch is a normally closed switch.
This input is required.
Installation
This input is wired to the CPC pin 2/7. Alternatively, this input may be multiplexed on J1939.
Refer to section 4.2, “Switch Inputs Received Over J1939 Data Link” for additional information
on multiplexing this input.

0 – Hardwired
Service Brake Switch 1 – CCVS1
Config 2 – CCVS2
3 – CCVS3
Table 4-23 Configuring the Service Brake Switch Input

INPUTS AND OUTPUTS
4.1.24 STOP ENGINE OVERRIDE
The Stop Engine Override Switch is a momentary normally open switch. When the input is
switched to battery ground, a shutdown override is enabled.
Shutdown Override Switch is a momentary normally open switch.
NOTE:
This switch is REQUIRED except for fire truck applications.
Installation
This input is wired to the CPC pin 1/15.

Parameter
Group
0 – Unconfigured
1 15 DI VEPS or
Selection DRS
Stop Engine 0 – Hardwired
Override Sw 1 – CCVS1 VEPS or
13 0 – Hardwired
Config (R2 2 – CCVS2 DRS
or later) 3 – CCVS3

4.1.25 THROTTLE INHIBIT
If the Throttle Inhibit Switch is switched to battery ground, the engine will not respond to the
foot pedal or remote throttle.
If the Throttle Inhibit Switch is grounded while the vehicle speed is greater than X mph, the
throttle inhibit function will be disabled until the switch is validated again.
The Throttle Inhibit Switch is a normally open switch.
Installation
The Throttle Inhibit Switch is wired to the CPC on pin 1/17.
This parameter selects the throttle that is inhibited when the digital input is grounded. This digital
input can be configured as listed in Table 4-25.
Parameter Group Parameter Default Access

1 – Cab Throttle and
Remote Throttle
Throttle Inhibit
11 2 – Cab Throttle Only 0 VEPS, DRS
Selection
3 – Remote Throttle
Only
Table 4-25 Throttle Inhibit Programming Options

INPUTS AND OUTPUTS
4.1.26 TRANSMISSION NEUTRAL SWITCH
This digital input when switched to battery ground indicates that the transmission is in neutral.
An open circuit indicates in gear.
NOTE:
This input is required for Optimized Idle.
Installation
This input is wired to the CPC pin 4/16.

0 – Hardwired
Trans Neutral Input
13 1 — Info from J1939 0 – Hardwired VEPS or DRS
Config
Table 4-26 Configuring the Transmission Neutral Switch Input

4.1.27 TRANSMISSION RETARDER ACTIVE
This input indicates that the transmission retarder is active. When the input is switched to ground,
the fan is turned off. When the input is open, the fan will be turned on. The fan will be on for a
minimum of 30 seconds. Refer to the transmission manufacturers documentation to determine
when to connect this input.
Installation
The transmission retarder input is wired to pin 1/1.
Parameter
Group
0 = Disable
1 = Enable Dual Speed Axle
2 = Enable Transmission
13 1 01 DI Selection 0 = Disable VEPS or DRS
Retarder Input
3 = FUSO Auxiliary Brake
Cut Switch*
Table 4-27 Transmission Retarder Input Options

INPUTS AND OUTPUTS

4.2 SWITCH INPUTS RECEIVED OVER J1939 DATA LINK

Multiplexing is available for several switch inputs over the SAE J1939 Data Link. The CPC
supports this feature for the following switch inputs:
□ Cruise Control On/Off Switch
□ Cruise Control Set/Coast
□ Cruise Control Resume/Accel
□ Cruise Pause Switch
□ Service Brake Switch
□ Park Brake Switch
□ Clutch Brake Switch
□ Engine Brake Switches – EBC1 Message
□ Dual-Speed Axle Switch
□ Regen Switch
□ Regen Inhibit Switch
□ Remote PTO
To use the multiplexing feature with the CPC, the parameters must be set up correctly. There
are three different source addresses (SA) possible for receiving the Cruise Control message.
Every switch in this message must be programmed to react on one programmed SA. The SA is
programmed by the vehicle OEM.
If an error is detected (wrong data on J1939 CC message or the message is not sent) an error is
logged. If the error is caused by wrong data or missing data, the error will be logged and will be
held active until the ignition is switched off. Cruise Control will also be disabled.
The options for each source address are listed in Table 4-28. The multiplexing parameters are
Parameter
Group
1 EBC1 Source Address SAE J1939 0-255 33 VEPS, DRS
1 CC1 Source Address SAE J1939 0 – 255 23 VEPS, DRS
1 TSC1 Source Address SAE J1939 0 – 255 231 VEPS, DRS
1 CM1 DPF Source Address SAE J1939 0 – 255 49 VEPS, DRS
1 CM1 Fan Source Addr 1 SAE J1939 0 – 255 25 VEPS, DRS
1 CM1 Fan Source Addr 2 SAE J1939 0 – 255 49 VEPS, DRS
1 PTO Source Address SAE J1939 0 – 255 23 VEPS, DRS
Table 4-28 Source Address Options

INPUTS AND OUTPUTS
Parameter
Group
PTO Source Address SAE VEPS,
1 0–255 23
J1939 DRS
0 - Hardwired
1 – CCVS1 VEPS,
13 CC On Off Switch Config 0
2 – CCVS2 DRS
3 – CCVS3
0 - Hardwired
1 – CCVS1
2 – CCVS2
3 – CCVS3
or CCVS3
CC Set Cst Res Accel 8 – CCVS1 or hardwired VEPS,
13 0
Sw Config 9 – CCVS2 or hardwired DRS
or hardwired
or hardwired
or hardwired
CCVS3 or hardwired
0 - Hardwired
1 – CCVS1 VEPS,
13 Service Brake Switch Config 0
2 – CCVS2 DRS
3 – CCVS3
0 - Hardwired
1 – CCVS1 VEPS,
13 Park Brake Switch Config 0
2 – CCVS2 DRS
3 – CCVS3
0 - Not Configured
2 – 2 Clutch Switch*
VEPS,
13 Clutch Switch Config 3 – CCVS1 0
DRS
4 – CCVS2
5 – CCVS3
6 – ETC1
0 - Hardwired
1 – CCVS1 VEPS,
13 2nd Axle Speed Switch Config 0
2 – CCVS2 DRS
3 – CCVS3
0 — Hardwired
VEPS,
13 Engine Brake Switch Config 1 — Info from J1939 0
DRS
255 — Not Available
0 — Hardwired
VEPS,
13 Trans Neutral Input Config 1 — Info from J1939 0
DRS
255 — Not Available

Parameter
Group
0 - Disabled
1 – CCVS1
2 – CCVS2
3 – CCVS3
or CCVS3
8 – CCVS1 or hardwired VEPS,
13 CC Pause Switch Config 0
9 – CCVS2 or hardwired DRS
or hardwired
or hardwired
or hardwired
CCVS3 or hardwired
0 - Hardwired
1 – CCVS1
2 – CCVS2
VEPS,
13 Cab PTO Switch Config 3 – CCVS3 0
DRS
0 – Hardwired
Stop Engine Override Sw 1 – CCVS1 VEPS or
13 0
Config (R2 or later) 2 – CCVS2 DRS
3 – CCVS3
0 – Not Active VEPS or
46 DPF J1939 Inhibit Sw Enable 0
1 – Active DRS
0 – Not Active VEPS or
46 DPF J1939 Regen Sw Enable 0
1 – Active DRS
Table 4-29 Parameters for Multiplexing

INPUTS AND OUTPUTS

4.3 DIGITAL OUTPUTS – CPC

The CPC has 15 digital output pins, 12 low side and three high side. The CPC digital output
functions and their associated pins are listed in Table 4-30.
Digital Output Function Driver CPC Connector/Pin

AGS2 Backup Lamp Low Side 3/09
AGS2 Check Trans Lamp Low Side 3/12
AGS2 Trans Temp Lamp Low Side 3/10
Amber Warning Lamp Low Side 2/10
Cruise Active Lamp Low Side 3/12
Deceleration Lamp Low Side 4/09
DPF Regeneration Lamp Low Side 1/05
Engine Brake Active Low Side 3/09
Ether Start Low Side 31/8
High Exhaust System Temperature Lamp Low Side 4/07
Low Battery Voltage Lamp Low Side 3/10
Low Coolant Level Lamp Low Side 3/10
Low Oil Pressure Lamp Low Side 3/12
Malfunction Indicator Lamp Low Side 1/13
Optimized Idle Active Lamp Low Side 4/09
Optimized Idle Alarm Low Side 3/17
Red Stop Lamp Low Side 3/16
Starter Lockout/Run Signal Low Side 3/17
Top2 Shift Solenoid High Side 3/08
Top2 Lockout Solenoid High Side 3/07
Vehicle Power Shutdown High Side 4/10
Wait to Start Lamp Low Side 4/06
Water-in-Fuel Lamp (R2 or later) Low Side 3/09 or 4/09
Table 4-30 Digital Outputs – CPC
The digital output wired to the MCM is listed in Table 4-31.
Digital Output Function Driver MCM Connector/Pin

Ether Start Low Side 31/8
Table 4-31 Digital Output Wired to the MCM

INPUTS AND OUTPUTS
4.3.1 AGS2 BACKUP LAMP
This digital output is used for non-multiplexed applications with the AGS2 transmission.
Installation
This digital output circuit is designed to sink no more that 2.0 A (DC) current.
The AGS2 Backup Lamp is wired to pin 3/9 of the CPC.
Parameter
Group
0 – Disabled
1 — Grid Heater Hard Wired*
2 – AGS2 Backup Lamp
3 09 DO 2 – AGS2 Backup 3 – Engine Brake Active VEPS or
35 0 – Disabled
Selection Lamp 4 – Not Used DRS
5 – FUSO Engine Brake Active
Lamp*
6 – WIF Lamp
3 09 DO Fault 0 – Disabled VEPS or
35 — 0 – Disabled
Detection 1 – Enabled DRS
Table 4-32 AGS2 Backup Lamp Programming Options

4.3.2 AGS2 CHECK TRANS LAMP
Installation
This digital output circuit is designed to sink no more that 250 mA (DC) current.
The AGS2 Check Trans Lamp is wired to pin 3/12 of the CPC.
Parameter
Group
0 – Disabled
1 – Oil Level Lamp
2 – AGS2 Check
2 – AGS2 Check Transmission Indication
3 12 DO VEPS or
35 Transmission Lamp 0 – Disabled
Selection DRS
Indication Lamp 3 – Oil Pressure Low Lamp
4 – Cruise Active Lamp
5 – FUSO Retarder Control
2*
3 12
0 – Disabled VEPS or
35 DO Fault — 0 – Disabled
1 – Enabled DRS
Detection
Table 4-33 AGS2 Check Transmission Indication Lamp Programming Options

INPUTS AND OUTPUTS
4.3.3 AGS2 TRANS TEMP LAMP
Installation
This digital output circuit is designed to sink no more that 250 mA (DC) current.
The AGS2 Transmission Temp Indication Lamp is wired to pin 3/10 of the CPC.
Parameter
Group
0 – Disabled
1 – Air Filter Lamp*
2 – AGS2 Transmission
2 – AGS2 Temp Indication Lamp
3 10 DO VEPS or
35 Transmission Temp 3 – Battery Voltage Low 0 – Disabled
Selection DRS
Indication Lamp Lamp
4 – Coolant Level Low Lamp
5 – FUSO Retarder Control
1*
3 10
1 – Enable DRS
Detection
Table 4-34 AGS2 Transmission Temp Indication Lamp Programming Options
4.3.4 AMBER WARNING LAMP
The Amber Warning Lamp is illuminated for all active faults. The AWL will also flash when
an engine shutdown occurs.
Installation
This digital output circuit is designed to sink no more than 250 mA (DC) current.
The AWL is wired to pin 2/10 of the CPC.
NOTE:
This digital output is REQUIRED.

4.3.5 CRUISE ACTIVE LAMP
When Cruise Control's Cruise Switch PTO is active, this digital output is switched to ground.
This digital output can be used to drive a lamp indicating the active state of Cruise Control.
NOTE:
This function is optional.
Installation
This digital output circuit is designed to sink no more that 250 mA (DC) current. The Cruise
Active Lamp is wired to pin 3/12 of the CPC.
Parameter
Group
0 — Disabled
1 – Oil Level Lamp*
4 — Cruise 2 — AGS2 Check Trans Lamp VEPS or
35 3 12 DO Selection 0 — Disabled
Active Lamp 3 — Oil Pressure Low Lamp DRS
4 — Cruise Active Lamp
5 — FUSO Retarder Control 2*
3 12 DO Fault 0 — Disabled VEPS or
35 — 0 — Disabled
Detection 1 — Enabled DRS
Table 4-35 Cruise Active Lamp Programming Options

INPUTS AND OUTPUTS
4.3.6 DECELERATION LAMP
The Deceleration Lamp options a lamp in the back of the vehicle to warn that the vehicle is
slowing down. This digital output could be used to drive a deceleration lamp or more typically a
relay which drives the deceleration lamps. This digital output is switched to ground whenever the
percent throttle is zero and Cruise Control is inactive.
NOTE:
This feature is optional.
Installation
This digital output circuit is designed to sink no more than 2.0 mA (DC) current. The Deceleration
Lamp is wired to pin 4/9 of the CPC.
Parameter
Group
0 – Disabled
1 – Accelerator Pedal Idle
Position*
2 – Actual Torque*
3 – Road Speed*
4 – Engine Speed*
5 – Coolant Temp*
6 – Pedal Torque*
4 09 DO 11 – Deceleration 7 – Boost Temp* VEPS or
35 0 – Disabled
Selection Lamp 8 – Oil Pressure (MCM DRS
Threshold)*
9 – Coolant Temp (MCM
Threshold)*
10 – OI Active Lamp
11 – Deceleration Lamp
12 – FUSO Ground Starter
Lockout Relay*
13 – WIF Lamp
4 09
0 — Disabled VEPS or
35 DO Fault — 0 — Disabled
1 — Enabled DRS
Detection
Table 4-36 Deceleration Lamp Programming Options

4.3.7 DPF REGENERATION LAMP (HARDWIRED AND J1939)
The purpose of this lamp is to let the operator know that a parked regeneration is required. This
lamp can be hardwired or multiplexed. Solid illumination indicates a manual regeneration is
required.
NOTE:
Installation
The DPF Lamp is wired to pin 1/5 of the CPC.
Parameter
Group
1 05
35 DO Fault — 0 — Disabled
1 – Enabled DRS
Detection
Table 4-37 DPF Regeneration Lamp Programming Options

INPUTS AND OUTPUTS
4.3.8 ENGINE BRAKE ACTIVE
This digital output is switched to ground whenever the Engine Brake is active. This digital output
could be used to drive an Engine Brake Active Lamp or give an engine brake active indication
to another vehicle system
NOTE:
Installation
This digital output circuit is designed to sink no more than 2.0 A (DC) current.
Engine Brake Active is wired to pin 3/9 of the CPC.
Parameter
Group
0 – Disabled
1 – Grid Heater Hard Wired*
2 – AGS2 Backup Lamp
3 09 DO 3 – Engine Brake 3 – Engine Brake Active VEPS or
35 0 – Disabled
Selection Active 4 – Not Used DRS
5 – FUSO Engine Brake Active
Lamp*
6 – WIF Lamp
3 09
1 — Enabled DRS
Detection
Table 4-38 Engine Brake Active Programming Options

4.3.9 ETHER START
This digital output is switched to ground when ether should be injected into the engine for cold
start purposes.
NOTE:
This output is used on a Series 60 engine only.
Installation
This function is wired to pin 31/8 of the 31-pin connector. The power supply for the ether system
should be wired to pin 31/22 of the 31-pin connector.
Param-
eter Parameter Setting Options Default Access
Group
SW6 Con- 0 – Disable VEPS,
MCM – 1 24 – Ether Start 0 - Disable
figuration 24 – Ether Start DRS
0 – Disable
Cold Start 1 – Ht Grid Heater 0 – No VEPS,
MCM – 8 3 – Ether Injection
Type 2 – Base Grid Heater Function DRS
3 – Ether Injection
Table 4-39 Ether Start Options

INPUTS AND OUTPUTS
4.3.10 HIGH EXHAUST SYSTEM TEMPERATURE LAMP (HARDWIRED

AND J1939)
The purpose of this lamp is to let the operator know that the exhaust temperature is at an elevated
condition with low vehicle speed. It can be hardwired or multiplexed.
NOTE:
Installation
The HEST Lamp is wired to pin 4/7 of the CPC.
The options for this digital input listed in Table 4-40.
Parameter
Group
0 = Disabled
1 = Accelerator Pedal Kick Down*
2 = Actual Torque*
3 = Road Speed*
4 = Engine Speed*
6 = Pedal Torque*
7 = Boost Temperature* 13 = High
35 4 07 DO Selection 8 = Oil Pressure (MCM threshold)* Exhaust Temp VEPS, DRS
9 = Coolant Temperature (MCM Lamp
threshold)*
10 = Vehicle Power Shutdown /
Ignition Relay*
11 = Optimized Idle ACC Bus
(ignition relay)*
12 = Split Valve 1*
13 = High Exhaust Temp Lamp
4 07 Fault 0 = Disabled
35 0 = Disabled VEPS, DRS
Detection 1 = Enabled
* Not Available in NAFTA
Table 4-40 High Exhaust System Temperature Lamp Options

4.3.11 LOW BATTERY VOLTAGE LAMP
This digital output is switched to ground when a low battery voltage fault is detected.
NOTE:
Installation
The Low Battery Voltage Lamp is wired to pin 3/10 of the CPC.
Parameter
Group
0 – Disabled
2 – AGS2 Transmission Temp
3 10 DO 3 – Battery Voltage VEPS or
35 Indication Lamp 0 – Disabled
Selection Low Lamp DRS
3 – Battery Voltage Low Lamp
5 – FUSO Retarder Control 1*
3 10
1 — Enabled DRS
Detection
Table 4-41 Low Battery Voltage Lamp Programming Options

INPUTS AND OUTPUTS
4.3.12 LOW COOLANT LEVEL LAMP
This digital output is switched to ground when a low coolant level fault is detected.
NOTE:
Installation
The Low Coolant Level Lamp is wired to pin 3/10 of the CPC.
Parameter
Group
0 – Disabled
3 10 DO 4 – Coolant Level VEPS or
3 – Battery Voltage Low Lamp
3 10
1 — Enabled DRS
Detection
Table 4-42 Coolant Level Low Lamp Programming Options

4.3.13 LOW OIL PRESSURE LAMP
This digital output is switched to ground when a low oil pressure fault is detected.
NOTE:
Installation
The Low Oil Pressure Lamp is wired to pin 3/12 of the CPC.
Parameter
Group
0 – Disabled
1 – Oil Level Lamp*
2 – AGS2 Check Transmission
3 12 DO 3 – Oil Pressure VEPS or
3 – Oil Pressure Low Lamp
4 – Cruise Active Lamp
3 12
1 — Enabled DRS
Detection
Table 4-43 Low Oil Pressure Lamp Programming Options
4.3.14 MALFUNCTION INDICATOR LAMP (MIL)
This amber warning lamp is illuminated for all active engine emission related faults including
but not limited to after-treatment devices. The MIL may illuminate at the same time as the
Amber Warning Lamp.
This is a required lamp. It can be hardwired or multiplexed.
NOTE:
Installation
The Malfunction Indicator Lamp is wired to pin 1/13 of the CPC.

INPUTS AND OUTPUTS
4.3.15 OPTIMIZED IDLE ACTIVE LAMP
The Optimized Idle Active lamp digital output will flash at a rate of once every half second while
the idle timer is counting down, after the system has initialized. The digital output is switched to
sensor return after the idle timer has timed out and Optimized Idle has become active. The output
will be activated along with the AWL and the RSL when the ignition is cycled ON for the bulb
check. For more information on Optimized Idle, refer to section 5.21, “Optimized Idle.”
Installation
This digital output circuit is designed to sink no more than 2.0 A (DC) current. The OI Active
Lamp is wired to the CPC on pin 4/09.
NOTE:
This output is required for Optimized Idle.
Parameter
Group
0 – Disabled
1 – Accelerator Pedal
Position*
2 – Actual Torque*
3 – Road Speed*
4 – Engine Speed*
5 – Coolant Temp*
6 – Pedal Torque*
7 – Boost Temp*
4 09 DO 10 – Optimized Idle VEPS or
35 8 – Oil Pressure (MCM 0 – Disabled
Selection Active Lamp DRS
Threshold)*
9 – Coolant Temp (MCM
Threshold)*
10 – Optimized Idle Active
Lamp
11 – Deceleration Lamp
12 – FUSO Ground Starter
Lockout Relay*
13 – WIF Lamp
4 09
35 DO Fault 1 — Enabled 0 – Disabled
1 — Enabled DRS
Detection
Table 4-44 Optimized Idle Active Lamp Programming Options
Diagnostics
A Diagnostic Trouble Code (DTC) will be logged for an open or shorted circuit.

4.3.16 OPTIMIZED IDLE ALARM
The Optimized Idle Alarm digital output is switched to sensor return to turn on the Optimized Idle
Alarm. The alarm will sound for five seconds prior to any Optimized Idle engine start. For more
information on Optimized Idle, refer to section 5.21, “Optimized Idle.”
Installation
This digital output is designed to sink no more than 2.0 A (DC) current. The OI Alarm is wired to
the CPC on pin 3/17. The DDC part number for the OI Alarm is 23517899.
NOTE:
This output is required for Optimized Idle.
Parameter
Group
0 – Disabled
1 – Enable Starter Lockout
2 – Enable Kickdown Output*
3 – Not Used
3 17 DO 4 – Optimized Idle 4 – Optimized Idle Alarm VEPS or
35 0 – Disabled
Selection Alarm 5 – Split Valve* DRS
6 – Starter Lockout and AGS2
Run Signal/Starter Lockout
7 – Engine Brake Disabled for
Overspeed*
3 17
1 — Enabled DRS
Detection
Table 4-45 Optimized Idle Alarm Programming Options
Diagnostics

INPUTS AND OUTPUTS
4.3.17 RED STOP LAMP
The Red Stop Lamp (RSL) is illuminated for all active serious faults, which require the engine to
be shutdown immediately. The AWL will also flash when an engine shutdown occurs.
Installation
The RSL is wired to pin 3/16 of the CPC.
NOTE:
4.3.18 STARTER LOCKOUT
This digital output drives a normally closed relay which interrupts the starting signal when the
output has been activated.
Installation
The Starter Lockout digital output is wired to pin 3/17 of the CPC.
Parameter
Group
0 – Disabled
2 – Enable Kickdown Output*
3 – Not Used
3 17 DO 1 – Enable Starter 4 – Optimized Idle Alarm VEPS or
35 0 – Disabled
Selection Lockout 5 – Split Valve* DRS
6 – Starter Lockout and AGS2
Run Signal/Starter Lockout
7 – Engine Brake Disabled for
Overspeed*
3 17
1 — Enabled DRS
Detection
Table 4-46 Starter Lockout Programming Options

4.3.19 TOP2 SHIFT SOLENOID
The shift solenoid is used to command an automatic shift between the top two gears in an Eaton®
Top2 transmission. When the digital output is switched to power, the shift solenoid commands a
shift to the top gear position. When the output is not activated, the shift solenoid commands a
shift to the gear one lower than the top position. The correct transmission type must be selected
when this digital output is programmed. For additional information on Top2, refer to section 5.29,
"Transmission Interface."
Installation
This circuit is a high-side digital output. The Top2 Shift solenoid is wired to pin 3/8 of the CPC.
The options for this digital output listed in Table 4-47.
Parameter
Group
0 — Disable
1 — Exhaust Brake Only*
2 — Exhaust Brake and
Decompression Brake via
Single Valve*
3 — Port Extension Turbo
3 08 DO 6 — Top2 Shift VEPS or
35 Brake* 0 — Disable
Selection Solenoid DRS
4 — PTO Stationary for
AGS2
5 — PTO Mobile for AGS2
6 — Top2 Shift Solenoid
7 — FUSO Starter Lockout
Relay*
35 — 0 — Disable
Table 4-47 Top2 Shift Solenoid Programming Options
Diagnostics

INPUTS AND OUTPUTS
4.3.20 TOP2 SHIFT LOCKOUT SOLENOID
The shift lockout solenoid is used to disable the driver splitter position switch in an Eaton Top2
transmission. When the digital output is switched to power, the splitter position control is taken
away from the driver and controlled by the ECU. The correct transmission type must be selected.
For additional information on Top2, refer to section 5.29, "Transmission Interface."
Installation
This circuit is a high-side digital output. The Top2 Shift lockout solenoid is wired to pin 3/7 of
the CPC.
Parameter
Group
0 — Disable
1 — Decompression Valve*
2 — Grid Heater*
3 07 DO 3 — Top2 Lockout 3 — Top2 Lockout Solenoid VEPS or
35 0 — Disable
Selection Solenoid 4 — Modulation Output for DRS
Allison Transmission without
J1939 Interface (Gear1)*
5 — PTO Valve for AGS2
Table 4-48 Top2 Shift Lockout Solenoid Programming Options
Diagnostics

4.3.21 VEHICLE POWER SHUTDOWN
This digital output actuates a relay that shuts down the rest of the electrical power to the vehicle
when an idle shutdown or engine protection shutdown occurs.
Installation
The Vehicle Power Shutdown is wired to pin 4/10 of the CPC. This is a high side digital output.
Parameter
Group
0 — Disable
4 10 DO 3 — Vehicle Power VEPS or
35 3 — Vehicle Power 0 — Disable
Selection Shutdown DRS
Shutdown/Ignition Relay
Table 4-49 Vehicle Power Shutdown Programming Options

INPUTS AND OUTPUTS
4.3.22 WAIT TO START LAMP
This digital output is switched to battery ground when the Wait to Start (Cold Start) system is
active. This output is used to drive a light to alert the operator. As long as the lamp is illuminated
the engine should not be started.
This output is used for grid heater applications on the MBE 900 and MBE 4000.
NOTE:
The status of this output is also broadcast over J1939 — SPN 1081.
Installation
The Wait to Start Lamp is wired to pin 4/06 of the CPC.
Parameter
Group
0 – Disabled
1 – Grid Heater Lamp
4 06 DO 1 – Grid Heater VEPS or
35 2 – Accelerator Pedal Idle 0 – Disabled
Selection Lamp DRS
Position*
3 – Run Signal Starter Lockout
35 — 0 – Disabled
Table 4-50 Wait to Start Lamp Programming Options

4.3.23 WATER-IN-FUEL LAMP
This output is turned on when a signal from the MCM is received indicating that the water
separator tank is full and requires draining.
Installation
This lamp is required for MBE 900 and the DD15.

The CPC pins used are 4/9 for the MBE 900 and 3/9 for the DD15. A 12 volt light of less than
0.25 A (DC) is required. This digital output is designed to sink no more than 0.25 A (DC) current.
Parameter
Group
0 = Disabled
1 = Grid Heater Hardware*
2 = AGS2 Backup Lamp
3 09 DO 6 = WIF 0 = VEPS,
35 3 = Engine Brake Active
4 = Not Used
6 = WIF Lamp
0 = Disabled
1 = Accelerator Pedal idle Position*
2 = Actual Torque*
3 = Road Speed*
4 = Engine Speed*
6 = Pedal Torque*
4 09 DO 13 = WIF 0 = VEPS,
35 7 = Boost Temperature*
8 = Oil Pressure (threshold)*
9 = Coolant Temperature (engine controller
threshold)
10 = Optimized Idle Active Lamp
12 = FUSO Ground Starter Lockout Relay*
13 = WIF Lamp
Table 4-51 WIF Lamp Programming Options

INPUTS AND OUTPUTS

4.4 ANALOG OUTPUTS – CPC

The CPC has two analog outputs that can be used for various functions.
4.4.1 PIN 3/05 – ANALOG OUTPUT
This pin can be configured for the functions listed in Table 4-52.
Function Description Option

This output will be turned on when MCM detects a pre-warning
Oil Pressure Lamp 1
or warning based on oil pressure.
The oil pressure will be converted to the proper pulse
5 Bar Oil Pressure Gauge 2
width for a 5 Bar Oil Pressure Gauge.
The oil pressure will be converted to the proper pulse width
10 Bar Oil Pressure Gauge 3
for a 10 Bar Oil Pressure Gauge.
Table 4-52 Analog Output Selections for CPC Pin 3/05
4.4.2 PIN 3/06 – ANALOG OUTPUT
This pin can be configured for the functions listed in Table 4-53.
Function Description Option

This output will be turned on when MCM detects a pre-warning
Coolant Temp Lamp 1
or warning based on coolant temperature.
The coolant temperature will be converted to the proper
Coolant Temperature Gauge 2
pulse width for a coolant temperature gauge.
Table 4-53 Analog Output Selections for CPC Pin 3/06
The options for the analog outputs are listed in Table 4-54.
Parameter
Group
0 – Disabled
1 – Oil Pressure Lamp
9 3 05 AO Selection 2 – 5 Bar Oil Pressure Gauge 0 – Disabled VEPS, DRS
3 – 10 Bar Oil Pressure Gauge
4 – Fuel Filter Sensor*
0 – Disabled
9 3 06 AO Selection 1 – Coolant Temperature Lamp 0 – Disabled VEPS, DRS
2 – Coolant Temperature Gauge
Table 4-54 Analog Output Options

INPUTS AND OUTPUTS

4.5 PWM OUTPUT — CPC

There is one PWM output on the CPC.
4.5.1 PWM OUTPUT — PIN 4/12 PWM SELECTION
This selection is pin 4/12. This pin can be used for a Road Speed PWM output as listed in Table
4-55.
Frequency Road Speed Road Speed

Hz km/h mph
6.76 1.00 0.622
6.76 3.00 1.865
173.5 78.125 173.50
333.30 150.000 333.30
333.30 156.250 333.30
Table 4-55 Frequency vs. Speed
The options for the PWM outputs are listed in Table 4-56.
Parameter
Group
0 – Disabled
1 – Throttle Torque 10%..90%
2 – Difference Torque
3 – Throttle Torque 90%..10%
4 – Actual Torque
5 – Load Torque (no idle torque for
4 12 PWM Output
9 automatic transmission) 0 – Disabled VEPS, DRS
Selection
6 – Road Speed
7 – Demand Speed
8 – Demand Speed CC+
Indication Lamp
10 – FUSO Accelerator PWM Output*
Table 4-56 PWM Output Options

INPUTS AND OUTPUTS

5 FEATURES
Section Page
5.1 ACCELERATION LIMITER ..................................................................... 5-3

5.2 CALIFORNIA ENGINE IDLE LIMITING FEATURE ................................. 5-5
5.3 COLD START – MBE 900, MBE 4000 AND DD15 ................................. 5-9
5.4 CRUISE CONTROL ................................................................................ 5-13
5.5 DIAGNOSTICS ....................................................................................... 5-23
5.6 DUAL SPEED AXLE ............................................................................... 5-27
5.7 ENGINE BRAKE CONTROLS – MBE 900 AND MBE 4000 ................... 5-29
5.8 ENGINE BRAKE CONTROLS – SERIES 60 AND DD15 ....................... 5-47
5.9 ENGINE PROTECTION .......................................................................... 5-55
5.10 ENGINE RATINGS .................................................................................. 5-59
5.11 ENGINE STARTER CONTROL .............................................................. 5-63
5.12 ETHER START – SERIES 60 ................................................................. 5-65
5.13 FAN CONTROL ....................................................................................... 5-71
5.14 FLEET MANAGEMENT .......................................................................... 5-95
5.15 FUEL ECONOMY INCENTIVE ............................................................... 5-103
5.16 IDLE ADJUST ......................................................................................... 5-105
5.17 IDLE PROTECTION ................................................................................ 5-107
5.18 IDLE SHUTDOWN TIMER AND PTO SHUTDOWN ............................... 5-109
5.19 LIMITERS ................................................................................................ 5-117
5.20 LOW GEAR TORQUE REDUCTION ...................................................... 5-121
5.21 OPTIMIZED IDLE .................................................................................... 5-125
5.22 PARKED REGENERATION .................................................................... 5-133
5.23 PASSMART ............................................................................................. 5-139

FEATURES
5.24 PASSWORDS ......................................................................................... 5-143

5.25 PROGRESSIVE SHIFT ........................................................................... 5-145
5.26 STARTER LOCKOUT ............................................................................. 5-151
5.27 TACHOMETER DRIVE ........................................................................... 5-153
5.28 THROTTLE CONTROL/GOVERNORS .................................................. 5-155
5.29 TRANSMISSION INTERFACE ................................................................ 5-173
5.30 VEHICLE SPEED LIMITING ................................................................... 5-185
5.31 VEHICLE SPEED SENSOR ANTI-TAMPERING .................................... 5-187

5.1 ACCELERATION LIMITER

An Acceleration Limiter is required for on-highway truck applications to control noise.
5.1.1 PROGRAMMING REQUIREMENTS AND FLEXIBILITY
Based on the engine type, the parameters and values for Acceleration Limiter are listed in Table
5-1.

FEATURES
Series 60 Series 60 DD15/MBE

Parameter
Parameter Options Default NAFTA ADR80 NAFTA Access
Group
Setting Setting Setting
Noise Max
VEPS,
23 Engine 0 – 4000 rpm 1600 rpm 1800 rpm 1300 rpm 1600 rpm
DRS
Speed
Noise Min
VEPS,
23 Engine 0 – 4000 rpm 1400 rpm 1350 rpm 700 rpm 1400 rpm
DRS
Speed
AL Min
VEPS,
23 Engine 0 – 100% 100% 10% 15% 100%
DRS
Torque
0 – VCU Style
Enable Noise 1 – DDEC 1 – DDEC 1 – DDEC 1 – DDEC VEPS,
23 1 – DDEC
Control Style Style Style Style DRS
Style
AL Ramp Up VEPS,
23 0 – 8191 rpm/s 160 rpm/s 120 rpm/s 120 rpm/s 160 rpm/s
Rate DRS
AL Min
Engine 500 – 4000 VEPS,
23 1200 rpm 1200 rpm 700 rpm 1200 rpm
Speed rpm DRS
Threshold
AL Droop 0–100 VEPS,
23 3 N·m/rpm 5 N·m/rpm 3 N·m/rpm 3 N·m/rpm
Parameter N·m/rpm DRS
Noise Min VEPS,

23 0–32767 0.2 0.15 0.1 0.2
Gear Ratio DRS
Noise Max VEPS,

23 0–32767 0.5 0.5 0.7 0.5
Gear Ratio DRS
Noise Enable
VEPS,
23 Throttle 0–100% 97% 97% 97% 97%
DRS
Position
AL Engine
VEPS,
23 Speed 10–500 1/min 50 50 — —
DRS
Threshold
Noise Min
Time in VEPS,
23 0–10s 3 2 — —
Range DRS
Enable
Noise
Disable VEPS,
23 0–100% 95 93 — —
Throttle DRS
Position
Noise Min
VEPS,
23 Vehicle 0–250 kph 8 8 — —
DRS
Speed
Table 5-1 Acceleration Limiter Parameters and Values

5.2 CALIFORNIA ENGINE IDLE LIMITING FEATURE

California has new legislation that requires the engine manufacturer to limit the allowable engine
idling time. This logic is activated on engines/vehicles registered in California starting in 2008.
5.2.1 OPERATION
This shutdown feature is not an engine malfunction and is required to meet the state of California
emissions regulations. After an automatic shutdown, the engine may be restarted and operated
normally.
Idle Conditions
The idle timer is activated only when all criteria of condition A or condition B listed in Table
5-2 are met.
Condition A Condition B
Engine is running in idle Engine is running
Coolant temperature is higher than 60°F (15.6°C) Coolant temperature is higher than 60°F (15.6°C)
Vehicle is not moving Vehicle is not moving
Transmission is in neutral gear (or no neutral detection Transmission is in neutral gear (or no neutral detection
available) available)
Accelerator pedal is at idle position 0% Accelerator pedal is actuated
Table 5-2 California Engine Idle Limiting Conditions
When the timer for condition A reaches five minutes (300 s) while Park Brake is closed or 15
minutes (900 s) while Park Brake is open, the engine shutdown sequence will commence. When
the timer for condition B reaches five minutes (300 s) while Park Brake is closed or 15 minutes
(900 s) while Park Brake is open, the engine shutdown sequence will commence. If any of the
criteria for condition A or B are not met, the timer will not be active. The timer will reset and
begin counting from zero again once all the criteria for either condition are met. The engine
shutdown sequence can be overridden by the conditions detailed in one of the following sections.

FEATURES
PTO Conditions
The PTO shutdown timer is activated when all of the following conditions are met:
□ PTO is active (Cruise PTO)
□ Remote PTO is not active (Pin 2/9 is not grounded)
□ Coolant temperature is higher than 60°F (15.6°C)
□ Transmission is in neutral gear (or no neutral detection available)
□ Vehicle is not moving
If Remote PTO is active (CPC pin 2/9 is grounded or multiplexed on J1939 and feature is
enabled), the PTO and idle timers for the CARB idle limiting feature are deferred until Remote
PTO is inactive and the criteria described in the previous section are met. Refer to section 4.1.21
for a full description of the Remote PTO Switch.
Override Conditions
The timer is reset when one of the following conditions are met. To prevent tampering,
permanently applying a condition will not defer the shutdown.
□ Service brake pedal is actuated
□ Clutch pedal is actuated
□ Stop engine override is actuated
□ Accelerator pedal is actuated
□ Status of park brake changed
Diagnostic Tools (DDDL or DDRS)
If a diagnostic tool is connected while the engine is running an additional 60 minutes idle time
is granted. This session is available once per ignition cycle and will run out whenever idle or
PTO conditions are met. When the idle or PTO conditions are no longer met, the diagnostic
timer will be delayed.
If the tool is disconnected within this 60 minutes and either idle or PTO conditions are met, the
engine will shutdown when either the diagnostic timer has run out or the regular timer for idle or
PTO has reached its time to shutdown. If the diagnostic session takes longer than 60 minutes of
idle time and idle or PTO conditions are met, the shutdown process will start.
The remaining idle time in diagnostic mode can be monitored using UDS analogue value #44.
High Idle Regeneration
High Idle Regeneration (HIR) will defer the shutdown process until the completion of the
high-idle regeneration.

5.2.2 INTERACTION WITH OTHER FEATURES
The features listed in Table 5-3 are affected by California Engine Idle.
Feature Interaction with California Engine Idle Limiting

Optimized idle Permanently disabled
These features can be used. The California logic
takes the minimum of the calibrated idle and PTO
Traditional Idle and PTO Shutdown shutdown times. To prevent tampering, permanent
override conditions will not affect the California Engine
Idle Limiting logic functionality.
Continuous Override (auto and throttle pedal) Disabled
Table 5-3 California Engine Idle Limiting and Other Features

FEATURES

5.3 COLD START – MBE 900, MBE 4000 AND DD15

The MCM has optional support for an electric Grid Heater for use as a cold start aid. The Grid
Heater element is operated by a high current relay. If the heater is enabled, the MCM will turn
the Grid Heater relay on and off as required.
5.3.1 OPERATION
The cold start procedure has several states. The cold start states and outputs during a successful
engine start are listed in Table 5-4 and described in the following sections.
Grid Heater
State
Wait to Start Lamp Grid Heater Relay
Initialization Off Off
Preheating On On - Preheat Time
Ready for Engine Start Off Off
Engine Starting Off Off
Post-heating Off On - Post Heat Time
Cooling Off Off Off
OFF Off Off
Table 5-4 Cold Start States and Outputs
NOTE:
If ignition switch off is detected, the MCM remains in the current state for 5 seconds.
If the ignition is switched on again, cold start proceeds. Otherwise the MCM changes
to the cooling off state.
Initialization
When ignition is switched on and engine speed is 0 rpm, the MCM determines preheating time,
post-heating time and the coolant switch off temperature. The preheating time is shortened
when the cold start device is not cold.
A preheating time of 0 indicates, that no cold start is needed for the following engine start. If the
preheating time is greater than 0, the MCM enters the preheating state.
Preheating State
Engine cranking detection during preheating will stop the Preheating process and the canceling of
the Cold Start function. The Cold Start function will also be canceled when low battery voltage
codes are active.
When the Preheat time has elapsed, the Wait to Start lamp will go off and the engine is ready to
start.

FEATURES
Waiting for Engine Start
A cranking detection before the end of time waiting for start leads to the engine starting state. If
the engine does not start then Cold Start is canceled.
Engine Start
If engine start is successful or if the engine starting time ends, the post-heating state starts.
Post-heating State
When the engine start is successful, the grid heater will be switched on until the post-heating time
expires or the coolant temperature exceeds the switch off temperature.
Cooling Off
This time is used to determine the preheating time at the beginning of the next cold start.
Off
End of the Cold Start procedure, all outputs are switched off.
5.3.2 INSTALLATION
The Engine Harness has the grid heater connector. The OEM is responsible for wiring power and
ground to the grid heater. See Figure 5-1 for the MBE 4000, Figure 5-2 for the MBE 900 and
Figure 5-3 for the heavy-duty engine.
1. Battery Ground 3. Battery Supply (+12 V)

2. Connector to MCM (included in on-engine harness)
Figure 5-1 Grid Heater – MBE 4000

1. Battery Supply (+12 V) 3. Connector to MCM (included in on-engine harness)

2. Possible Battery Ground Connection
Figure 5-2 Grid Heater – MBE 900
1. Battery Ground 3. Battery Supply (+12 V)

2. Connector to MCM
Figure 5-3 Grid Heater – DD15 Engine
The Wait to Start Lamp is driven by a low side output on CPC pin 4/6.

FEATURES
The Cold Start parameters are listed in Table 5-5.
Parameter
Group
0 – Disabled
Cold Start 1 – HT Grid 1 – HT Grid Heater VEPS,
MCM – 8 0 – Disabled
Type Heater 2 – Base Grid heater DRS
3 – Ether Injection
PWM3 0 – No Function 0 – No VEPS,
MCM – 1 3 – Grid Heater
Configuration 3 – Grid Heater Function DRS
0 – Disabled
4 06 DO 1 – Grid Heater 1 – Grid Heater Lamp 1 – Grid VEPS,
35
Selection Lamp 2 – Accelerator Pedal Idle Position Heater Lamp DRS
3 – Starter Lockout/Run Signal
4 06 Fault 0 – Disabled VEPS,
35 1 – Enabled 0 – Disabled
Detection 1 – Enabled DRS
Table 5-5 Cold Start Parameters
5.3.4 DIAGNOSTICS
The digital output for the grid heater relay is monitored for high/low state conformity. At the
beginning of the preheating state and the starting state, and the first two seconds of the preheating
state, the intake air manifold temperature is measured to check if the cold start device works.
A fault code (PID 45) is recorded if one of the errors listed in Table 5-6 occurs.
Failure Action Taken

Output relay grid heater is not valid Cold Start is cancelled
Voltage drop below switch off voltage Cold Start is cancelled
No increase of intake air manifold temperature during
Cold Start is cancelled
preheating state
Table 5-6 Cold Start Failures and Action Taken

5.4 CRUISE CONTROL

Cruise Control maintains a targeted speed (MPH) by increasing or decreasing fueling. The
targeted speed can be selected and adjusted with dash-mounted switches. Up to five digital
inputs are required (four for automatic transmission) for Cruise Control operation. A Vehicle
Speed Sensor (VSS) or an output shaft speed message over the J1939 data link is required for
Cruise Control.
5.4.1 OPERATION
Cruise Control operates to control vehicle speed. A Vehicle Speed Sensor (VSS) must be installed
or output shaft speed is received over J1939. Engine speed and power are varied under Cruise
Control to maintain the set vehicle speed. The vehicle speed must be above “Min Cruise Set
Speed” and below “Max Cruise Set Speed.” It is recommended that “Max Cruise Set Speed” be
set to the default to allow proper operation of other features such as Fuel Economy Incentive and
PasSmart. The “Max Road Speed” should be used to limit vehicle throttle speed.
Cruise Control can be overridden at any time with the throttle pedal if the vehicle is operating at
less than the programmed Max Road Speed.
Clutch pedal and service brake pedal, if configured, are monitored to abort fueling the engine in
Cruise Control Active Mode if there is driver action.
NOTE:
DDEC must see a change of state of the Cruise Master Switch, Clutch Switch (if
configured) and Service Brake Switch before Cruise Control can become active upon
every ignition cycle.
There are three Cruise Control operation modes as listed in Table 5-7.
Engine Fuel
Cruise
Controlled
Control Conditions Set Speed
By Cruise
Mode
Control
Cruise Control ON/OFF switch is in OFF position or Cruise
Off Control ON/OFF is switched to ON position although Cruise 0 MPH No
Control is not initiated.
Cruise Control ON/OFF switch in ON position and Cruise
Control is initiated and set speed has already been set.
Active Set Speed (+/-) Yes
The set speed can be increased or decreased by using the
Resume/Accel and Set/Coast switches.
Cruise Control ON/OFF switch in On position and Cruise
Last Set speed
Control formerly active but not allowed anymore or no set
Standby on Hold in No
speed has been set after switching Cruise Control On and
Memory
Cruise Control is initiated.
Table 5-7 Three Cruise Control Operation Modes

FEATURES
Engine Brakes in Cruise Control (Optional)
If driving conditions cause the vehicle speed to exceed the Cruise Control set speed, engine brakes
(if configured) are activated to keep the desired road speed based on engine brake dash switches.
Cruise Auto Resume (Optional)
The Cruise Auto Resume feature will resume Cruise Control based on the calibration setting.
1 = Cruise Control is resumed immediately after the clutch pedal is released.
2 = Cruise Control is resumed if the clutch has been pushed twice and released within three
(3) seconds.
Adaptive Cruise (Optional)

Adaptive Cruise systems will send a "heart beat" message on the SAE J1939 Data Link. Manual
Cruise Control and Adaptive Cruise will be disabled if the message is not received over the data
link or the message indicates that there is a failure in Adaptive Cruise. To enable standard Cruise
Control, the driver must toggle the Cruise Master Switch twice within 10 seconds.
Adaptive Cruise uses a third party system to maintain a range between vehicles.
Cruise Power
Cruise Power is an optional engine rating which operations on a higher horsepower during Cruise
Control. DDEC VI automatically switches to the cruise power rating when Cruise Control is
turned on. This extra power gives the driver an incentive to run in Cruise Control whenever
possible. Cruise Power can be selected with DRS, DDDL or VEPS. For more information,
refer to section 5.10, “Engine Ratings.”
Cruise Enable
Cruise Control is in standby, but not active when the Cruise Control Enable digital input is
switched to battery ground.
The Cruise Enable switch is a normally open switch.

Set / Coast
The Set/Coast switch is a momentary switch.
Set: Cruise Speed is set by momentarily contacting the switch to the ON position
(switching the digital input to battery ground). Cruise Control will become
active and maintain the vehicle speed present at the time.
Coast: When Cruise Control is active, the Set/Coast input can be used to reduce power
and speed by toggling the switch. Momentarily toggling and releasing the
Set/Coast switch will decrease the set point by 1 mph (1.6 km/h) increments
for Cruise Control. Holding the Set/Coast will decrease the set point by 1 mph
(1.6 km/hr) per second. When released the Cruise Control set point will be
at the current speed.
Resume / Accel
The Resume/Accel switch is a momentary switch.
Resume: If Cruise Control has been disabled with the service brake or the clutch switch,
momentary contact to the ON position (switching the input to battery ground)
restores the previously set cruise speed.
Accel: When Cruise Control is active, the Resume/Accel input can be used to increase
power and speed by toggling the switch. Momentarily toggling and releasing the
Resume/Accel switch will increase the set point by 1.24 mph (2 km/hr) increments
for Cruise Control. Holding the Resume/Accel will increase the set point by 1.24
mph (2 km/hr) per second. When released the Cruise Control set point will be at
the current speed.
Pause Switch
In addition to these main controlling switches, Cruise Control may be temporarily disabled
by pressing the Pause Switch. Depending on configuration, the switch is either hardwired or
evaluated from the J1939 CCVS message. When disabled through the Pause Switch, Cruise
Control can be resumed at the previous set point by toggling the Resume Switch.
Clutch Released (Manual Transmissions)
This input indicates that the clutch is released and is used for suspending Cruise Control and
Auto Resume.
When the clutch is released, the input is at battery ground.
The digital input logic for the Clutch Switch disables Cruise Control in the unlikely event of a
broken clutch switch wire.
This switch is a normally closed switch.

FEATURES
Service Brake Released (Automatic and Manual Transmissions)
This input indicates that the brake is released when switched to battery ground. If the brake is
activated, then the input is not grounded and Cruise Control is suspended. Cruise Control is
resumed by using the Resume/Accel Switch.
The input logic for the Brake Switch disables Cruise Control in the unlikely event of a broken
brake switch wire.
This switch is a normally closed switch.
5.4.2 INSTALLATION
The following is a list of switches and CPC sensors that are required for Cruise Control operation.
□ Cruise Control ON/OFF (Switch or J1939)
□ Service Brake (Switch or J1939)
□ Clutch Released for Manual Transmission (Switch or J1939)
□ Set/Coast (Switch or J1939)
□ Resume/Accel (Switch or J1939)
□ Vehicle Speed Sensor (or J1939)
See Figure 5-4 for a diagram of the Cruise Control circuit.

Figure 5-4 Cruise Control Circuit

FEATURES
To configure an engine for Cruise Control, the digital inputs listed in Table 5-8 must be selected.
These parameters can be set with VEPS or DRS. Refer to section 4.1, “Digital Inputs,” for more
information.
Parameter
Group
0 = Disable
1 = 1Clutch
13 4 08 DI Selection 1 = 1Clutch Switch VEPS, DRS
Switch
2 = PTO Request for AGS2
0 = Hardwired
Trans Neutral Input
13 1 = Info from J1939 0 = Hardwired VEPS, DRS
Config
255 = Not Available
0 = Hardwired
Service Brake Switch 1 = CCVS1
13 0 = Hardwired VEPS, DRS
Config 2 = CCVS2
3 = CCVS3
0 = Hardwired
CC ON OFF Switch 1 = CCVS1
Config 2 = CCVS2
3 = CCVS3
0 = Hardwired
1 = CCVS1
2 = CCVS2
3 = CCVS3
or CCVS3
CC Set Cst Res Accel 8 – CCVS1 or hardwired
Config 9 – CCVS2 or hardwired
or hardwired
or hardwired
or hardwired
CCVS3 or hardwired
0 = No Clutch Switch
1 = 1 Clutch Switch
2 = 2 Clutch Switch*
0 = No Clutch
13 Clutch Switch Config 3 = CCVS1 VEPS, DRS
Switch
4 = CCVS2
5 = CCVS3
6 = ETC1

Parameter
Group
0 - Hardwired
1 – CCVS1
2 – CCVS2
3 – CCVS3
or CCVS3
13 CC Pause Switch Config 0 = Disabled VEPS, DRS
or hardwired
or hardwired
or hardwired
CCVS3 or hardwired
0 = Off
Road Spd Limit Max 1 = Low
10 0 VEPS, DRS
Stage Num† 2 = Medium
3 = High
† This parameter will enable engine brake on road speed limiter. Engine brake will come on automatically
if the value of the option >0.
Table 5-8 Cruise Control Input Configuration
A Vehicle Speed Sensor must be configured for Cruise Control. Refer to section 3.6.6, "Vehicle
Speed Sensor," for additional information.
For multiplexed inputs, refer to section 4.2, “Switch Inputs Received Over the J1939 Data Link,”

FEATURES
The Cruise Control parameters are listed in Table 5-9.
Parameter
Parameter Description Options Default Access
Group
Min Cruise Set Minimum road speed DDDL 7.0,
15 16 – 152 km/hr 32 km/hr
Speed for Cruise Control DRS, VEPS
Cruise Control vehicle
Max Cruise Set DDDL 7.0,
15 set speed cannot be 48–152 km/hr 104.6 km/hr
Speed DRS, VEPS
faster than this value.
Set Speed
Increment
increment for every DDDL 7.0,
15 Cruise Set 0–10 km/hr 1.6 km/hr
Resume/Accel switch VEPS, DRS
Speed
momentary press.
Set Speed decrement
Decrement
for every Set/Coast DDDL 7.0,
15 Cruise Set 0–10 km/hr 1.6 km/hr
switch momentary VEPS, DRS
Speed
press.
0 – Disable
1 – Enable automatic cruise
resume function after clutch
Enables or disables
Enable Cruise has been released once DDDL 7.0,
15 the auto resume 0
Auto Resume 2 – Enable after clutch DRS, VEPS
feature.
released twice
3 – Resume ZF Astronic
Style
0 – High Power
Enables Cruise Power 0 – High
15 Cruise Power 1 – Low Power Only VEPS, DRS
function Power
2 – Cruise Power Enabled
0 – Disable
Cruise Control Enables or disables
1 – Enable automatic DDDL 7.0,
10 Enable Engine the engine brakes 0
engine brake operation DRS, VEPS
Brk during Cruise Control.
with Cruise Control
Adaptive Cruise Enables/Disables the 0 – Disable
43 0 DRS, VEPS
Control feature. 1 – Enable
Enables engine brake
0 = Off
on road speed limiter.
Road Spd Limit 1 = Low
10 Engine brake will 0 DRS, VEPS
Max Stage Num 2 = Medium
come on automatically
3 = High
if value >0.
Table 5-9 Cruise Control Parameters
Parameter
Parameter Description Options Default Setting Access
Group
0 = Disable
Enables / 1 = Eaton Vorad Adaptive
Adaptive DRS,
43 Disables the Cruise Device 0 2
Cruise Control VEPS
feature 2 = Meritor Wabco Adaptive
Cruise Device
Table 5-10 Meritor Wabco Adaptive Cruise Control

Parameter
Parameter Description Options Default Setting Access
Group
0 = Disable
Enables / 1 = Eaton Vorad Adaptive
Adaptive DRS,
43 Disables the Cruise Device 0 1
Cruise Control VEPS
feature 2 = Meritor Wabco Adaptive
Cruise Device
0 = Disable
1 = Enable automatic cruise
Enables / resume function after clutch
Enable Cruise DRS,
15 Disables the has been released once 0 3
Auto Resume VEPS
auto feature 2 = Release clutch twice
3 = Resume ZF ASTronic
style
Table 5-11 Eaton Vorad Adaptive Cruise Control
Cruise Control will be disabled for the following:

□ Throttle Inhibit Switch is grounded
□ VSS fault is detected
□ Hard deceleration, failure of the brake switch
□ Resume/Accel and Set/Coast switches are both grounded
If LIM0 OR LIM1 are grounded and programmed for a vehicle speed limit, the “Cruise Max Set
speed” will be limited to this value.

FEATURES

5.5 DIAGNOSTICS
Diagnostics is a standard feature of DDEC VI. The purpose of this feature is to provide
information for problem identification and problem solving in the form of a code. The MCM and
CPC continuously perform self diagnostic checks and monitors the other system components.
Information for problem identification and problem solving is enhanced by the detection of faults,
retention of fault codes and separation of active from inactive codes.
5.5.1 OPERATION
The engine-mounted MCM includes control logic to provide overall engine management. System
diagnostic checks are made at ignition on and continue throughout all engine operating modes.
Sensors provide information to the MCM and CPC regarding various engine and vehicle
performance characteristics. The information is used to regulate engine and vehicle performance,
provide diagnostic information, and activate the engine protection system.
The instrument panel lamps are listed in Table 5-12.
NOTE:
The MCM and CPC save error codes into memory after the ignition is turned off. The
codes will not be stored if there is an interruption of battery power or recycling of the
ignition.
The AWL is illuminated and a code is stored if an electronic system fault occurs. This indicates
the problem should be diagnosed as soon as possible. The CPC illuminates the AWL and RSL
and stores a malfunction code if a potentially engine damaging fault is detected. These codes can
be accessed in one of three ways:
□ Commercially available J1587/J1939 diagnostic tools
□ Detroit Diesel Diagnostic Link® (DDDL 7.0)
□ Flashing the AWL and RSL with the SEO/Diagnostic Request Switch
There are two types of diagnostic codes:
□ An active code - a fault present at the time when checking for codes
□ An inactive code - a fault which has previously occurred; inactive codes are logged into
the CPC and time stamped with the following information:
The dashboard panel lamps listed in Table 5-12 alert the driver of different conditions.

FEATURES
Lamp Lamp Name Description Driver Action
Amber Warning Lamp Indicates a fault with the Truck can be driven to end
(AWL) engine controls. of shift. Call for service.
Indicates a major engine

fault that may result in Move the truck to the
engine damage nearest safe location and
Red Stop Lamp (RSL)
Engine derate and / or shutdown the engine. Call
shutdown sequence will be for service
initiated.
Solid yellow indicates a

manual regeneration is
required.
Truck may be driven to end
Blinking yellow and
of shift. Call for service.
DPF Regeneration Lamp derate or shutdown are
Blinking light indicates
possible if back pressure
attention required now.
exceeds limits. Blinking
yellow during stationary
regeneration
Lamp may be red or
yellow. Indicates exhaust
temperature is above a
preset limit. Illuminates Truck may be driven. If
during regeneration lamp remains illuminated
High Exhaust System
process if speed below 30 for an extended period –
Temperature Lamp (HEST)
mph and during stationary longer than 40 minutes call
regeneration. When rpm for service.
is elevated for a parked
regen, the lamp will flash
once every ten seconds.
Yellow lamp Indicates a

failure of an Emission
Malfunction Indicator Control device. May Truck may be driven to end
Lamp (MIL) illuminate at the same time of the shift. Call for service
as the Amber Warning
Lamp
Table 5-12 Instrument Panel Lamps

Flashing Fault Codes with AWL / SEL
The Stop Engine Override (SEO)/Diagnostic Request Switch is used to activate the AWL/RSL to
flash codes. Active codes are flashed on the RSL and inactive codes are flashed on the AWL.
All codes (inactive and active) are flashed in numerical order. Active faults are flashed first,
followed by inactive.
Flashing codes provide a four digit number (see Figure 5-5). Each fault code is flashed twice in
order to help with counting the flashes.
If there are no active faults or if there are no inactive faults the number “3” is flashed once
followed by an ~3s delay.
Figure 5-5 Flashing Fault Codes
The SEO/Diagnostic Request is used to flash codes in the following circumstances:

□ Engine Speed is < 100 RPM and the SEO switch transitions from the OFF to the ON
position
□ Idle governor is ACTIVE and the SEO switch transitions from the OFF to the ON position
□ Vehicle Speed is < 3 mph and the Park Brake is activated and the SEO switch transitions
from the OFF to the ON position
□ The engine is not running and ignition is ON
□ The engine is idling and not in an "engine protection" condition
The feature is deactivated once the SEO switch is returned to the OFF position or the above
conditions are no longer satisfied.

FEATURES
In the applications where SEO is a momentary push-button, the button shall have to be pressed
and held in the ON position for an uninterrupted period of three seconds in order to activate the
feature. The feature can be deactivated after the SEO push-button is first released (off) for three
seconds and then held in the on position for another three seconds.
The flashing fault code parameters are listed in Table 5-13.
Parameter
Group
Enables /
Fault Code
Disables the 0 – Disabled VEPS,
35 Flashing 1 – Enabled
fault code 1 – Enabled DRS
Enable
flashing feature.
0 – Disabled
1 – Stop Engine Override
Digital Input 1 – Stop Engine
Switch / Diagnostic Request
1 15 DI function for Override Switch VEPS,
13 Switch
Selection Diagnostic / Diagnostic DRS
2 – CC Cancel*
Request feature Request Switch
3 – Diagnostic Request
Switch
* Not available in NAFTA
Table 5-13 Flashing Fault Code Parameters

5.6 DUAL SPEED AXLE

The Dual Speed Axle feature allows a digital input to be configured to switch between two
axle ratios for calculation of vehicle speed.
5.6.1 OPERATION
When the digital input is open the first axle ratio will be used. When the switch is grounded, the
second axle ratio will be used. The vehicle must be stopped before switching the axle ratios.
5.6.2 INSTALLATION
The Dual Speed Axle Switch is pin 1/1 on the CPC.
5.6.3 PROGRAMMING FLEXIBILITY & REQUIREMENTS
The digital input listed in Table 5-14 can be configured by VEPS or DRS.
Parameter
Group
0 = Hardwired
2nd Axle Speed Switch 1 = CCVS1 VEPS,
13 0 = Hardwired
Config 2 = CCVS2 DRS
3 = CCVS3
0 = Disable
1 = Enable Dual Speed Axle VEPS,
13 1 01 DI Selection 0 = Disable
2 = Enable Transmission Retarder Input DRS
3 = FUSO Auxiliary Brake Cut Switch
Table 5-14 Dual Speed Axle Digital Input
Both axle ratios listed in Table 5-15 must also be programmed with VEPS, DRS or DDDL 7.0.
Parameter
Parameter Description Range Default
Group
Indicates the first axle ratio
8 Axle Ratio 1.0 – 20.00 5.29
of the vehicle.
Two Spd Axle Indicates the second axle
8 1.0 – 20.00 5.29
Second Axle Ratio ratio of the vehicle.
Table 5-15 Programming the Axle Ratios

FEATURES

5.7 ENGINE BRAKE CONTROLS – MBE 900 AND MBE 4000

The Engine Brake option converts a power-producing diesel engine into a power-absorbing air
compressor. This is accomplished by opening the constant throttle valve over all cylinders near
the top of the normal compression stroke and releasing the compressed cylinder charge to exhaust.
The release of the compressed air to atmospheric pressure prevents the return of energy to the
engine piston on the expansion stroke, the effect being a net energy loss. Fueling is cut off when
this occurs. The constant throttle valves are open over all cycles, not just the exhaust cycle.
5.7.1 OPERATION
A dash mounted On/Off Switch is used to enable the Engine Brake option. Engine Brake
operations are allowed only when all of the following conditions are met:
□ Percent throttle <4%
□ Driveline open – engine speed >1100 rpm
□ Driveline closed – engine speed >800 rpm
□ Road Speed > 0 mph (programmable)
□ ABS not active
□ Clutch pedal released (if equipped)
□ Engine not fueling
□ Engine not in PTO mode
□ Torque converter locked up (automatic transmission)
If all of these conditions are met, engine brake can be activated when the engine brake switches
are on. Engine brakes will be deactivated when at least one of these conditions is no longer met
or the engine brake switch is turned back to the OFF position.
The following are features and options for Engine Brake:
□ Cruise Control or Road Speed Limit with Engine Brake
□ Engine Brake Disable
□ Engine Brake Active
□ Engine Fan Braking
□ Clutch Released Input
□ Service Brake Control of Engine Brakes
□ Min MPH for Engine Brakes

FEATURES
Cruise Control or Road Speed Limit with Engine Brake
The Engine Brake option can also provide Engine Brake capability when the vehicle is in Cruise
Control or Road Speed Limit. For example, if the vehicle is going down hill in Cruise Control
while the engine brake is selected, the ECU will control the amount of Engine Brake with respect
to the Cruise Control set speed. The level of Engine Brake (low, medium, high) selected with the
dash switches will be the maximum amount of engine braking the ECU allows.
Each engine braking level has a hysteresis for actuating the engine brake or for deactuating
the engine brake.
Engine Brake Level
The operator-selected engine braking level can be configured to come from two hardwired
switches (Engine Brake High and Engine Brake Low), or from a J1939 network node.
NOTE:
Some Engine Brake configurations only support Off, Low and Medium brake levels. In
these configurations, High will be treated as Medium.
Engine Brake will function automatically, even with switches OFF, if configured to any option
other than 0=off.
The Road Spd Limit Max Stage Nun configuration parameters are listed in Table 5-16.
Parameter
Group
Enables engine
brake on road
0 = Off
speed limiter.
Road Spd Limit 1 = Low
10 Engine brake 0 DRS, VEPS
Max Stage Num 2 = Medium
will come on
3 = High
automatically if
value >0.
Table 5-16 Road Speed Limit Max Parameters
The Engine Brake level configured as hardwired is listed in Table 5-17.
Engine Brake High (pins 2–15) Engine Brake Low (pins 2–14) Engine Brake Level
OFF OFF OFF
OFF ON Low
ON OFF Medium
ON ON High
Table 5-17 Engine Brake Hardwired Switch Configuration

The Engine Brake stage configured as a J1939 input is listed in Table 5-18.
EBC1 Engine Retarder Selection Engine Brake Level

0% — 24.8% OFF
25.2% — 50% Low
50.4% — 74.8% Medium
75.2% — 100% High
Table 5-18 Engine Brake J1939 Input Switch Configuration
Service Brake Control of Engine Brakes
This option allows the engine brakes switches to be ON but not engage the engine brakes until
the service brake is pressed.
The engine brakes can be configured to be activated by application of the service
brake. There are two odes of operation (when enabled) that can be configured using
“Service-Brk_Enable_Eng_Brakes.” The options are listed in Table 5-19.
Options Description
Disables the Engine Brakes during activation of service brakes.
Option 0
No Engine Brake operation if the service brake is pressed.
Enables the Engine Brakes so they are activated with the service
Option 1 brakes— Engine Brake operation if the service brake is pressed
results in high braking.
Operator selection of Engine Brakes must be selected for the
Engine Brakes to be activated with the service brakes. When
Option 2
the service brake is pressed with Engine Brake switches ON,
the result is high braking.
Table 5-19 Options for Service Brake Control of Engine Brakes
In both modes the Engine Brakes will be activated at the maximum configured level. When the
service brake is released, Engine Brakes will remain active until conditions for activation are no
longer met, the dashboard switches are turned OFF or Cruise Control becomes active.
Engine Brake Active
The Engine Brake Active option uses a digital output that can be used to drive an Engine Brake
Active Lamp. This output is switched to battery ground whenever the engine brake is active.
Engine Brake Disable
The Engine Brake Disable option uses an input which is switched to ground whenever a vehicle
system, such as a traction control device, does not allow engine braking to occur. This option is
required for most automatic transmissions.

FEATURES
DDEC VI also supports the J1939 message to disable engine brakes (TSC1 command to source
address 15).
Engine Fan Braking
The Engine Fan Braking option turns on the cooling fan when the engine brake level is high and
DDEC fan control is enabled. This creates about 20 to 40 hp additional engine braking power
depending on the size of the cooling fan. For additional information, refer to section 5.13, "Fan
Controls."
Clutch Released Input
The Clutch Released input will prevent the engine brakes from being turned on when the clutch is
pressed. This input is required for use with manual transmissions. Refer to section 4.1, "Digital
Inputs," for additional information.
Min Vehicle Speed for Engine Brakes
This option will disable the engine brakes until a minimum vehicle speed is reached. A Vehicle
Speed Sensor (VSS) is required. Refer to section 3.6.6, "Vehicle Speed Sensor," for additional
information.
Engine Brake must be specified at the time of engine order or by contacting Detroit Diesel
Technical Service.
Configuration for MBE 900 Exhaust Flap Applications
The MCM Exhaust Flap configuration parameters are listed in Table 5-20.
MCM
Parameter Parameter Setting Options Default Access
Group
0 – No Function
PWM7 VEPS or
1 0 – No Function 6 – Jake Brake 1 or 0 – No Function
Configuration DRS
Decompression Valve
7 – Jake Brake 2 0 – No Function
SW4 VEPS or
2 or Exhaust Flap 7 – Jake Brake 2 or Exhaust 0 – No Function
Configuration DRS
or Brake Gate Flap or Brake Gate
Table 5-20 MCM Configuration Parameter for Exhaust Flap Applications - MBE
900 Engine

The CPC Exhaust Flap configuration parameters are listed in Table 5-21.
CPC
Parameter Parameter Description Options Setting Access
Group
0 = No Engine Brake
1 = Decompression Valve Only or
Enables the
Engine Brake Exhaust Flap Only VEPS or
10 type of engine 1
Configuration 2 = Decompression Valve & Exhaust Flap DRS
brake required
3 = Jake Compression Brake or Brake
Gate
0 = No Engine Brake
16 = Exhaust Flap Only
Mask 17 = Jake Brake 2nd Stage
determines 64 = Decompression Valve Only or Jake
Stage 1 Mask VEPS or
10 which device Brake 1st Stage 16
Engine Brake DRS
turns on for 80 = Decompression Valve & Exhaust
low braking Flap
81 = Decompression Valve & Brake Gate
or Jake Brake 3rd Stage
Factor
Stage 1
determines VEPS or
10 Factor Engine 0 – 100% 100
the amount of DRS
Brake
low braking
0 = No Engine Brake
Mask
17 = Jake Brake 2nd Stage
determines
64 = Decompression Valve Only or Jake
Stage 2 Mask which device don't care VEPS or
10 Brake 1st Stage
Engine Brake turns on / default DRS
80 = Decompression Valve & Exhaust
for medium
Flap
braking
Factor
Stage 2 determines
don't care VEPS or
10 Factor Engine the amount 0 – 100%
/ default DRS
Brake of medium
braking
0 = No Engine Brake
Stage 3 Mask don't care VEPS or
10 which device Brake 1st Stage
Engine Brake / default DRS
high braking Flap
Factor
Stage 3
determines don't care VEPS or
10 Factor Engine 0 – 100%
the amount of / default DRS
Brake
high braking

FEATURES
CPC
Group
0 = No Engine Brake
Trans Mask VEPS or
10 — Brake 1st Stage 16
Engine Brake DRS
Flap
Factor
Trans Factor determines VEPS or
10 0–100% 100
Engine Brake the amount of DRS
high braking
0 = Disable
1 = Enable Engine Door Bus*
4 18 DI 2 = Enable Engine Hood Tilt Switch
0 = VEPS or
13 Selection — 3 = AGS2 PTO Feedback
Disable DRS
(Optional) 4 = RPM Freeze
5 = Engine Brake Disable
6 = Fast Engine Heat-up Switch
0 = Hardwired
Engine Brake 0 = Hard- VEPS or
13 — 1 = Info from J1939
Switch Config wired DRS
255 = Not Available
0 = Variable Controlled Brake
1 = 1 Step
J1939 Steps VEPS or
10 — 2 = Low/High Steps 1 = 1 Step
Engine Brake DRS
3 = Low/Med/High Steps
255 = Not Configured
J1939 Engine 3 = Jake or Constant Throttle Brake 4 =
VEPS or
10 Retarder — 4 = Exhaust Flap Exhaust
DRS
Config 255 = Not Configured Flap
Table 5-21 CPC Configuration Parameter for Exhaust Flap Applications - MBE
900 Engine

See Figure 5-6 for the MBE 900 exhaust flap only schematic.
Figure 5-6 Exhaust Flap Only – MBE 900
Configuration for MBE 900 Compression Brake Only Applications
The MCM Compression Brake configuration parameters are listed in Table 5-22.
MCM
Group
6 – Jake
0 – No Function
PWM7 Brake 1 or VEPS or
1 6 – Jake Brake 1 or 0 – No Function
Configuration Decompression DRS
Decompression Valve
Valve
0 – No Function
7 – Jake Brake 2
SW4 7 – Jake Brake 2 VEPS or
2 or Exhaust Flap 0 – No Function
Configuration or Exhaust Flap or DRS
or Brake Gate
Brake Gate
Table 5-22 MCM Configuration Parameter for Compression Brake Applications

- MBE 900 Engine
The CPC Compression Brake configuration parameters are listed in Table 5-23.

FEATURES
CPC
Group
0 = No Engine Brake
Enables the
Engine Brake Exhaust Flap Only VEPS or
10 type of engine 1
Configuration 2 = Decompression Valve & Exhaust Flap DRS
brake required
Gate
0 = No Engine Brake
Stage 1 Mask VEPS or
10 which device Brake 1st Stage 64
Engine Brake DRS
low braking Flap
Factor
Stage 1
determines VEPS or
10 Factor Engine 0 – 100% 100
the amount of DRS
Brake
low braking
0 = No Engine Brake
Mask
determines
Stage 2 Mask which device don't care VEPS or
10 Brake 1st Stage
Engine Brake turns on / default DRS
for medium
Flap
braking
Factor
Stage 2 determines
don't care VEPS or
10 Factor Engine the amount 0 – 100%
/ default DRS
Brake of medium
braking
0 = No Engine Brake
Stage 3 Mask don't care VEPS or
10 which device Brake 1st Stage
Engine Brake / default DRS
high braking Flap
Factor
Stage 3
determines don't care VEPS or
10 Factor Engine 0 – 100%
the amount of / default DRS
Brake
high braking

CPC
Group
0 = No Engine Brake
Trans Mask VEPS or
10 — Brake 1st Stage 64
Engine Brake DRS
Flap
Factor
Trans Factor determines VEPS or
10 0–100% 100
Engine Brake the amount of DRS
high braking
0 = Disable
0 = VEPS or
Disable DRS
0 = Hardwired
Engine Brake 0 = Hard- VEPS or
13 — 1 = Info from J1939
Switch Config wired DRS
255 = No Available
1 = 1 Step
J1939 Steps VEPS or
10 — 2 = Low/High Steps 1 = 1 Step
Engine Brake DRS
3 = Low/Med/High Steps
3 =
J1939 Engine 3 = Jake or Constant Throttle Brake Jake or
VEPS or
10 Retarder — 4 = Exhaust Flap Constant
DRS
Config 255 = Not Configured Throttle
Brake
Table 5-23 CPC Configuration Parameter for Compression Brake Applications

- MBE 900 Engine

FEATURES
See Figure 5-7 for the MBE 900 compression brake only schematic.
Figure 5-7 Compression Brake Only – MBE 900
Configuration for MBE 900 Compression and Exhaust Brake Applications
The MCM Compression and Exhaust Brake configuration parameters are listed in Table 5-24 .
MCM
Group
6 – Jake
0 – No Function
Decompression Valve
Valve
0 – No Function
7 – Jake Brake 2
or Brake Gate
Brake Gate
Table 5-24 MCM Configuration Parameter for Compression and Exhaust Brake
Applications - MBE 900 Engine
The CPC Compression and Exhaust Brake config parameters are listed in Table 5-25.

CPC
Descrip-
Parameter Parameter Options Setting Access
tion
Group
0 = No Engine Brake
Enables
Engine 1 = Decompression Valve Only or Exhaust
the type of VEPS or
10 Brake Con- flap Only 2
engine brake DRS
figuration 2 = Decompression Valve & Exhaust Flap
required
3 = Jake Compression Brake or Brake Gate
0 = No Engine Brake
Mask
Stage 1 determines
64 = Decompression Valve Only or Jake VEPS or
10 Mask Engine which device 64
Brake 1st Stage DRS
Brake turns on for
80 = Decompression Valve & Exhaust Flap
low braking
81 = Decompression Valve & Brake Gate or
Jake Brake 3rd Stage
Stage 1 Factor
Factor determines VEPS or
10 0 – 100% 100
Engine the amount of DRS
Brake low braking
0 = No Engine Brake
Mask 16 = Exhaust Flap Only
determines 17 = Jake Brake 2nd Stage
Stage 2
which device 64 = Decompression Valve Only or Jake VEPS or
10 Mask Engine 80
turns on Brake 1st Stage DRS
Brake
for medium 80 = Decompression Valve & Exhaust Flap
braking 81 = Decompression Valve & Brake Gate or
Factor
Stage 2
determines
Factor VEPS or
10 the amount 0 – 100% 100
Engine DRS
of medium
Brake
braking
0 = No Engine Brake
Mask
Stage 3 determines
64 = Decompression Valve Only or Jake don't care VEPS or
10 Mask Engine which device
Brake 1st Stage / default DRS
Brake turns on for
high braking
Stage 3 Factor
10 0 – 100% 100
Brake high braking
0 = No Engine Brake
Trans Mask
64 = Decompression Valve Only or Jake VEPS or
10 Engine — 80
Brake 1st Stage DRS
Brake

FEATURES
CPC
Descrip-
Parameter Parameter Options Setting Access
tion
Group
Factor
Trans Factor
determines VEPS or
10 Engine 0–100% 100
the amount of DRS
Brake
high braking
0 = Disable
4 18 DI 2 = Enable Engine Hood
0 = VEPS or
Disable DRS
Engine 0 = Hardwired
0 = Hard- VEPS or
13 Brake Switch — 1 = Info from J1939
wired DRS
Config 255 = Not Available
J1939 Steps 1 = 1 Step 2 =
VEPS or
10 Engine — 2 = Low/High Steps Low/High
DRS
Brake 3 = Low/Med/High Steps Steps
J1939
3 = Jake or Constant Throttle Brake 4 =
Engine VEPS or
10 — 4 = Exhaust Flap Exhaust
Retarder DRS
255 = Not Configured Flap
Config
Table 5-25 CPC Configuration Parameter for Compression and Exhaust Brake
See Figure 5-8 for a schematic of the MBE 900 compression brake and exhaust flap.
Figure 5-8 Compression Brake and Exhaust Flap – MBE 900

Configuration for MBE 4000 Compression Brake and Brake Gate

Applications
The MCM Compression Brake and Brake Gate configuration parameters are listed in Table
5-26.
MCM
Group
6 – Jake
0 – No Function
Decompression Valve
Valve
0 – No Function
7 – Jake Brake 2
or Brake Gate
Brake Gate
Table 5-26 MCM Configuration Parameter for Compression and Brake Gate
The CPC Compression Brake and Brake Gate configuration parameters are listed in Table 5-27.
CPC
Parameter Parameter Description Options Settings Access
Group
0 = No Engine Brake
Enables
Engine 1 = Decompression Valve Only or Exhaust
the type of VEPS or
10 Brake Con- Flap Only 3
engine brake DRS
figuration 2 = Decompression Valve & Exhaust Flap
required
3 = Jake Compression Brake or Brake Gate
0 = No Engine Brake
Mask
Stage 17 = Jake Brake 2nd Stage
determines
1 Mask 64 = Decompression Valve Only or Jake VEPS or
10 which device 64
Engine Brake 1st Stage DRS
turns on for
Brake 80 = Decompression Valve & Exhaust Flap
low braking
Stage 1 Factor
10 0 – 100% 60
Brake low braking
0 = No Engine Brake
Mask 16 = Exhaust Flap Only
Stage determines 17 = Jake Brake 2nd Stage
2 Mask which device 64 = Decompression Valve Only or Jake VEPS or
10 81
Engine turns on Brake 1st Stage DRS
Brake for medium 80 = Decompression Valve & Exhaust Flap
braking 81 = Decompression Valve & Brake Gate or

FEATURES
CPC
Group
Factor
Stage 2
determines
Factor VEPS or
10 the amount 0 – 100% 75
Engine DRS
of medium
Brake
braking
0 = No Engine Brake
Mask
Stage 17 = Jake Brake 2nd Stage
determines
3 Mask 64 = Decompression Valve Only or Jake VEPS or
10 which device 81
Engine Brake 1st Stage DRS
turns on for
high braking
Stage 3 Factor
10 0 – 100% 100
Brake high braking
0 = No Engine Brake
Trans Mask
64 = Decompression Valve Only or Jake VEPS,
10 Engine — 81
Brake 1st Stage DRS
Brake
Factor
Trans Factor
determines VEPS,
10 Engine 0–100% 100
the amount of DRS
Brake
high braking
0 = No Engine Brake
ACC Mask 64 = Decompression Valve Only or Jake
VEPS,
10 Engine — Brake 1st Stage 81
DRS
0 = No Engine Brake
OI Mask 64 = Decompression Valve Only or Jake
VEPS,
10 Engine — Brake 1st Stage 64
DRS
0 = Disable
1 = Enable Engine Door Bus
VEPS,
13 Selection — 3 = AGS2 PTO Feedback 0
DRS

CPC
Group
Eng Brake 0 = Hardwired
VEPS,
13 Switch — 1 = Info from J1939 0
DRS
J1939 Steps 1 = 1 Step 3 =
VEPS or
10 Engine — 2 = Low/High Steps Low/Med/High
DRS
Brake 3 = Low/Med/High Steps Steps
J1939
3 = Jake or Constant Throttle Brake 4 =
Engine VEPS or
10 — 4 = Exhaust Flap Exhaust
Retarder DRS
255 = Not Configured Flap
Config
Table 5-27 CPC Configuration Parameter for MBE 4000 Compression Brake and
Brake Gate Applications
See Figure 5-9 for a schematic of the MBE 4000 compression brake and brake gate.
Figure 5-9 Compression Brake and Brake Grate – MBE 4000

FEATURES
Cruise Control of Engine Brake Option
The parameters listed in Table 5-28 are options for the Engine Brake with Cruise Control.
CPC
Parameter Parameter Description Options Default Access
Group
Allows the engine brake to be
used while on cruise control or
the road speed limit if the vehicle VEPS,
Cruise Control 0 = Disable
10 exceeds the cruise set speed 0 = Disable DRS,
Enable Eng Brk 1 = Enable
or road speed limit. Automatic DDDL 7.0
engine brake operation with
Cruise Control.
VEPS,
Hi Eng Brk Max CC/RSL vehicle-over-speed for
10 0–48 km/h 10 km/h DRS,
Cruise RSL Spd engine brake stage 3 activation
DDDL 7.0
VEPS,
Hi Eng Brk Min CC/RSL vehicle-over-speed for
10 0–48 km/h 6 km/h DRS,
Cruise RSL Spd engine brake stage 3 deactivation
DDDL 7.0
Low Eng Brk VEPS,
CC/RSL vehicle-over-speed for
10 Max Cruise 0–48 km/h 5 km/h DRS,
engine brake stage 1 activation
RSL Spd DDDL 7.0
Low Eng Brk VEPS,
10 Min Cruise 0–48 km/h 2 km/h DRS,
engine brake stage 1 deactivation
RSL Spd DDDL 7.0
Med Eng Brk VEPS,
RSL Spd DDDL 7.0
Med Eng Brk VEPS,
RSL Spd DDDL 7.0
VEPS,
Min Eng Spd for Minimum engine speed for Engine 0 — 4000
10 1100 rpm DRS,
Engine Brakes Brake operation. rpm
DDDL 7.0
0 = Off
Enables engine brake on road
Road Spd Limit 1 = Low DRS,
10 speed limiter. Engine brake will 0
Max Stage Num 2 = Medium VEPS
come on automatically if value >0.
3 = High
Table 5-28 Cruise Control and Road Speed Limit Engine Brake Parameters

The optional digital output listed in listed in Table 5-29 can be used to drive an Engine Brake
Active Lamp.
CPC
Group
0 = Disabled
1 = Grid Heater
Hardwired*
3 09 DO 3 = Engine Brake 2 = AGS2 Backup Lamp VEPS,
35 0 = Disabled
Selection Active 3 = Engine Brake Active DRS
4 = Not Used
5 = FUSO Engine Brake
Active Lamp*
*Not Supported in NAFTA
Table 5-29 Optional Digital Output for Engine Brakes
Engine Brake Option with Service Brake
The Service Brake control of Engine Brake parameter is listed in Table 5-30.
CPC
Group
0 = Disable
When this function is 1 = Enable automatic engine
VEPS,
Service Brk enabled, an input from the brake when applied service
DRS, or
10 Enable Eng service brake is required brake 0
DDDL
Brakes in order to activate the 2 = Operator selection and
7.0
engine brake. service brake for engine brake
activation
Table 5-30 Service Brake Control of Engine Brake Parameter
Engine Brakes Option with Minimum Vehicle Speed
The minimum vehicle speed for the Engine Brakes option is listed in Table 5-31.
CPC
Group
DDDL
The minimum vehicle speed
Min Road Spd Eng 7.0,
10 required before engine 0-200 km/hr 0 km/hr
Brk Operation DRS,
braking will occur.
VEPS
Table 5-31 Minimum Vehicle Speed for Engine Brakes Option
DDEC VI will respond to requests from other vehicle systems via the J1939 data link to disable or
enable engine brake.

FEATURES

5.8 ENGINE BRAKE CONTROLS – SERIES 60 AND DD15

The Engine Brake option converts a power-producing diesel engine into a power-absorbing air
compressor. This is accomplished by opening the cylinder exhaust valves near the top of the
normal compression stroke and releasing the compressed cylinder charge to exhaust. The release
of the compressed air to atmospheric pressure prevents the return of energy to the engine piston
on the expansion stroke, the effect being a net energy loss. Fueling is cut off when this occurs.
5.8.1 OPERATION
A dash mounted On/Off Switch is used to enable the Engine Brake option. DDEC VI will directly
control the engine brake solenoids and turbocharger VGT position to produce the desired low,
medium, or high braking power. This braking power is based on the driver selected intensity
switch for a Series 60 or DD15 engine.
The following conditions must be met for engine brakes to be activated:
□ Percent throttle <4%
□ Driveline open – engine speed >1100 rpm
□ Driveline closed – engine speed >800 rpm
□ Road Speed > 0 mph (programmable)
□ ABS not active
□ Clutch pedal released (if equipped)
□ Engine not fueling
□ Engine not in PTO mode
□ Torque converter in lockup (automatic transmission)
The following are features and options for Engine Brake:
□ Cruise Control or Road Speed Limit with Engine Brake
□ Engine Brake Disable
□ Engine Brake Active
□ Engine Fan Braking
□ Clutch Released Input
□ Service Brake Control of Engine Brakes
□ Min. MPH for Engine Brakes
Service Brake Control of Engine Brakes
This option allows the engine brakes switches to be ON but not engage the engine brakes until
the service brake is pressed.

FEATURES
Cruise Control or Road Speed Limit with Engine Brake
The Engine Brake option can also provide Engine Brake capability when the vehicle is in Cruise
Control or Road Speed Limit. For example, if the vehicle is going down hill in Cruise Control
while the engine brake is selected, the ECU will control the amount of Engine Brake with respect
to the Cruise Control set speed. The level of Engine Brake (low, medium, high) selected with the
dash switches will be the maximum amount of engine braking the ECU allows.
Each engine braking level has a hysteresis for actuating the engine brake or for deactivating
the engine brake.
Engine Brake Disable
The Engine Brake Disable option uses an input which is switched to ground whenever a vehicle
system, such as a traction control device, does not allow engine braking to occur. This option is
required for most automatic transmissions.
DDEC VI also supports the J1939 message to disable engine brakes (TSC1 command to source
address 15).
Engine Brake Active
The Engine Brake Active option uses a digital output that can be used to drive an Engine Brake
Active lamp. This output is switched to battery ground whenever the engine brake is active.
Engine Fan Braking
The Engine Fan Braking option turns on the cooling fan when the engine brake level is high and
DDEC fan control is enabled. This creates about 20 to 40 hp additional engine braking power
depending on the size of the cooling fan. For additional information, refer to section 5.13, "Fan
Controls."
Clutch Released Input
The Clutch Released input will prevent the engine brakes from being turned on when the clutch is
pressed. This input is required for use with manual transmissions. Refer to section 4.1, "Digital
Min Vehicle Speed for Engine Brakes
This option will disable the engine brakes until a minimum vehicle speed is reached. A Vehicle
Speed Sensor (VSS) is required. Refer to section 3.6.6, "Vehicle Speed Sensor," for additional
information.

5.8.2 INSTALLATION
See Figure 5-10 for a DDEC VI internal engine brake schematic.
Figure 5-10 Engine Brake for DDEC VI – Series 60

FEATURES
Engine Brake must be specified at the time of engine order. This enables the two digital outputs
required in the MCM. The Jake Brake configuration parameters are listed in Table 5-32.
CPC
Group
0 = No Engine Brake
Engine Enables the type Exhaust Flap Only
VEPS,
10 Brake Con- of engine brake 2 = Decompression Valve & Exhaust 3
DRS
figuration required Flap
Gate
0 = No Engine Brake
Stage
determines 64 = Decompression Valve Only or
1 Mask VEPS,
10 which device Jake Brake 1st Stage 64
Engine DRS
turns on for low 80 = Decompression Valve & Exhaust
Brake
braking Flap
81 = Decompression Valve & Brake
Gate or Jake Brake 3rd Stage
Stage 1 Factor
Factor determines the VEPS,
10 0 – 100% 100
Engine amount of low DRS
Brake braking
0 = No Engine Brake
Stage
2 Mask VEPS,
Engine DRS
Brake
medium braking Flap
Stage 2 Factor
Factor determines VEPS,
10 0 – 100% 100
Brake medium braking
0 = No Engine Brake
Stage
3 Mask VEPS,
Engine DRS
turns on for high 80 = Decompression Valve & Exhaust
Brake
braking Flap
Stage 3 Factor
10 0 – 100% 100
Engine amount of high DRS
Brake braking

CPC
Group
0 = No Engine Brake
Trans Mask 64 = Decompression Valve Only or
VEPS,
10 Engine — Jake Brake 1st Stage 81
DRS
Brake 80 = Decompression Valve & Exhaust
Flap
Trans Factor
10 0–100% 100
Engine amount of high DRS
Brake braking
0 = Disable
1 = Enable Engine Door Bus
4 18 DI 2 = Enable Engine Hood
VEPS,
13 Selection — 3 = AGS2 PTO Feedback 0
DRS
Eng Brake 0 = Hardwired
VEPS,
13 Switch — 1 = Info from J1939 0
DRS
J1939 Steps 1 = 1 Step
VEPS or
10 Engine — 2 = Low/High Steps 2 or 3
DRS
Brake 3 = Low/Med/High Steps
J1939
3 = Jake or Constant Throttle Brake
Engine VEPS or
10 — 4 = Exhaust Flap 3
Retarder DRS
Config
0 = No Engine Brake
ACC Mask
Jake Brake 1st Stage VEPS or
10 Engine 81
80 = Decompression Valve & Exhaust DRS
Brake
Flap
0 = No Engine Brake
OI Mask
Jake Brake 1st Stage VEPS or
10 Engine 64
80 = Decompression Valve & Exhaust DRS
Brake
Flap
Table 5-32 CPC Configuration Parameter for Jake Brake Applications

FEATURES
The parameters listed in Table 5-33 are for the Cruise Control and Road Speed Limit Engine
Brake option.
CPC
Group
Allows the engine brake to be
used while on cruise control or
VEPS,
Cruise Control the road speed limit if the vehicle 0 = Disable
10 0 = Disable DRS,
Enable Eng Brk exceeds the cruise set speed 1 = Enable
DDDL 7.0
or road speed limit. Automatic
engine brake with Cruise Control.
VEPS,
Hi Eng Brk Max CC/RSL vehicle-over-speed for
10 0–48 km/h 10 km/h DRS,
Cruise RSL Spd engine brake stage 3 activation
DDDL 7.0
VEPS,
Hi Eng Brk Min CC/RSL vehicle-over-speed for
10 0–48 km/h 6 km/h DRS,
Cruise RSL Spd engine brake stage 3 deactivation
DDDL 7.0
Low Eng Brk VEPS,
RSL Spd DDDL 7.0
Low Eng Brk VEPS,
RSL Spd DDDL 7.0
Med Eng Brk VEPS,
RSL Spd DDDL 7.0
Med Eng Brk VEPS,
RSL Spd DDDL 7.0
VEPS,
Min Eng Spd for Minimum engine speed for Engine
10 0–4000 rpm 1100 rpm DRS,
Engine Brakes Brake operation.
DDDL 7.0
0 = Off
Enables engine brake on road
Road Spd Limit 1 = Low DRS,
10 speed limiter. Engine brake will 0
Max Stage Num 2 = Medium VEPS
come on automatically if value >0.
3 = High
Table 5-33 Cruise Control and Road Speed Limit Engine Brake Parameters
The optional digital output listed in Table 5-34 can be used to drive an Engine Brake Active Lamp.
CPC
Group
0 = Disabled
1 = Grid Heater
Hardwired*
3 09 DO 3 = Engine Brake 2 = AGS2 Backup Lamp VEPS,
35 0 = Disabled
Selection Active 3 = Engine Brake Active DRS
4 = Oil Temp High Lamp*
5 = FUSO Engine Brake
Active Lamp*
*Not Supported in NAFTA
Table 5-34 Optional Digital Output for Engine Brakes

The parameter listed in Table 5-35 is for Service Brake Control of the Engine Brakes option.
CPC
Parameter Parameter Description Options Default
Group
0 = Disable
When this function is
1 = Enable automatic engine
enabled, an input from
Service Brk brake when applied service
the service brake is
10 Enable Eng brake 0 = Disable
required in order to
Brakes 2 = Operator selection and
activate the engine
service brake for engine brake
brake.
activation
Table 5-35 Service Brake Control of Engine Brakes Parameter
The parameter listed in Table 5-36 is the Minimum Vehicle Speed needed for engine braking to
occur.
CPC
Parameter Parameter Description Options Default
Group
Min Road Spd Eng The minimum vehicle speed required
10 0–200 KPH 0 KPH
Brk Operation before engine braking will occur.
Table 5-36 Minimum MPH for Engine Brakes Option
DDEC will respond to requests from other vehicle systems via SAE J1939 Data Link to disable
the engine brakes.

FEATURES

5.9 ENGINE PROTECTION

The DDEC VI Engine Protection system monitors all engine sensors and electronic components,
and recognizes system malfunctions. If a critical fault is detected, the Amber Warning Lamp
(AWL) and Red Stop Lamp (RSL) illuminate. The malfunction codes are logged into the CPC's
memory.
The standard parameters which are monitored for engine protection are:
□ Low coolant level
□ High coolant temperature
□ Low oil pressure
□ High soot level (DPF)
□ Uncontrolled DPF Regeneration
5.9.1 OPERATION
Engine Protection is a vital part of MCM/CPC programming and software. DDEC VI monitors
coolant level, various pressures and temperatures, and compares these parameters against the
allowable limits to determine when a critical fault is reached. The AWL is illuminated and a code
logged if there is an electronic system fault. This indicates the problem should be diagnosed as
soon as possible. The CPC illuminates the AWL and RSL and stores a malfunction code if
a potentially engine damaging fault is detected. Once a critical fault is reached, the AWL and
RSL are illuminated and a 60 (coolant temp, coolant level, oil level) or 30 (oil pressure or DPF)
second timer starts a countdown to the desired level of protection. The AWL will flash for 20 – 30
seconds and the RSL will flash for 10 seconds before the engine shuts down. The flashing will
occur only if protection shutdown is enabled. Temperature and pressure limits are established in
the engine calibration and may differ slightly from one engine model to another.
Engine Protection consists of different protection levels:
□ Warning
□ Shutdown

FEATURES
Warning
The AWL illuminates when the parameter value falls below the pre-warning level. Speed
and/or torque may be limited based on the engine protection parameter. The operation has the
responsibility to take action to avoid engine damage. No shutdown will occur.
Shutdown
Speed and/or torque may be limited based on the engine protection parameter. The engine shuts
down 60 seconds (for coolant level or coolant temperature) or 30 seconds (oil pressure or DPF)
after the RSL is illuminated. The AWL will flash 20–30 seconds before the shutdown. The RSL
will flash 10 seconds before the shutdown.
5.9.2 STOP ENGINE OVERRIDE OPTION
The Stop Engine Override Switch is used for a momentary override. DDEC VI will record the
number of times the override is activated after a fault occurs.
NOTE:
This switch is REQUIRED for all applications except fire truck.
Momentary Override - An SEO switch is used to override the shutdown sequence. This override
resets the 60 second (30 seconds for oil pressure) shutdown timer. The switch must be recycled
after five seconds to obtain a subsequent override.
NOTE:
The operator has the responsibility to take action to avoid engine damage.
An additional override will occur when a DPF soot load or diagnostic shutdown is in progress and
the CPC is requesting a DPF regeneration. This will give a blocked or sooty DPF the chance to be
cleared before determining whether to shutdown the engine.

5.9.3 PROGRAMMING FLEXIBILITY
DDEC VI is programmed with pressure, temperature, and level protection limits for each
parameter monitored. Rampdown is always enabled. Shutdown can be configured for certain
parameters.
DDEC VI engine protection system parameters are listed in Table 5-37 .
Parameter
Group
Enable/Disable DDDL
Coolant Temp Eng shutdown for 0 = Warning 1 = Engine 7.0,
18
Protect Shtn high coolant 1 = Engine Shutdown Shutdown DRS,
temperature VEPS
DDDL
Enable/Disable
Coolant Level Eng 0 = Warning 1 = Engine 7.0,
18 shutdown for low
Protect Shtn 1 = Engine Shutdown Shutdown DRS,
coolant level
VEPS
DDDL
Enable/Disable
Oil Press Eng 0 = Warning 1 = Engine 7.0,
18 shutdown for low
oil pressure
VEPS
DDDL
Enable/Disable
Oil Level Eng 0 = Warning 1 = Engine 7.0,
18 shutdown for low
oil level
VEPS
Table 5-37 Engine Protection
The shutdown times are listed in Table 5-38.
School Bus
Parameter All Other
Parameter Range Default Applications Access
Group Applications
Only
18 DPF 30–60 sec 30 sec 60 sec 30 sec DRS,
Diagnostic VEPS
Shtdn Time
18 Oil Pressure 30–60 sec 30 sec 60 sec 30 sec DRS,
Shtdn Time VEPS
18 Eng Protect 1 30–60 sec 30 sec 60 sec 30 sec DRS,
Shtdn Time VEPS
Table 5-38 Shutdown Times

FEATURES
The Stop Engine Override Switch /Diagnostic Request Switch can be configured as listed in Table
5-39.
Parameter
Group
0 – Unconfigured
1 15 DI VEPS or
Selection DRS

5.10 ENGINE RATINGS

Engine ratings are designed by horsepower and engine speed. The Cruise Power parameter in
the CPC must be set up to the designated horsepower requested by the customer. This can be
changed with VEPS, DRS or DDDL.
The Series 60 engine ratings are listed in Table 5-40.
Series 60
FL Sales
Rating D Group M Group Cruise Power
Code
Setting
425 HP @ 1800 RPM - 1450 LBFT
6N4D-7533 6N4M-8231 101-2F2 1 - Low Power
@1200 RPM
445 HP @ 1800 RPM - 1450 LBFT
6N4D-7533 6N4M-8230 101-2F3 0 - High Power
@1200 RPM
425/445 HP @ 1800 RPM - 1450 LBFT
6N4D-7533 6N4M-8232 101-2F4 2 - Cruise Power
@1200 RPM
455 HP @ 1800 RPM - 1550 LBFT
6N4D-7534 6N4M-8234 101-2EW 1 - Low Power
@1200 RPM
490 HP @ 1800 RPM - 1550 LBFT
6N4D-7534 6N4M-8233 101-2EX 0 - High Power
@1200 RPM
455/490 HP @ 1800 RPM C/P - 1550
6N4D-7534 6N4M-8235 101-2E4 2 - Cruise Power
LBFT @1200 RPM
515 HP @ 1800 RPM - 1550 LBFT
6N4D-7536 6N4M-8236 101-2EY 0 - High Power
@1200 RPM
490/515 HP @ 1800 RPM C/P - 1550
6N4D-7536 6N4M-8240 101-2F6 2 - Cruise Power
LBFT @1200 RPM
470 HP @ 1800 RPM - 1650 LBFT
6N4D-7537 6N4M-8242 101-2E0 1 - Low Power
@1200 RPM
515 HP @ 1800 RPM - 1650 LBFT
6N4D-7537 6N4M-8241 101-2E3 0 - High Power
@1200 RPM
470/515 HP @ 1800 RPM C/P - 1650
6N4D-7537 6N4M-8243 101-2E1 2 - Cruise Power
LBFT @1200 RPM
455 HP @ 1800 RPM - 1550 LBFT
6N4D-7535 6N4M-8234 101-2FT 1 - Low Power
@1200 RPM
Table 5-40 Series 60 Engine Ratings
MBE 900 and MBE 4000 engines have one rating in the fuel map. CPC parameter Cruise Power
should be set to 0 - High Power.

FEATURES
The DD15 engine ratings are listed in Table 5-41.
FTL Sales DD15 Cruise

Rating
Code Power Setting
14.8L 455 HP @ 1800 RPM, 2000 GOV RPM 1550 LB/FT @ 1100 RPM 101–2HD 1 – Low Power
14.8L 455 HP @ 1800 RPM, 2000 GOV RPM 1650 LB/FT @ 1100 RPM 101–2JX 1 – Low Power
14.8L 455/475 HP @ 1800 RPM, 2000 GOV RPM 1550 LB/FT @ 1100 RPM
101–2MM 2 – Cruise Power
C/P
101–2MP 2 – Cruise Power
C/P
101–2MN 2 – Cruise Power
C/P
14.8L 475 HP @ 1800 RPM, 2000 GOV RPM 1550 LB/FT @ 1100 RPM 101–2JW 0 – High Power
14.8L 475 HP @ 1800 RPM, 2000 GOV RPM 1650 LB/FT @ 1100 RPM 101–2JY 0 – High Power
101–2MR 2 – Cruise Power
C/P
14.8L 485 HP @ 1800 RPM, 2000 GOV RPM 1850 LB/FT @ 1100 RPM 101–2J1 1 – Low Power
14.8L 485/530HP @ 1800 RPM, 2000 GOV RPM 1850 LB/FT @ 1100 RPM
101–2MU 2 – Cruise Power
C/P
14.8L 500 HP @ 1800 RPM, 2000 GOV RPM 1850 LB/FT @ 1100 RPM 101–2J2 1 – Low Power
101–2MV 2 – Cruise Power
C/P
14.8L 505 HP @ 1800 RPM, 2000 GOV RPM 1650 LB/FT @ 1100 RPM 101–2J0 0 – High Power
14.8L 515 HP @ 1800 RPM, 2000 GOV RPM 1750 LB/FT @ 1100 RPM C/P 101–2NC 0 – High Power
14.8L 530 HP @ 1800 RPM, 2000 GOV RPM 1850 LB/FT @ 1100 RPM 101–2J3 0 – High Power
14.8L 560 HP @ 1800 RPM, 2000 GOV RPM 1850 LB/FT @ 1100 RPM 101–2G5 0 – High Power
Table 5-41 DD15 Engine Ratings

The multi-torque ratings are listed in Table 5-42, the multi-torque 1850 high torque ratings are

Rating
Code Power Setting
14.8L 455 HP @ 1800 RPM, 2000 GOV RPM 1550/1750 LB/FT @ 1100 RPM 101–2J4 0 – High Power
DD15 multi-torque rating is only available with the transmissions listed below.
Torque
Gear Ratio for
Gear Ratio for High Torque Factor for High Factor for
Model # Gear Down
Gear Power Gear Power Gear Down
Protect
Protect
FM-15D310B-LST 0.63 0.886 1 (Default) 0.01 (Default)
FRM-15210B
— 0.886 1 (Default) 0.01 (Default)
(Available 2Q 2008)
FRO-16210B 0.85 0.886 1 (Default) 0.01 (Default)
FRO-16210C 0.84 0.886 1 (Default) 0.01 (Default)
RTOM-16910B0DM3 0.85 0.886 1 (Default) 0.01 (Default)
FOM-16D313E-LEP 1.08 0.886 1 (Default) 0.01 (Default)
RTLOM-16913L-DM3 1.08 0.886 1 (Default) 0.01 (Default)
Table 5-42 DD15 Multi-Torque Engine Ratings

Rating
Code Power Setting
14.8L 475 HP @ 1800 RPM, 2000 GOV RPM 1650/1850 LB/FT @ 1100 RPM 101–2J5 0 – High Power
DD15 multi-torque High Torque rating is only available with the transmissions listed below.
Torque
Gear Ratio for
Gear Ratio for High Torque Factor for Factor for
Model # Gear Down
Gear Power High Gear Power Gear Down
Protect
Protect
FRO-17210C 0.84 0.892 1 (Default) 0.01 (Default)
Table 5-43 DD15 Multi-Torque High Torque Engine Rating

FEATURES

5.11 ENGINE STARTER CONTROL

Engine starters may be enabled by either the ignition-run key switch (KL-50) (see Figure 5-11) or
the MCM (see Figure 5-12).
Figure 5-11 Key Switch Starter Control
Figure 5-12 MCM Starter Control

FEATURES
The Engine Starter Control settings are listed in Table 5-44.
Parameter Options Default

0 = Starter activated via key switch
Starter Type 1 = Starter activated via MCM
0
Control 2 = Starter activated via MCM with modified diagnostics (V
7.74 MBE MCM software or later)
Table 5-44 Engine Starter Control Settings — MCM
NOTE:
If the parameter is set for MCM Starter Control and the starter is wired for Key Switch
control, the engine will crank but will not start.
For MCM starter applications, OEMs should provide ignition switch crank signal to pin 21/20
circuit so the MCM is aware of a request to start the vehicle. This will ensure that all the safety
checks are done. If the MCM is bypassed or does not receive a crank request signal, a no fueling
event will be experienced. Fault codes will be triggered.
The starter relay specifications are:
□ Min Relay Resistance >4 Ω
□ Max Relay Resistance <500 Ω
Current vs inductance is listed in Table 5-45.
Max Inductance (mH) Current (amps)

30 4
65 3
150 2
600 1
Table 5-45 Current vs Inductance

5.12 ETHER START – SERIES 60

The DDEC Ether Start System is a fully-automatic engine starting fluid system used to assist
a DDEC equipped diesel engine in cold starting conditions. The amount of ether is properly
controlled to optimize the starting process and prevent engine damage. DDEC will control ether
injection using standard sensors to control the ether injection hardware.
A diesel engine must crank at a fairly high speed to start in cold weather. Worn out batteries,
partially discharged batteries, and poor or loose cable connections will reduce the cranking speed.
Cables and connections should be cleaned and tightened regularly, battery conditions should be
maintained for optimum performance.
For an engine to start and keep running, fuel must flow through the injection system. Unblended
diesel fuel no.2 "clouds," forming filter-clogging wax at temperatures around 15°F (-10°C),
making starting and running impossible. DDC recommends that fuel have a cloud point at least
10°F (5°C), below the coldest anticipated temperature.
Engine lubricating oil gets thicker at lower temperatures. Many oils that flow freely at 70°F
(-21°C) are extremely thick at 0°F (-18°C). Follow DDC's recommendations regarding oil
viscosity for the coldest temperatures your engine will encounter.
5.12.1 OPERATION
Ether Start will occur in two modes, preload (before cranking) and block load (during and after
cranking). The mode and duration of injection is determined by DDEC based on engine speed
and coolant, air and oil temperatures. Since excessive preloading could be harmful to engine
components, DDEC will not allow multiple preloads. The engine speed must exceed 1500 RPM
to reset the preload.
FLAMES, EXPLOSION AND TOXICITY

To avoid injury from flames, explosion, and toxicants when
using ether, the following precautions must be taken:
□ Do not smoke when servicing ether system.
□ Work in well ventilated area.
□ Do not work near open flames, pilot flames (gas or oil
heaters), or sparks.
□ Do not weld or carry an open flame near the ether
system if you smell ether or otherwise suspect a leak.
The system is composed of the MCM, ether canister, Dieselmatic valve, injection nozzle, metering
orifice, nylon tubing, harness and miscellaneous hardware (see Figure 5-13).

FEATURES
The relay module performs a number of important functions. The module will not allow ether
injection unless it receives a signal from DDEC, it will prevent ether injection in the event of a
faulty signal, and it will illuminate a light on the module when the ether canister is 90% consumed.
If the output is shorted to ground, a code will be logged by DDEC and the Amber Warning Lamp
(AWL) will be illuminated. The system does not operate without the fuse in place. The cause of
the digital output short must be fixed before replacing the fuse.
1. 31–pin Connector 4. Metering Orifice

2. Pressurized Fluid Cylinder 5. Injector Nozzle
3. Dieselmatic Valve
Figure 5-13 Ether Start System
5.12.2 INSTALLATION
Install the various components of Ether Start as described in the following sections.

Injector Nozzle
The proper location on the Series 60 engine is in the intake manifold. The manifold has a 1/4 in.
NPT tapped hole for installation (see Figure 5-14).
1. Injector Nozzle 2. Intake Manifold
Figure 5-14 Series 60 Intake Manifold - Injector Nozzle Location
NOTICE:
Manifold preheat systems should be disconnected when the
DDEC Ether Start System is used, as it can ignite starting fluid
prematurely and cause engine damage.
To install the nozzle:

1. Remove the plug from the tapped hole.
2. Tighten nozzle with reducer bushing.
3. Ensure that the red dot, which indicates the direction of spray, is pointed against the airflow.
Valve and Cylinder Assembly
The cylinder assembly should be mounted vertically in an accessible location away from extreme
heat such as the exhaust system and protected from road dirt, ice and snow. If protected, it can be
mounted in the engine compartment on the firewall, frame or any other convenient location.

FEATURES
NOTICE:
Do not mount the unit on the engine or drive train because
excessive vibration can cause premature failure.
It is recommended that the assembly is mounted vertically although the assembly does not have to
be mounted in a direct upright position. Some usable fluid will not be dispensed if the assembly is
tipped too far from vertical. The reduction in usable fluid is listed in Table 5-46.
Angle from Vertical, degrees Usable Fluid

22.5 92%
45 89%
57 83%
70 75%
90 28%
Table 5-46 Reduction in Usable Fluid When Not Mounted Vertically
NOTE:
The low cylinder indicator light will not be accurate for cylinders tipped more than 22.5
degrees from vertical.
When selecting a mounting location, do the following:

1. Hold the assembly in place to determine if it will clear the hood and other movable parts.
2. Check that the distance from the assembly's bottom to the nozzle location does not exceed
the length of tubing provided. Ensure that there is adequate clearance to change the fluid
cylinder after installation.
3. The mounting plate may be used as a template. If the mounting plate is used and the
cylinder is removed from the valve, the top of the valve should be protected from debris
by installing the plastic valve cap.
NOTE:
Four-point mounting is recommended for maximum resistance to vibration. Mounting
point locations should be spaced symmetrically about the center of mass, above and
below the "X" axis.
4. Four bolts, lock washers (or jam nuts), and nuts are provided for mounting the valve and
cylinder assembly.
5. Space the mounting bolts as widely apart as possible to eliminate any unnecessary
vibration of the unit.
6. Center punch and drill the holes for mounting.
7. Bolt the assembly into place.

FIRE AND TOXICITY

Some pressurized fluid may be trapped in the system. To
avoid personal injury, loosen all connections slowly to avoid
contact with fluid. When required, spray fluid into a proper
container. The engine starting fluid used in DDEC Ether Start
Systems contains extremely flammable and toxic substances.
8. If the mounting plate was used as a template, the starting fluid cylinder should be
properly installed back onto the valve by turning the cylinder in the direction of the arrow
(clockwise) until the cylinder dirt and moisture seal (O-ring) contacts the valve.
9. Tighten the cylinder an additional 1½ turns (540°).
10. Check that the cylinder clamp is tightened.
Tubing and Metering Orifice
The DDEC Ether Start System's "metered flow" feature is controlled by the special (metering
orifice) fitting which has to be installed into the bottom of the valve.
NOTICE:
Nylon tubing length must not be shorter than two feet to assure
the proper vaporization of the starting fluid as it is propelled from
the metering orifice to the injector nozzle.
1. The metering orifice end that is to be inserted into the bottom of the valve has left-hand
dry seal threads. Install this end into the valve, finger tight.
2. Seal insertion by tightening the fitting with a wrench approximately one to two turns,
depending on desired orientation.
3. A length of protective sheathing for the nylon tubing, to protect the nylon tubing from
chafing, has been supplied in your kit. Be sure to insert the nylon tubing into the sheathing
prior to connecting the tubing to the metering orifice and to the nozzle.
4. Route nylon tubing from the metering orifice installed in the valve to the nozzle installed in
the intake manifold in such a way that it does not come in contact with the exhaust system.
5. Ensure that the tubing will not be damaged by vibration or by the engine enclosure, etc.
Avoid contact with all objects that may cut or wear the tubing. If tubing is cut to a shorter
length, be sure to cut it squarely. A bias cut may cause leaks or cause it to disconnect
since the nut sleeve will not seal properly.
6. When connecting the tubing to the metering orifice and to the nozzle, keep the tubing fully
seated while tightening the nut.

FEATURES
[a] Avoid over tightening since the sleeve can become distorted or collapsed, restricting
fluid flow through the tubing.
[b] The nut should be tightened approximately one (1) turn after it is finger tight.
7. Check all fittings and tubing connections for leaks and make sure they are secure.
Wiring Harness
The NVT receives a signal from the MCM when the engine (oil and coolant) and air temperatures
indicate the need for ether. This signal is provided to the module by a digital output from the
MCM. The digital output provides a ground when ether should be injected into the engine.
To configure an engine for Ether Injection, digital output function number 24 must be selected
with the Vehicle Electronic Programming System (VEPS), DDEC Reprogramming System (DRS).

5.13 FAN CONTROL

The purpose of the Fan Control feature is to electronically control engine cooling fan activation
and to provide a load for vehicle retardation, when required. DDEC VI Fan Controls are
designed to optimally control the engine cooling fan(s) based on engine cooling requirements.
Fan Controls are designed to use other system inputs such as A/C pressure switches and operator
requested fan operation.
5.13.1 OPERATION
DDEC VI continuously monitors and compares the coolant and intake manifold air temperature,
engine torque, engine operation mode, and various optional inputs to calibrated levels stored
within DDEC VI. These limits are factory configured based on application.
When these temperature levels exceed the preset fan ON temperature value, DDEC VI will enable
the fan control output(s) that activate the fan. The fan will remain on, cooling the engine with the
increased air flow until the temperature levels reach the preset fan OFF temperature.
DDEC VI provides fan control for four different fan configurations:
□ Single-speed fan (two outputs) (refer to section 5.13.2)
□ Single-speed fan (one output) (refer to section 5.13.3)
□ Dual fans (refer to section 5.13.4)
□ Two-speed fan (refer to section 5.13.5)
□ Variable speed fan without fan speed feedback (refer to section 5.13.6)
□ Variable speed fan with fan speed feedback (refer to section 5.13.7)

FEATURES
5.13.2 SINGLE–SPEED FAN (FAN TYPE 4)
This fan type must be used if the current exceeds 2A. The two outputs (Fan Control #1 and Fan
Control #2) must be wired together. The single-speed fan control uses two digital outputs to
drive a single-speed fan. Fan Control #1 and #2 are open circuit to turn the fan ON. The fan
will remain ON for a minimum of 30 seconds. The fan output will not be enabled until five
seconds after the engine has started.
NOTE:
Fan output circuits are designed to sink no more than 2.0 A (DC) current.
Fan Control #1 and #2 are open circuit when at least one of the following conditions occur:
□ Coolant temperature above factory set levels
□ Intake manifold temperature above factory set levels
□ Air conditioner is active (OEM supplied A/C switch is opened) – optional
□ Coolant or intake manifold air temperature sensor fails
□ Engine Brake is active at high level (optional)
□ Fan Control Override Switch is grounded (ON)
□ PTO is enabled and active – optional
Single-Speed Fan Installation
This section provides a schematic of the specific connection from DDEC VI to the fan. See
Figure 5-15. Compatible fans may be obtained from several vendors.
Figure 5-15 Single-speed Fan – Fan Type 4

The MCM options for the single-speed fan – Type 4 are listed in Table 5-47.

0 = 2–Speed Fan with Ambient Temp Offset
1 = 2–Speed Fan
2 = Variable Speed Fan with Fan Speed
Feedback
3 = Variable Speed Fan without Fan Speed
Feedback
4 = Single-Speed Fan – 2 Outputs
4 = Single-
4 – Single-Speed 5 = Variable Speed Fan without Fan Speed
Fan Type Speed Fan – VEPS, DRS
Fan – 2 Outputs Feedback with Ambient Temp Offset
2 Outputs
6 = Dual Fan
7 = Single-speed Fan – 1 Output
Feedback
Feedback with Ambient Temp Offset
255 = No Fan
17 = Single-
17 = Single-speed 0 = No Function
SW3 speed Fan or
Fan or Two-speed 17 = Single-speed Fan or Two-speed Fan VEPS, DRS
Configuration Two-speed Fan
Fan Low Low
Low
5 = Two-speed 5 = Two-speed
PWM6 0 = No Function
Fan High or Fan High or VEPS, DRS
Configuration 5 = Two-speed Fan High or PWM Fan
PWM Fan PWM Fan
Dyn Fan Brake 0 = Disabled
— 0 = Disabled VEPS, DRS
Enable 1 = Enabled
Table 5-47 Single-speed Fan – Type 4 MCM Options

FEATURES
The CPC options for the single-speed fan – Type 4 are listed in Table 5-48.
Parameter
Group
Enables/disables the
AC Fan Vehicle 0 = Disable VEPS,
19 road speed threshold 0 = Disable
Speed Enable 1 = Enable DRS
for AC fan.
Road speed threshold
AC Fan Vehicle above which the A/C VEPS,
19 0 – 250 km/h 32 km/h
Speed Thresh fan request is not using DRS
the hold time
Enables/disables turning
PTO Enable Auto 0 = Disable VEPS,
19 on the fan when the 0 = Disable
Fan Activation 1 = Enable DRS
PTO is active.
Air Condition 0 = Disable VEPS,
19 on the fan when the air 1 = Enable
Enable Auto Fan 1 = Enable DRS
conditioning is on.
Enables the fan based
J1939 Fan 0 = Disable VEPS,
19 on a J1939 CM1 fan 0 = Disable
Request Enable 1 = Enable DRS
request.
Minimum fan on time VEPS,
19 Fan AC Hold Time 0–600 sec 180 sec
for AC DRS
VEPS,
19 Hold Time Fan Minimum fan on time 0–600 sec 10 sec
DRS
Fan Vehicle Activates the road speed 0 = Disable VEPS,
19 0 = Disable
Speed Enable threshold feature 1 = Enable DRS
Vehicle speed threshold
Fan Vehicle VEPS,
19 below which the fan 0–250 km/h 0 km/h
Speed Threshold DRS
request will be ignored.
0 = Disable
1 = AC Active Closed
Mode of AC Defines type of input 2 = AC VEPS,
6 2 = AC Active Open
Status Input for A/C switch Active Open DRS
3 = LIM Active Closed
4 = LIM Active Open
Table 5-48 Single-speed Fan – Type 4 CPC Options

5.13.3 SINGLE–SPEED FAN (FAN TYPE 7)
The single-speed fan control (type 7) uses one digital output (Fan Control #1) to drive a
single-speed fan. This fan type can be used if the current is less than 2.0 A. Fan Control #1 is an
open circuit to turn the fan ON. The fan will remain ON for a minimum of 30 seconds. The fan
output will not be enabled until five seconds after the engine has started.
NOTE:
Fan Control #1 is open circuit when at least one of the following conditions occur:
□ Intake manifold temperature above factory set levels
□ Coolant or intake manifold air temperature sensor fails
□ Engine Brake is active at high level (optional)
Single-Speed Fan Installation
This section provides a schematic of the specific connection from DDEC VI to the fan. See Figure
5-16. Compatible fans may be obtained from several vendors.
Figure 5-16 Single-speed Fan – Fan Type 7

FEATURES
The MCM options for the single-speed fan – Type 7 are listed in Table 5-49.

1 = 2–Speed Fan
Feedback
Feedback
4 = Single-
7 = Single-speed 5 = Variable Speed Fan without Fan Speed
Fan Type Speed Fan – VEPS, DRS
Fan – 1 Output Feedback with Ambient Temp Offset
2 Outputs
6 = Dual Fan
Feedback
255 = No Fan
17 = Single-
SW3 speed Fan or
Fan Low Low
Low
5 = Two-speed
PWM 6 0 = No Function
0 = No Function Fan High or VEPS, DRS
PWM Fan
Enable 1 = Enabled
Table 5-49 Single-speed Fan – Type 7 MCM Options

The CPC options for the single-speed fan – Type 7 are listed in Table 5-50.
Parameter
Group
Enables/disables the
AC Fan Vehicle 0 = Disable VEPS,
19 road speed threshold 0 = Disable
Speed Enable 1 = Enable DRS
for AC fan.
Road speed
threshold above
AC Fan Vehicle VEPS,
19 which the A/C fan 0 – 250 km/h 32 km/h
Speed Thresh DRS
request is not using
the hold time
Enables/disables
PTO Enable Auto turning on the fan 0 = Disable VEPS,
19 0 = Disable
Fan Activation when the PTO is 1 = Enable DRS
active.
Enables/disables
Air Condition turning on the 0 = Disable VEPS,
19 1 = Enable
Enable Auto Fan fan when the air 1 = Enable DRS
conditioning is on.
Enables the fan
J1939 Fan Request 0 = Disable VEPS,
19 based on a J1939 0 = Disable
Enable 1 = Enable DRS
CM1 fan request.
Minimum fan on VEPS,
time for AC DRS
VEPS,
DRS
Activates the road
Fan Vehicle Speed 0 = Disable VEPS,
19 speed threshold 0 = Disable
feature
Vehicle speed
Fan Vehicle Speed threshold below VEPS,
19 0–250 km/h 0 km/h
Threshold which the fan request DRS
will be ignored.
0 = Disable
Mode of AC Status Defines type of input 2 = AC VEPS,
Input for A/C switch Active Open DRS
4 = LIM Active Open
Table 5-50 Single-speed Fan – Type 7 CPC Options

FEATURES
5.13.4 DUAL FANS (FAN TYPE 6)
This configuration uses two digital outputs, Fan Control #1 and Fan Control #2, to drive two
separate single-speed fans. Fan Control #1 and Fan Control #2 are an open circuit to turn ON
each fan respectively. The fan remains on for 30 seconds. The fan outputs will not be enabled
until five seconds after the engine has started.
NOTE:
The two fans are independent of one another and are controlled by different conditions. Both
fans will be activated when either the Fan Control Override is enabled or when the conditions are
met for Fan Engine Brake.
Fan Control #1 is an open circuit when at least one of the following conditions occur:
□ Intake manifold or coolant temperature above factory set levels
□ Intake manifold or coolant temperature sensor fails
□ Engine Brake level is active at high level – optional
□ Fan control override switch is grounded (ON)
Fan control #2 is an open circuit when one of the following conditions occur:
□ Intake manifold or coolant temperature above DDC factory set levels
□ Engine Brake level is active at high level – optional
□ Fan control override switch is grounded (ON)

Dual Fans Installation
See Figure 5-17 for dual fan installation.
Figure 5-17 Dual Fan (Fan Type 6)

FEATURES
The MCM options for dual fans – Type 6 are listed in Table 5-51.

1 = 2–Speed Fan
Feedback
Feedback
4 = Single-
Fan Type 6 – Dual Fan Speed Fan – VEPS, DRS
2 Outputs
6 = Dual Fan
8 –= Variable Speed Fan with Fan Speed
Feedback
255 = No Fan
17 = Single-
SW3 speed Fan or
Fan Low Low
Low
PWM Fan PWM Fan
Enable 1 = Enabled
Table 5-51 Dual Fan – Type 6 MCM Options

The CPC options for the dual fan – Type 6 are listed in Table 5-52.
Parameter
Group
AC Fan Vehicle Enables/disables the
0 = Disable VEPS,
19 Speed Thresh road speed threshold 0 = Disable
1 = Enable DRS
Enable for AC fan.
19 0 – 250 km/h 32 km/h
Speed Thresh fan request is not DRS
using the hold time
Enables/disables
PTO Enable Auto turning on the fan 0 = Disable VEPS,
19 0 = Disable
Fan Activation when the PTO is 1 = Enable DRS
active.
Enables/disables
Air Condition turning on the 0 = Disable VEPS,
19 1 = Enable
Enable Auto Fan fan when the air 1 = Enable DRS
conditioning is on.
J1939 Fan Request 0 = Disable VEPS,
19 on a J1939 CM1 0 = Disable
fan request.
time for AC DRS
VEPS,
DRS
Activates the road
feature
Vehicle speed
Fan Vehicle Speed threshold below which VEPS,
19 0–250 km/h 0 km/h
Threshold the fan request will DRS
be ignored.
0 = Disable
Mode of AC Status Defines type of input 2 = AC Active VEPS,
Input for A/C switch Open DRS
4 = LIM Active Open
Table 5-52 Dual Fan – Type 6 CPC Options

FEATURES
5.13.5 TWO-SPEED FAN
This configuration uses two digital outputs, Fan Control #1 and Fan Control #2, to drive a
two-speed fan. When Fan Control #1 output is open, the fan operates in low-speed mode. When
Fan Control #1 and Fan Control #2 are both open, the fan operates in high-speed mode.
NOTE:
Fan Control #1 is an open circuit when at least one of the following conditions occur:
□ Intake manifold air temperature above factory set levels
Fan control #2 is an open circuit when one of the following conditions occur:
□ Intake manifold air temperature above factory set levels
□ Coolant, or intake manifold air temperature sensor fails
□ Engine Brake level is active at high level
□ Fan control override switch is enabled
□ PTO enabled and active – optional

Two-speed Fan Installation
See Figure 5-18 for two-speed fan installation.
Figure 5-18 Two-speed Fan ( Fan type 0 or 1)

FEATURES
The MCM options for two-speed fans – Type 1 are listed in Table 5-51.

1 = 2–Speed Fan
Feedback
Feedback
5 = Variable Speed Fan without Fan Speed 4 = Single-speed
Fan Type 1 = 2–Speed Fan VEPS, DRS
Feedback with Ambient Temp Offset Fan – 2 Outputs
6 = Dual Fan
Feedback
255 = No Fan
17 = Single-
SW3 speed Fan or
Fan Low Low
Low
PWM Fan PWM Fan
Enable 1 = Enabled
Table 5-53 Two-speed Fan – Type 1 MCM Options

The CPC options for the two-speed fan – Type 1 are listed in Table 5-54.
Parameter
Group
0 = Disable VEPS,
1 = Enable DRS
Enable for AC fan.
19 0 – 250 km/h 32 km/h
the hold time
Enables/disables
19 turning on the fan when 0 = Disable
the PTO is active.
Enables/disables
Air Condition turning on the fan when 0 = Disable VEPS,
19 1 = Enable
Enable Auto Fan the air conditioning 1 = Enable DRS
is on.
19 on a J1939 CM1 0 = Disable
fan request.
time for AC DRS
VEPS,
DRS
Activates the road
feature
Vehicle speed
Fan Vehicle Speed threshold below which VEPS,
19 0–250 km/h 0 km/h
Threshold the fan request will DRS
be ignored.
0 = Disable
Mode of AC Status Defines type of input 2 = AC VEPS,
Input for A/C switch Active Open DRS
4 = LIM Active Open
Table 5-54 Two-speed Fan – Type 1 CPC Options

FEATURES
5.13.6 VARIABLE SPEED FAN (FAN TYPE 3) WITHOUT FAN SPEED

FEEDBACK
DDEC VI uses a pulse width modulated (PWM) output to drive a variable speed fan. The fan may
be enabled by specific engine temperature sensors and various other inputs. The fan will ramp up
to the requested speed in order to reduce noise, shock-loading, and belt slippage. If the fan is
turned on for any reason other than high temperature, it will ramp up to the full fan speed (i.e. 5%
or 10% duty cycle, application dependent). A decrease in fan speed will occur after a short time
delay and will step down to the value dictated by the highest sensor request. If the A/C switch is
opened, the fan will increase speed at the ramp rate until it is at a maximum. After the A/C switch
is grounded the fan will remain on for a short time delay and then turn off.
NOTE:
The PWM output is initiated when at least one of the following conditions occur:
□ Intake manifold or coolant temperatures above factory set limits

Installation
See Figure 5-19 for variable-speed fan without fan speed feedback (Fan Type 3) installation.
Figure 5-19 Variable Speed Fan without Fan Speed Feedback (Fan Type 3)

FEATURES
The MCM options for variable speed fans without fan speed feedback – Type 3 are listed in Table
5-55.

1 = 2–Speed Fan
Feedback
Feedback
3 = Variable 4 = Single-Speed Fan – 2 Outputs
Speed Fan 5 = Variable Speed Fan without Fan Speed 4 = Single-speed
Fan Type VEPS, DRS
without Fan Feedback with Ambient Temp Offset Fan – 2 Outputs
Speed Feedback 6 = Dual Fan
Feedback
255 = No Fan
17 = Single-
SW3 speed Fan or
Fan Low Low
Low
PWM Fan PWM Fan
Enable 1 = Enabled
Table 5-55 Variable Speed Fan Without Fan Speed Feedback – Type 3 MCM
Options

The CPC options for the variable speed fan without fan speed feedback – Type 3 are
Parameter
Group
0 = Disable VEPS,
1 = Enable DRS
Enable for AC fan.
19 0 – 250 km/h 32 km/h
the hold time
PTO is active.
19 on the fan when the air 1 = Enable
conditioning is on.
19 on a J1939 CM1 fan 0 = Disable
request.
Specifies the ramp rate VEPS,
19 Ramp Fan 1 – 100%/sec 25%/sec
for a variable speed fan DRS
Specifies the fan speed
when the trans retarder
Trans Retarder VEPS,
19 is active via a hardwired 0 = 100% 100%
Fan Percent DRS
input or J1939 ERC1
message
Minimum fan on time VEPS,
for AC DRS
VEPS,
DRS
19 0 = Disable
Fan Vehicle VEPS,
Speed Threshold DRS
0 = Disable
Mode of AC Defines type of input 2 = AC Active VEPS,
Status Input for A/C switch Open DRS
4 = LIM Active Open
Table 5-56 Variable Speed Fan Without Fan Speed Feedback – Type 3 CPC
Options

FEATURES
5.13.7 VARIABLE SPEED FAN (FAN TYPE 2) WITH FAN SPEED

FEEDBACK
DDEC VI uses a pulse width modulated (PWM) output to drive a variable speed fan. The fan may
be enabled by specific engine temperature sensors and various other inputs. The fan will ramp up
to the requested speed in order to reduce noise, shock-loading, and belt slippage. If the fan is
turned on for any reason other than high temperature, it will ramp up to the full fan speed (i.e. 5%
or 10% duty cycle, application dependent). A decrease in fan speed will occur after a short time
delay and will step down to the value dictated by the highest sensor request. If the A/C switch is
opened, the fan will increase speed at the ramp rate until it is at a maximum. After the A/C switch
is grounded the fan will remain on for a short time delay and then turn off.
NOTE:
The PWM output is initiated when at least one of the following conditions occur:
□ Intake manifold or coolant temperatures above factory set limits

Installation
See Figure 5-20 for variable-speed fan with fan speed feedback (Fan Type 2) installation.
Figure 5-20 Variable Speed Fan with Fan Speed Feedback (Fan Type 2)

FEATURES
The options for variable speed fans without fan speed feedback – Type 2 are listed in Table 5-57.

1 = 2–Speed Fan
Feedback
Feedback
2 = Variable 4 = Single-Speed Fan – 2 Outputs
Speed Fan 5 = Variable Speed Fan without Fan Speed 4 = Single-speed
Fan Type VEPS, DRS
with Fan Speed Feedback with Ambient Temp Offset Fan – 2 Outputs
Feedback 6 = Dual Fan
Feedback
255 = No Fan
17 = Single-
SW3 speed Fan or
Fan Low Low
Low
PWM Fan PWM Fan
Type 2 Fan
— 0 – 1.75 0 VEPS, DRS
Ratio
Type 2 Fan
— 0 – 100 0 VEPS, DRS
PWM Max
Type 2 PWM
— 0 – 1000 0 VEPS, DRS
Freq
Type 2
Maximum Fan — 0 – 10000 0 VEPS, DRS
Slip
Type 2 Fan
Pulses Per — 0 – 255 0 VEPS, DRS
Rev
Enable 1 = Enabled
Table 5-57 Variable Speed Fan With Fan Speed Feedback – Type 2 Options

The CPC options for the variable speed fan with fan speed feedback – Type 2 are listed in Table
5-58.
Parameter
Group
0 = Disable VEPS,
1 = Enable DRS
Enable for AC fan.
19 0 – 250 km/h 30 km/h
the hold time
PTO is active.
19 on the fan when the air 0 = Disable
conditioning is on.
Enable J1939 Enables the fan based on 0 = Disable VEPS,
19 0 = Disable
Fan Request a J1939 CM1 fan request. 1 = Enable DRS
Specifies the ramp rate VEPS,
19 Fan Ramp Rate 1 – 100%/sec 25%/sec
for a variable speed fan DRS
Specifies the fan speed
when the trans retarder
Trans Retarder VEPS,
19 is active via a hardwired 0 – 100% 100%
Fan Percent DRS
input or J1939 ERC1
message
Fan AC Hold Minimum fan on time VEPS,
19 0–600 sec 180 sec
Time for AC DRS
VEPS,
DRS
19 0 = Disable
Fan Vehicle VEPS,
Speed Threshold DRS
0 = Disable
Mode of AC Defines type of input 2 = AC Active VEPS,
Status Input for A/C switch Open DRS
4 = LIM Active Open
Table 5-58 Variable Speed Fan with Fan Speed Feedback – Type 2 CPC Options

FEATURES

5.14 FLEET MANAGEMENT

The Fleet Management Products provide flexible data extraction and communication capabilities.
DDEC Data collects the data (refer to section 5.14.2). DDEC Reports is the PC software for data
analysis and reporting (refer to section 5.14.3).
5.14.1 OPERATION
Fleet Management is designed to provide feedback to the driver. These driver-friendly features
help provide an understanding of the effect of the driver's actions on the engine and vehicle
performance. The MCM provides engine control and monitoring; the CPC stores a summary of
engine performance.
Data in these devices can be extracted and analyzed with the PC software products. DDEC
Reports extracts data from all hardware devices and analyzes DDEC Data extracts data from
all hardware devices and analyzes data from all devices. All these products allow printing of
comprehensive reports for managing vehicle operation.
5.14.2 DDEC DATA
DDEC Data is a standard part of the CPC. DDEC Data utilizes available memory and processing
speed, along with a built-in, battery-backed clock/calendar to document the performance of the
driver and vehicle. Data is stored in three monthly records and in a trip file that may be reset at
extraction. Data on periodic maintenance intervals, hard brake incidents, last stop records, daily
engine usage, and CPC diagnostics is also stored.
DDEC Data can be extracted onto a PC hard disk through a wide range of options:
□ Direct extraction using an industry standard translator box and cables connected to a PC
running DDEC Reports.
□ Wireless extraction via cellular telephone, satellite radio communications equipment. The
PC can be operating DDEC Reports or DDEC Communications.

FEATURES
DDEC Data parameters for fleet management are listed in Table 5-59.
Parameter
Group
Enables/Disabled the
FM Alert 0 – Disable VEPS,
27 Fleet Management 1 – Enable
Update Enable 1 – Enable DRS, DDDL
Alert data
Enables/Disabled the VEPS,
FM Daily Usage 0 – Disable
27 Fleet Management 1 – Enable DRS, DDDL
Enable 1 – Enable
daily usage data 7.0
Fleet Enables/Disabled the VEPS,
0 – Disable
27 Management Fleet Management 1 – Enable DRS, DDDL
1 – Enable
Enable data 7.0
FM Incident 0 – Disable
27 Fleet Management 1 – Enable DRS, DDDL
Update Enable 1 – Enable
incident data 7.0
FM Monthly 0 – Disable
27 Fleet Management 1 = Enable DRS, DDDL
Trip Enable 1 – Enable
monthly trip data 7.0
FM Serv Enables/Disabled the VEPS,
0 – Disable
27 Interval Update Fleet Management 1 – Enable DRS, DDDL
1 – Enable
Enable service interval data 7.0
FM Fuel
27 Fleet Management 0-65.535 0.835 DRS, DDDL
Density
fuel density data 7.0
0 – Disable
1 – Adjust Total Time Only
2 – Adjust All Engine Times
3 – Adjust all Engine Times
Determines how data and Total Revs
FM Total VEPS,
is adjusted of MCM 4 – Adjust all Engine, OI,
27 Data Adjust 0 – Disable DRS, DDDL
and CPC data do Fan Times and Total Revs
Selection 7.0
not match. 5 – Adjust all Engine, OI,
Fan Times and Total Revs
6 – Report all fields as
maximum if total does not
match ECAN
Table 5-59 DDEC Data Parameters for Fleet Management
The fuel density parameter should be set as listed in Table 5-60.
Parameter Group Parameter Range Setting

Series 60 — 0.801
MBE 900 — 0.835
27 Fuel Density 0–65.535
MBE 4000 — 0.835
DD15 — 0.835
Table 5-60 Fuel Density Parameter

5.14.3 DDEC REPORTS
After the data is extracted, DDEC Reports software produces a wide range of diagnostic and
management reports. DDEC Reports produces comprehensive trip reports in both on-highway
and nonroad markets.
The on-highway reports are:
□ Trip Activity
□ Vehicle Speed/RPM
□ Overspeed / Over Rev
□ Engine Load/RPM
□ Vehicle Configuration
□ Periodic Maintenance
□ Hard Brake Incident
□ Last Stop
□ DDEC Diagnostic
□ Profile
□ Monthly Activity
□ Daily Engine Usage
□ Life to Date
See Figure 5-21, Figure 5-22, Figure 5-23, and Figure 5-24 for examples of on-highway DDEC
Reports.

FEATURES
Figure 5-21 DDEC Reports, Trip Activity Report

Figure 5-22 DDEC Reports, Daily Engine Usage

FEATURES
Figure 5-23 DDEC Reports, Engine Load/RPM

Figure 5-24 DDEC Reports, Vehicle Speed/RPM

FEATURES

5.15 FUEL ECONOMY INCENTIVE

The purpose of Fuel Economy Incentive (FEI) is to allow the fleet manager to set a fuel economy
target while providing the driver an incentive to meet the target.
5.15.1 OPERATION
Using the Fuel Economy Incentive option, a fleet manager can set a target fuel economy for each
engine. If this fuel economy is exceeded, the driver will be awarded a slight increase to the
vehicle speed limit.
In this example the following limits are set as listed in Table 5-61.
Parameter Set Limit

Maximum Road Speed 60 MPH
FEI Max Vehicle Speed Reward 5 MPH
FEI Conversion Factor 20 MPH/MPG
FEI Minimum Fuel Economy 7 MPG
Table 5-61 Fuel Economy Limits
If the driver has an average fuel economy of 7.1 MPG then the new vehicle speed limit is 62 MPH.
Vehicle Speed Limit + (Average Fuel Economy — FEI Minimum Fuel Economy) x FEI
Conversion Factor = New Vehicle Speed Limit
60 MPH + (7.1-7.0 MPG) x (20 MPH/MPG) = 62 MPH
The maximum vehicle speed obtainable regardless of the fuel economy is 65 MPH.

FEATURES
The Fuel Economy Incentive parameters are listed in Table 5-62.
Parameter
Parameter Definition Options Default Access
Group
Fuel Economy 0 = Disable DDDL 7.0,
23 Enables/disable the feature. 0
Incentive Enable 1 = Enable DRS, VEPS
Indicates the minimum
FEI Minimum Fuel DDDL 7.0,
23 economy for fuel economy 4 to 20 mpg 7
Economy DRS, VEPS
incentive.
Indicates customer set
FEI Max Vehicle DDDL 7.0,
23 maximum speed increase 0 to 20 km/h 0
Speed Reward DRS, VEPS
for vehicle.
The miles per hour you want
FEI Conversion to allow for each full mile per DDDL 7.0,
23 0 to 20 MPH/MPG 2
Factor gallon above the minimum DRS, VEPS
MPG.
FILT ECON bases the
calculations on the
fuel information, by 0 = Based on Filtered
FEI Use Trip periodic sampling of fuel Fuel Economy* DDDL 7.0,
23 0
Mileage consumption. TRIP ECON 1 = Based on Trip DRS, VEPS
bases the calculation on the Fuel Economy†
trip portion of the fuel usage
information.
* Filtered fuel economy calculates the fuel economy based on periodic sampling of fuel consumption. It
allows rewards over a shorter time period.
† Trip fuel economy calculates fuel economy over the entire trip. Rewards may take longer to achieve.
Table 5-62 Fuel Economy Incentive Parameters
5.15.3 INTERACTION WITH OTHER FEATURES.
Fuel Economy Incentive will increase the Cruise Control and vehicle speed limits.
A vehicle can be have with both PasSmart and Fuel Economy Incentive, but the extra speed
increments provided by the two features do not add together. For example, if Fuel Economy
Incentive is set for 7 MPH of extra speed when the driver hits the maximum fuel economy target
and the same vehicle has a 5 MPH PasSmart increase, the resulting speed increase is 7 MPH, not
12 MPH.

5.16 IDLE ADJUST

This function increases and/or decreases the engine idle speed up to a programmable limit (Max
Adjusted Idle Speed).
5.16.1 OPERATION
Engine idle speed can be varied by the operator using the Cruise Control switches if the following
conditions are satisfied:
□ Engine is running
□ Vehicle speed is less than 6 mph (10 km/h)
□ Cruise Control master switch is turned OFF
□ PTO is not active and enable switch is OFF
□ If an automatic transmission is in use, it is in neutral and no shift is in progress
□ Clutch pedal is not pressed
□ Throttle inhibit is not active
If any of the above conditions are not satisfied, Idle Adjust is cancelled and the normal idle
speed is restored.
The current desired speed is increased by 16 rpm (Single Step Adjusted Idle Speed) when the
Resume/Accel switch is toggled. Speed change is active after the switch is released. Holding the
Resume/Accel switch for more than one second the current desired speed will be increased by 100
rpm/sec (Ramp Rate Adjusted Idle Speed) as long as the switch is pressed and the programmed
Max Adjusted Idle Speed for idle increment is not exceeded.
Toggling the Set/Coast switch will decrease the current desired idle speed by 16 rpm (Single Step
Adjusted Idle Speed). Speed change is active after the switch is released. Holding the Set/Coast
switch for more than one second will decrease the current desired speed by 100 rpm/sec (Ramp
Rate Adjusted Idle Speed) as long as the switch is pressed and the minimum low idle speed is
not yet reached.
Once the desired idle speed has increased or decreased again, the new desired idle speed will be
stored until the ignition has been switched off.

FEATURES
The Idle Adjust parameters are listed in Table 5-63.
Parameter
Group
Max idle speed
VEPS,
Max Adjusted that will be
3 0-4000 RPM 500 RPM DRS,
Idle Speed allowed by the
DDDL 7.0
user
Single Step Single step rpm VEPS,
3 Adjusted Idle for adjusted idle 0-100 RPM 16 RPM DRS,
Speed speed DDDL 7.0
Ramp Rate Ramp rate for VEPS,
3 Adjusted Idle the adjusted 0-8191 RPM/sec 100 RPM/sec DRS,
Speed idle speed DDDL 7.0
Table 5-63 Idle Adjust Parameters

5.17 IDLE PROTECTION

This feature allows the idle speed to be increased after idling for five minutes.
5.17.1 OPERATION
Low idle speeds on MBE 4000 engines may cause an issue with oil pressure drop which can
cause engine damage.
Idle Protection allows the idle speed to be increased after idling for five minutes to set engine
speed. The following conditions must be met:
□ Park Brake configured and ON
□ Service Brake configured and not applied
□ Transmission Neutral Switch in neutral (if configured)
□ Throttle Pedal < 4%
The Idle Protection parameters are listed in Table 5-64.
Parameter
Group
0 – Disable
1 – Enable
Idle Protect Eng 2 – MBE 4000 only
3 2 – MBE 4000 only VEPS, DRS
Type Enable 3 – MBE 600 only
4 – Series 60 only
5 – DD15 Engine only
3 Idle Protection Speed 0–4000 rpm 650 rpm VEPS, DRS
Table 5-64 Idle Protection Parameters

FEATURES

5.18 IDLE SHUTDOWN TIMER AND PTO SHUTDOWN

The Idle Shutdown Timer will shutdown the engine if it remains idling for a specified period
of time. The options that can operate with Idle Shutdown Timer are Idle Shutdown Override,
Vehicle Power Shutdown or Shutdown on Power Take-off (PTO).
5.18.1 OPERATION — IDLE SHUTDOWN NON-PTO MODE
There are four modes of operation for Idle Shutdown:

□ Disabled – in this mode, idle shutdown will not occur.
□ Park Brake – in this mode, idle shutdown will be enabled only when the park brake is
applied, the accelerator pedal position is at zero and the engine is idling.
□ No Park Brake – this mode is the same as Park Brake Mode above, except there is no
requirement for the park brake to be applied.
□ Edge Triggered Accelerator Pedal – this mode has no requirement on the park brake or on
the engine being at idle. The operator may reset the Idle Shutdown procedure by moving
the accelerator pedal from below 40% to above 80%.
The idle shutdown period can range from 1 to 5000 seconds (approximately 83 minutes).
Certain conditions must be met for the entire time-out period for shutdown to occur. These
conditions include:
□ Coolant temperature above 50°F (10°C)
□ Engine operation at idle
□ The parking brake ON, digital input switched to battery ground (optional)
□ Ignition ON
□ Vehicle Speed Less than 3 mph (5 kph)
Fueling is stopped after the specified idle time; the ignition circuit remains active after the engine
shuts down. The AWL will flash 20 seconds before the shutdown occurs. The RSL will flash 10
seconds before shutdown occurs. The AWL will continue flashing until the ignition is turned off
to indicate shutdown has occurred. The RSL will turn off. The ignition switch must be cycled to
OFF (wait 10 seconds) and back to ON before the engine will restart, if shutdown occurs.
A Park Brake Switch may be installed (see Figure 5-25).

FEATURES
Figure 5-25 Park Brake Digital Input
5.18.2 OPERATION — PTO SHUTDOWN
There are four modes of operation for PTO shutdown:

□ Disabled – in this mode, PTO shutdown will not occur.
□ Park Brake – in this mode, PTO shutdown will be enabled only when the park brake is
applied, the accelerator pedal position is at zero and the actual engine torque is less than
100 nm (Max Engine Load PTO Shutdown)..
□ No Park Brake – this mode is the same as Park Brake Mode above, except there is no
requirement for the park brake to be applied.
□ Edge Triggered Accelerator Pedal – this mode has no requirement on the park brake or
the actual torque. The operator may reset the PTO shutdown procedure by moving the
accelerator pedal from below 40% to above 80%.
The PTO shutdown period can range from 1 to 5000 seconds (approximately 16 minutes).
A Park Brake Switch may be installed (see Figure 5-25).

5.18.3 IDLE SHUTDOWN TIMER AND PTO SHUTDOWN OPTIONS
The following options are available with Idle Shutdown Timer and PTO Shutdown.
Idle / PTO Shutdown Override
Idle/PTO Shutdown Override allows the operator to override the idle shutdown timer or PTO
shutdown timer based on the selected override.
The shutdown will be overridden if any of the following conditions occur:
□ The accelerator pedal is in limp-home mode
□ Parked Regen is in progress. After regeneration completes, the override will remain in
place for an additional five minutes to allow the particulate filter to cool down after the
regeneration cycle has completed.
□ Operator Override is enabled (Enable Idle PTO Shtdn Override) as listed in Table 5-65.
Option Conditions Results

Allows a temporary override if any of the
following occur:
Option 1 Enabled: Override with

□ SEO Override switch is ON
Idle and/or PTO timer will be
Throttle Pedal, SEO, Clutch □ Service Brake is applied (switch is reset (shutdown sequence will
Service Brake open) restart)
□ Clutch is pressed (switch is open)
□ Throttle Pedal >0%
Allows a temporary override if any of the
following occur: Idle and/or PTO timer will be
Option 2 Enabled: Override with
reset (shutdown sequence will
Throttle Pedal, SEO □ SEO Override switch is ON
restart)
Allows a continuous override if any of the
Option 3 Enabled: Continuous following occur:
Override with Throttle Pedal, Shutdown will not occur
SEO
□ SEO Override switch is ON
Table 5-65 Operator Override Options
Idle Shutdown with Ambient Air Temp
This option allows the override to be disabled based on ambient air temperature. If the upper and
lower temperature limits are set and the ambient temperature is within limits, the override will
be disabled and the engine will be shutdown after the specified time limit is met. If the ambient
air temperature is outside the specified range, the override would be allowed by increasing the
percent throttle to greater than 1%.
For example, if the upper limit is set to 80°F and the lower limit is set to 65°F, the override would
be disabled if the ambient air temperature was between 65°F and 80°F (see Figure 5-26).

FEATURES
Figure 5-26 Ambient Air Temperature Override
An ambient air temperature sensor must be installed for this feature.
Idle Shutdown with Ambient Air Temp Continuous Override
It is possible for idle shutdown to be overridden continuously based on ambient air temperature.
This allows the engine to continue to run while the temperature is such that power from the engine
is required to heat or cool the air to keep the cab temperature comfortable.
Continuous override is only available if an ambient air temperature sensor is configured for use
(Ambient Air Temp Sensor Enable) and overrides are enabled (Enable Idle PTO Shtdn Override).
There are two modes of operation: operator override and automatic override. In both cases, the
override will only be allowed if the ambient air temperature is reading extreme (i.e. it is outside
the limits “Lo Amb Air Override Temp” and “Hi Amb Air Override Temp”.
If automatic override is enabled (“Idle Shutdown Auto Override”), idle shutdown will always be
overridden while the ambient air temperature is reading extreme. If automatic override is not
enabled and operator override is, the operator may explicitly activate the override by pumping the
accelerator pedal while idle shutdown is in progress and the CEL is flashing.
Note that the definition of a ‘pump’ of the accelerator pedal depends upon the idle/PTO shutdown
mode:
□ Idle/PTO shutdown with/without park brake status – in either of these modes, pumping
the accelerator pedal is done simply by pressing the pedal.
□ Idle/PTO shutdown with edge triggered accelerator pedal – in this mode, pumping the
accelerator pedal is done by moving it from below 40% to above 80%.

The continuous operator override will remain active until the ambient air temperature is no
longer extreme, the park brake is not applied, the ignition is turned off, or the operator pumps
the pedal again. Note that pumping the pedal will only cancel the override if it has already
been in effect for at least 10 seconds.
Vehicle Power Shutdown
Vehicle Power Shutdown is used with Idle Timer Shutdown or Engine Protection Shutdown.
After the idle timer times out or engine protection shuts the engine down, the Vehicle Power
Shutdown relay shuts down the rest of the electrical power to the vehicle.
A Vehicle Power Shutdown relay can be installed to shutdown all electrical loads when the
engine is shutdown (see Figure 5-27).
Figure 5-27 Vehicle Power Shutdown Relay
All electrical loads that should be turned OFF when the engine shuts down should be wired
through this relay.
Maximum Engine Load Shutdown
This option, when enabled (Max Engine Load for PTO Shutdown), allows the setting of a
maximum load above which Idle/PTO Shutdown is disabled.

FEATURES
All the Idle Shutdown timer options are listed in Table 5-66.
Parameter
Group
1 02 DI Configure pin 0 = Disabled 1 = Enable Park VEPS,
13
Selection 1/02 on CPC 1 = Enable Park Brake Interlock Brake Interlock DRS
0 = Hardwired
Park Brake Park Brake 1 = CCVS1 VEPS,
13 0 = Hardwired
Switch Config Configuration 2 = CCVS2 DRS
3 = CCVS3
0 = Disable
Enables or
1 = Enable with Park Brake DDDL
Enable Idle Disables the 1 = Enable with
17 2 = Enable without Park Brake 7.0, DRS,
Shutdown Idle Shutdown Park Brake
3 = Enabled with Edge Triggered VEPS
feature.
Accel Pedal
The amount of
engine idle time
that is allowed
DDDL
Idle Shutdown before the
17 1 to 5000 seconds 300 sec 7.0, DRS,
Time Idle Shutdown
VEPS
feature stops
fueling the
engine.
Enables or
0 = Disable
disables the Idle
1 = Enable with Park Brake DDDL
Enable PTO Timer Shutdown
17 2 = Enable without Park Brake 0 = Disable 7.0, DRS,
Shutdown feature when
3 = Enabled with Edge Triggered VEPS
operating in PTO
Accel Pedal
mode.
The amount of
engine idle time
PTO that is allowed DDDL
17 Shutdown before the PTO 1 to 5000 seconds 300 sec 7.0, DRS,
Time shutdown feature VEPS
stops fueling the
engine.
Minimum coolant
temperature
Min Coolant VEPS,
17 before an idle -40°C to 200°C 10°C
Temp DRS
shutdown will
occur
0 = Disable
1 = Enabled, override with throttle 1 = Enabled,
Enable Idle Enables/disables pedal, SEO clutch, Service Brake override with DDDL
17 PTO Shtdn override of Idle or 2 = Enabled, override with throttle throttle pedal, 7.0, DRS,
Override PTO Shutdown pedal, SEO SEO clutch, VEPS
3 = Enabled, continuous override Service Brake
with throttle pedal, SEO
PTO shutdown
Max Engine disabled for
VEPS,
17 Load PTO engine loads 0–5000 Nm 100 Nm
DRS
Shutdown greater than this
value

Parameter
Group
0 = Disabled
Ambient Air Configures the 1 = Hardwired
VEPS,
31 Temp Sensor ambient air temp 2 = Reserved for J1939 0 = Disabled
DRS
Enable sensor. 3 = Reserved for J1587
4 = Reserved for ECAN
Lo Amb Air Extreme low DDDL
17 Override ambient air temp -40°C – 75°C -4°C 7.0, DRS,
Temp to allow override. VEPS
Hi Amb Air Extreme high DDDL
17 Override ambient air temp -40°C – 75°C 75°C 7.0, DRS,
Temp to allow override. VEPS
Enables auto
override of
0 = No automatic override 0 = No automatic DDDL
Idle Shudown Idle/PTO
17 performed override 7.0, DRS,
Auto Override Shutdown based
1 = Automatic override performed performed VEPS
on ambient air
temperature.
Table 5-66 Idle Shutdown Timer Programming Options

FEATURES

5.19 LIMITERS
The CPC supports two optional programmable engine limiters: Limiter 0 (LIM0) and Limiter 1
(LIM1). These Limiters are each associated with a digital input. When the input is switched to
ground, the limiter becomes active. If more than one Limiter input is grounded at the same time,
the Limiter with the lowest limitation parameter setting will prevail.
The vehicle speed limit on Limiter 0 is only considered when the current vehicle speed is below
the calibrated threshold already.
The CPC can also limit the minimum and maximum engine speeds.
5.19.1 OPERATION
When the appropriate input is grounded, Limiters can decrease the speed/load/torque from the
setting of the Common Limiter parameters, but cannot increase them beyond the Common
Limiter settings.
Each Limiter can set:
□ Maximum engine speed (speed limiting applications)
□ Minimum engine speed (switched high idle applications)
□ Maximum engine torque (torque limiting applications)
□ Road speed limit (alternate road speed limit)
□ Maximum vehicle acceleration
“Maximum Engine Speed” will limit the upper engine speed all the time. Limiter switches can
further limit the maximum engine speed if programmed. “Minimum Engine Speed” defines the
lower limit of engine speed operation . Limiter switches can increase the limit if programmed and
installed.

FEATURES
5.19.2 INSTALLATION
The Limiter pin assignments are listed in Table 5-67.
Limiter Pin
Limiter 0 1/11
Limiter 1 2/11
Table 5-67 Limiter Pin Assignments
NOTE:
Due to VSS signal quality at low speeds, it is recommended that the vehicle speed limit
be set above a minimum of 48 kph to insure smooth road speed limiting. DDC cannot
guarantee smooth speed limiting for maximum speeds set below 48 kph.
DDEC will exit the Minimum Engine Speed Mode for Automated/Automatic Transmissions for
the following:
□ Shift in Progress message received over j1939
□ Valid TSC1 command received from the transmission
□ Transmission in gear (selected gear or current gear)

Limiter 0 and Limiter 1 parameters are listed in Table 5-68.
Parameter
Parameter Range Default Access
Group
0 = Disabled
1 = Enabled
2 = Enabled if neutral DDDL 7.0,
3 Adjusted Idle Config 0 = Disabled
3 = Enabled if neutral and DRS, VEPS
Park Brake
4 = Enabled if Park Brake
Limiter0 Min Eng Speed DDDL 7.0,
5 0-4000 rpm 500 rpm
Enabled DRS, VEPS
Limiter0 Max Eng Speed DDDL 7.0,
5 0-4000 rpm 4000 rpm
Enabled DRS, VEPS
Limiter0 Max Road Spd DDDL 7.0,
5 0-152 kph 152 kph
Enabled DRS, VEPS
Limiter0 Max Eng Trq DDDL 7.0,
5 0-5000 Nm 5000 Nm
Enabled DRS, VEPS
Limiter1 Min Eng Speed DDDL 7.0,
5 0-4000 rpm 500 rpm
Enabled DRS, VEPS
Limiter1 Max Eng Speed DDDL 7.0,
5 0-4000 rpm 4000 rpm
Enabled DRS, VEPS
Limiter1 Max Road Spd DDDL 7.0,
5 0-152 kph 152 kph
Enabled DRS, VEPS
5 0-5000 Nm 5000 Nm
Enabled DRS, VEPS
DDDL 7.0,
5 Limiter0 Max Vehicle Accel -15.625 — 15.625m/s2 10m/s2
DRS, VEPS
DDDL 7.0,
5 Limiter1 Max Vehicle Accel -15.625 — 15.625m/s2 10m/s2
DRS, VEPS
0 = PLD torque curve
(max torque) 0 = PLD torque
5 1 = Power Rating Curve #1 curve (max
Curve Select DRS, VEPS
2 = Power Rating Curve #2 torque)
3 = Power Rating Curve #3
Table 5-68 Limiter 0 and Limiter 1 Parameters
The parameters for min and max engine speed are listed in Table 5-69.
Parameter
Group
3 Min Engine Speed 0–4000 rpm 592 rpm DRS, VEPS
3 Max Engine Speed 0–4000 rpm 3000 rpm DRS, VEPS
Table 5-69 Minimum and Maximum Engine Speed Parameters

FEATURES

5.20 LOW GEAR TORQUE REDUCTION

Low Gear Torque Reduction is an optional feature that allows a transmission to be used with
engines capable of producing more torque than the transmission's peak torque rating.
5.20.1 OPERATION
Low Gear Torque Reduction reduces the available torque if the ratio of vehicle speed to engine
speed is below a set point. This limits full torque in lower gears and allows a transmission to
be used with engines above the transmission's regular torque rating. Two torque limits can be
programmed.
Example 1 – One Torque Limit
The customer wants to hold the torque to 550 ft lbs (on an engine rated at 860 ft lbs) up to 8th
gear. The transmission operates with the ratios listed in Table 5-70.
Low Gear Threshold* CPC –

Gear Ratio
Output/Input Shaft Speed
5 3.57 0.280
6 2.79 0.358
7 2.14 0.467
Desired Gear Down Protect Ratio Gear Down Protect Ratio Parameter
8 1.65 0.606
9 1.27 0.787
10 1.00 1.0
*The low gear threshold is determined by taking the inverse of the gear ratios and choosing a value in
between the gears you want to limit.
Table 5-70 Transmission Ratios
The "torque factor" is determined by dividing the desired torque by the rated torque. The
“threshold” is determined by taking the inverse of the gear ratios and choosing a value in between
the gears you want to limit.
To summarize, the customer wants to limit torque up to the 8th gear to 550 ft·lb. Estimate the
“threshold” between 7th and 8th (0.5). From 8th gear on up, the full rated torque will be available.
Set Gear Ratio Gear Down Protect to 0.5 and set the Torque Factor Gear Down Protect to 0.64
(550/860).

FEATURES
Example 2 – Two Torque Limits
The customer wants to hold the torque to 450 ft lbs (on an engine rated at 860 ft lbs) up to 6th gear
and up to 550 ft lbs up to 8th gear. The transmission operates with the ratios listed in Table 5-71.
Low Gear Threshold* CPC –

Gear Ratio
Output/Input Shaft Speed
5 3.57 0.280
Desired Gear Down Protection Ratio Gear Down Protection Ratio Parameter
6 2.79 0.358
7 2.14 0.467
Desired Gear Ratio for High
Gear Ratio for High Gear Power Parameter
Gear Power
8 1.65 0.606
9 1.27 0.787
10 1.00 1.0
*The low gear threshold is determined by taking the inverse of the gear ratios and choosing a value in
between the gears you want to limit.
Table 5-71 Transmission Ratios
The "torque factor" is determined by dividing the desired torque by the rated torque. The
“threshold” is determined by taking the inverse of the gear ratios and choosing a value in between
the gears you want to limit.
To summarize, the customer wants to limit torque up to the 6th gear to 450 ft·lb and 550 ft lbs up
to 8th gear. Estimate the “threshold” between 5th and 6th (0.32) and 7th and 8th (0.5). From 8th
gear on up, the full rated torque will be available.
Set “Gear Ratio for Gear Down Protection” to 0.32 and set the “Torque Factor for Gear Down
Protection to 0.52 (450/860). Set “Gear Ratio for High Gear Power” to 0.5 and the “Torque
Factor High Gear Power” to 0.64 (550/860).

A VSS or output shaft speed message over SAE J1939 is required (refer to section 3.6.6, "Vehicle
Speed Sensor"). VEPS or DRS can enable the parameters listed in Table 5-72.
Parameter
Parameter Description Range Default Access
Group
Torque Factor* Provides a limit on the available
VEPS or
23 Gear Dwn torque if the ratio of vehicle speed to 0.00 to 1.00 1.00
DRS
Protect engine speed is below a set point.
The gear ratio below which torque is
Gear Ratio Gear VEPS or
23 limited. (output shaft rpm/input shaft 0.000 to 2.00 0.01
Down Protect DRS
rpm)
Torque Factor* Provides a limit on the available
VEPS or
23 High Gear torque if the ratio of vehicle speed to 0.000 to 1.00 1.00
DRS
Power engine speed is below a set point.
Gear Ratio The gear ratio below which torque is
VEPS or
23 for High Gear limited. (output shaft rpm/input shaft 0.00 to 2.00 0.02
DRS
Power rpm)
* % of maximum torque at the current engine speed
Table 5-72 Low Gear Torque Limiting Parameters

FEATURES

5.21 OPTIMIZED IDLE

Optimized Idle® with DDEC VI reduces engine idle time by running the engine only when
required. Optimized Idle automatically stops and restarts the engine to accomplish the following:
□ Keep the engine oil temperature between factory set limits 60°F (16°C) - 104°F (40°C)
□ Keep the battery charged>12.2 V (12 V system)
□ Keep the cab/sleeper or passenger area at the desired temperature (using the optional
thermostat) - On-highway truck and coach applications
Other benefits include overall reduction in exhaust emissions and noise, and improved starter and
engine life (by starting a warm engine and eliminating starting aids). Optimized Idle run times
can be accessed through DDEC Reports. The Optimized Idle Active Lamp is steadily illuminated
when Optimized Idle run times are logged.
5.21.1 OPERATION
To activate Optimized Idle, the following conditions must be met:

□ Ignition ON with the vehicle idling
□ Hood and cab closed
□ Transmission in neutral
□ Park brake set
□ Idle shutdown timer must be enabled
Once the above conditions are met:
□ Turn the Cruise Master Switch to the ON position (if in the ON position, turn to OFF then
to ON), the Optimized Idle Active Lamp will flash.
□ Turn on Thermostat Mode (if equipped and the mode is desired) by turning ON the
thermostat, setting the fan controls in the bunk and cab to HIGH and enabling the vehicle
heating and cooling system.
Once these conditions are met, the Optimized Idle Active Lamp will flash until the Idle Shutdown
timer expires. Optimized Idle allows the operation of all DDEC features such as PTO, throttle
control, and Cruise Switch PTO, while the active light is flashing.
Once Optimized Idle becomes active, the engine will either shutdown if Optimized Idle
parameters are satisfied or ramp to 1000 RPM. While the system is active (OI Active Lamp is
steadily illuminated), the throttle, PTO, Cruise Switch PTO functions are disabled and the engine
speed is controlled by DDEC VI.

FEATURES
Optimized Idle Start Up Sequence
The following occurs during every OI engine start:

1. Optimized Idle Active Light is ON. DDEC VI determines when the engine needs to start
to charge the battery, warm the engine, or heat/cool the vehicle interior.
2. The alarm (mounted in the engine compartment) will sound for five seconds.
3. After a short delay, the starter will engage and the engine will start. If the engine does
not reach a specified RPM within a few seconds, the system will be disarmed for the rest
of the ignition cycle. If the engine does not start, Optimized Idle will attempt a second
engine start in 45 seconds. The alarm will sound again prior to the second engine start.
4. Once the engine starts, it will ramp up to 1000 RPM (default). This value is customer
selectable with DDDL or DRS.
5. Vehicle accessories will be turned on thirty seconds after any thermostat based engine start
and will not be turned on for an engine mode start. If the engine is running in engine
mode, and the thermostat mode is requested, the vehicle accessories will be turned on
thirty seconds after the request.
If two or more conditions exist at the same time, DDEC will satisfy all parameters before shutting
down the engine. For example, if the engine started due to battery voltage, the engine will run
for a minimum of two hours. If the thermostat becomes unsatisfied and requests the engine to
run during this time, DDEC will control the HVAC fans through the Vehicle Power Shutdown
relay, turning them on and off as required by the thermostat. At the end of the two hours, if the
thermostat was not satisfied, the engine would continue to run.
OI Engine Target RPM
If an Ambient Air Temperature Sensor is installed, the speed will be determined based on the
temperatures listed in Table 5-73.
Ambient Air Temperature OI Engine Target RPM

–40°C OI Engine Target RPM ae 0
–17.77°C OI Engine Target RPM ae 1
4.44°C OI Engine Target RPM ae 2
Table 5-73 OI Engine Target RPM
If an Ambient Air Temperature Sensor is not installed, the speed will be based on the parameter
“OI Engine Target RPM ae 0.”
If you want the engine to only run at one speed, set all parameters to the same number.

Engine Mode
Engine Mode automatically stops and restarts the engine to maintain oil temperature and battery
voltage. The Optimized Idle Active Light is illuminated whenever Engine Mode is active.
Optimized Idle starts and stops the engine to keep the following parameters within limits while in
Engine Mode.
Battery Voltage - The engine will start when the battery voltage drops below 12.5 Volts for
12 Volt systems. This is the default. If an Ambient Air Temperature Sensor (AAT Sensor) is
installed, the customer can select an option to use a AAT Sensor vs. voltage table to determine the
start threshold for the battery. The thresholds are listed in Table 5-74.
Ambient Air Temperature Voltage Threshold

–40°C 12.5 V
–17.77°C 12.4 V
4.44°C 12.3 V
26.66°C 12.2 V
48.86°C 12.2 V
Table 5-74 Voltage Threshold Based on Ambient Air Temperature
There are three battery run modes: Normal Battery Run Mode, Alternate Battery Run Mode,
and Continuous Battery Run Mode.
Normal Battery Run Mode –While in normal battery run mode, all battery voltage Optimized
Idle starts are two hours long. This mode is customer selectable by setting the Alternate Time to
0, the default mode as listed in Table 5-75.
First Second
Alternate Time Battery Time Single Event Consecutive Consecutive
Event Event
0 2 Hours 2 Hours 2 Hours 2 Hours
Table 5-75 Normal Battery Run Mode
Alternate Battery Run Mode –This mode is allowed only when the Alternate Time is set to a
non-zero value. This parameter is customer selectable. While in Alternate Battery Run Mode, all
voltage starts are based on Alternate Time unless a critical battery restart event is detected. A
critical battery restart event is detected when the engine starts and runs to recharge the battery
for the alternate time and then detects another battery start within one hour after the engine
stops. At this point, the run time will change to two hours. The Alternate Battery Run Mode
parameters are listed in Table 5-76.

FEATURES
First Second
Alternate Battery
Battery Time Single Event Consecutive Consecutive
Run Time
Event Event
a
(Customer 2 Hours a 2 Hours 2 Hours
Selectable)
Table 5-76 Alternate Battery Run Mode
Continuous Battery Run Mode – In this mode, the engine continues to idle without shutting
down when two consecutive critical battery restart events have occurred. This feature is customer
selectable. The parameters for Continuous Battery Run Mode are listed in Table 5-77. A fault
code is logged when this move is initiated (PID 168 FMI 14).
Alternate First Second
Further
Battery Run Battery Time Single Event Consecutive Consecutive
Events
Time Event Event
0 2 Hours 2 Hours 2 Hours Continuous Continuous
a
(Customer 2 Hours a 2 Hours 2 Hours Continuous
Selectable)
Table 5-77 Continuous Battery Run Mode
Oil Temperature - The engine will start when the oil temperature drops below 60°F (15.55°C)
and will run until the oil temperature reaches 104°F (40°C).
Thermostat Mode
Thermostat Mode automatically stops and restarts the engine to maintain oil temperature, battery
voltage and cab temperature. For on-highway applications, Thermostat Mode is used to keep the
cab/sleeper (on-highway truck) and passenger area (coach) at the desired temperature and maintain
the Engine Mode parameters. The optional thermostat must be turned ON for Thermostat Mode to
be active. The Optimized Idle Active Light is illuminated whenever Thermostat Mode is active.
Engine mode parameters as well as the interior temperature are monitored in Thermostat Mode.
The thermostat informs the ECU when to start/stop the engine to keep the interior warm/cool
based on the thermostat setting. Ambient temperature is also monitored to determine if the
ambient temperature is extreme enough that the engine should run continuously.
Any accessories (HVAC fans) connected to the Vehicle Power Shutdown relay will turn ON for
Thermostat Mode engine starts. The HVAC fans will remain OFF for Engine Mode starts.
If Optimized Idle starts the engine for Engine Mode, and Thermostat Mode is then requested, the
HVAC fans will turn ON approximately 30 seconds after the Thermostat Mode is requested.
Thermostat Mode can be enabled for a maximum amount of time. After which, the engine will
ignore any requests from the thermostat.
Two automatic conditions which help keep the operator comfortable and reduce engine cycling
are Continuous Run Mode and Extended Run Mode.

Continuous Run Mode - This mode allows the engine to run continuously if the outside
temperature (determined by the skin temperature sensor or AAT Sensor if installed and
configured) falls outside the hot or cold set limits and the thermostat set point can not be met. The
default set limits are 25°F (-3.9°C) for heat mode and 90°F (32°C) for cool mode. When a skin
temperature sensor is installed, these values are customer programmable in the thermostat and are
password protected. When an ATT Sensor is installed these limits can be set by DDDL or DRS.
When the thermostat is in the Continuous Run Mode, the thermometer icon will flash along with
the heat or cool icon on the thermostat if a skin temperature sensor is installed. If the thermostat
set point is satisfied, the engine will shutdown regardless of the outside temperature.
Extended Idle Mode - If the Continuous Run Mode is not needed and the thermostat set point is
not met within 45 minutes, the engine will shutdown for fifteen minutes and restart and run for
fifteen minutes. This fifteen-minute on and off cycle will continue until the thermostat set point
is reached or until the thermostat is turned off. This may be an indication that the heat or cool
setting on the thermostat does not match the vehicle heating or cooling system setting. It could
also be an indication of low freon, blockage in the heater system or system tampering.
Extended Idle Mode can be disabled with a customer selectable parameter. After running 45
minutes, the engine will shutdown instead of cycling at 15 minute intervals.
5.21.2 INSTALLATION
Optimized Idle utilizes the following inputs: Park Brake, Neutral Switch, Hood Tilt Switch, OI
Thermostat (optional), and Cruise Enable. Optimized Idle utilizes three digital outputs: Vehicle
Power Shutdown Relay, OI Alarm, and the Optimized Idle Active Light. A hardwired Vehicle
Speed Sensor is required. See see Figure 5-28 for the Optimized Idle overall system schematic.
Prior to installation, check the following items:
□ The transmission must provide a reliable neutral signal (switch) — hardwired or via J1939.
□ A Vehicle Speed Sensor (VSS) must be installed.
□ There must be an electric starter; air starters cannot be used with Optimized Idle.
□ Automatic transmissions may be used, but they must have a Starter Lockout Feature
installed based on a reliable neutral signal.
New installations must be approved by Detroit Diesel. See Figure 5-28 for the Optimized Idle
overall system schematic.

FEATURES
Figure 5-28 Optimized Idle System

The digital inputs and outputs listed in Table 5-78 can be programmed.
Parameter
Parameter / Description Setting
Group
12 Optimized Idle Enable 1 = Enable
8 Vehicle Speed Sensor 4 = Magnetic Pickup
0 = No Sensor
13 3 01 AI Selection
2 = OI Thermostat
0 = Hardwired (man8al trans)
13 Trans Neutral Input Config
1 = J1939 (J1939 trans)
13 Park Brake Switch Config 0
13 4 18 DI Selection 2 = Enable Engine Hood
35 4 09 DO Selection 10 = OI Active Lamp
35 4 10 DO Selection 3 = Vehicle Power Shutdown
35 3 17 DO Selection 4 = OI Alarm
17 Enable Idle Shutdown 1 = Enable with Park Brake
17 Enable PTO Shutdown 1 = Enable with park Brake
MCM Starter Type Control 1 = Starter Activated via MCM
13 1 02 DI Selection 1 = Enable
35 3 17 DO Fault Detection 1 = Enable
17 Enable Idle PTO Shtn Override 0 = Disable
OI Crank Max VSS Pulses
12 2 VSS Pulses (default)
VSS pulses indicate that the engine is in gear
OI Crank RPM Time
12 2 Seconds (default)
(to reach 100 RPM in neutral)
Table 5-78 Optimized Idle Digital Inputs and Digital Outputs
Optimized Idle options for battery charging and continuous run are listed in Table 5-79.

FEATURES

When enabled and OI has started the engine for battery
OI Continuous Batt 0 = Disable
three consecutive times, the engine will run continuously 0 = Disable
Time Enable 1 = Enable
in OI Mode
OI Variable Volt Thres When enabled, the battery voltage threshold will be based 0 = Disable
0 = Disable
Enable on ambient air temperature. 1 = Enable
OI Alternate Battery
Sets the alternate run time for battery starts. 0–30600 sec 0 sec
Run Time
Set the continuous run upper limit. When the ambient
OI Upper Limit
air temperature is above this limit, the engine will run 40°C-100°C 32°C
Continuous Run Temp
continuously.
Sets the continuous run lower limit. When the ambient
OI Lower Limit
air temperature is below this limit, the engine will run 40°C-100°C —4°C
Continuous Run
continuously.
OI Thermostat Max Maximum amount of time the engine can run in
0–459000 sec 0 sec
Time Thermostat Mode.
OI Target Engine RPM Sets the speed the engine will operate at in OI Mode. 800–1000 rpm 1000 rpm
Table 5-79 Optimized Idle Options
Optimized Idle installations should have the parameters listed in Table 5-80 set to Shutdown.
NOTICE:
DDC recommends that Shutdown be enabled for all Engine
Protection parameters with Optimized Idle installations.
Parameter Description Setting

Indication of the type of engine protection
Coolant Temp Engine Protect Shtn 1 = Engine Shutdown
based on high engine coolant temp.
Oil Press Eng Protect Shtn 1 = Engine Shutdown
based on low engine oil pressure.
Coolant Level Engine Protect Shtn 1 = Engine Shutdown
based on low coolant level.
Table 5-80 Engine Protection Parameters
The Vehicle Power shutdown feature is used by Optimized Idle to turn off all accessory loads
when the engine is shutdown. Optimized Idle will turn these loads on for Thermostat Mode starts.
No other DDEC VI features can be used when Optimized Idle is active.

5.22 PARKED REGENERATION

Regeneration is the oxidation of soot in the Aftertreatment Device (ATD). This process happens
during the normal operation cycle of the vehicle; it can occur both passively and actively. If the
ATD is not capable of completing a successful regeneration due to duty cycle constraints or other
restrictions, a parked regeneration may need to occur.
5.22.1 OPERATION
To initiate a parked regeneration, the following must occur in one ignition cycle:
1. The engine should be fully warmed up and operating on thermostat temperature (>60°C)
2. Engine Speed should be < 1000 rpm (CPC R2.0 or later).
3. Vehicle speed must be 0 mph.
4. Cycle the park brake OFF to ON – once an ignition cycle.
5. Cycle the clutch pedal (if configured) – once an ignition cycle.
6. Park Brake must be ON and the clutch must be released.
7. For J1939 transmissions, the transmission must be cycled to Drive, then back to Neutral
and remain in Neutral.
8. Engine should be on the idle governor (can not be in Fast Idle or PTO Mode – not
applicable for fire truck applications).
9. Hold the Regen Switch to the ON position for five seconds and release.
When the request is accepted, the DPF Regeneration Lamp will turn on for one second and then
go off for the rest of the parked regeneration and the engine RPM will increase. The HEST Lamp
will flash once every 10 seconds. Once the stationary regen is completed successfully, the DPF
Regeneration Lamp will remain off and the engine will return to base idle.
If any of the above requirements are removed, the engine will return to idle.
High idle regen initiated by the tool will continue and complete regeneration even if the tool
is disconnected.
To cancel the manual regeneration, the driver can toggle the Regen Switch to ON for 5 seconds.
The DPF Regeneration Lamp will turn on for one second to show acceptance of the cancellation
request and then return to the appropriate state as defined by the current level of soot in the engine.

FEATURES
Regeneration Options (MCM V61.4 or later; MCM V9.6.1 or later)
With these software versions, two new regeneration options are available:
□ DPF Zone Turn On Regen Switch – This feature can be configured to allow a DPF
Regeneration via the DPF Regen Switch based on the zone that is programmed
(DPF_Zone_Turn_On_Regen_Switch). The switch request will only be honored for the
zone programmed or greater as listed in Table 5-85.
□ Park Brake on Dosing Inhibit – This feature if enabled will not allow dosing unless the
park brake is grounded.
Figure 5-29 DPF Zone Turn On Regen Switch

5.22.2 DPF PARKED (STATIONARY) REGENERATION FOR HAZARDOUS

APPLICATIONS ONLY
The MCM should be configured to not allow automatically triggered over-the-road regenerations
(DPF Manual Regen Only Enable = Enabled).
The appropriate options, based on the MCM, are listed in Table 5-81.
Application MCM Setting CPC Setting

DPF Stationary Regen Only – 1 Dash
Standard DPF Manual Regen Only Enable – Disabled
switch requests parked regen only
DPF Stationary Regen Only – 0 Dash switch
requests parked and in transit regen
Hazardous DPF Manual Regen Only Enable - Enabled
DPF Stationary Regen Only – 1 Dash
switch requests parked regen only
Table 5-81 Parked Regeneration Options
There are two CPC options:

□ DPF Stationary Regen Only = 0 – Dash switch requests parked and in transit regen
□ DPF Stationary Regen Only = 1 – Dash switch requests parked regen only
DPF Stationary Regen Only = 0-Dash switch requests parked and in transit regen – This
option allows the DPF Regeneration Switch to request a parked regeneration if the parked
regeneration entry conditions are met (refer to section 5.22.1). This option also allows MCM
initiated over-the-road regenerations to occur. See Figure 5-30.
DPF Stationary Regen Only = 1-Dash switch requests parked regen only – This option ONLY
allows a parked regeneration to occur using the DPF Regeneration Switch. The MCM will be
unable to initiate an active over-the road regeneration when this is enabled.

FEATURES
Figure 5-30 Parked Regeneration – Hazardous Applications
The parameters listed in Table 5-82 must be set for manual transmissions.
Parameter
Parameter Setting
Group
13 Clutch Switch Config 1 – 1 Clutch Switch
13 4 08 DI Selection 1 – 1 Clutch Switch
0 – Hardwired
13 Trans Neutral Input Config
255 – Not Available (typical setting)
0 – Hardwired (typical setting)
1 – CCVS1
13 Park Brake Switch Config
2 – CCVS2
3 – CCVS3
13 1 02 DI Selection 1 – Enable Park Brake Interlock
8 Vehicle Speed Sensor 4 – Magnetic Pickup Vehicle Speed Sensor
Table 5-82 Parameter Settings for Manual Transmissions
The parameters listed in Table 5-83 must be set for Allison, Eaton UltraShift transmissions.

Parameter
Parameter Setting
Group
13 Clutch Switch Config 0 – No Clutch Switch
13 4 08 DI Selection 0 – Disable
13 Trans Neutral Input Config 1 – Info from J1939
0 – Hardwired (typical setting)
1 – CCVS1
13 Park Brake Switch Config
2 – CCVS2
3 – CCVS3
13 1 02 DI Selection 1 – Enable Park Brake Interlock
8 Vehicle Speed Sensor 3 – J1939 ETCI
Table 5-83 Parameter Settings for J1939 Transmissions (Allison, Eaton

UltraShift, Eaton AutoShift)
The parameter listed in Table 5-84 is optional for hazardous applications.
Parameter
Parameter Description Default Access
Group
0 – DPF Regen Switch can
request parked regen or
DPF Stationary
46 over-the-road regen 1 – Enabled VEPS, DRS
Regen only
1 – DPF Regen Switch can
request parked regen only.
Table 5-84 DPF Stationary Regen Only Parameter

DPF Zone Turn On
MCM 1–6 2 VEPS, DRS
Regen Switch
Park Brake On 0 = Disabled
MCM 0 = Disabled VEPS, DRS
Dosing Inhibit 1 = Enabled
Table 5-85 Optional MCM Features for Regeneration

FEATURES

5.23 PASSMART
The PasSmart feature is available on selected on-highway engines equipped with a Vehicle
Speed Sensor.
5.23.1 OPERATION
The PasSmart feature allows a fleet manager to enable a second Vehicle Speed Limit (VSL) above
the normal VSL to assist while passing other vehicles on the highway. This second VSL is
programmed for a limited duration (PS Pass Speed Duration)during a given time period (PS Pass
Speed Interval). The passing speed interval starts when the feature is programmed. An interval of
8, 12, or 24 hours will always reset at midnight.
The driver activates PasSmart by double-pumping the accelerator pedal. Starting at the full
throttle position, the driver releases the throttle completely, returns the throttle to the full throttle
position, releases it again and then returns to full throttle. If the driver completes this action
within five seconds, PasSmart is activated.
After double-pumping the accelerator pedal, the vehicle is given 20 seconds to accelerate to a
speed above the normal VSL. If the vehicle speed does not exceed the normal VSL in 20 seconds,
the driver must repeat the double-pump action. Once the normal VSL has been exceeded, a new
higher VSL becomes the maximum vehicle speed limit. This limit is the normal VSL plus the
PS Pass Speed Increment.
A passing speed duration timer starts when vehicle speed exceeds the normal VSL and continues
to count until the vehicle speed drops back below the normal VSL. At the end of the passing event
when the vehicle speed drops back below the normal VSL, PasSmart is automatically deactivated
and the driver cannot exceed the normal VSL unless the Accelerator Pedal is double-pumped
again.
PasSmart operates only with the foot pedal and not with the Cruise Control switches or hand
throttle. However, activating PasSmart does not disturb or deactivate Cruise Control if it is on
when the passing event begins. Once the driver has passed the other vehicles and PasSmart has
deactivated, Cruise Control automatically takes over. To deactivate Cruise Control during the
pass, the driver must turn the Cruise Control switch to off.
When the Passing Speed Duration time expires, the AWL will begin to flash one minute prior to
ramping the VSL back down to the normal VSL. The rampdown event always takes 5 seconds
regardless of the Passing Speed Increment programmed into the controller. The rampdown alert
can be distinguished from an engine fault warning in that the AWL flashes for the PasSmart alert
and remains on constantly for an engine fault.
If intervals of 8, 12, or 24 hours are selected, the interval will always reset after the chosen
interval and at midnight. This allows fleets to synchronize the reset with driver change periods.
All other intervals reset from the time they are selected. For example, if you select 4 hours, then a
reset will occur every 4 hours from the time of programming but not necessarily at midnight.

FEATURES
PasSmart still operates when there is an active (non-shutdown) system fault. In this situation the
AWL goes from constant illumination to flashing one minute before the VSL ramps down. At
the end of the passing event when PasSmart is deactivated, the AWL will return to constant
illumination if the fault is still active.
If there is an active stop engine fault, the rampdown/shutdown activity overrides PasSmart. The
additional passing speed is not available until the fault is cleared.
For example, if the normal fleet speed limit is 65 MPH, the fleet manager can increase the VSL
an additional 10 MPH for a maximum of 30 minutes per reset interval. An example of these
limits is listed in Table 5-86.
Parameter Setting
PS Pass Speed Duration 30 minutes
PS Pass Speed Interval 8 hours
PS Pass Speed Increment 10 MPH
Table 5-86 PasSmart Settings
Each time the driver exceeds 65 MPH, the 30 minute clock counts down as long as the speed
remains above 65 MPH. He or she can continue to enter and exit the PasSmart extra speed zone to
pass vehicles until the entire 30 minutes of higher VSL is used up. The driver is warned by the
AWL one minute before the time expires. The vehicle speed is then limited to 65 MPH until the 8
hour period expires and an additional 30 minutes of passing time is available.
5.23.2 INSTALLATION
An OEM supplied Vehicle Speed Sensor or output shaft speed over the SAE J1939 Data Link is
required. Refer to section 3.6.6, "Vehicle Speed Sensor," for additional information.

The PasSmart parameters are programmable at engine order entry or with DDDL 7.0, Vehicle
Electronic Programming System (VEPS), and DRS as listed in Table 5-87.
Parameter
Group
0 = Disable DDDL 7.0,
23 PasSmart Enable Enables/disables the feature. 0
1 = Enable VEPS or DRS
The duration of time per
PS Pass Speed interval that is permitted at the DDDL 7.0,
23 0 to 255 minutes 0
Duration higher speed. A value of zero VEPS or DRS
will disable the feature.
The period of time when the
PS Pass Speed DDDL 7.0,
23 CPC resets to begin a new 1 to 24 hours* 8
Interval VEPS or DRS
period.
The additional vehicle
speed permitted above
PS Pass Speed DDDL 7.0,
23 the programmed vehicle 0 to 250 KPH 0
Increment VEPS or DRS
speed limit. A value of zero
will disable the feature.
* The time within which the road speed limit will return to the programmed road speed limit when the
feature is deactivated.
Table 5-87 PasSmart Parameters
PasSmart will increase the Vehicle Speed Limit.

A vehicle can be set up with both PasSmart and Fuel Economy Incentive, but the extra speed
increments provided by the two features do not add together. For example, if Fuel Economy
Incentive is set up to give 7 MPH of extra speed when the driver hits the maximum fuel economy
target and the PasSmart increase is 5 MPH the resulting speed increase is 7 MPH, not 12 MPH.

FEATURES

5.24 PASSWORDS
DDEC VI is capable of providing password protection for groups of parameters or a fleet
password for all parameters.
5.24.1 OPERATION
A Password of zero is used to deactivate the protection. The lockout passwords may be up to 4
ASCII characters. Each level can have its own unique password.
Passwords can be activated with DDDL 7.0, VEPS or DRS. Once activated the parameters may
not be changed until the correct password is reentered. The CPC is automatically locked at the
next ignition cycle.
Groups selected for additional password protection are listed in Table 5-88.
Level Parameters Protected

1 General Password – all parameters in all groups will be protected when this level is set
Vehicle Speed Settings – parameter groups that contain primary settings governing the speed
of the vehicle. All parameters in following groups are protected when this password is set:
2 □ PGR003 – Common Limiters
□ PGR008 – Vehicle Speed Sensor
□ PGR015 – Cruise Control (minus the “Cruise Power” parameter for rating changes)
PTO / Idle Settings – parameter groups that contain settings related to idle, idle shutdown,
and PTO of the vehicle. All parameters in the following groups are protected when this
3 password is set:
□ PGR007 – PTO
□ PGR017 – Idle and PTO Shutdown
System Settings – parameter groups that contain settings related to systems on the vehicle.
All parameters in the following groups are protected when this password is set:
□ PGR002 – Vehicle Parameters I
4
□ PGR010 – Engine Brake
□ PGR012 – Optimized Idle
□ PGR019 – Automatic Fan Activation
Engine Protection Settings – the parameter group that contain settings for engine shutdown
options and Engine Rating Selection – There is one parameter in this section, the “Cruise
Power” parameter from group 15. This parameter allows the user to select from up to 3
5 different ratings within the same engine family (high power, low power, and cruise-power)
where applicable are protected when this password is set:
□ PGR018 – Engine Protection
□ Cruise Power (Parameter 15 in Cruise Control Group)
6 TBD
7 Export Settings
Table 5-88 Protected Parameters

FEATURES
Back Door Password
In cases where the Password for a locked module is not available, a separate “back door”
Password may be obtained from Detroit Diesel Technical Service. Detroit Diesel requires the VIN
and Seed values read from the locked module with DDDL 7.0 or DRS. The new unlock code will
be provided by Detroit Diesel Technical Service for entry into the tool. When the correct Back
Door Password is entered, all parameters with write access by the Service tool may be changed.
Changing the Password
The Password itself may be changed. The CPC is automatically locked at the next ignition cycle.
Changing the Password to a value of “0” will disable Password protection. When the Password is
changed, the ignition must be off for at least 15 seconds.

5.25 PROGRESSIVE SHIFT

The Progressive Shift option offers a high range maximum Vehicle Limit Speed to encourage
the use of high (top) gear during cruise operation. Progressive Shift encourages the driver
to upshift from a lower to a higher gear prior to reaching the engine's governed speed. The
resulting lower engine speed in high range should result in improved fuel economy. Progressive
shifting techniques should be practiced by every driver, but can be forced if fleet management
considers it necessary. The benefits from progressive shifting are best realized during stop-and-go
driving cycles.
The rate of acceleration will be limited below the programmed MPH to encourage up shifting.
As the driver accelerates beyond a specified MPH speed, the rate of engine acceleration is limited
in higher RPM, to encourage (force) the operator to select the top gear.
□ Progressive Shift should be used with 2100 RPM rated engines in fleet applications where
the reduced driveability will not impede trip times or productivity.
□ Progressive Shift is not compatible with automatic transmissions.
NOTE:
Progressive Shift should be selected only when Spec Manager is run. Progressive
Shift selection without Spec Manager could result in mismatched equipment, poor
fuel economy, and poor performance. Your local Detroit Diesel Distributor will run the
program.
5.25.1 OPERATION
The Progressive Shift option has two sets of low ranges and one set of high range parameters,
which are programmable with DDDL 7.0, DRS, or VEPS. Refer to section 5.25.6. The example
shift pattern chart (see see Figure 5-31) reflects default values when the Progressive Shift option
is chosen and the low and high gear parameters are not modified.

FEATURES
Figure 5-31 Progressive Shift Chart - Represents Default

An alternate use for the Progressive Shift option would be to encourage a driver (or force him/her)
into top gear. Normally this condition exists when the gearing selected at the time of order allows
a Vehicle Limit Speed to be reached in a gear lower than top gear. See see Figure 5-32.
5.25.2 LOW RANGE #1
The low range #1 area of operation is bound by a maximum vehicle speed, a maximum engine
speed and a maximum turn-off speed. In the first illustration (see see Figure 5-31) the default
values are 12 MPH (approximately 19.3 kmh), 1400 RPM and 1800 RPM, respectively. During
vehicle acceleration, when the vehicle speed is below selected maximum vehicle speed for range
#1, the maximum rate the engine can be accelerated is reduced to 33 RPM/s. During light
load operation, the driver will feel this and be encouraged to up-shift to regain his/her rate of
acceleration. If the engine continues to be operated above the low range #1 maximum speed, it
may eventually reach the low range #1 turn-off speed. When the low range #1 turn-off speed is
obtained, no additional increase in engine speed will be allowed. At this point, the transmission
must be up-shifted if the vehicle is to continue accelerating.
5.25.3 LOW RANGE #2
The low range #2 area of operation is bounded by a maximum speed (MPH), a maximum vehicle
speed and a maximum engine turn-off speed. In the first illustration (see see Figure 5-31) the
default values shown are 27 MPH (approximately 43.5 km/h), 1600 RPM and 1800 RPM,
respectively. (The lower vehicle speed boundary is the low range #1 maximum speed value.)
The engine acceleration rate for low range #2 is 25 RPM/sec.

5.25.4 HIGH RANGE
Two high range parameters should be selected; a high range maximum vehicle speed (MPH) and
a high range maximum engine speed (RPM). The default values shown in the first illustration
(see see Figure 5-31) are 50 MPH (approximately 80.5 km/h) and 1650 RPM, respectively. Once
the high range maximum engine speed is attained, the engine will not be allowed to operate
above the high range maximum engine speed. This is meant to encourage up-shifting to high
gear in order to increase vehicle speed (see see Figure 5-32). Spec Manager should be used if
the HIGH GEAR MPH is set such that it reduces the vehicle speed and the engine MPH; this
limit will not work as desired.
NOTE:
The HIGH GEAR maximum engine speed could change the maximum Vehicle Limit
Speed if the high gear maximum engine speed (RPM) limits the Vehicle Limit Speed.
With Progressive Shift enabled, the high gear RPM limit overrides the rated speed of
the engine rating.

FEATURES
Figure 5-32 Progressive Shift Corrects Problem with High and Low Gears
Modified

5.25.5 INSTALLATION INFORMATION
A Vehicle Speed Sensor (VSS) must be installed. It must be enabled, and all proper calculations
entered into the ECU with DRS, DDDL 7.0, or VEPS. Refer to section 3.6.6, "Vehicle Speed
Sensor," for additional information.
The Spec Manager program should be utilized to determine maximum vehicle speed for low range
#1 and #2. If the maximum engine speed and maximum vehicle speed coincide, the Progressive
Shift logic may not correctly compensate faster or slower on either side of the maximum vehicle
speed. Spec Manager can alert the programmer to this dilemma and advise accordingly on
maximum vehicle speed set points.
Example: If the maximum vehicle speed #1 was 12 MPH (approximately 19.5 kmh), the
Progressive Shift logic may not determine if the maximum engine speed is 1400 or 1600 RPM.
Spec Manager would advise moving the maximum vehicle speed #1 plus or minus 2 MPH
(approximately 3.2 kmh) to eliminate any possible confusion.
Enabling all areas required for Progressive Shift can be performed with DDDL 7.0, VEPS, or
DRS.
The Progressive Shift option has two sets of low gear and one set of high gear parameters as
Parameter
Group
Indicates the enabled/dis-
Progressive Shift 0 = Disabled
23 abled status of the progres- 0 = Disabled
Enable 1 = Enabled
sive shift feature.
PS Low Gear 1 Max Sets the low gear #1 turn off
23 0–250 km/h 28.96 km/h
Vehicle Spd speed.
PS Low Gear 1 Sets the low gear #1 RPM
23 0–4000 RPM 1600 RPM
RPM Limit limit.
PS Low Gear 1 Max Sets the low gear #1
23 0–4000 RPM 1600 RPM
RPM Limit maximum RPM limit.
PS Low Gear 2 Max Sets the low gear #2 turn off
23 0–250 km/h 72.42 km/h
Vehicle Spd speed.
PS Low Gear 2 Sets the low gear #2 RPM
23 0–4000 RPM 1700 RPM
RPM Limit limit.
PS Low Gear 2 Max Sets the low gear #2
23 0–4000 RPM 1700 RPM
RPM Limit maximum RPM limit.
PS High Gear On Sets the high gear turn on
23 0–250 km/h 72.42 km/h
Vehicle Spd speed.
PS High Gear RPM
23 Sets the high gear RPM limit. 0–4000 RPM 1800 RPM
Limit
Table 5-89 Progressive Shift Programming

FEATURES
When Progressive Shift is enabled DDEC VI will treat "HIGH GEAR RPM LIMIT" as the rated
speed of the engine. Vehicle maximum speed or maximum Cruise Control settings can not be set
higher then engine speed will allow based on the VSS data entered.

5.26 STARTER LOCKOUT

The Starter Lockout function protects the starter motor from over-speed damage, e.g. re-engaging
the starter motor while the engine is running.
5.26.1 OPERATION
The Starter Lockout output circuit drives a normally closed relay, which interrupts the starting
signal when the output has been activated.
If enabled, the Starter Lockout output will be activated when the engine speed exceeds the
minimum speed for the starting motor for a maximum amount of time. To ensure that the
engine would start even under worst conditions, the over-speed time condition will be added to
the engine speed condition before the starter is locked out. Both values, maximum speed and
minimum over-speed time, are dependent on the coolant temperature. The output is disabled
when the ignition switch has been cycled to off or the engine is not running, i.e. the engine
speed has a value of zero.
The cranking time is limited to a programmed value to keep the starting motor from over crank
damage. The starter lockout relay will be activated when cranking time exceeds this lockout limit.
Since the starter signal is not available, the engine speed will be monitored to detect when the
engine is cranking. When the starter engages, engine speed rises from zero to starter cranking
speed. After this has been detected, engine speed will not be below the programmed speed for
over-crank detection for the programmed maximum starter crank time.
If the driver is still turning the start key and the engine doesn't start while the maximum crank
time expires, the starter lockout relay will be activated to shut off the starting engine. In this
instance, the starter lockout relay will remain activated until the programmed lockout time expires
and the engine has stopped. This allows the starting motor to cool down before the driver is
permitted to start the engine again.

FEATURES
5.26.2 INSTALLATION
The Starter Lockout output circuit drives a normally closed relay, which interrupts the starting
signal when the output has been activated. See Figure 5-33.
Figure 5-33 Starter Lockout
Starter Lockout may be enabled or disabled as listed in Table 5-90 with VEPS or DRS.
Parameter
Parameter Setting Options Default
Group
0 – Disabled
2 – Enable kick down output*
3 – Not used
0 –
35 3 17 DO Selection 1 – Enable Starter Lockout 4 – Optimized Idle Alarm
Disabled
5 – Split Valve*
6 – Starter Lockout + AGS2
7 – Engine brke disabled for
over speed*
3 17 DO Fault 0 = Enable 0 –
35
Detection 1 = Disable Disabled
Table 5-90 Starter Lockout

5.27 TACHOMETER DRIVE

DDEC VI uses the Camshaft Position Sensor (CMP Sensor) signals to compute engine speed.
The engine speed is transmitted over the SAE J1708/J1587 and J1939 Data Links. Engine speed
can be displayed by connecting a tachometer from the CPC connector pin 1/9. See Figure 5-34.
Figure 5-34 Tachometer Drive Installation
5.27.1 OPERATION
Pin 1/9 provides an engine speed signal for driving an external tachometer.
To calculate the parameter:
F = Frequency to reach maximum scale of instrument (Hz)

n = Engine speed at maximum scale of instrument
K = 6000 x F/n
The parameter is listed in listed in Table 5-91.
Parameter
Group
Engine Speed Display
9 200–30,000 counts/rev 1640 counts/rev VEPS, DRS
N Mot
Table 5-91 Tachometer Parameter

FEATURES

5.28 THROTTLE CONTROL/GOVERNORS

There are two types of engine governors that are used with throttle controls. The engine
governors are:
□ The Automotive Limiting Speed Governor (ALSG) for torque control, typical governor for
on-highway applications (refer to section 5.28.1)
□ The Power Take-off (PTO) for speed control, typical governor for off-highway applications
(refer to section 5.28.2)
5.28.1 AUTOMOTIVE LIMITING SPEED GOVERNOR - ON-HIGHWAY
In on-highway applications and some nonroad applications, ALSG is the primary throttle source.
The throttle input in a ALSG sets percent load. The amount of fuel input to the engine is
determined by the throttle position. As the load on the engine varies the resulting engine speed
will vary between idle speed and governed speed.
ALSG Accelerator Pedal
The accelerator pedal (AP) sends an input signal which the ALSG uses to calculate engine power.
This assembly is also referred to as the Accelerator Pedal Sensor (AP Sensor) assembly.
ALSG Accelerator Pedal Installation
DDEC VI is compatible with an AP which has an output voltage that meets SAE J1843 and has
less than 5% of voltage supply closed throttle variability.
The AP is an OEM supplied part. Vendor sources may be contacted for additional design and
installation details.
NOTE:
An Idle Validation Switch is required.

FEATURES
See Figure 5-35 for installation requirements.
Figure 5-35 Accelerator Pedal Installation

An Idle Validation Switch is required and uses two digital inputs. Refer to section 4.1, "Digital
ALSG Accelerator Pedal Assembly Diagnostics
Idle Validation Switch inputs provide redundancy to assure that the engine will be at idle in the
event of an AP in-range malfunction. The Idle Validation Switch is connected to two digital
inputs on the CPC. When the IVS Idle Position Switch on the AP is switched to battery ground
and the IVS throttle position is open, the engine speed will be at idle.

5.28.2 POWER TAKE-OFF
Power Take-off (PTO) control is available to fuel the engine in order to keep the selected PTO
speed regardless of engine torque without driver interaction. The engine torque cannot exceed
a programmed limit.
The PTO throttle control options are:
□ Cab PTO – Cruise Switch PTO
□ Remote PTO – Preprogrammed Set Speeds
□ Remote Accelerator Control
□ Cruise PTO Mode
See Figure 5-36 for a diagram of PTO logic.
Figure 5-36 PTO Logic

FEATURES
PTO Switch Configuration
The switch configuration for PTO is listed in Table 5-92.
Parameter Name Options Description

0 = Disabled
1 = Cab/Remote PTO enabled
2 = Cab/Remote PTO enabled if
neutral
Cab PTO Switch Config Configuration PTO Speed Control
neutral and Park Brake
Park Brake
5 = Cab/Remote PTO while driving
6 = Cruise PTO with Park Brake
Extended Idle Shutdown Timer in
ESS Max Idle Torque (17) -5000–5000 (100 default)
Cab/Cruise PTO mode
Table 5-92 Switch Configuration for Cab PTO
Cab PTO — (options 1–4) Turn on the Master Cruise switch which allows RPM capture by the
use of the Cruise switches (subject to CARB shutdown); refer to section 5.28.2.2.
Remote PTO — (options 1–4) Three different programmable modes:
□ Turn on the Remote PTO switch (which grounds pin 2/9) and ramp PTO set speed (up to
three programmable speeds) by toggling Remote PTO switch (refer to section 5.28.3.1).
□ Optional second and third Remote PTO switches may be used for Gray Coded or Binary
Coded switch pulsing mode (refer to section 5.28.3.3).
□ Activating Remote PTO switch (which grounds pin 2/9) and Remote Throttle Select switch
(which grounds pin 2/8) allows for RPM adjustment with the remote device only. This will
override Cab pedal and PTO set speeds. Refer to section 5.28.3.6.
Remote PTO is not subject to CARB shutdown.
Mobile PTO — (option 5) Same function as Cab PTO but no neutral/gear restriction. (Subject
to idle shutdowns).
Cruise PTO — (option 6) Option 6 enables the Cruise PTO functionality which always requires
the Park Brake to be applied. The Cruise Control switches are used to activate and control the
Cruise Switch PTO option. Grounding pin 2/9 or multiplexing Cruise Control Enable switch will
override the California Anti-idle Shutdown feature.

Cab PTO – Cruise Switch PTO
The Cruise Control switches are used to activate and control the Cruise Switch PTO (Cab PTO)
option. See Figure 5-37.
NOTE:
Cab throttle and remote throttle can be overridden with the accelerator pedal unless
PTO Throttle Override Enable is enabled.
Figure 5-37 Cab PTO Mode
The Cruise On/Off switch must be turned ON and the park brake must be engaged (if configured).
If Cruise Switch PTO is inactive and the Cruise Switch PTO conditions are met, pressing and
releasing the Resume/Accel Switch will activate Cruise Switch PTO at the resume PTO speed
(Resume Accel Switch PTO Set Speed). Pressing and releasing the Set/Coast Switch will activate
Cruise Switch PTO at the set PTO speed (Set Coast Switch PTO Set Speed). The Resume PTO
Speed and the Set PTO Speed cannot be greater than the PTO maximum speed (Max PTO Spd
Resume Accel Sw) or lower than the PTO minimum speed (Min PTO Spd Set Coast Sw).

FEATURES
Once the PTO set speed is established, the Resume/Accel Switch can be used to increment the set
speed at a programmable rate up to the maximum PTO speed (Max PTO Spd Resume Accel Sw).
Releasing the Resume/Accel Switch will set the engine speed at the current operating speed.
The Set/Coast Switch will decrement the set speed at a programmable rate, down to the minimum
PTO speed (Min PTO Spd Set Coast Sw). Releasing the Set/Coast Switch will set the engine
speed at the current operating speed. Cab PTO mode is subject to all shutdown modes.
Cab PTO speed is disabled for any of the following:
□ Turning the Cruise Master Switch off
□ Vehicle speed is greater than “Max Road Speed in PTO Mode” (programmable – default
10 km/h)
□ VSS fault
□ Park Brake is off (if configured)
□ Park Brake or Service Brake Applied (PTO Dropout Serv Brk Prk Brk)
□ Clutch Pedal is pressed (PTO Dropout or Clutch Enabled)
□ Cruise Switch Fault
□ Optimized Idle is Active
□ California Engine Idle Limiting Feature inhibiting Cab PTO mode
□ Parked Regeneration feature inhibits PTO mode
If PTO Throttle Override is enabled (PTO Throttle Override Enabled), the throttle pedal can
override the PTO engine speed up to the maximum engine speed for Throttle Override (Throttle
Override Max Engine Spd). The previous PTO set speed will become active again, if it is greater
than the engine speed equivalent to the throttle pedal percentage.
DDEC will exit the Cab PTO Mode for Automated/Automatic Transmissions for the following:
□ Shift in Progress message received over J1939
□ Valid TSC1 command received from the transmission
□ Transmission in gear (selected gear or current gear)
The CARB Extended Idle Shutdown Torque threshold for shutdown logic if in PTO Mode is
Parameter Default
Parameter Description Options Access
Group Access
Extended Idle
ESS Max idle Shutdown Timer
17 —5000–5000 100 VEPS, DRS
Torque in Cab/Cruise
PTO mode
Table 5-93 Extended Idle Shutdown Torque Threshold for Shutdown in PTO
Mode
The OEM is to set to max upper limit @5000 for all engines.

Cruise Switch PTO Programming Requirement and Flexibility
The digital inputs listed in Table 5-94 are required for Cruise Switch PTO.
Parameter
Group
0 = Hardwired
Service Brake 1 = CCVS1
Switch Config 2 = CCVS2
3 = CCVS3
0 = Hardwired
CC On Off Switch 1 = CCVS1
Config 2 = CCVS2
3 = CCVS3
0 = Hardwired
1 = CCVS1
2 = CCVS2
3 = CCVS3
or CCVS3
CC Set Cst Res 8 – CCVS1 or hardwired
Accel Sw Config 9 – CCVS2 or hardwired
or hardwired
or hardwired
or hardwired
CCVS3 or hardwired
0 = No Clutch Switch
1 = 1 Clutch Switch
2 = 2 Clutch Switch
Clutch Switch
13 3 = CCVS1 0 = Hardwired VEPS, DRS
Config
4 = CCVS2
5 = CCVS3
6 = ETC1
0 = Disable 1 = Enable Park Brake
13 1 02 DI Selection VEPS, DRS
1 = Enable Park Brake Interlock Interlock
0 = Hardwired
Park Brake Switch 1 = CCVS1
Config 2 = CCVS2
3 = CCVS3
0 = Hardwired
Trans Neutral
13 1 = Info from J1939 0 = Hardwired VEPS, DRS
Input Config
255 = Not Available
Table 5-94 Cruise Switch PTO Digital Inputs

FEATURES
The Cruise Switch PTO parameters are listed in Table 5-95 and Table 5-96.
Parameter
Parameters Description Options Default Access
Group
0 – Disabled
1 – Enabled
2 – Enabled if neutral
DDDL
3 – Enabled if neutral and 3 – Enabled if
Config PTO Enables/disables 7.0,
7 Park Brake neutral and Park
Speed Control the PTO function DRS,
Brake
4 – Enabled if Park Brake VEPS
5 – PTO while driving
6 – Cruise PTO with Park
Brake
DDDL
Max PTO Spd
Sets the max PTO 7.0,
7 Resume Accel 500 – 3000 RPM 900 RPM
speed DRS,
Sw
VEPS
DDDL
Min PTO Spd Sets the min PTO 7.0,
7 500 – 3000 RPM 900 RPM
Set Coast Sw speed DRS,
VEPS
Enables/disables 0 = Disabled DDDL
PTO Throttle
the throttle pedal 1 = Enable engine speed in 7.0,
7 Override 1 = Enable
from overriding PTO mode to be increased DRS,
Enable
PTO mode. with throttle input VEPS
Sets the max
DDDL
Throttle engine speed that
7.0,
7 Override Max the throttle can 0 – 3000 RPM 1600 RPM
DRS,
Eng Spd obtain when in
VEPS
PTO mode.
0 – No PTO dropout with
Service Brake or Park
Brake activation
Enables/Disables 1 – PTO drops out on 0 = No PTO
DDDL
PTO Dropout the status of the Service Brake or Park dropout with
7.0,
7 Serv Brk Prk Service Brake or Brake activation Service Brake
DRS,
Brk Park Brake for or Park Brake
2 – PTO drops out on VEPS
disabling of PTO activation
Service Brake activation
3 – PTO drops out on Park
Brake activation
Enables/Disables 0 – No PTO dropout with DDDL
0 = No PTO
PTO Dropout on the status of the clutch pedal 7.0,
7 dropout with clutch
Clutch Enabled Clutch Switch for 1 – Causes PTO to dropout DRS,
pedal
disabling of PTO if the clutch is pressed VEPS
Table 5-95 Cruise Switch PTO Parameters (1 of 2)

Parameter
Parameters Description Options Default Access
Group
Max Road Sets the max vehicle DDDL
7 Speed in PTO speed over which PTO is 0 – 128 km/h 10 km/h 7.0, DRS,
Mode disabled VEPS
Sets the initial speed
Set Coast DDDL
when the Set/Coast
7 Switch PTO 0 — 3000 RPM 500 RPM 7.0, DRS,
Switch is used to enable
Set Speed VEPS
Cab PTO
Sets the max engine
Set Coast DDDL
torque that becomes
7 Max PTO 0 – 5000 Nm 5000 Nm 7.0, DRS,
active once the Set/Coast
Torque VEPS
Switch is activated
Sets the initial speed
Resume DDDL
when the Resume/Accel
7 Accel Sw 0 — 3000 RPM 500 RPM 7.0, DRS,
Switch is used to enable
PTO Set Spd VEPS
Cab PTO
Sets the max engine
Resume torque that becomes DDDL
7 Accel Max active once the 0 – 5000 Nm 5000 Nm 7.0, DRS,
PTO Torque Resume/Accel Switch VEPS
is activated
DDDL
PTO Ramp Sets the rate of increase
7 25 – 2500 RPM/sec 200 RPM/sec 7.0, DRS,
Rate or decrease.
VEPS
Table 5-96 Cruise Switch PTO Parameters (2 of 2)
5.28.3 REMOTE PTO — PREPROGRAMMED SET SPEEDS
The Remote PTO will override the Cab PTO mode when the Remote PTO Switch input on
the CPC (2/9) is grounded or multiplexed on J1939. The active throttle will override Remote
PTO if “PTO Throttle Override” is enabled.
Remote PTO speed is disabled for any of the following:
□ Turning the Remote PTO switch off for more than two seconds
□ Vehicle speed is greater than Max Vehicle Speed in PTO (programmable – default 10 km/h)
□ VSS fault
□ Clutch Released Pedal or Service Brake Pedal are pressed (if configured)
□ Park Brake is OFF (if configured)
□ Park Brake or Service Brake is applied (PTO Dropout Serv Brk Prk Brk)
□ Cruise Switch fault
□ Clutch Pedal is pressed (PTO dropout on clutch enabled)
□ Optimized Idle is active

FEATURES
If “PTO Throttle Override Enable” is enabled, the throttle pedal can override the PTO Engine
speed up to the Maximum Engine Speed for Throttle Override. If the throttle pedal or remote
throttle engine speed is less than current PTO engine speed, the engine will not respond to throttle
requests less than the current PTO engine set speed. The previous PTO set speed will become
active again, if it is greater than the engine speed equivalent to the throttle pedal percentage.
NOTE:
If remote PTO is active and then disabled due to one or more disabling conditions, PTO
mode will automatically reactivate when the disabling condition is removed.
There are three options using preprogrammed set speeds:

□ Pulsed Input using pin 2/9
□ Gray Coded using pins 2/9, 1/11, 2/11
□ Binary Coded using pins 2/9, 1/11, 2/11
Pulsed Input Using Pin 2/9
Between one and three preset speeds can be set via “No of Speeds via Remote PTO”. The first
speed is selected by toggling 2/9 ON. The second speed is selected by toggling 2.9 OFF and ON
within two seconds. The third speed is selected by toggling 2.9 OFF and ON within two seconds.
Remote PTO speed is disabled for any of the following:
□ Turning the Remote PTO switch off for more than two seconds
□ Vehicle speed is greater than Max Vehicle Speed in PTO (programmable – default 10 km/h)
□ VSS fault
□ Clutch Released Pedal or Service Brake Pedal are pressed (if configured)
□ Park Brake is OFF (if configured)
□ Park Brake or Service Brake is applied (PTO Dropout Serv Brk Prk Brk)
□ Cruise Switch fault
□ Clutch Pedal is pressed (PTO dropout on clutch enabled)
□ Optimized Idle is active
NOTE:
If remote PTO is active and then disabled due to one or more disabling conditions,
Remote PTO mode will automatically reactivate when the disabling condition is removed.

See Figure 5-38 for a diagram of Remote PTO Mode.
Figure 5-38 Remote PTO Mode – Pulsed Input Using Pin 2/9
Installation
The Remote PTO Switch is wired to pin 2/9 of the CPC. See Figure 5-39.
Figure 5-39 Remote PTO Switch

FEATURES
Gray Coded Using Pins 2/9, 1/11, 2/11 and Binary Coded
Gray Coded – In this mode, the engine speed set-point is received directly from two digital input
pins (LIM0 AND LIM1) on the CPC. These digital inputs are used to read the status of the two
remote PTO switches fitted to the vehicle. The inputs are usually sent to the CPC from a separate
control unit hardwired directly to the CPC.
Gray code mode is the recommended interface for remote speed selection. Gray code mode has
the advantage that only one switch changes for one set-point select to the next, thus alleviating the
problem of switch bounce and non-synchronous switching. The coded inputs are listed in Table
5-97.
Remote PTO Enable

LIM0 (1/11) LIM1 (2/11) Speed Selection
Input (2/9)
OFF (Open) Don't Care Don't Care Remote PTO OFF
ON (Ground) OFF (Open) OFF (Open) Remote PTO OFF
ON (Ground) ON (Ground) OFF (Open) Remote PTO Speed 1
ON (Ground) ON (Ground) ON (Ground) Remote PTO Speed 2
ON (Ground) OFF (Open) ON (Ground) Remote PTO Speed 3
Table 5-97 Gray Coded Inputs
Binary Coded – This interfacing method is designed for devices which are not capable of
generating “Gray Code” and uses the same two digital input signals (LIM0 AND LIM1). As
mentioned previously, this method has a disadvantage. When switching from speed 1 to speed
2 or from speed 3 to OFF two bits must toggle synchronously. When the contacts bounce (as
the usually do), an undesired speed set-point could be requested briefly. The preset speeds are
selected with pin 1/11 and 2/11 as listed in Table 5-98.
Remote PTO Enable

LIM0 (1/11) LIM1 (2/11) Speed Selection
Input (2/9)
OFF (Open) Don't Care Don't Care Remote PTO OFF
ON (Ground) OFF (Open) OFF (Open) Remote PTO OFF
ON (Ground) ON (Ground) OFF (Open) Remote PTO Speed 1
ON (Ground) OFF (Open) ON (Ground) Remote PTO Speed 2
ON (Ground) Ground ON (Ground) Remote PTO Speed 3
Table 5-98 Binary Inputs

Installation for Gray Coded or Binary Input
See Figure 5-40 for the wiring of gray coded or binary input.
Figure 5-40 Remote PTO Gray Coded or Binary Input
Remote PTO Programming Requirement and Flexibility
The Remote PTO parameters are listed in Table 5-99 and Table 5-100.
Parameter
Parameters Description Options Defaults Access
Group
Enables Remote
2 08 DI 0 = Disabled DRS,
13 Throttle Select 0 = Disabled
Selection 1 = Remote Throttle Active VEPS
Input
Enables/disables 0 = Disable PTO DDDL
PTO Throttle
the throttle pedal 1 = Enable engine speed in 7.0,
7 Override 1 = Enable
from overriding PTO mode to be increased DRS,
Enable
PTO mode. with throttle pedal VEPS
Sets the max
DDDL
Throttle engine speed
7.0,
7 Override Max that the throttle 0 – 3000 RPM 3000 RPM
DRS,
Eng Spd can obtain when
VEPS
in PTO mode.
Table 5-99 Remote PTO Parameters (1 of 2)

FEATURES
Parameter
Parameter Description Options Defaults Access
Group
Max Road Sets the max vehicle
DDDL 7.0,
7 Speed in PTO speed over which 0 – 128 km/h 10 km/h
DRS, VEPS
Mode PTO is disabled
Sets the rate of
DDDL 7.0,
7 PTO Ramp Rate increase or decrease 25 – 2500 RPM/sec 200 RPM/sec
DRS, VEPS
when in PTO mode.
Sets the number of
No of Speeds DDDL 7.0,
7 remote PTO speeds 1 to 3 1
via Remote PTO DRS, VEPS
that can be enabled
Spd 1 via Sets the PTO #1 set DDDL 7.0,
7 500 – 3000 RPM 950 RPM
Remote PTO speed DRS, VEPS
Spd 1 Max Eng Sets the max engine
DDDL 7.0,
7 Trq Remote torque for PTO Speed 500 – 5000 Nm 5000 Nm
DRS, VEPS
PTO #1
Spd 2 via DDDL 7.0,
7 #2 PTO set speed 500 – 3000 RPM 1250 RPM
Remote PTO DRS, VEPS
DDDL 7.0,
DRS, VEPS
PTO #2
Spd 3 via DDDL 7.0,
7 #3 PTO set speed 500 – 3000 RPM 1850 RPM
Remote PTO DRS, VEPS
DDDL 7.0,
DRS, VEPS
PTO #3
0 = 1 pulsed input
Remote PTO (VCU style)
Sets the PTO speed DDDL 7.0,
7 Spd Selection 1 = 2 gray coded inputs 0
selection mode DRS, VEPS
Mode 2 = 2 binary coded
inputs
Remote
Enable pin 314 for 0 = Disabled
20 Accelerator 0 = Disabled DRS, VEPS
remote throttle 1 = Enabled
Enable
Table 5-100 Remote PTO Parameters (2 of 2)

Remote Accelerator Control for PTO or ALSG
A Remote Accelerator Pedal can be installed to control either an analog Remote PTO (PTO) or
analog Remote Accelerator Pedal (ALSG).
The Remote PTO will start when the Remote PTO switch (CPC, 2/9) is switched to battery
ground or multiplexed on J1939. The Remote PTO logic will override the Cab PTO.
The Remote Throttle Select Switch input (CPC, 2/8) determines the active throttle control. When
this pin is grounded, the engine will respond to the remote throttle input. When this input is not
grounded, the engine will respond to the cab throttle pedal.
The PTO Enable input (CPC, 2/9) determines if the engine will be in PTO or ALSG mode.
If remote PTO is active and then disabled due to one or more disabling condition, PTO mode will
automatically reactivate when the disabling condition is removed.
Remote Accelerator Control Example
Example: If a remote throttle is required to work from idle to rated speed, the parameters
listed in Table 5-101 must be set.
Parameter Set To
PTO Throttle Override Enabled 1
Spd #1 Via Remote PTO Idle
Max PTO Spd Resume Accel Sw Rated (or highest RPM for the engine)
Table 5-101 Remote Accelerator Control Parameter Settings

FEATURES
Installation
See Figure 5-41 for installation of a Remote Accelerator Control for PTO or ALSG.
Figure 5-41 Remote Accelerator Control for PTO or ALSG

5.28.4 RPM FREEZE
When the RPM Freeze switch is ON (grounded), the current engine speed is maintained. The
speed is held until the switch is turned OFF or PTO mode is deactivated.
The options for RPM Freeze are listed in Table 5-102.

0 – Disable
13 4 18 DI Selection 3 — AGS2 PTO Feedback 0 – Disable VEPS, DRS
4 – RPM Freeze
1 — J1939 TSC1
0 – Disable
01 RPM Freeze Enable 0 – Disable VEPS, DRS
1 — Enable
(R3 or later)
Table 5-102 RPM Freeze Programming Options

FEATURES

5.29 TRANSMISSION INTERFACE

DDEC VI can be interfaced to manual or automatic/automated transmission over the J1939
data link.
5.29.1 MANUAL TRANSMISSIONS
The interface for manual transmissions is provided through the J1939 data link.
The options for manual transmissions are listed in Table 5-103.
Parameter
Parameter Setting
Group
DIRECT ENGINE START
0 – Manual Transmission without Neutral Switch
2 Transmission Type
MCM ENGINE START
3 – Manual Transmission with Neutral Switch
Series 60 – 800 rpm
MBE 4000 (with neutral sw) – 800 rpm
10 Eng Brk Driveline Clsd Min Speed
MBE 4000 (without neutral sw) – 1100 rpm
MBE 900 – 800 rpm
Optional
13 Trans Neutral Input Config 0 – Hardwired
255 – Not Configured
Table 5-103 Manual Transmission Options
5.29.2 MERCEDES AGS2 TRANSMISSION
The AGS2 transmission is only used with the MBE 900 engine and has additional wiring
requirements.
On non-multiplexed vehicles, the following outputs are required on the CPC:
□ Neutral Start Function
□ Backup Lamp Output
□ Check Trans Lamp Output
□ Trans Temp Lamp Output

FEATURES
Installation
See Figure 5-42 for the interface to the CPC and MCM for non-multiplexed transmissions and
Figure 5-43 for multiplexed transmissions. Both use the MCM to activate the starter.
Figure 5-42 AGS2 Transmission Interface to CPC/MCM – Non-multiplexed

(Acterra)
Figure 5-43 AGS2 Transmission Interface to CPC/MCM – Multiplexed (M2)

The AGS2 connector pinout is listed in Table 5-104.
Connector Pin Description

1 SmartShift Lever Ground
2 CAN2 (+) (Proprietary)
3 Not Used
4 Not Used
5 CAN2 Low (Proprietary)
6 Not Used
7 J1939 (+)
8 Not Used
9 Ignition — +12V
10 Not Used
11 J1587 (-)
12 Battery (+) — +12V
13 J1939 (-)
14 J1587 (+)
15 Battery (+) — +12V
16 Not Used
17 SmartShift Lever Input A
18 Ground
19 SmartShift Lever Input B
20 Not Used
21 Ground
Table 5-104 AGS2 Connector

FEATURES
AGS2 transmissions have additional programming requirements on non-multiplexed vehicles as

Parameter
Parameter Setting
Group
DIRECT ENGINE START
2 Transmission Type
2 – AGS2 Direct Start
35 3 09 DO Selection 2 – AGS2 Backup Lamp
35 3 10 DO Selection 2 – AGS2 Trans Temp Indicator Lamp
35 3 12 DO Selection 2 – AGS2 Check Trans Lamp
35 3 17 DO Selection 0 – Disabled
MCM Starter Type Control 1 = Starter Activated via MCM*
2 = No EBC1, AGS2 Specific PTO
Message (J1939 ABS)
1 Transmit EBC1 for AGS2
3 = Transmit EBC1 and AGS2 Specific PTO
Message (Non-J1939 ABS)
1 J1939 SPN92 Mode 1 = Smoke Limitation Considered
0 = Disable (J1939 ABS)
13 3 18 DI Selection
1 = Enable ABS Input (Non-J1939 ABS)
13 Trans-neutral input config 1 = J1939
1 = Enable automatic resume function after
15 Enable Cruise Auto Resume
clutch has been released once.
22 0 Speed Gov TSC1 Condition 16 = MBE
* If starter type is not 0, then a different module must prevent the starter from engaging when the transmission
is in gear.
Table 5-105 AGS2 Transmission Programming Requirements for Non-Multiplexed

Vehicles
NOTE:
Engine Brakes must be enabled.

AGS2 transmissions have additional programming requirements on multiplexed vehicles as

Parameter
Parameter Setting
Group
DIRECT ENGINE START
2 Transmission Type
2 – AGS2 Direct Start
35 3 17 DO Selection 0 – Disabled
MCM Starter Type Control 0 – Starter Activated via MCM*
2 = No EBC1, AGS2 Specific PTO
Message (J1939 ABS)
1 Transmit EBC1 for AGS2
3 = Transmit EBC1 and AGS2 Specific
PTO Message (Non-J1939 ABS)
1 J1939 SPN92 Mode 1 = Smoke Limitation Considered
0 = Disable (J1939 ABS)
13 3 18 DI Selection
1 = Enable ABS Input (Non-J1939 ABS)
1 = Enable automatic resume function after
15 Enable Cruise Auto Resume
clutch has been released once.
* If starter type is not 0, then a different module must prevent the starter from engaging when the transmission
is in gear.
Table 5-106 AGS2 Transmission Programming Requirements for Multiplexed

Vehicles
NOTE:
Engine Brakes must be enabled.
5.29.3 EATON TOP2 OPERATION
The Top2 system automatically shifts between the top two gears of the Eaton Top2 Transmission
to optimize drivetrain for best fuel economy or performance. Shifting between the two highest
gears in the transmission is done by the CPC and requires no driver interaction. The system
works with engine brakes and cruise control during automatic shifts. The torque demand from
throttle or cruise control is smoothly ramped down before the shift and ramped up after the shift
allowing the driver to maintain throttle position during shifts. Cruise Control is automatically
resumed after the shift. When the transmission is shifted out of the two top gears, the driver has
full manual control over the transmission. The engine will also detect skip shifts into the auto
mode and still take control of the transmission's top two gears.
DDEC VI supports the Top2 RTLO-xx713A-T2 transmission.
NOTE:
This transmission is only available with a Series 60 engine.

FEATURES
Installation
See Figure 5-44 to install Top2.
Figure 5-44 Top2 Transmission
The Top2 feature is enabled when the Top2 Shift Solenoid and the Top2 Lockout Solenoid
digital outputs, listed in Table , 5-107 are configured as well as the transmission type. The
digital outputs must be configured by the Vehicle Electronic Programming System (VEPS) or
the DDEC Reprogramming System (DRS).

Parameter
Parameter Setting
Group
35 3 08 DO Selection 6 – Top2 Shift Solenoid
35 3 07 DO Selection 3 – Top2 Lockout Solenoid
35 3 07 DO Fault Detection 1 – Enable
35 3 08 DO Fault Detection 1 - Enable
2 Transmission Type 7 – Eaton Top2
0 – Disable (Top2 will work regardless of the state
TOP2 Cruise Control Sw
42 of the cruise master switch.)
Enable
1 – Enable (Top2 will work only if the cruise master switch is ON.)
8 Vehicle Speed Sensor 4 — Magnetic Pickup Speed Sensor
Top2 Auto Down Min 400–2600
42
Speed ae 2 1150 Default
Top2 Auto Down Max 400–2600
42
Speed ae 2 1200 Default
Table 5-107 Top2 Reprogramming Choices
Diagnostics
If a fault is detected on either the shift solenoid or shift lockout digital output, the CPC will
leave the transmission in manual mode until the fault is repaired. When there is a fault in any
of the following sensors, the driver will be left with manual control of the transmission and the
CPC will turn ON the AWL.
□ Vehicle Speed Sensor (VSS)
□ Lockout and shift solenoid failures
When there is a fault in any of the following features, the driver will be left with manual control
of the transmission. The AWL will be turned ON for these conditions.
□ Failed splitter engagements
□ Failed splitter disengagements
□ Failed synchronizing attempts (possible in-gear)
5.29.4 ALLISON TRANSMISSION
Low Range Torque Protection (LRTP) is an Allison feature supported by DDEC VI. If enabled,
the CPC expects the TCFG2 J1939 message. A fault will be logged if the message is not received.

FEATURES
The parameters listed in Table 5-108 must be set for the Allison transmission
Parameter
Parameter Setting
Group
DIRECT ENGINE START
2 – Allison Direct Start
2 Transmission Type
MCM ENGINE START
6 – Allison MCM Start
13 Clutch Switch Config 0 – Disabled
13 4 08 DI Selection 0 – Disabled
8 Vehicle Speed Sensor 3 – J1939 (ETC1)
3 Max Adjusted idle Speed <800 rpm
0 – Disabled (non-SEM)
3 Trans Torque Limit Enable
1 – Enable (SEM)
0 – Disabled
3 Adjusted Idle Speed Configuration
3 – Enable if Neutral and Park Brake
0 – Series 60
22 0 Speed Gov TSC1 Condition
16 – MBE 900/4000
0 – Series 60/DD15 Engine
16 – MBE 900/4000
16 – MBE 900/4000
16 – MBE 900/4000
10 Eng Brk Driveline Clsd Spd 950 rpm
10 Min Eng Spd for Engine Brakes 1100 rpm
23 AL Conditions 1 — No AL During Shift
6 Fast Idle Spd Air Cond Input ≤800 rpm
3 Min Engine Speed ≤800 RPM
MCM Trans Limp Home Mode 1 — Automatic
Table 5-108 Allison Transmission Parameters

5.29.5 EATON ULTRASHIFT TRANSMISSION
The parameters listed in Table 5-109 must be set for the Eaton UltraShift® transmission.
Parameter
Parameter Setting
Group
DIRECT ENGINE START
2 – Eaton UltraShift Direct Start
2 Transmission Type
MCM ENGINE START
5 – Eaton UltraShift MCM Start
13 Clutch Switch Config 0 – Disabled
0 – Disabled
3 Adjusted Idle Configuration
3 – Enabled if Neutral and Park Brake
3 Max Adjusted Idle Speed ≤700 rpm
0 – Series 60/DD15 Engine/MBE 4000
16 – MBE 900
16 – MBE 900
16 – MBE 900
16 – MBE 900
60 ms – Series 60/DD15 Engine
10 Eng Brk Stage 1 Off Delay Time
240 ms – MBE 900/4000
240 ms – MBE 900/4000
240 ms – MBE 900/4000
250 rpm – Series 60
10 Stage 1 Eng Brk Off Delta Spd 200 rpm — DD15
100 rpm – MBE 900/4000
100 rpm – MBE 900/4000
100 rpm – MBE 900/4000
15 Enable Cruise Auto Resume 3 – Resume AMT Style
3 Min Engine Speed ≤700 rpm

FEATURES
Parameter
Parameter Setting
Group
81 — Series 60
10 Trans Mask Engine Brake 64 — DD15 Engine
0 — MBE 4000
Mode Shift 0 — Series 60/MBE 900/DD15 Engine
44
ECAN Status Enable 1 — MBE 4000
Table 5-109 Eaton UltraShift Transmission Parameters
5.29.6 EATON AUTOSHIFT TRANSMISSION
The parameters listed in Table 5-110 must be set for the Eaton AutoShift® transmission
Parameter
Parameter Setting
Group
DIRECT ENGINE START
2 – Eaton AutoShift Direct Start
2 Transmission Type
MCM ENGINE START
5 – Eaton AutoShift MCM Start
3 Max Adjusted Idle Speed <700 rpm
0 – Disabled
3 Adjusted Idle Speed Configuration
3 – Enable if Neutral and Park Brake
16 – MBE 900
16 – MBE 900
16 – MBE 900
16 – MBE 900
240 ms – MBE 900/4000
240 ms – MBE 900/4000
240 ms – MBE 900/4000
10 Stage 1 Eng Brk Off Delta Spd 100 rpm – MBE 900/4000
250 rpm – DD15 Engine

Parameter
Parameter Setting
Group
81 — Series 60
10 Trans Mask Engine Brake 17 – DD15 Engine
0 — MBE 4000
3 Min Engine Speed ≤700 rpm
Mode Shift 0 — Series 60/MBE 900/DD15 Engine
44
ECAN Status Enable 1 — MBE 4000
Table 5-110 Eaton AutoShift Transmission Parameters

FEATURES
5.29.7 ZF ASTRONIC TRANSMISSION
The parameters listed in Table 5-111 must be set for the ZF Astronic transmission.
Parameter
Parameter Setting
Group
DIRECT ENGINE START
2 – ZF Astronic Direct Start
2 Transmission Type
MCM ENGINE START
5 – ZF Astronic MCM Start
13 Clutch Switch Config 6 – ETC1
0 – Disabled
3 Adjusted Idle Configuration
3 – Enabled if Neutral and Park Brake
3 Max Adjusted Idle Speed ≤700 rpm
22 0 Speed Gov TSC1 Condition 0 – Series 60
10 Eng Brk Stage 1 Off Delay Time 60 ms – Series 60
10 Stage 1 Eng Brk Off Delta Spd 200 rpm – Series 60
10 Eng Brk Driveline Clsd Spd Series 60 – 800 rpm
23 AL Conditions 1 – No AL During Shift
15 Enable Cruise Auto Resume 3 – Resume AMT Style
3 Min Engine Speed ≤700 RPM
Table 5-111 ZF Astronic Transmission Parameters

5.30 VEHICLE SPEED LIMITING

A Vehicle Speed Sensor is necessary for the Vehicle Speed Limiting feature.
5.30.1 OPERATION
Vehicle Speed Limiting discontinues engine fueling at any vehicle speed above the programmed
limit. The CPC stops fueling when maximum vehicle speed is reached. If the Limiter 0 Switch is
OFF, the Maximum Road Speed Limit will be the limit for the road speed. If the Limiter 0 Switch
is ON, the Alternate Speed Limiter (Limiter 0) Speed will be the limit for the road speed. Setting
any of the limits to the maximum value will disable that road speed limit.
VSS Diagnostic Limits (CPC R2.0 or Later)
There are two faults that can be enabled to log a fault while the engine is fueling and a vehicle
speed is exceeded and when the engine is not fueling and a vehicle speed is exceeded.
5.30.2 INSTALLATION
An OEM supplied Vehicle Speed Sensor or output shaft speed over the SAE J1939 Data Link is
required. Refer to section 3.6.6, "Vehicle Speed Sensor," for additional information. If the Limiter
0 switch is required, it is wired to CPC pin 1/11. This is a normally open switch.
The Vehicle Speed Limit parameters are listed in Table 5-112.
Parameter
Group
Maximum vehicle speed.
Alternate Road Speed VEPS, DRS or
3 Max Road Speed 10 – 152 km/hr 109.4 km/hr
Limiter 0 cannot exceed DDDL 7.0
this speed.
Limiter0 Max Maximum vehicle speed
VEPS, DRS or
5 Road Spd when CPC pin 1/11 is 0 – 152 km/hr 152 km/hr
DDDL 7.0
Enabled connected to ground.
Limiter1 Max Maximum vehicle speed
VEPS, DRS or
5 Road Spd when CPC pin 2/11 is 0 – 152 km/hr 152 km/hr
DDDL 7.0
Enabled connected to ground.
VSS Driving Vehicle speed over limit VEPS, DRS or
8 0 – 200 km/hr 160 km/hr
Diagnostic Limit while engine is fueling. DDDL 7.0
VSS Absolute Vehicle speed over limit VEPS, DRS or
8 0 – 200 km/hr 160 km/hr
Diagnostic Limit while engine is not fueling. DDDL 7.0
Table 5-112 Vehicle Speed Limiting Parameters
For more information on limiters, refer to section 5.19, “Limiters.”

FEATURES
The Cruise Control maximum set speed cannot exceed the Vehicle Speed Limit.
When Vehicle Speed Limiting is enabled and a VSS code is logged, the engine speed in all
gears will be limited for the duration of the ignition cycle to engine speed at the Vehicle Speed
Limit in top gear.
NOTE:
Due to VSS signal quality at low speeds, it is recommended that the vehicle speed limit
not be set below a minimum of 48 kph to insure smooth road speed limiting. DDC cannot
guarantee smooth speed limiting for maximum speeds set below 48 kph.

5.31 VEHICLE SPEED SENSOR ANTI-TAMPERING

VSS Anti-tampering can be used to detect fixed frequency oscillators or devices which track
engine RPM and produce fewer pulses per revolution than a VSS wheel. These devices are used
to trick the CPC into believing that vehicle speed is low.
A VSS fault will be logged if the sensor appears to be working improperly but the vehicle speed is
not zero. The engine speed in all gears will be limited for the duration of the ignition cycle to the
engine speed at the Vehicle Speed Limit in top gear.
This feature should only be enabled on installations with manual transmissions where a Vehicle
Speed Sensor is wired directly to the CPC.
NOTE:
Do Not use VSS anti-tampering with SAE J1939, automatic, semi-automatic, or torque
converter transmissions.
Vehicle Speed Limiting must also be enabled. The parameters are listed in Table 5-113.
Parameter
Group
0 = Disable
1 = Enable Anti Tamper Function
DDDL 7.0,
8 Anti Tamper via ABS 0
VEPS, DRS
2 = Enable Anti Tamper Function
via Gear Ratio
0 = No Sensor
1 = C3 Sensor
3 = J1939 (ETC1)
DDDL 7.0, DRS,
8 Vehicle Speed Sensor 4 = Magnetic Pickup 4
VEPS
5 = J1939 (TCO1)
6 = J1939 (CCVS) Source 1
DDDL 7.0, DRS,
8 Axle Ratio 1.00 - 20.00 5.29
VEPS
Number of Output DDDL 7.0,
8 0 - 250 16
Shaft Teeth VEPS, DRS
Tire Revolutions per DDDL 7.0,
8 160 - 1599 312
Distance VEPS, DRS
DDDL 7.0,
8 Top Gear Ratio 0.1 - 2.55 1
VEPS, DRS
Second Highest Gear DDDL 7.0, DRS,
8 0.1 - 2.55 2.55
Ratio VEPS
Table 5-113 VSS Anti-tampering Parameters

FEATURES

6 COMMUNICATION PROTOCOLS
Section Page
6.1 OVERVIEW ............................................................................................. 6-3

6.2 SAE J1587 DATA LINK ........................................................................... 6-4
6.3 SAE J1939 MESSAGES AND MESSAGE FORMAT .............................. 6-28

COMMUNICATION PROTOCOLS

6.1 OVERVIEW
Key components of the CPC system are the serial communication links SAE J1587 and SAE
J1939. Using these communication links allows CPC to offer the following functionality:
□ Transmitting sensor information from the MCM via the data link at regular intervals and/or
upon request to obtain data and to monitor for failures
□ Sharing information between stand-alone modules used in the system via the data link
□ Sharing engine data with electronic dashboard displays and vehicle management
information systems via the data link
□ Transmitting and performing diagnostic procedures from external instrumentation such as
the hand-held diagnostic data readers or DDDL via the data link
□ Transmitting customer requested changes to the CPC from external instrumentation via the
data link
□ Transmitting to the powertrain the messages assigned to both the engine and the
transmission retarder.
The following industry standard Society of Automotive Engineers (SAE) documents can be
used as a reference:
□ SAE J1587, Electronic Data Interchange Between Microcomputer Systems In Heavy Duty
Vehicle Applications
□ SAE J1708, Serial Data Communications Between Microcomputer Systems In Heavy
Duty Vehicle Applications
□ SAE J1939/71, Vehicle Application Layer
□ SAE J1939, Top Layer (Overview)
□ SAE J1939/01, Truck and Bus Applications
□ SAE J1939/11, Physical Layer
□ SAE J1939/21, Data Link Layer
□ SAE J1939/73, Application Layer Diagnostics
To obtain a copy of the above documents contact the Society of Automotive Engineers (SAE).
SAE International
400 Commonwealth Drive
Warrendale, PA 15096
Attention: Publications
Phone: (412) 776-4970
www.sae.org

6.2 SAE J1587 DATA LINK

SAE RP J1587 defines the recommended format of messages and data being communicated
between microprocessors used in heavy-duty vehicle applications. SAE J1587 Data Link +
and SAE J1587 Data Link - as shown on the Vehicle Interface Harness schematic are used as
the J1587 communication link. These circuits also exist in the nine-pin Diagnostic Connector,
Cab for use with the diagnostic tools.
NOTE:
The maximum length for the SAE J1587 Data Link is 40 m (130 ft).
6.2.1 MESSAGE FORMAT
A complete description of the CPC parameters is provided within this section of the manual.
CPC transmits parametric data at SAE J1587 recommended rates in packed message form. The
first byte or character of each message is the Message Identification character (MID). The MID
identifies which microcomputer on the serial communication link originated the information.
Each device in the system originating messages must have a unique MID. The assignment of
MIDs should be based on those listed in SAE RP J1587. The primary MID is 128.
The ProDriver display uses MID 171. Off-board diagnostic tools like hand-held readers should
be identified by MID 172. Off-board programming stations like Vehicle Engine Programming
Station (VEPS) should be identified by MID 182. Messages using MIDs as recommended by
SAE RP J1587 will be responded to by the CPC.
Subsystems also require identifiers. The subsystem identifier character (SID) is a single byte
character used to identify field-repairable or replaceable subsystems for which failures can be
detected or isolated. SIDs are used in conjunction with SAE standard Diagnostic Trouble Codes
defined in J1587 within PID 194.
The identifiers used by CPC are defined and listed in Table 6-1.
Identifier Description
The FMI describes the type of failure detected in the
Failure Mode Identifier (FMI)
subsystem and identified by the PID or SID.
The MID is the first byte or character of each
message that identifies which microcomputer on
Message Identification Character (MID)
CPC SAE J1587 DL serial communication link
originated the information.
A PID is a single byte character used in CPC SAE
Parameter Identification Character (PID) J1587 DL messages to identify the data byte(s) that
follow. PIDs identify the parameters transmitted.
A SID is a single byte character used to identify
Subsystem Identification Character (SID) field-repairable or replaceable subsystems for which
failures can be detected or isolated.
Table 6-1 Identifiers Used by CPC

6.2.2 SAE J1708/J1587 MESSAGE PRIORITY
Each messagesent by CPC is assigned a priority on a scale of 1 to 8, in compliance with the

message priority assignment specified in SAE RP J1708. The most critical message has a priority
of one. The message assignments are listed in Table 6-2. All devices transmitting messages across
DDEC's SAE J1708/J1587 Data Link must be prioritized and transmitted in this manner.
Priority Description
1 and 2 Reserved for messages that require immediate access to the bus.
Reserved for messages that require prompt access to the bus in order
3 and 4
to prevent severe mechanical damage.
Reserved for messages that directly affect the economical or efficient
5 and 6
operation of the vehicle.
7 and 8 All other messages not fitting into the previous priority categories.
Table 6-2 Message Priority Assignments
6.2.3 SAE J1587 PIDS REQUIRING ACTION
CPC will respond to data requests per the J1587 PID requests shown in the next sections.
Data Request
The format for a data request is shown below.
PID Data
0 a
a - Parameter number of the requested parameter
Component Specific Request
The format for a component specific request is shown below.
PID Data
128 ab
a - Parameter number of the requested parameter
b - MID of the component from which the parameter data is requested
NOTE:
CPC responds with the appropriate data provided the MID in byte (b) matches the MID
stored in calibration. The primary MID for CPC is 128.

J1587 Outputs - Single Byte Parameters
PID 33 - Clutch Cylinder Position

update rate: On Request
format:
PID Data
33 a
a – Clutch Cylinder Position
PID 40 - Engine Retarder Switches Status

update rate: 0.2 s or on state change
format:
PID Data
40 a
a – Engine Retarder Switches Status
Bits 8–7: Reserved – all bits set to 1
Bits 6–3:: Engine Retarder Level Switch
0 - 0 Cylinders
1 - 2 Cylinders
3 - 3 Cylinders
4 - 4 Cylinders
5 - 5 Cylinders
6 - 6 Cylinders
7 - 7 Cylinders
8 - 8 Cylinders
9 - 13 – Reserved
14 – Error
Bits 2–1: Engine Retarder Switch
00 - Off
01 - On
10 - Error
11 - Not Available

PID 41 - Cruise Control Switches Status

format:
PID Data
41 a
a – Cruise Control Switches Status
Bits 8–7: Reserved - all bits set to 1
Bits 6–5: Cruise Control On/Off Switch Status
00 - Off
01 - On
10 - Error
11 - Not Available
Bits 4–3: Cruise Control Set Switch Status
00 - Off
01 - On
10 - Error
11 - Not Available
Bits 2–1: Cruise Control Resume Switch Status
00 - Off
01 - On
10 - Error
11 - Not Available
PID 43 - Ignition Switch Status

format:
PID Data
43 a
a – Ignition Switch Status
Bits 8–7: Start Aid Contacts Status – N/A
Bits 6–5: Crank Contacts Status – N/A
Bits 4–3: Run Contacts Status
00 - Off
01 - On
10 - Error
11 - Not Available
Bits 2–1: Accessory Contacts Status – N/A

PID 44 - Attention/Warning Indicator Lamps Status

update rate: 1 time/s or 10 time/s when changing
format:
Bit: 1,2 Red Stop Lamp Status
00 - off
01 - on
10 - error
11 - Not Available
Bit: 3,4 Amber Warning Lamp Status
00 - off
01 - on
10 - error
11 - Not Available
Bit: 5-8 Reserved, All Bits set to 1
PID 62 - Retarder Inhibit Status

update rate: On request
format:
Bits: 1, 2 Retarder Inhibit Status
00 - Off (not Inhibited)
01 - On (Inhibited)
Bits: 3-8 Uncommitted, all Bits set to 1
source: Digital output for Engine Brake Enable
comments: Used with the Engine Brake outputs.
PID 64 - Direction Switch Status

update rate: On request
format:
PID Data
64 a
a – Direction Switch Status
Bits 8–7: Reserved; Both Set to 1
Bits 6–5: Forward Switch Status — N/A
Bits 4–3: Neutral Switch Status
00 - Off
01 - On
10 - Error
11 - Not Available
Bits 2–1: Reverse Switch Status — N/A

PID 65 - Service Brake Status

update rate: 1 time/s
format:
Bits: 1, 2 Service Brake Status
00 - off
01 - on
Bits 3-8 = 1
source: Service Brake Switch
PID 68 - Torque Limiting Factor

resolution: 0.5%/Bit (Uns/SI)
source: ECU calculated.
comments: This parameter indicates the amount of engine protection torque reduction
that is in effect.
PID 69- Two-Speed Axle Switch Status

format:
Bits: 8 Two-Speed Axle Switch
0 - off
1 - on
Bits: 1-7 All Bits set to 0
PID 70 - Parking Brake Switch Status

format:
Bits: 8 Parking Brake Switch Status
0 - off
1 - on
source: Parking Brake Switch

PID 71 - Idle Shutdown Timer Status

format:
Idle Shutdown Override ("Driver Alert")
Bit: 1
1 - Active
Engine Has Shutdown by Idle Timer to
Bit: 2
1 - Yes
Idle Timer Shutdown Override
Bit: 3
1 - Active (Idle Shutdown has been overridden)
Idle shutdown timer function
Bit: 4 1 - Enabled in calibration
0 - Disabled in calibration
Idle Shutdown Timer Status
Bit: 8
1 - Active
PID 74 - Vehicle Speed Set Limit (Road Speed Limiting)

update rate: On request only
resolution: 0.5 mph/Bit (Uns/SI)
source: Calibration value (customer defined)
comments: Vehicle Speed Limiting is a customer option.
PID 83 - Vehicle Speed Limit Status

format:
Vehicle Speed Status
Bit: 8
1 - Active
source: ECU calculated
comments: Vehicle Speed Limiting is a customer option.
PID 84 - Speed
update rate: 10 times/s
source: Vehicle Speed Sensor input
comments: Transmitted only if the Vehicle Speed Sensor is configured.

PID 85 - Cruise Control Switch Status

format:
On/Off Switch
Bit: 1 1-On
0-Off
Set Switch
Bit: 2 1-Off
0-On
Coast Switch
Bit: 3 1-Off
0-On
Resume Switch
Bit: 4 1-Off
0-On
Accel Switch
Bit: 5 1-Off
0-On
Brake Switch
Bit: 6 1-Off
0-On
Clutch Switch
Bit: 7 1-Off
0-On
Cruise Active
Bit: 8 1-On
0-Off
source: Cruise Control switch inputs
PID 86 - Cruise Control Set Speed

update rate: 0.1 times/s, 5 times/s when the set speed is changing
source: Cruise Control switch inputs
comments: Transmitted if Vehicle Speed Cruise control is enabled.

PID 89 - PTO Switch Status

format:
Bit: 1 On/off switch
0-Off
1-On
Bit: 2 Set switch
0-Off
1-On
Bit: 3 Coast switch
0-Off
1-On
Bit: 4 Resume switch
0-Off
1-On
Bit: 5 Accel switch
0-Off
1-On
Bit: 6 Brake
0-Off
1-On
Bit: 7 Clutch
0-Off
1-On
Bit: 8 PTO
0-Off
1-On
comments: Transmitted when either Cruise-Switch PTO or analog PTO is configured.
PID 91 - Percent Throttle

source: Throttle Sensor input
PID 92 - Percent Engine Load

source: ECU calculated
comments: Percent engine load is the ratio of actual torque and the minimum of the
requested torque and digital torque limit.
PID 93 - Output Torque

resolution: 20 ft-lb/Bit (S/SI)

PID 94 - Fuel Delivery Pressure

resolution: 0.5 psi/Bit (Uns/SI)
source: Fuel Pressure Sensor
PID 98 - Engine Oil Level

update rate: 0.1 time/s
source: Oil Level Sensor
PID 100 - Engine Oil Pressure

source: Oil pressure sensor
sensor range: 0 to 65 psi
PID 102 - Turbo Boost Pressure (Gage)

source: Turbo Boost Pressure Sensor
PID 105 - Intake Manifold Temperature

resolution: 1°F/Bit (Uns/SI)
source: Intake Manifold Temperature Sensor
PID 106 - Air Inlet Pressure

resolution: 0.25 psi/bit (Uns/SI)
PID 107 - Air Filter Differential Pressure

resolution: 0.2 in.H2O/Bit (Uns/SI)
source: Air Filter Differential Pressure Sensor
PID 108 - Barometric Pressure


PID 110 - Coolant Temperature

resolution: 1°F/Bit (Uns/SI)
source: Engine Coolant Temperature Sensor
sensor range: 0 to 300°F
PID 111 - Coolant Level

update rate: 0.1 times/s
resolution: 0.5%/Bit (Uns/SI) (or full = 100%, low = 0%)
source: Engine Coolant Level Sensor
comments: If the Add Coolant Level Sensor (ACL Sensor) is installed with the Engine
Protection Coolant Level Sensor (ECL Sensor), the coolant level will be:
100% When both sensors are in coolant
50% When the ACL Sensor is out of the coolant
0% When both sensors are out of the coolant
If only the ECL Sensor is configured:
100% Full
0% Low
PID 121 - Engine Retarder Status

format:
Bit: 1 1 – 2 cylinders active
Bit: 8 1 - Retarder active
comments: Transmitted only if engine brakes are configured.
PID 122 - Engine Retarder Percent

resolution: 0.5%Bit (Uns/SI)
Double Byte Parameters
PID 168 - Battery Voltage

resolution: 0.05 volts/Bit (Uns/I)
source: Battery voltage measured at input to CPC

PID 171 - Ambient Air Temperature

resolution: 0.25°F/Bit (S/I)
PID 173 - Exhaust Gas Temperature (DOC Inlet Temperature)

PID 174 - Fuel Temperature

source: Supply Fuel Temperature Sensor
sensor range: -40 to 175°F
PID 175 - Engine Oil Temperature

source: Engine Oil Temperature Sensor
sensor range: -40 to 300°F
PID 182 - Trip Fuel

resolution: 0.125 gal/Bit (Uns/I)
PID 183 - Instantaneous Fuel Economy (MPG)

resolution: 1/256 mpg/Bit (Uns/I)
PID 184 - Instantaneous Fuel Economy (MPG)

PID 185 - Average Fuel Economy (MPG)


PID 187 - PTO Set Speed

update rate: 0.1 times/s, 5 times per s when the set speed is changing
resolution: 0.25 rpm/Bit (Uns/I)
source: PTO switch input
comments: Used to indicate the current set speed from:
□ Analog PTO
□ Cruise Switch PTO
PID 188 - Idle Set Speed

source: Calibration value
PID 189 - Rated Engine Speed

PID 190 - Engine Speed

PID 203 - DPF Outlet Temperature

PID 366- Engine Oil Level High/Low

resolution: 0.473 L/Bit
PID 439 (255 183)- Extended Range boost Pressure

resolution: 0.125 kPa/Bit (Uns/I)

Variable Length Parameters
PID 192 - Multi-Section Parameter

update rate: Used to transmit messages that are greater than 21 bytes in length.
format:
PID Data
192 n a b c/d c c c c c
n - Byte count of data that follows this character. This excludes
characters MID, PID 192 and n but it includes a, b, c, or d type
character.
a = PID specifying the parameter that has been sectioned.
b = The last section number (total number of sections minus ONE)
and the current section number. The upper nibble contains the
current section number (1 to 15). The lower nibble contains
the current section number and is limited to the range 0 to 15.
Section numbers are assigned in ascending order.
c = Data portion of the sectioned parameter. May be 1 to 14
characters in the first packet. May be 1 to 15 characters in the
middle and ending packets.
d = Byte count of the total data portion. This character is sent only
in the first packet. The values are limited to 239 or less but
must be greater than 17.
comment: PID 192 is used to section any CPC message that exceeds 21 bytes
while the engine is running, in particular PID 194, PID 196, and PID
243. If the engine is stopped, CPC may transmit messages up to 40
bytes in length.

PID 194 - Transmitter System Diagnostic Code / Occurrence Count Table

update rate: On Request only
format:
PID Data
194 n a b c a b c a b c a b c a b c...
n- Byte count of data that follows this character. This excludes
characters MID, PID 194 and n but includes a, b, c type
characters.
a- SID or PID of a standard diagnostic code.
b- Diagnostic code character
Bits: 1-4 FMI of a standard diagnostic code
Bit: 5 Byte (a) Identifier
1 - Byte (a) is a SID
0 - Byte (a) is a PID
Bit: 6 Type of Diagnostic Code
1 - standard diagnostic code
0 - expansion diagnostic codes (PID/SID
from page 2)
Bit: 7 Current Status of Fault
1 - fault is inactive
0 - fault is active
Bit: 8 Occurrence count
1 - count is included
0 - count is not included
c- Occurrence count for the diagnostic code defined by the
preceding 2 characters. The maximum occurrence count is 255.
Bit 8 of byte (b) of the diagnostic code is used to determine if
it is included.
comment: Diagnostic codes are transmitted periodically while active. When the
active code becomes inactive, the code is transmitted once to indicate
that the fault became inactive. Inactive diagnostic codes are available
by request of PID 194. If more than 6 codes are active at any point,
PID 194 is sectioned as described in PID 192.

PID 195 – Transmitter Data Request / Clear Count

format:
PID Data
195 nabc
n - Number of parameter data characters = 3
a - MID of the device to which the request is directed
b - SID or PID of a standard diagnostic code
c - Diagnostic code number
Bits:1 - 4 Failure mode identifier (FMI) of a standard diagnostic code

Bit:5 Byte (b) identifier
1- Byte (b) is a Subsystem Identifier (SID)
0- Byte (b) is a Parameter Identifier (PID)
Bit:6 Type of diagnostic code

1- Standard diagnostic code
0- Reserved for expansion diagnostic codes
Request an ASCII descriptive message for the given

Bit:7, 8 00--
diagnostic code.
Request count be cleared for the given diagnostic code on
01 -
the device with the given MID.
Request counts be cleared for all diagnostic codes on the
10 - device with the given MID. The diagnostic code given in
this transmission is ignored.
Request additional diagnostic information for the given
11 - diagnostic code, the content of which is defined under PID
196.

PID 196 - Diagnostic Data/count clear response

format:
PID Data
196 nabccccc
n = Byte count of data that follows this character. This excludes
characters MID, PID 194 and n but includes a, b, and c type
characters.
a = SID or PID of a standard diagnostic code
b= Diagnostic Code Character
Bits 1-4 - FMI of a standard diagnostic code
Bit 5 - Byte (a) identifier
1 - Byte (a) is a SID
0 - Byte (a) is a PID
Bit 6 - Type of diagnostic code
1 - standard diagnostic code
expansion diagnostic codes (PID/SID from
0-
page 2)
Bit 7-8 - Action
- Message is an ASCII descriptive message for
the given diagnostic code.
01 - The count has been cleared for the given
diagnostic code.
10 - All clearable diagnostic counts have been
cleared for this device.
- Message is additional diagnostic information
for the given diagnostic code, as defined below.
c= Additional information (if applicable)
c1-c5 - ATA/VMRS (DTDSC)
c6, c7 - Engine hours the code was first logged (LSB first)
format: 1 h/Bit.
range - 0-65535 hours.
c8, c9 - Calendar date (Month, Day) the code was first logged,
if available.
c10, c11 - Clock time the code was first logged (hours, minutes),
if available.
c12, c13 - Engine hours the code last became active (LSB first).
c14, c15 - Calendar date (Month, Day) the code last became
active, if available.
c16, c17 - Clock time the code last became active (hours, minutes),
if available.

PID 196 - Diagnostic Data/count clear response

format:
PID Data
c18, c19 - Number of ss the code has been active (LSB first).
format: ss = 1 s/Bit
range = 0-65535 (18.2 hours)
Value remains at 65535 ss once it has been reached.
c20 - Number of Stop Engine Override Switch restarts while
the code was active. The value remains at 255 once
it has been reached.
c21+ = Optional associated parameter value (scaled as defined
in J1587)
For temperatures, pressures, and voltages with FMI 0
- Highest value achieved
For temperatures, pressures, and voltages with FMI 1
- Lowest value achieved
For engine speed with FMI 0 - Highest speed achieved
For vehicle speed with FMI 0 or 11 - Highest speed
achieved
Last byte = checksum
comment: The date and time that the code last became inactive (bytes c14-c17) will
be transmitted as zero if the code is currently active. This data may be
sectioned using PID 192.
PID 233- Unit Number (Power Unit)

format:
PID Data
231 naaa. . .
n = number of bytes: 10
a = unit number in alphanumeric ASCII characters

PID 234- Software Identification

format:
PID Data
234 n
Byte: 1 Number of SW ID fields
Byte: 2 1st digit of major_num (ASCII)
Byte: 3 2nd digit of major_num (ASCII)
Byte: 4 3rd digit of major_num (ASCII)
Byte: 5 * delimiter (ASCII)
Byte: 6 1st digit of minor_num (ASCII)
Byte: 7 2nd digit of minor_num (ASCII)
Byte: 8 3rd digit of minor_num (ASCII)
Byte: 10 1st digit of edit_ver (ASCII)
Byte: 11 2nd digit of edit_ver (ASCII)
Byte: 12 3rd digit of edit_ver (ASCII)
Byte: 14 1st digit of config_id (ASCII)
Byte: 15 2nd digit of config_id (ASCII)
Byte: 16 3rd digit of config_id (ASCII)
Byte: 18 rel_type (ASCII)
Byte: 20 hw_ver
Byte: 22 edit_let (ASCII)
Byte: 24 1st digit of diag_ver(ASCII)
Byte: 25 2nd digit of diag_ver(ASCII)
Byte: 26 3rd digit of diag_ver(ASCII)
Byte: 28 1st digit of diag_variant(ASCII)
Byte: 29 2nd digit of diag_variant(ASCII)
Byte: 30 3rd digit of diag_variant(ASCII)
Byte: 32 1st digit sw_year (ASCII)
Byte: 33 2nd digit sw_year (ASCII)
Byte: 35 1st digit sw_month (ASCII)
Byte: 36 2nd digit sw_month (ASCII)
Byte: 38 1st digit sw_day (ASCII)

PID 234- Software Identification

Byte: 39 2nd digit sw_day (ASCII)
Byte: 41 1st digit sw_hour (ASCII)
Byte: 42 2nd digit sw_hour (ASCII)
Byte: 44 1st digit sw_minute (ASCII)
Byte: 45 2nd digit sw_minute (ASCII)
Byte: 47 ECU Serial Number (ASCII)
PID 235- Total Idle Hours

format:
PID Data
235 naaaa
a = Total idle hours; scaled 0.05 hours/Bit (Uns/LI)
comment: Accumulates time while the engine is operating at idle.
PID 236- Total Idle Fuel Used

format:
PID Data
236 naaaa
a = Idle fuel used; scaled 1/8 hours/Bit (Uns/LI)
comment: Accumulates while the engine is operating at idle.

PID 237- Vehicle Identification Number (VIN)

format:
PID Data
237 n a a a ...
n = number of bytes: up to 17
a = VIN in ASCII characters
PID 243- Device Identification

format:
PID Data
243 nabbbbbcddddddddeffffffffffghhhhhhhhhhi
a = component ID = MID
b = ATA/VMRS manufacturer ID (5 bytes)
c = delimiter: ASCII ‘*'
d = engine model number (8 bytes)
e = delimiter: ASCII ‘*'
f = engine serial number (10 bytes)
g = delimiter : ASCII ‘*’
h = unit number (10 bytes)
comment: This parameter may be sectioned using PID 192.
PID 244- Trip Miles

format:
PID Data
244 naaaa
a= trip miles 0.1 mile/Bit (Uns/LI)
comment: Transmitted only if the vehicle speed sensor is configured.

PID 245- Total Miles

format:
PID Data
245 naaaa
a = total miles, 0.1 mile/Bit (Uns/LI)
comment: Transmitted only if the vehicle speed sensor is configured.
PID 247- Total Engine Hours

format:
PID Data
247 naaaa
a = total engine hours 0.05 hour/Bit (Uns/LI)
comment: Used to identify the total hours that the engine is operating. Time
accumulated while the engine speed is above 60 rpm.
PID 248- Total PTO Hours

format:
PID Data
248 naaaa
b = total PTO hours 0.05 hour/Bit (Uns/LI)
comment: Used to identify total engine hours the engine is operating in the following
modes:
-Hand throttle PTO
-High idle using cruise switches
PID 249- Total Engine Revolutions

format:
PID Data
249 naaaa
n= number of bytes: 4
a= total engine revolutions 1000 revolutions/Bit (Uns/SI)

PID 250- Total Fuel Used

format:
PID Data
250 naaaa
n= number of bytes: 4
a= total fuel used 0.125 gal/Bit (Uns/LI)
PID 251- Clock

format:
PID Data
251 nabc
a = Seconds 0.25 sec/Bit, range 0 to 59.75 seconds
b = Minutes 1.0 min/Bit, range 0 to 59 minutes
c = Hours 1.00 hour/Bit, range 0 to 23 hours
comment: Transmitted if clock data is considered valid. The time is broadcast in
Greenwich Mean Time.
PID 252- Date

format:
PID Data
252 nabc
a = Day 0.25 day/Bit, range 1 to 31.75 days
b = Month 1.0 month/Bit, range 1 to 12 months
c = Year - 1985 1.00 year/Bit, range 0 to 99
comment: Day of the month is scaled such that 0 is a null value, values 1, 2, 3, and 4
are the first day of the month, 5, 6, 7, 8,are the second day of the month,
etc. Transmitted if clock data is considered valid.

PID 384 - Component-Specific Request Parameter

format:
PID Data
384 ab
a = Parameter number of the requested parameter from page 2
(transmitted module 256)
b = MID of the component from which the parameter data is requested.
Only the specified component should transmit the specified
parameter. If the specified component is in the MID range 0 to 127,
its response is not defined in this document.
PID 448- Page 2 Multi-Section Parameter

update rate: Defined by specified sectioned parameter
format:
PID Data
448 n,a,b,c/d,c,c,c,c,c,c,c
n = Byte count of data that follows this character. This excludes
characters MID, PID 448, and n, but it includes a, b, c, or d type
characters.
a = PID from page 2 (PIDs 256 to 510) specifying the parameter that
has been selected.
b=
The last section number (total number of sections minus ONE)
and the current section number. The upper nibble contains the last
section number (1 to 15). The lower nibble contains the current
section number and is limited to the range 0 to 15. Section numbers
are assigned in ascending order.
c = Data portion of sectioned parameters. May be 1 to 13 characters in
the firstpacket as byte d is transmitted only in the first packet. May
be 1 to 14 characters in the middle and ending packets.
d = Total byte count of the original data. It is the same value as the byte
count of the parameter being sectioned. This character is broadcast
only in the first packet. The value must be greater than 16 but is
limited to 224.

6.3 SAE J1939 MESSAGES AND MESSAGE FORMAT

J1939 (+), J1939 (-), and J1939 Shield are used as the J1939 communication link.
The message format uses the parameter group number as the label for a group of parameters.
Each of the parameters within the group can be expressed in ASCII, as scaled data, or as function
states consisting of one or more Bits. Alphanumeric data will be transmitted with the most
significant byte first. Other parameters consisting of two or more data bytes shall be transmitted
least significant byte first. The type of data is also identified for each parameter.
The following sections identify the parameters that are supported by DDEC.
The J1939 source address can be set for various components as listed in Table 6-3.
Parameter
Group
1 EBC1 Source Address SAE J1939 0–255 33 VEPS, DRS
1 TSC1 Source Address SAE J1939 0–255 231 VEPS, DRS
1 CC1 Source Address SAE J1939 0–255 23 VEPS, DRS
1 CC2 Source Address SAE J1939 0–255 33 VEPS, DRS
1 CC3Source Address SAE J1939 0–255 49 VEPS, DRS
1 CM1 DPF Source Address SAE J1939 0–255 49 VEPS, DRS
1 CM1 Fan Source Addr1 SAE J1939 0–255 49 VEPS, DRS
1 CM1 Fan Source Addr2 SAE J1939 0–255 49 VEPS, DRS
Table 6-3 J1939 Source Address

6.3.1 SAE J1939 SUPPORTED MESSAGES
The format of SAE J1939 supported messages may be seen in the following sections.
ACC1 – Adaptive Cruise Control
Reception rate: 100 ms

Transmission rate: 1 second
Data length: 8 bytes
Data Page: 0
PDU format: 254
PDU specific: 111
PGN: 65135 (0x00FE6F)
Byte : 1 Speed of Forward Vehicle - N/A
Byte : 2 Distance to Forward Vehicle - N/A
Byte : 3 Adaptive Cruise Control Set Speed - N/A
Byte : 4 ACC Status 1
Bits: 8,7 Not Defined
Bits: 6-4 Adaptive Cruise Control Set Distance Mode - N/A
Bits: 3-1 Adaptive Cruise Control Mode (SPN 1590)
110: Error
111: Not Available
Byte : 5–6 Road Curvature - N/A
Byte : 7 Bits: 8,7 Not Defined
Bits: 5,6 ACC Distance Alert Signal–N/A
Bits: 3,4 ACC System Shutoff Warning–N/A
Bits: 1,2 ACC Target Detected–N/A
Byte : 8 Not Defined

ACK/NACK – Acknowledge / Negative Acknowledge
Transmission Rate: As Needed

Data Length: 8 bytes
Data Page: 0
PDU format: 232
PDU specific: Destination Address
Default priority: 6
PGN: 59,392 (0x00E800)
Byte: 1 Control Byte
0: Positive Acknowledgment (ACK)
1: Negative Acknowledgment (NACK)
2: Access Denied (PGN supported but access denied)
Byte: 2 Group Function Value (if applicable)- N/A
Reserved for assignment by SAE, send each of these
Bytes: 3–5
bytes as “FF”
Byte: 6–8 Parameter Group Number of requested information
AMB – Ambient Conditions
Transmission Rate: 1 sec

Data Page: 0
PDU format: 254
PDU specific: 245
Default priority: 6
PGN: 65,269 (0x00FEF5)
Byte: 1 Barometric Pressure (SPN 108)
Resolution: 0.5 kPa / Bit, 0 kPa offset
Byte: 2 Cab Interior Temperature - N/A
Bytes: 4,5 Ambient Air Temperature (SPN 171)
Resolution: 0.03125°C / Bit, -273°C offset
Byte: 6 Air Inlet Temperature (SPN 172)
Resolution: 1°C / Bit, -40°C offset
Bytes: 7,8 Road Surface Temperature - N/A

ATI2 - Aftertreatment Intake Gas 2
Transmission Repetition Rate: 500 ms

Extended Data Page: 0
Data Page: 0
PDU format: 253
PDU specific: 180
Default priority: 6
PGN: 64948 (0xFDB4)
Bytes: 1–2 Exhaust Gas Temperature 1 (SPN 3241) – N/A
Bytes: 3–4 Particulate Trap Intake Gas Temperature (SPN 3242) (CPC Rel 2 or later)
Byte: 5 Exhaust Gas Temperature 1 Preliminary FMI (SPN 3243) – N/A
Byte: 6 Particulate Trap Intake Exhaust Gas Temperature Preliminary FMI – N/A
ATO2 - Aftertreatment Outlet Gas 2
Transmission Repetition Rate: 500 ms

Data Page: 0
PDU format: 253
PDU specific: 179
Default priority: 6
PGN: 64947 (0xFDB3)
Bytes: 1–2 Exhaust Gas Temperature 3 (SPN 3245) – N/A
Bytes: 3–4 Particulate Trap Outlet Gas Temperature (SPN 3246) (CPC Rel 2 or later)
Byte: 5 Exhaust Gas Temperature 3 Preliminary FMI (SPN 3247) – N/A
Byte: 6 Particulate Trap Outlet Exhaust Gas Temperature Preliminary FMI – N/A

CCSS – Cruise Control / Vehicle Speed Setup
Transmission Rate : On Request

Data Page: 0
PDU format: 254
PDU specific: 237
Default priority: 6
PGN: 65,261 (0x00FEED)
Byte: 1 Maximum Vehicle Speed Limit (SPN 74)
Resolution: 1 km/h / Bit, 0 km/h offset
Byte: 2 Cruise Control High Set Limit Speed. (SPN 87)
Byte: 3 Cruise Control Low Set Limit Speed (SPN 88)
Bytes: 4-8 Not Defined

CCVS – Cruise Control / Vehicle Speed
Transmission/Reception Rate: 100 ms

Data Page: 0
PDU format: 254
PDU specific: 241
Default priority: 6
PGN: 65,265 (0x00FEF1)
Byte: 1 Measured_SW1
Bits: 6,5 Cruise Control Pause Switch (SPN 1633)
00: Off
01: On
10: Error
11: Take No Action
Bits: 4,3 Parking Brake Switch (SPN 70)
00: Park Brake Not Set
01: Park Brake Set
10: Error
11: Not Configured
Bits: 2,1 Two Speed Axle Switch (SPN 69)
00: Low Speed Range
01: High Speed Range
10: Error
11: Not Configured
Byte: 2,3 Wheel Based Vehicle Speed (SPN 84)
Resolution: 1/256 km/h, 0 km/h Offset
Byte: 4 Measured_CC_SW1
Bits: 8,7 Clutch Switch (SPN 598)
00: Clutch Pedal Released
01: Clutch Pedal Depressed
10: Error
11: Not Configured
Bits: 6,5 Service Brake Switch (SPN 597)
00: Brake Pedal Released
01: Brake Pedal Depressed
10: Error
11: Not Configured
Bits: 4,3 Cruise Control Enable Switch (SPN 596)
00: Cruise Control Disabled
01: Cruise Control Enabled
10: Error
11: Not Configured

Bits: 2,1 Cruise Control Active (SPN 595)

00: Cruise Control Off
01: Cruise Control On
10: Error
11: Not Configured
Byte: 5 Measured _CC_SW2
Bits: 8,7 Cruise Control Accelerate Switch (SPN 602)
00: Accelerate Switch Off
01: Accelerate Switch On
10: Error
11: Not Configured
Bits: 6,5 Cruise Control Resume Switch (SPN 601)
00: Resume Switch Off
01: Resume Switch On
10: Error
11: Not Configured
Bits: 4,3 Cruise Control Coast Switch (SPN 600)
00: Coast Switch Off
01: Coast Switch On
10: Error
11: Not Configured
Bits: 2,1 Cruise Control Set Switch (SPN 599)
00: Set Switch Off
01: Set Switch On
10: Error
11: Not Configured
Byte: 6 Cruise Control Set Speed (SPN 86)
Resolution: 1 km/h/Bit, 0 km/h Offset
Byte: 7 State_CC
Bits: 8–6 Cruise Control State (SPN 527)
000: Off/Disabled
001: Hold
010: Accelerate
011: Decel/Coast
100: Resume
101: Set
110: Accelerator Override
111: Not Available
Bits: 5-1 PTO State - (SPN 976)
00000: Disabled/Off
00001: Hold
00010: Remote Hold
00100: Remote Standby

00101: Set
00110: Decelerate/Coast
00111: Resume
01000: Accelerate
01001: Accelerator Override
01010: Programmed Speed 1
11111: Not Available
Byte: 8 Measured_Idle_SW1
Bits: 8,7 Engine Shutdown Override Switch (SPN 1237)
00: Switch Off
01: Switch On
11: Not Configured
Bits: 6,5 Engine Test Mode Switch – N/A
Bits: 4,3 Idle Decrement Switch (SPN 967)
00: Off
01: On
Bits: 2,1 Idle Increment Switch (SPN 968)
00: Off
01: On

CI – Component Identification

Data Page: 0
PDU format: 254
PDU specific: 235
Default priority: 6
PGN: 65,259 (0x00FEEB)
Bytes: 1-5 Make (SPN 586) – ASCII
Byte: 6 * - Delimiter
Bytes 7–14: Engine Model Number (SPN 587) – ASCII
Byte: 16–25 Engine Serial Number (SPN 588) – ASCII
Byte: 27–36 Unit Number (Power Unit) (SPN 233) - ASCII
DDEC VI also supports an alternate format of the component identification data to
Note:
satisfy an AGS2 transmission.
Example: Series 60 – DTDSC*606HG6E*00R01234567**
MBE900 – MRCBN*926N07*123456**
MBE4000 – MRCBN*460N07*123456**
CM1 – Cab Message1
Transmission 1 sec
Rate:
Data Page: 0
PDU Format: 224
PDU Specific: 218
Default Priority: 6
PGN: 57, 344(0x00E00016)
Byte: 1 Requested Percent Fan Speed (SPN 986)
Resolution: 0.4%/Bit, 0 offset
Bytes: 2 – 3 Cab Interior Temperature Command – N/A
Byte: 4
Bits: 2–1 Auxiliary Heater Coolant Pump Request – N/A
Bits: 4–3 Battery Main Switch Hold Request – N/A
Bits: 6–5 Operator Seat Direction Switch – N/A
Bits: 8–7 Seat Belt Switch – N/A
Byte: 5

Bits: 8–7 Vehicle Speed Governor Enable Switch — N/A

Bits: 6–5 Vehicle Limiting Speed Governor Increment Switch – N/A
Bits: 4–3 Vehicle Limiting Speed Governor Decrement Switch – N/A
Bits: 2–1 Not Defined
Byte: 6
Bits: 4–3 Particulate Trap Regeneration Force Switch (SPN 3696)
00: Not Active
01: Active
10: Error
11: Not Available
Bits: 2–1 Particulate Trap Regeneration Inhibit Switch (SPN 3695)
00: Not Active
01: Active
10: Error
11: Not Available
Byte: 7
Bits: 8–7 Request Cab Zone Heating— N/A
Bits: 6–5 Request Engine Zone Heating – N/A
Bits: 4–1 Auxiliary Heater Mode Request– N/A
Byte: 8 Selected Maximum Vehicle Speed Limit – N/A

DM1 – Active Diagnostic Trouble Codes
Transmission / Whenever a DTC becomes an active fault and at a normal update rate
Reception Rate: of one second or longer, and then becomes inactive, a DM1 message
will be transmitted to reflect this state change. If a different DTC
changes state within one second update period, a new DM1 message is
transmitted to reflect this new DTC.
Data Length: Variable
Data Page: 0
PDU Format: 254
PDU Specific: 202
Default Priority: 6
PGN: 65226 (0x00FECA)
Byte: 1 Bits: 8–7 Malfunction Indicator Lamp Status (SPN 1213)
00: Lamp Off
01: Lamp On
10: Error
11: Not Available
Bits: 6–5 Red Stop Lamp Status (SPN 623)
00: Lamp Off
01: Lamp On
10: Error
11: Not Available
Bits: 4–3 Amber Warning Lamp Status (SPN 624)
00: Lamp Off
01: Lamp On
10: Error
11: Not Available
Bits: 2–1 Protect Lamp Status (SPN 987) – N/A
Byte: 2 Bits: 8–1 Reserved for SAE assignment Lamp Status
Byte: 3 Bits: 8–1 SPN, 8 least significant bits of SPN (SPN 1214)
(most significant at bit 8)
Byte: 4 Bits: 8–1 SPN, second byte of SPN
Byte: 5 Bits: 8–6 SPN, 3 most significant bits
Bits: 5–1 FMI (SPN 1215)
Byte: 6 Bit: 8 SPN Conversion Method (SPN 1706)
Bits: 7–1 Occurrence Count (SPN 1216)

Byte: 7 Bits: 8–1 Not Defined

DM2 – Previously Active Diagnostic Trouble Codes
Transmission Rate: On Request

Data Page: 0
PDU Format: 254
PDU Specific: 203
Default Priority: 6
PGN: 65227 (0x00FECB)
Byte: 1 Bits: 8–7 Malfunction Indicator Lamp Status (SPN 1213)
00: Lamp Off
01: Lamp On
10: Error
11: Not Available
Bits: 6–5 Red Stop Lamp Status (SPN 623)
00: Lamp Off
01: Lamp On
10: Error
11: Not Available
Bits: 4–3 Amber Warning Lamp Status (SPN 624)
00: Lamp Off
01: Lamp On
10: Error
11: Not Available
Bits: 2–1 Protect Lamp Status (SPN 987) – N/A
Byte: 2 Bits: 8–1 Reserved for SAE Assignment Lamp Status
Byte: 3 Bits: 8–1 SPN, 8 least significant bits of SPN (most significant at bit
8) (SPN 1214)
Byte: 4 Bits: 8–1 SPN, second byte of SPN (most significant at bit 8) (SPN
1214)
Byte: 5 Bits: 8–6 SPN, 3 most significant bits (most significant at bit 8) (SPN
1214)
Bits: 5–1 FMI (most significant at bit 5) (SPN 1215)
Byte: 6 Bit: 8 SPN conversion Method (SPN 1706)
Bits: 7–1 Occurrence count (SPN 1216)

DM3 - Diagnostic Data Clear/Reset of Previously Active DTCs
Reception Rate: On Request using PGN 59904

Data Length: 0
Data Page: 0
PDU Format: 254
PDU Specific: 204
Default Priority: 6
PGN: 65,228 (0x00FECC)
Note: All of the non-permanent diagnostic information pertaining to previously active (inactive)
visible diagnostic trouble codes will be erased when this PG is requested. The diagnostic data
associated with active trouble codes will not be affected. Upon reception of this PG request,
DDEC will respond with a Positive Acknowledgement (ACK). This message clears both CPC
and MCM previously active DTCs.
DM11 — Diagnostic Data Clear/Reset for Active DTCs
Reception Rate: On Request Using PGN 59904

Data Length: 0
Data Page: 0
PDU Format: 254
PDU Specific: 211
Default Priority: 6
PGN: 65,235 (0x00FED3)
Note: All of the non-permanent diagnostic information pertaining to active visible diagnostic
trouble codes will be erased when this PG is requested. The diagnostic data associated with
previously active (inactive) trouble codes will not be affected. Upon reception of this PG
request, DDEC will respond with a Positive Acknowledgement (ACK). This message clears
both CPC and MCM previously active DTCs.

DM13 — Stop Start Broadcast
Reception Rate : As Received

Data Page: 0
PDU format: 223
Default priority: 3
PGN: 57,008 (0x00DF00)
Byte: 1 SAE Primary Links
Bits: 8, 7 Current Data Link (SPN 1230)
00: Stop Broadcast
01: Start Broadcast
11: Don't Care
Bits: 6, 5 J1587 * (SPN 608)
00: Stop Broadcast
01: Start Broadcast
11: Don't Care
Bits: 4, 3 J1922 (SPN 622) – N/A
Bits: 2, 1 J1939 Network #1, Primary Vehicle Network (SPN 639)
00: Stop Broadcast
01: Start Broadcast
11: Don't Care
Byte: 2 Other Networks #1
Bits: 8, 7 J1939 Network #2 - N/A
Bits: 6, 5 ISO 9141 - N/A
Bits: 4, 3 J1850 - N/A
Bits: 2, 1 Other, Manufacture Specified Port - N/A
Byte: 3 Other Networks #2
Bits: 8, 7 J1939 Network #3 - N/A
Byte: 4 Control Flags
Bits: 8–5 Hold Signal (SPN 1236)
0000: All Devices
0001: Devices whose broadcast state has been modified
0010–1110: Not Defined
1111: N/A
Bits: 4–1 Suspended Signal – N/A
Byte: 5–6 Suspended Duration – N/A
Byte: 7–8 SAE Reserved

EBC1 – Electronic Brake Controller #1

Data Page: 0
PDU format: 240
PDU specific: 1
Default priority: 6
PGN: 61,441 (0x00F001)
Byte : 1 Status EBC1
Bits: 1-2 ASR Brake Control Active – N/A
Bits: 3-4 Anti-Lock Braking (ABS) Active (SPN 563)
00: ABS Passive but installed
01: ABS Active
Bits: 5-6
10: Reserved
11: Not Available
Bits: 7-8 EBS Brake Switch – N/A
Byte: 2 Brake Pedal Position – N/A
Byte: 3 Status EBC2
Bits: 1-2 ABS Off-Road Switch – N/A
Bits: 3-4 ASR Off-Road Switch – N/A
Bits: 5-6 ASR “Hill Holder” Switch – N/A
Bits: 7-8 Traction Control Override Switch – N/A
Byte: 4 Measured Aux.1
Bits: 1-2 Accelerator Interlock Switch – N/A
Bits: 3-4 Engine Derate Switch – N/A
Bits: 5-6 Auxiliary Engine Shutdown Switch – N/A
Bits: 7-8 Remote Accelerator Enable Switch (SPN 969)
00: Off
01: On
Byte: 5 Engine Retarder Selection (SPN 973)
Resolution: 0.4% / Bit, 0% Offset
Byte: 6 EBC Lamp Status – N/A
Byte: 7 Source Address of Controlling Device for Brake Control – N/A
Byte: 8 Not Defined

EBC2 – Wheel Speed Information
Reception Rate : 100 ms

Data Page: 0
PDU format: 254
PDU specific: 191
Default priority: 6
PGN: 65,215
Bytes : 1, 2 Front Axle Speed (SPN 904)
Resolution: 1/256 km/h per bit, 0 offset
Byte: 3 Relative Speed, Front Axle, Left Wheel – N/A
Byte: 4 Relative Speed, Front Axle, Right Wheel – N/A
Byte: 5 Relative Speed, Front Axle #1, Left Wheel – N/A
Byte: 6 Relative Speed, Front Axle #1, Right Wheel – N/A
Byte: 7 Relative Speed, Front Axle #2, Left Wheel – N/A
Byte: 8 Relative Speed, Front Axle #2, Right Wheel – N/A

EC – Engine Configuration
Transmission Rate : 5 sec.

Data Page: 0
PDU format: 254
PDU specific: 227
Default priority: 6
PGN: 65,251 (0x00FEE3)
Bytes: 1,2 Engine Speed At Idle, Point 1 (SPN 188)
Resolution: 0.125 rpm / Bit, 0 rpm offset
Byte: 3 Percent Torque At Idle, Point 1 (SPN 539)
Resolution: 1% / Bit, -125% offset
Bytes: 4, 5 Engine Speed At Point 2 (SPN 528)
Byte: 6 Percent Torque At Point 2 (SPN 540)
Bytes: 7,8 Engine Speed At Point 3 (SPN 529)
Bytes: 16, 17 Engine Speed At High Idle, Point 6 (SPN 532)
Bytes: 18, 19 Engine Gain (KP) Of Endspeed Governor - N/A
Bytes: 20, 21 Reference Engine Torque (SPN 544)
Resolution: 1 Nm / Bit, 0 Nm offset
Byte: 22, 23 Maximum Momentary Engine Override Speed, Point 7 (SPN 533)
Byte: 24 Maximum Momentary Engine Override Time Limit (SPN 534)
Resolution: 0.1 s / Bit, 0 s offset
Byte: 25 Requested Speed Control Range Lower Limit - 300 RPM – N/A

Byte: 26 Requested Speed Control Range Upper Limit – N/A

Byte: 27 Requested Torque Control Range Lower Limit – N/A
Byte: 28 Requested Torque Control Range Upper Limit – N/A
Extended Range Requested Speed Control Range Upper Limit
Byte 29,30
— N/A
Byte 31,32 Engine Moment of Inertia (SPN 1794)
Resolution: 0.004 kgm2/Bit, 0 kgm 2/Bit Offset
Byte 33,34 Default Engine Torque Limit — N/A

EEC1 – Electronic Engine Controller #1
Transmission Rate: 10 ms
Data Page: 0
PDU format: 240
PDU specific: 4
Default priority: 3
PGN: 61,444 (0x00F004)
Byte : 1 Status_EEC1
Bits: 8-5 Not Defined
Bits: 4-1 Engine / Retarder Torque Mode (SPN 899)
0000: Low Idle Governor
0001: Accelerator Pedal
0010: Cruise Control
0011: PTO Governor
0100: Road Speed Governor
0101: ASR Control
0110: Transmission Control
0111: ABS Control
1000: Torque Limiting
1001: High Speed Governor
1010: Braking System
1011: Remote Accelerator - N/A
1100: Not Defined
1101: Not Defined
1110: Other
1111: Not Available
Byte: 2 Drivers Demand Engine - Pct Torque (SPN 512)
Byte: 3 Actual Engine - Percent Torque (SPN 513)
Bytes: 4,5 Engine Speed (SPN 190)
Byte: 6 Source address of controlling device for engine control (SPN 1483)
Bits: 1–4 Engine Starter Mode (SPN 1675)
0000: Start Not Requested
0001: Starter Active, Gear Not Engaged
0010: Starter Active, Gear Engaged
0011: Start Finished; Starter Not Active After Having Been Actively
Engaged
0100: Starter Inhibited Due To Engine Already Running

0101: Starter Inhibited Due To Engine Not Ready For Start

(preheating)
0110: Starter Inhibited Due To Driveline Engaged Or Other
Transmission Inhibit
0111: Starter Inhibited Due To Active Immobilizer
1000: Starter Inhibited Due To Starter Over-Temp
1001-1011: Reserved
1100: Starter Inhibited - Reason Unknown
1101: Error
1110: Error
1111: Not Available
Byte: 8 Engine Demand–Percent Torque (SPN 2432)

Transmission/Reception Rate : 50 ms
Data Page: 0
PDU format: 240
PDU specific: 3
Default priority: 3
PGN: 61,443 (0x00F003)
Byte: 1 Status_EEC2
Bits: 8-7 Accelerator Pedal 2 Low Idle Switch — N/A
Bits: 6-5 Road Speed Limit Status (SPN 1437)
00: Active
01: Not Active
Bits: 4-3 AP Kickdown Switch (SPN 559)
00: Kickdown Passive
01: Kickdown Active
11: Not Configured
Bits: 2,1 AP Low Idle Switch (SPN 558)
00: Not In Low Idle Condition
01: In Low Idle Condition
10: Error Detected
11: Not Configured
Byte: 2 Accelerator Pedal Position (TPS) (SPN 91)
Resolution: 0.4% / Bit, 0% offset
Byte: 3 Percent Load At Current Speed (SPN 92)
Resolution: 1% / Bit, 0% offset
Byte: 4 Remote Accelerator (SPN 974)
Resolution: 0.4% / Bit, 0% offset
Byte: 5 Accelerator Pedal Position 2 (SPN 29) — N/A
Byte: 6 Vehicle Acceleration Rate Limit Status
Bits: 2–1 Vehicle Acceleration Limit Status (SPN 2979)
00: Limit Not Active
01: Limit Active
10: Reserved
11: Not Defined
Byte: 7 Actual Maximum Available Engine percent Torque – N/A
Byte: 8 Not Defined

Transmission Rate : 250 ms

Data Page: 0
PDU format: 254
PDU specific: 223
Default priority: 6
PGN: 65,247 (0x00FEDF)
Byte: 1 Nominal Friction - Percent Torque (SPN 514)
Resolution: 1%/Bit, -125% Offset
Bytes: 2,3 Engine's Desired Operating Speed (SPN 515)
Resolution: 0.125 rpm/Bit, 0 rpm Offset
Byte 4: Engine's Desired Operating Speed Asymmetry Adjustment (SPN 519)
Ratio: 0 to 250
Byte 5: Engine Controlled Cooling Fan Losses – Percent Torque (SPN 2978)
Resolution: 1%/Bit, -125% Offset
Byte: 6–7 Exhaust Gas Mass (SPN 3236) — N/A
Byte: 8 After-Treatment
Bits: 7-8 After-Treatment Intake Dew Point Message – N/A
Bits: 5-6 After-Treatment Exhaust Dew Point Message – N/A
Bits: 3-4 After-Treatment Intake Dew Point Message – N/A
Bits: 1-2 After-Treatment Exhaust Dew Point Message – N/A

Data Page: 0
PDU format: 254
PDU specific: 190
Default priority: 7
PGN: 65,214 (0x00FEBE)
Bytes: 1,2 Rated Engine Power (SPN 166)
0.5 kW / Bit, 0 kW offset (0.67 hp / Bit, 0 hp
Resolution:
offset)
Bytes: 3,4 Rated Engine Speed (SPN 189)

EFL/P1 – Engine Fluid Level/Pressure1

Data Page: 0
PDU format: 254
PDU specific: 239
Default priority: 6
PGN: 65,263 (0x00FEEF)
Byte: 1 Fuel Delivery Pressure (SPN 94)
Resolution: 4 kPa / Bit, 0 kPa Offset
Byte: 2 Extended Crankcase Blowby Pressure – N/A
Byte: 3 Engine Oil Level (SPN 98)
Resolution: Resolution: 0.4%/Bit, 0% Offset
Byte: 4 Engine Oil Pressure (SPN 100)
Byte: 5,6 Crankcase Pressure (SPN 101)
Resolution: 1/128 kPa / Bit, –250 kPa Offset
Byte: 7 Coolant Pressure (SPN 109 )
Coolant Level – (SPN 111)
Byte: 8
Resolution: 0.4%/Bit, 0% Offset
EFL/P2 – Engine Fluid Level/Pressure #2

Data Page: 0
PDU format: 254
PDU specific: 219
Default priority: 6
PGN: 65,243 (0x00FEDB)
Bytes: 1,2 Injection Control Pressure - N/A
Bytes: 3,4 Injector Metering Rail Pressure (SPN 157)
Resolution: 1/256 MPa / Bit, 0 MPa offset
Bytes: 5,6 Injector Timing Rail 1 Pressure–N/A
Bytes: 7,8 Injector Metering Rail 2 Pressure–N/A

ERC1 - Electronic Retarder Controller #1

Data Page: 0
PDU format: 240
PDU specific: 0
Default priority: 6
PGN: 61,440 (0x00F000)
Byte : 1 Status_ERC1
Bits: 8,7 Retarder Enable - Shift Assist Switch (SPN 572)
00: Retarder Brake Assist Disabled
01: Retarder Brake Assist Enabled
10: Error
11: Not Available
Bits: 6,5 Retarder Enable - Brake Assist Switch (SPN 571)
00: Retarder Brake Assist Disabled
01: Retarder Brake Assist Enabled
10: Error
11: Not Available
Bits: 4-1 Engine/Retarder Torque Mode (SPN 900)
0000: No Request (default)
0001: Operator Selection
0011: Cruise Control
0011: PTO Governor
0100: Road Seed Governor – N/A
0101: ASR Control
0110: Transmission Control
0111: ABS Control
1000: Torque Limiting – N/A
1001: High Speed Governor – N/A
1010: Braking System
1011: Remote Accelerator – N/A
1100: Not Defined
1101: Not Defined
1110: Other
1111: Not Defined
Byte: 2 Actual Retarder - Percent Torque (SPN 520)
Resolution: 1%/Bit, –125% Offset
Byte: 3 Intended Retarder Percent Torque - N/A
Byte: 4
Bits: 3,4 Retarder Requesting Brake Light – N/A
Bits: 1,2 Engine Coolant Load Increase – N/A
Byte: 5 Source address of controlling device for retarder control (SPN 1480)

Resolution: 1 Source Address/Bit, 0 Offset

Byte: 6 Drivers Demand Retarder–Percent Torque–N/A
Byte: 7 Retarder Selection, non-engine (SPN 1716)
Resolution: 0.4%/Bit, 0 Offset
Byte: 8 Actual Maximum Available Retarder–Percent Torque–N/A
ET1 – Engine Temperature #1
Transmission Rate : 1 sec

Data Page: 0
PDU format: 254
PDU specific: 238
Default priority: 6
PGN: 65,262 (0x00FEEE)
Byte: 1 Engine Coolant Temperature (SPN 110)
Byte: 2 Fuel Temperature (SPN 174)
Bytes: 3,4 Engine Oil Temperature (SPN 175)
Bytes: 5,6 Turbo Oil Temperature -N/A
Byte: 7 Engine Intercooler Temperature (SPN 52)
Byte 8: Engine Intercooler Thermostat Opening–N/A
ET2 – Engine Temperature #2

Data Page: 0
PDU format: 254
PDU specific: 164
Default priority: 6
PGN: 65,188 (00FEA416)
Bytes: 1–2 Engine Oil Temperature 2 – N/A
Bytes: 3–4 Engine ECU Temperature (SPN 1136)
Resolution: 0.01325°C/Bit, –273°C offset
Bytes: 5–6 Exhaust Gas Recirculation Differential Pressure (SPN 411)
Resolution: 1/128 kPa/Bit, –250 kPa offset
Bytes: 7–8 Exhaust Gas Recirculation Temperature (SPN 412)

ETC1 – Electronic Transmission Controller #1
Data Page: 0
PDU format: 240
PDU specific: 2
Default priority: 3
PGN: 61,442 (0x00F002)
Byte : 1 Status_ETC1
Bits: 6,5 Shift in Progress (SPN 574)
00: Shift is not in process
01: Shift in process
11: Not Available
Bits: 4,3 Torque Converter Lockup Engaged (SPN 573)
00: Torque Converter Lockup Disengaged
01: Torque Converter Lockup Engaged
11: Not Available
Bits: 2,1 Driveline Engaged (SPN 560)
00: Driveline Disengaged
01: Driveline Engaged
11: Not Available
Byte: 2,3 Output Shaft Speed (SPN 191)
Byte: 4 Percent Clutch Slip (SPN 522)
Resolution: 0.4%/Bit, 0% Offset
Byte: 5 Command_ETC1
Bits: 4-3 Progressive Shift Disabled (SPN 607)
00: Progressive Shift is Not Disabled
01: Progressive Shift Is Disabled
11: Take No Action
Bits: 2,1 Momentary Engine Overspeed Enable (SPN 606)
00: Momentary Engine Overspeed Is Disabled
01: Momentary Engine Overspeed Is Enabled
11: Not Available
Bytes: 6,7 Input Shaft Speed (SPN 161)
Resolution: 0.125 rpm/Bit, 0 Offset
Source Address of Controlling Device for Transmission
Byte: 8
Control–N/A

ETC2 – Electronic Transmission Controller #2

Data Page: 0
PDU format: 240
PDU specific: 5
Default priority: 6
PGN: 61,445 (0x00F005)
Byte : 1 Transmission Selected Gear (SPN 524)
Resolution: 1 Gear Value / Bit, –125 Offset
Byte: 2,3 Transmission Actual Gear Ratio – N/A
Byte: 4 Transmission Current Gear (SPN 523)
Resolution: 1 Gear Value/Bit, – 125 Offset
Byte: 5-6 Transmission Requested Range – N/A
Byte: 7-8 Transmission Current Range – N/A

ETC7 – Electronic Transmission Controller 7

Data Length: 8
Data Page: 0
PDU format: 254
PDU specific: 74
Default priority: 6
PGN: 65,098
Byte : 1 Transmission Request State
Transmission Requested Range Display Flash State (SPN 1849)
Bits: 8,7
– N/A
Transmission Requested Range Display Blank State (SPN 1850)
Bits: 6,5
– N/A
Byte: 2 Transmission Switches
Bits: 7,8 Transmission Shift Inhibit Indicator (SPN 1851) – N/A
Bits: 5,6 Transmission Engine Crank Enable (SPN 2900)
00: Cranking disabled; engine cranking is prohibited by the
transmission type
01: Cranking enabled; engine cranking is allowed by
transmission
10: Error
11: Not Available
Bits: 3,4 Active Shift Console Indicator (SPN 2945) – N/A
Bits: 1,2 Transmission ready for Brake Release (SPN 3086) – N/A
Byte: 3 Transmission Mode Indicators
Bits: 7,8 Bits: 7,8 Transmission Mode 1 Indicator (SPN 2536) – N/A
Bits: 5,6 Bits: 5,6 Transmission Mode 2 Indicator (SPN 2537) – N/A
Bits: 3,4 Transmission Mode 3 Indicator (SPN 2538) – N/A
Bits: 1,2 Transmission Mode 4 Indicator (SPN 2539) – N/A
Byte: 4 Transmission Requested Gear Feedback (SPN 3289) – N/A
Bytes: 5,6 Not Defined

FD – Fan Drive

Data Page: 0
PDU Format: 254
PDU Specific: 189
Default Priority: 6
PGN: 65, 213 (Ox00FEBD)
Byte: 1 Estimated Percent Fan Speed (SPN 975)
Resolution: 0.4%/bit, 0% offset
Byte: 2 Fan Drive State (SPN 977)
0000: Fan Off
0001: Engine System General
0010: Excessive Engine Air Temperature
0011: Excessive Engine Oil Temperature
0100: Excessive Engine Coolant Temperature
0101: Excessive Transmission Oil Temperature
0110: Excessive Hydraulic Oil Temperature
0111: Default Operation
1000: Not Defined
1001: Manual Control
1010: Transmission Retarder
1011: A/C System
1100: Timer
1101: Engine Brake
1110: Other
1111: Not Available
Bytes: 3–4 Fan Speed (SPN 1639)
Resolution: 0.125 rpm/bit, 0 rpm offset
Bytes: 5–8 Not Defined

Hours – Engine Hours, Revolutions

Data Length: 8 Bytes
Data Page: 0
PDU Format: 254
PDU Specific: 229
Default Priority: 6
PGN: 65,253 (0x00FEE5)
Bytes: 1–4 Total Engine Hours (SPN 247)
Resolution: 0.05 hr/bit, 0 hr/bit offset
Bytes: 5–8 Total Engine Revolutions (SPN 249)
Resolution: 1000 rev/bit, 0 rev/bit offset
IC1 – Inlet/Exhaust Conditions #1

Data Page: 0
PDU Format: 254
PDU Specific: 246
Default Priority: 6
PGN: 65,270 (0x00FEF6)
Byte: 1 Particulate Trap Inlet Pressure — N/A
Byte: 2 Boost Pressure (SPN 102)
Resolution: 2 kPa / Bit, 0 kPa / Bit Offset
Byte: 3 Intake Manifold Temperature (SPN 105)
Resolution: 1°C / Bit, -40°C / Bit Offset
Byte: 4 Air Inlet Pressure (SPN 106)
Resolution: 2 kPa / Bit, 0kPa / Bit Offset
Byte: 5 Air Filter Differential Pressure (SPN 107)
Resolution: 0.05 kPa / Bit, 0 kPa Offset
Byte: 6 Exhaust Gas Temperature (SPN 173)
Resolution: 0.03125°C / Bit, –273°C Offset
Byte: 8 Coolant Filter Differential Pressure — N/A

IO — Idle Operation

Data Page: 0
PDU format: 254
PDU specific: 220
Default priority: 6
PGN: 65,244 (0x00FEDC)
Bytes: 1-4 Total Idle Fuel Used (SPN 236)
Resolution: 0.5 L / Bit, 0 L offset
Bytes: 5-8 Total Idle Hours (SPN 235)
Resolution: 0.05 hr / Bit, 0 hr offset
LFC – Fuel Consumption (Liquid)

Data Page: 0
PDU Format: 254
PDU Specific: 233
Default Priority: 6
PGN: 65,257 (0x00FEE9)
Bytes: 1–4 Trip Fuel (SPN 182)
Resolution: 0.05 L/bit, 0 L/bit offset
Bytes: 5–8 Total Fuel Used (SPN 250)
Resolution: 0.05 L/bit, 0 L/bit offset

LFE – Fuel Economy (Liquid)

Data Page: 0
PDU Format: 254
PDU Specific: 242
Default Priority: 6
PGN: 65,266 (0x00FEF2)
Bytes: 1,2 Fuel Rate (SPN 183)
Resolution: 0.05 L/h/bit, 0 km/L offset
Bytes: 3,4 Instantaneous Fuel Economy (SPN 184)
Resolution: 1/512 km/ l/bit, o km/ l offset
Bytes: 5–6 Average Fuel Economy (SPN 185)
Resolution: 1/512 km/ l/bit, o km/ l offset
Byte: 7 Throttle Position (SPN 51)
Resolution: 0.4%/Bit, 0% offset
Byte: 8 Not Defined

PTC1 – Particulate Trap Control 1
Transmission 1 second or on change

Reception Rate:

Data Page: 0
PDU Format: 253
PDU Specific: 124
Default Priority: 6
PGN: 64, 892 (OxFD7C)
Byte: 1
Bits: 8–4 Reserved
Bits: 3–1 Particulate Trap Lamp Command (SPN 3697)
000: Off
001: On – solid
010: Reserved for SAE assignment
100: On – fast blink (1 HZ)
111: Not Available
Byte: 2
Bit: 8 Reserved
Bits: 7–5 Particulate Trap Status (SPN 3701) – N/A
Bits: 4–3 Particulate Trap Active Regeneration Status (SPN 3700)
00: Not Active
01: Active
10: Regeneration needed – automatically initiated active
regeneration imminent
11: Not Available
Bits: 2–1 Particulate Trap Passive Regeneration Status (SPN 3699)
— N/A
Byte: 3
Bits: 8–7 Particulate Trap Active Regeneration Inhibited Due to
Service Brake Active (SPN 3705) – N/A


Clutch (SPN 3704)
00: Not Inhibited
01: Inhibited
11: Not Available
Inhibit Switch (SPN 3703)
00: Not Inhibited
01: Inhibited
11: Not Available
Bits: 2–1 Particulate Trap Active Regeneration Inhibited Status
(SPN 3702)
00: Not Inhibited
01: Inhibited
11: Not Available
Byte 4
Vehicle Speed Above Allowed Speed (SPN 3709)
00: Not Inhibited
01: Inhibited
11: Not Available
Bits: 6–5 Particulate Trap Active Regeneration Inhibited Due to Out
of Neutral (SPN 3708) – N/A
Accelerator Pedal Off Idle (SPN 3707)
00: Not Inhibited
01: Inhibited
11: Not Available
PTO Active (SPN 3706)
00: Not Inhibited
01: Inhibited
11: Not Available
Byte: 5
System Timeout (SPN 3713) – N/A


System Fault Active (SPN 3712) – N/A
Low Exhaust Gas Temperature (SPN 3711) – N/A
Parking Brake Not Set (SPN 3710)
00: Not Inhibited
01: Inhibited
11: Not Available
Byte: 6
Vehicle Speed Below Allowed Speed (SPN 3717) – N/A
Engine Not Warmed Up (SPN 3716) – N/A
Permanent System Lockout (SPN 3715) – N/A
Temporary System Lockout (SPN 3714) – N/A
Byte: 7
Bits: 8–6 Reserved
Bits: 5–3 Exhaust System High Temperature Lamp Command (SPN
3698)
000: Off
001: On – solid
100: On – fast blink (1 HZ)
111: Not Available
Bits: 2–1 Particulate Trap Automatic Active Regeneration Initiation
Configuration (SPN 3718) — N/A
Byte: 8 Not Defined

PTO – Power Takeoff Information

Data Page: 0
PDU format: 254
PDU specific: 240
Default priority: 6
PGN: 65,264 (0x00FEF0)
Byte: 1 Power Takeoff Oil Temperature - N/A
Byte: 2,3 Power Takeoff Speed - N/A
Byte: 4,5 Power Takeoff Set Speed (SPN 187)
Byte: 6 Measured_PTO_1
Bits: 6,5 Remote PTO Variable Speed Control Switch - N/A
Remote PTO Preprogrammed Speed Control Switch
Bits: 4,3
(SPN 979)
00: Switch Off
01: Switch On
11: Not Configured
Bits: 2,1 PTO Enable Switch (SPN 980)
00: Switch Off
01: Switch On
11: Not Configured
Byte: 7 Measured_PTO_2
Bits: 8,7 PTO Accelerate Switch (SPN 981)
00: Switch Off
01: Switch On
11: Not Configured
Bits: 6,5 PTO Resume Switch (SPN 982)
00: Switch Off
01: Switch On
11: Not Configured
Bits: 4,3 PTO Coast/Decelerate Switch (SPN 983)
00: Switch Off
01: Switch On
11: Not Configured
Bits: 2,1 PTO Set Switch (SPN 984)
00: Switch Off
01: Switch On
11: Not Configured
Byte: 8 Not Defined

RC – Retarder Configuration
Transmission Rate: 5 sec or upon receipt of a destination specific request

Data Page: 0
PDU Format: 254
PDU Specific: 225
Default Priority: 6
PGN: 65, 249 (OxOOFEE1)
Byte: 1 Type and Location
Bits: 8–5 Retarder Location (SPN 902)
0000: Engine Compression Release Brake
0001: Engine Exhaust Brake
0010: Transmission Input
0011: Transmission Output
0100: Driveline
0101: Trailer
0110: Not Defined
0111: Not Defined
1000: Not Defined
1001: Not Defined
1010: Not Defined
1011: Not Defined
1100: Not Defined
1101: Not Defined
1110: Other
1111: Not Available
Bits: 4–1 Retarder Type (SPN 901)
0000: Electric/Magnetic
0001: Hydraulic
0011: Cooled Friction
0011: Compression Release (Engine Retarder)
0100: Exhaust
0101: Not Defined
0110: Not Defined
0111: Not Defined
1000: Not Defined
1001: Not Defined
1010: Not Defined
1011: Not Defined

1100: Not Defined

1101: Not Defined
1110: Other
1111: Not Available
Byte: 2 Retarder Control Method (SPN 557)
0 – DVB
1 – Konstandrossel
2 – Low/High Compression
3 – Low/Med/High Compression
255 — Not Configured
Bytes: 3–4 Retarder Speed at Idle, Point 1 (SPN 546)
Byte: 5 Percent Torque at Idle, Point 1 (SPN 551)
Resolution: 1%/Bit, –125% offset
Bytes: 6,7 Maximum Retarder Speed, Point 2 (SPN 548)
Resolution: 0.125 rpm/Bit, 0 rpm offset
Byte: 8 Percent Torque at Maximum Speed, Point 2 (SPN 552)
Bytes: 9,10 Retarder Speed, Point 3 (SPN 549)
Byte: 11 Percent Torque, Point 3 (SPN 553)
Bytes: 12, 13 Retarder Speed, Point 4 (SPN 550)
Byte: 14 Percent Torque, Point 4 (SPN 554)
Bytes: 15,16 Retarder Speed at Peak Torque, Point 5 (SPN 547)
Bytes: 17,18 Reference Retarder Torque (SPN 556)
Resolution: 1 Nm/Bit, 0 Nm offset
Byte: 19 Percent Torque at Peak Torque, Point 5 (SPN 555)

Requests
Reception Rate: As Needed

Data Page: 0
PDU format: 234
Default priority: 6
PGN: 59,904 (0x00EA00)
Bytes : 1 — 3 Requested PGN
NOTE:
It is recommended that requests occur no more than 2 or 3 times per second.

Shutdown — Idle Shutdown

Data Page: 0
PDU format: 254
PDU specific: 228
Default priority: 6
PGN: 65,252 (0x00FEE4)
Byte: 1 Idle Shutdown_1
Bits: 8,7 Idle Shutdown Timer State (SPN 590)
00: Inactive
01: Active
Bits: 6,5 Idle Shutdown Timer Override (SPN 592)
00: Inactive
01: Active
Bits: 4,3 Driver Alert Mode (SPN 594)
00: Inactive
01: Active
Engine Has Shutdown by Idle Shutdown (SPN
Bits: 2,1
593)
00: Engine has not shutdown by idle shutdown
01: Engine has shutdown by idle shutdown
Byte: 2 Idle Shutdown_2
Bits: 8,7 Idle Shutdown Timer Function (SPN 591)
00: Disabled in Calibration
01: Enabled in Calibration
Byte: 3 Bits: 8,7 Not Defined
Bits: 6,5 Refrigerant High Pressure Switch- N/A
Bits: 4,3 Refrigerant Low Pressure Switch- N/A
Bits: 2,1 A/C High Pressure Fan Switch (SPN 985)
00: Pressure Normal
01: Pressure High Fan May be Engaged
Byte: 4 Lamp_commands
Bits: 2, 1 Wait to Start Lamp (SPN 1081)
00: Inactive
01: Active
Byte: 5 Engine Shutdown_1
Bits: 8,7 Engine Protection System Timer State (SPN 1107)
00: Timer not Active
01: Timer Active
Engine Protection System Timer Override (SPN
Bits: 6,5
1108)

00: Override Off

01: Override On
Bits: 4,3 Engine Shutdown Approaching (SPN 1109)
00: Not Approaching
01: Approaching
Engine Has Shutdown By Engine Protection
Bits: 2,1
System (SPN 1110)
00: Not Shutdown
01: Has Shutdown
Byte: 6 Engine Shutdown_2
Engine Protection System Configuration (SPN
Bits: 8,7
1111)
00: Not Enabled In Calibration
01: Enabled In Calibration

SOFT – Software Identification

Data Page: 0
PDU format: 254
PDU specific: 218
Default priority: 6
PGN: 65,242 (0x00FEDA)
Byte: 1 Number of Software Identification Fields - 15 (SPN 965)
Byte: 2 1st digit of Major Version Level - ASCII
Byte: 3 2nd digit of Major Version Level - ASCII
Byte: 4 3rd digit of Major Version Level - ASCII
Byte: 6 1st digit of Minor Version Level - ASCII
Byte: 7 2nd digit of Minor Version Level - ASCII
Byte: 8 3rd digit of Minor Version Level - ASCII
Byte: 10 1st Digit of Edit Build Version - ASCII
Byte: 11 2nd Digit of Edit Build Version - ASCII
Byte: 12 3rd Digit of Edit Build Version - ASCII
Byte: 14 1st Digit of Config ID - ASCII
Byte: 15 2nd Digit of Config ID - ASCII
Byte: 16 3rd Digit of Config ID - ASCII
Byte: 18 Software Release Type - ASCII
X - Experimental
T - Pre-production
R - Production
Byte: 20 CPC Hardware Major Version - ASCII
Byte: 22 Edit Letter - ASCII
Byte: 24 1st Digit of Diagnostic Version - ASCII
Byte: 25 2nd Digit of Diagnostic Version - ASCII
Byte: 26 3rd Digit of Diagnostic Version - ASCII
Byte: 28 1st Digit of Diagnostic Variant - ASCII
Byte: 29 2nd Digit of Diagnostic Variant - ASCII
Byte: 30 3rd Digit of Diagnostic Variant - ASCII
Bytes: 32,33 Software Year – ASCII

Bytes: 35, 36 Software Month – ASCII
Bytes: 38, 39 Software Day - ASCII
Bytes: 41,42 Software Hour – ASCII
Bytes: 44,45 Software Minute – ASCII
Bytes: 47,48 ECU Serial Number – Production Year – ASCII
Bytes: 50–53 Production Day
Bytes: 55–59 Production Unit
TC — Turbocharger

Data Page: 0
PDU format: 254
PDU specific: 221
Default priority: 6
PGN: 65, 245 (0x00FEDD)
Byte: 1 Turbo Oil Pressure - N/A
Bytes: 2,3 Turbocharger 1 Speed (SPN 103)
Resolution: 4 rpm / Bit, 0 rpm offset
Byte: 4 Bits: 8–7 Turbo Oil Level Switch–N/A

TCFG2 — Transmission Configuration
Transmission Reception On request or sender may transmit every 5 seconds

Rate : until acknowledged by reception of the engine
configuration message PGN 65251 SPN 1846
Data Page: 0
PDU format: 254
PDU specific: 75
Default priority: 6
PGN: 65, 099 (0xFE4B)
Bytes: 1–2 Transmission Torque Limit (SPN 1845)
Resolution: 1 Nm/Bit, 0 offset
Bytes: 3–8 Not Defined

TCO1 — Tachograph
Data Length: 8
Data Page: 0
PDU format: 254
PDU specific: 108
Default priority: 3
PGN: 65,132 (0x00FE6C)
Byte : 1 Driver Status
Bits: 7,8 Drive Recognize (SPN 1611) – N/A
Bits: 4–6 Driver 2 Working State (SPN 1613) – N/A
Bits: 1–3 Driver 1 Working State (SPN 1612) – N/A
Byte: 2 Driver 1
Bits: 7,8 Overspeed (SPN 1614) – N/A
Bits: 4–6 Driver card, Driver 1 (SPN 1615) – N/A
Bits: 1–3 Driver 1 Time Related States (SPN 1617) – N/A
Byte: 3 Driver 2
Bits: 5,6 Driver card, driver 2 (SPN 1616) – N/A
Bits: 1–4 Driver 2 Time Related States (SPN 1618) – N/A
Byte: 4 TCO1 Information
Bits: 7,8 Direction Indicator (SPN 1619) – N/A
Bits: 5,6 Tachograph Performance (SPN 1620) – N/A
Bits: 3,4 Handling Information (SPN 1621) – N/A
Bits: 1,2 System Event (SPN 1622) – N/A
Bytes: 5,6 Tachograph Output Shaft Speed (SPN 1623)
Resolution: 0.125 rpm/bit, 0 offset
Bytes: 7,8 Tachograph Vehicle Speed (SPN 1624)
Resolution: 1/256 km/h per bit, 0 offset

TD — Time/Date

Data Page: 0
PDU format: 254
PDU specific: 230
Default priority: 6
PGN: 65,254 (0x00FEE6)
Byte: 1 Seconds (SPN 959)
Resolution: 0.25 sec / Bit, 0 sec offset
Byte: 2 Minutes (SPN 960)
Resolution: 1 min / Bit, 0 min offset
Byte: 3 Hours (SPN 961)
Resolution: 1 hour / Bit, 0 h offset
Byte: 4 Month (SPN 963)
Resolution: 1 month / Bit, 0 month offset
Byte: 5 Day (see Note) (SPN 962)
Resolution: 0.25 day / Bit, 0 day offset
Byte: 6 Year (SPN 964)
Resolution: 1 year / Bit, 1985 year offset
Byte: 7 Local Minute Offset – N/A
Byte: 8 Local Hour Offset – N/A
Note: The Day field represents days elapsed (e.g. 1/1/98 at 12:00 am
would be 0 for byte 5 (Day) and 1/1/98 at 1:00 pm would be 2 for
byte 5 and 1/15/98 at 1:00 pm would be 62 for byte 5).
TSC1 — Torque Speed Control
10 ms when active to the engine, 50 ms when active to

Reception Rate :
the retarder
Data Page: 0
PDU format: 0
Default priority: 3
PGN: 0 (0x000000)
Byte : 1 Control Bits
Bits: 6,5 Override Control Mode Priority (SPN 897)
00: Highest
01: High
10: Medium
11: Low

10 ms when active to the engine, 50 ms when active to

Reception Rate :
the retarder
Bits: 4,3 Engine Requested Speed Control Conditions (SPN 696)
00: Transient optimized for driveline disengaged and
non-lockup conditions
01: Stability optimized for driveline disengaged and
non-lockup conditions
10: Stability optimized for driveline engaged and/or in
lockup condition 1 (e.g. vehicle driveline)
11: Stability optimized for driveline engaged and/or in
lockup condition 2 (e.g. PTO driveline)
Bits: 2,1 Override Control Modes (SPN 695)
00: Override Disabled
01: Speed Control
10: Torque Control
11: Speed/Torque Limit Control
Byte: 2,3 Requested Speed / Speed Limit (SPN 898)
Byte: 4 Requested Torque / Torque Limit (SPN 518)
0-125% for engine torque requests
-125-0% for retarder torque requests
Note: The CPC will honor TSC1 messages from the following source
addresses:
□ TSC1 Source Address J1939 — Customer Selectable
□ Transmission (Source Address 3)
□ ABS (Source Address 11)
□ Adaptive Cruise Control (Source Address 42)

VD — Vehicle Distance

Data Page: 0
PDU format: 254
PDU specific: 224
Default priority: 6
PGN: 65,248 (0x00FEE0)
Bytes: 1-4 Trip Distance (SPN 244)
Resolution: 0.125 km / Bit, 0 km offset
Bytes: 5-8 Total Vehicle Distance (SPN 245)
Resolution: 0.125 km / Bit, 0 km offset
VDHR – High Resolution Vehicle Distance

Data Page: 0
PDU format: 254
PDU specific: 193
Default priority: 6
PGN: 65,217 (0x00FEC1)
Bytes: 1-4 High Resolution Total Vehicle Distance (SPN 917)
Resolution: 5 m / Bit, 0 m offset (16.4 ft/Bit, 0 ft offset)
Bytes: 5-8 High Resolution Trip Distance (SPN 918)
Resolution: 5 m / Bit, 0 m offset (16.4 ft/Bit, 0 ft offset)
VEP – Vehicle Electrical Power

Data Page: 0
PDU format: 254
PDU specific: 247
Default priority: 6
PGN: 65,271 (0x00FEF7)
Byte: 1 Net Battery Current - N/A
Byte: 2 Alternator Current - N/A
Bytes: 3,4 Alternator Potential (voltage) - N/A
Bytes: 5,6 Electrical Potential (voltage) (SPN 168) – N/A
Bytes: 7,8 Battery Potential (Voltage), Switched (SPN 158)
Resolution: 0.05 V / Bit, 0 V offset

VH — Vehicle Hours

Data Page: 0
PDU format: 254
PDU specific: 231
Default priority: 6
PGN: 65,255 (0x00FEE7)
Bytes: 1-4 Total Vehicle Hours -N/A
Bytes: 5-8 Total Power Takeoff Hours (SPN 248)
Resolution: 0.05 h / Bit, 0 h offset
VI – Vehicle Identification

Data Page: 0
PDU format: 254
PDU specific: 236
Default priority: 6
PGN: 65, 260 (0x00FEEC)
Bytes: Vehicle Identification Number (SPN 237)
1–XX Up to 200 characters ('X' delimited)
WFI — Water-In-Fuel Indicator
Transmission Repetition Rate: 10 s

Data Length: 8
Data Page: 0
PDU format: 254
PDU specific: 255
Default priority: 6
PGN: 65,279 (0xFEFF)
Byte : 1 Water-In-Fuel Indicator
Bits: 2–1 Water-In-Fuel Indicator
00: No
01: Yes
10: Error
11: Not Available

APPENDIX A: HARNESS WIRING DIAGRAMS
The MCM Engine Harness schematic for the Series 60 and MBE engines and the CPC Vehicle
Interface Harness schematics are available on the DDC extranet.
All information subject to change without notice. (Rev. 5/08) A-1

APPENDIX A: HARNESS WIRING DIAGRAMS
A-2 All information subject to change without notice. (Rev. 5/08)

APPENDIX B: ACRONYMS
AAT Sensor Ambient Air Temperature Sensor
ABS Anti-lock Braking System
AECL Sensor Add Engine Coolant Level Sensor
ACP Sensor Air Compressor Pressure Sensor
ACS Application Code System
AFR Sensor Air Filter Restriction Sensor
AIM Auxiliary Interface Module
ALSG Automotive Limiting Speed Governor
AP Acelator Pedal
AP Sensor Accelerator Pedal Sensor
ATI Aux Timed Input
A/T Automatic Transmission
AWL Amber Warning Lamp
BPP Brake Pedal Position
CC Cruise Control
CKP Crankshaft Position Sensor
CMP Camshaft Position Sensor
CPC Common Powertrain Controller
CPP Switch Clutch Pedal Position Switch
DCC Diagnostic Connector, Cab
DDC Detroit Diesel Corporation
DDEC Detroit Diesel Electronic Controls
All information subject to change without notice. (Rev. 5/08) B-1

DDDL Detroit Diesel Diagnostic Link
DLC Data Link Connector
DRS DDEC Reprogramming System
DTC Diagnostic Trouble Code
ECL Sensor Engine Coolant Level Sensor
ECT Sensor Engine Coolant Temperature Sensor
EDM Electronic Display Module
EEPROM Electronically Erasable Programmable

Read Only Memory
EFC Electronic Fire Commander
EH Engine Harness
EOL Sensor Engine Oil Level Sensor
EOP Engine Over Temperature Protection
EOP Sensor Engine Oil Pressure Sensor
EOT Sensor Engine Oil Temperature Sensor
ESS Engine Synchro Shift
ET Sensor Exhaust Temperature Sensor
FEI Fuel Economy Incentive
FMI Failure Mode Identifier
FRS Fuel Restriction Sensor
HEI Half Engine Idle
IAT Sensor Intake Air Temperature Sensor
IMP Sensor Intake Manifold Pressure Sensor
ISD Idle Shutdown
B-2 All information subject to change without notice. (Rev. 5/08)

MCM Motor Control Module
MPG Miles Per Gallon
MPH Miles Per Hour
MID Message IDentification Character
OECL Sensor Optical Engine Coolant Level Sensor
OEM Original Equipment Manufacturer
OI Optimized Idle
PGN Parameter Group Number
PID Parameter IDentification Character
PSG Pressure Sensor Governor
PTO Power Take-off
PVM Pulse to Voltage Module
PW Pulse Width
PWM Pulse Width Modulated
RSL Red Stop Lamp
SEO Stop Engine Override
SID Subsystem IDentification Character
SFT Sensor Supply Fuel Temperature Sensor
TCI Sensor Turbo Compressor In Temperature Sensor
TCO Sensor Turbo Compressor Out Temperature Sensor
TDC Top Dead Center
VEPS Vehicle Electronic Programming System
VIH Vehicle Interface Harness
VIN Vehicle Identification Number
All information subject to change without notice. (Rev. 5/08) B-3

VLS Vehicle Limiting Speed
VSS Vehicle Speed Sensor
B-4 All information subject to change without notice. (Rev. 5/08)

APPENDIX C: PARAMETER LIST
Diagnostic Parameter
Min Max Default Access Range
Name Group
0 Speed
DRS,
Gov TSC1 22 0 16 0 0 - Series 60; 16 - MBE
VEPS
Condition
1 Speed
DRS,
VEPS
Condition
2 Speed
DRS,
VEPS
Condition
3 Speed
DRS,
VEPS
Condition
0=disable, 1=enable Dual Speed
1 01 DI DRS, Axle, 2=enable transmission retarder
13 0 3 0
Selection VEPS input, 3=FUSO Auxiliary brake cut
switch
1 02 DI DRS, 0=disable, 1=enable park brake
13 0 1 1
Selection VEPS interlock
1 05 DO Fault DRS,
35 0 1 0 0=disabled, 1=enabled
Detection VEPS
1 10 DI DRS, 0=disable, 1=enable aux shutdown,
13 0 2 0
Selection VEPS 2=FUSO Accelerator switch
0=disable, 1=Shutdown override
1 15 DI DRS,
13 0 2 1 / Diagnostic Request (Fault Code
Selection VEPS
Flashing), 2=FUSO CC-Cancel
2 08 DI DRS, 0=disable, 1=Remote-Throttle
13 0 2 0
Selection VEPS enable, 2=Service-Brake active
2 09 DI Sw DRS, 0=disable, 1=hardwired, 2=J1939
13 0 2 1
Config VEPS PTO
2nd Axle
DRS, 0=hardwired, 1=CCVS1, 2=CCVS2,
Speed Switch 13 0 3 0
VEPS 3=CCVS3
Config
0=no sensor, 1=air filter restriction
3 01 AI DRS,
13 0 3 0 sensor, 2=OI Thermostat input,
Selection VEPS
3=FUSO Clutch pedal sensor input
0=disabled, 1=oil pressure lamp, 2=5
3 05 AO DRS,
9 0 4 0 bar oil pressure gauge, 3=10 bar oil
Selection VEPS
pressure gauge, 4=fuel filter sensor
3 06 AO DRS, 0=disabled, 1=coolant temperature
9 0 2 0
Selection VEPS lamp, 2=coolant temperature gauge
3 07 DO Fault DRS,
Detection VEPS
All information subject to change without notice. (Rev. 5/08) C-1

Name Group
0=disabled, 1=decompression valve,
2=grid heater, 3=TOP2 lockout
3 07 DO DRS, solenoid, 4=modulation output for
35 0 5 0
Selection VEPS Allison Transmission without J1939
Interface (Gear1), 5=PTO valve for
AGS2
3 08 DO Fault DRS,
Detection VEPS
0=disabled, 1=exhaust brake only,
2=exhaust and decompression brake
via single valve, 3=port extension
3 08 DO DRS,
35 0 7 0 turbo brake, 4=PTO stationary for
Selection VEPS
AGS2, 5=PTO mobile for AGS2,
6=TOP2 shift solenoid, 7=Fuso
starter lockout relay
3 09 DO Fault DRS,
Detection VEPS
0=disabled, 1=grid heater hardwired,
2=AGS2 backup lamp, 3=engine
3 09 DO DRS,
35 0 6 0 brake active, 4=not used, 5=FUSO
Selection VEPS
engine brake active lamp, 6=WIF
lamp
3 10 DO Fault DRS,
Detection VEPS
0=disabled, 1=air filter lamp,
2=AGS2 transmiss. temp indication
3 10 DO DRS,
35 0 5 0 lamp, 3=battery voltage low lamp,
Selection VEPS
4=coolant level low lamp, 5=Fuso
retarder control 1
3 12 DO Fault DRS,
Detection VEPS
0=disabled, 1=oil level lamp, 2=AGS2
check transmiss. indication lamp,
3 12 DO DRS,
35 0 5 0 3=oil pressure low lamp, 4=cruise /
Selection VEPS
PTO active lamp, 5=Fuso retarder
control 2
3 17 DO Fault DRS,
Detection VEPS
0=disabled, 1=enable starter lockout,
2=enable kick down output, 3=not
3 17 DO DRS, used, 4=optimized idle alarm, 5=split
35 0 7 0
Selection VEPS valve 2, 6=starter lockout and AGS2
run signal / starter lockout, 7=engine
brake disabled for over speed
C-2 All information subject to change without notice. (Rev. 5/08)

Name Group
0=disable, 1=enable ABS input,
2=enable transmission retarder input,
3=enable tempo set, 4=enable grid
heater detection, 5=switchable torque
3 18 DI DRS,
13 0 10 0 demand, 6=drive on super structure,
Selection VEPS
7=throttle inhibit super structure,
8=split select, 9=FUSO Engine brake
stage 2 cancel switch, 10=DPF inhibit
switch
4 06 DO Fault DRS,
Detection VEPS
0=disabled, 1=grid heater lamp,
4 06 DO DRS,
35 0 3 0 2=accelerator pedal idle position,
Selection VEPS
3=run signal / starter lockout
4 07 DO Fault DRS,
Detection VEPS
0=disabled, 1=accelerator pedal
kick down, 2=actual torque, 3=road
speed, 4=engine speed, 5=coolant
temperature, 6=pedal torque,
7=boost temperature, 8=oil pressure
4 07 DO DRS, (engine controller threshold),
35 0 13 13
Selection VEPS 9=coolant temperature (engine
controller threshold), 10=vehicle
power shutdown / ignition relay,
11=optimized idle ACC bus (ignition
relay), 12=split valve 1, 13=High
Exhaust Temperature Lamp
4 08 DI DRS, 0=disable, 1=clutch switch, 2=PTO
13 0 2 1
Selection VEPS request for AGS2
4 09 DO Fault DRS,
Detection VEPS
0=disabled, 1=accelerator pedal idle
position, 2=actual torque, 3=road
speed, 4=engine speed, 5=coolant
temperature, 6=pedal torque,
7=boost temperature, 8=oil pressure
4 09 DO DRS,
35 0 13 0 (engine controller threshold),
Selection VEPS
9=coolant temperature (engine
controller threshold), 10=optimized
idle active lamp, 11=deceleration
lamp, 12=Fuso ground starter lockout
relay, 13=WIF lamp
4 10 DO Fault DRS,
Detection VEPS
0=disabled, 1=not used, 2=not used,
4 10 DO DRS,
35 0 3 0 3=vehicle power shutdown / ignition
Selection VEPS
relay

Name Group
0=disabled, 1=throttle torque
10%..90%, 2=difference torque,
3=throttle torque 90%..10%, 4=actual
4 12 PWM torque, 5=load torque (no idle torque
DRS,
Output 9 0 10 0 for automatic transmission), 6=road
VEPS
Selection speed, 7=demand speed, 8=demand
speed CC+, 9=AGS2 transmiss.
temp indication lamp, 10=FUSO
Accelerator PWM output
0=disable, 1=enable ABS input,
2=enable transmission retarder input,
3=enable tempo set, 4=enable grid
heater detection, 5=switchable torque
4 13 DI DRS,
13 0 10 0 demand, 6=drive on super structure,
Selection VEPS
7=throttle inhibit super structure,
8=split select, 9=FUSO Engine brake
stage 2 cancel switch, 10=DPF inhibit
switch
0=disable, 1=2 Clutch Switch, 2=DPF
4 17 DI DRS,
13 0 3 2 regeneration switch, 3=FUSO Air
Selection VEPS
suspension speed limit switch
0=disable, 1=enable engine door
bus, 2=enable engine hood, 3=AGS2
4 18 DI DRS,
13 0 6 0 PTO Feedback, 4=RPM Freeze,
Selection VEPS
5=Engine Brake Disable, 6=Fast
Engine Heat Up Switch
AC Fan
DRS,
Speed Active 19 0% 100% 100% —
VEPS
Pct
AC Fan
Vehicle DRS,
19 0 1 0 0=disable, 1=enable
Speed VEPS
Enable
AC Fan
Vehicle 250 32.1875 DRS,
19 0 km/h —
Speed km/h km/h VEPS
Thresh
Adaptive
Cruise DRS, 0=disable, 1=Vordd, 2=Mentor
43 0 2 0
Control VEPS Wabco
Enable
0=no engine brake activation,
16=exhaust flap only or Fuso Jake
Brake stage2, 17=Jake Brake 2nd
Adaptive stage, 64=decompression valve
DRS,
Cruise Eng 10 0 81 81 only or Jake Brake 1st stage,
VEPS
Brake Mask 80=decompression valve and
exhaust flap, 81=decompression
valve and turbo brake or Jake Brake
3rd stage

Name Group
DRS, 0=disabled, 1=enabled, 2=enabled if
Adjusted Idle
3 0 4 0 VEPS, neutral, 3=enabled if neutral and park
Configuration
DDDL 7.0 brake, 4=enabled if park brake
Air Condition DRS,
Enable Auto 19 0 1 1 VEPS, 0=disable, 1=enable
Fan DDDL 7.0
0=AL permanently active, 1=No
AL during shift, 2=extended AL
AL DRS,
23 0 4 0 with torque curve#3 thresh.,
Conditions VEPS
3=combination 1+2, 4=No AL during
shift torque freeze + release
AL Min
DRS,
Engine 23 0 100% 100% —
VEPS
Torque
AL Ramp up DRS,
23 0 8191.875 140 rpm/s —
Rate VEPS
AL Droop 0 100
23 3 N·m/rpm VEPS —
Parameter N·m/rpm N·m/rpm
AL Min
Engine 4000
23 500 1200 rpm VEPS —
Speed rpm
Threshold
Ambient Air 0=not available, 1=hardwired,
DRS,
Temp Sensor 31 0 4 0 2=reserved for J1939, 3=J1587,
VEPS
Enable 4=ECAN
0=disabled, 1=enable anti-tampering
DRS,
function via ABS, 2=enable
Anti Tamper 8 0 2 0 VEPS,
anti-tampering function via Gear
DDDL 7.0
Ratio
DRS,
Axle Ratio 8 1 20 5.29 VEPS, —
DDDL 7.0
0=hardwired, 1=CCVS1, 2=CCVS2,
Cab PTO DRS, 3=CCVS3, 4=CCVS1 or hardwired,
13 0 6 0
Switch Config VEPS 5=CCVS2 or hardwired, 6=CCVS3 or
hardwired
CC ON OFF DRS,
13 0 3 0 CC ON OFF Switch Config
Switch Config VEPS
0=disabled, 1=CCVS1, 2=CCVS2,
3=CCVS3, 4=CCVS1 or CCVS2,
5=CCVS2 or CCVS3, 6=CCVS1 or
CCVS3, 7=CCVS1 or CCVS2 or
CCVS3, 8= CCVS1 or hardwired,
CC Pause DRS,
13 0 14 0 9=CCVS2 or hardwired, 10=CCVS3
Switch Config VEPS
or hardwired, 11=CCVS1 or CCVS2
or CCVS3 or hardwired

Name Group
0=hardwired, 1=CCVS1, 2=CCVS2,
3=CCVS3, 4=CCVS1 or CCVS2,
5=CCVS2 or CCVS3, 6=CCVS1 or
CCVS3, 7=CCVS1 or CCVS2 or
CC Set Cst CCVS3, 8= CCVS1 or hardwired,
DRS,
Res Accel 13 0 14 0 9=CCVS2 or hardwired, 10=CCVS3
VEPS
Sw Config or hardwired, 11=CCVS1 or CCVS2
or CCVS3 or hardwired
CC1 Source
DRS,
Address SAE 1 0 255 23 —
VEPS
J1939
CC2 Source
DRS,
VEPS
J1939
CC3 Source
DRS,
VEPS
J1939
0=no clutch switch, 1=1 Clutch
Clutch Switch DRS, Switch, 2=2 Clutch Switch,
13 0 6 0
Config VEPS 3=CCVS1, 4=CCVS2, 5=CCVS3,
6=ETC1
CM1 DPF
DRS,
Source Addr 1 0 255 49 —
VEPS
SAE J1939
CM1 Fan
DRS,
Source Addr1 1 0 255 25 —
VEPS
SAE J1939
CM1 Fan
DRS,
Source Addr2 1 0 255 49 —
VEPS
SAE J1939
0=disabled, 1=Cab/Remote PTO
enabled, 2=Cab/Remote PTO
enabled if neutral, 3=Cab/Remote
Config DRS,
PTO enabled if neutral and park
PTO Speed 7 0 6 3 VEPS,
brake, 4=Cab/Remote PTO enabled
Control DDDL 7.0
if park brake, 5=Cab/Remote PTO
while driving, 6=Cruise PTO with
park brake
Cool Level DRS,
Eng Protect 18 0 1 1 VEPS, 0=warning, 1=engine shutdown
Shtdn DDDL 7.0

Name Group
0=disable, 1=dual level probe sensor
(IMO), fix threshold evaluation,
2=single level probe sensor (Rusty
Cool Level
DRS, Nail), temperature dependent
Sensor Input 32 0 4 2
VEPS evaluation, 3=dual level float sensor
Enable
(FTL), fix threshold evaluation,
4=single level probe sensor (Rusty
Nail), fix threshold evaluation
Coolant DRS,
Temp Eng 18 0 1 1 VEPS, 0=disable, 1=enable
Protect Shtdn DDDL 7.0
Cruise
DRS, 0=disable, 1=enable automatic
Control
10 0 1 1 VEPS, engine brake operation with cruise
Enable Eng
DDDL 7.0 control
Brk
DRS,
0=high power only, 1=low power only,
Cruise Power 15 0 2 0 VEPS,
2=Cruise power enabled
DDDL 7.0
Cruise RSL DRS,
0=vehicle overspeed based,
Eng Brk 10 0 1 0 VEPS,
1=torque interface based
Mode Select DDDL 7.0
Decrement DRS,
Cruise Set 15 0 km/h 10 km/h 1.61 km/h VEPS, —
Speed DDDL 7.0
DPF J1939
DRS,
Inhibit Sw 46 0 1 0 0=not active, 1=active
VEPS
Enable
DPF J1939
DRS,
Regen Sw 46 0 1 0 0=not active, 1=active
VEPS
Enable
DPF
DRS,
Stationary 46 0 1 1 0=disabled, 1=enabled
VEPS
Regen Only
DPF
DRS,
Diagnostic 46 30 60 sec 30 sec —
VEPS
Shtdn Time
EBC1 Source
DRS,
VEPS
J1939
0=disable, 1=enable automatic cruise
Enable DRS,
resume function after clutch has been
Cruise Auto 15 0 3 0 VEPS,
released once, 2=release clutch
Resume DDDL 7.0
twice, 3=resume ZF Astronic style
0=disabled, 1=enable, override with
Enable Idle DRS, throttle pedal, SEO, clutch service
PTO Shtdn 17 0 3 1 VEPS, brake, 2=override with throttle pedal,
Override DDDL 7.0 SEO, 3=enabled, continuous override
with throttle pedal, SEO

Name Group
0=disable, 1=enable idle shutdown
DRS, with Park Brake status, 2=enable idle
Enable Idle
17 0 3 1 VEPS, shutdown without Park Brake status,
Shutdown
DDDL 7.0 3=enable idle shutdown with edge
triggered accelerator pedal
Enable Noise DRS,
23 0 1 1 0=VCU style, 1=DDEC style
Control VEPS
0=disable, 1=enable PTO shutdown
DRS, with Park Brake status, 2=enable
Enable PTO
17 0 3 0 VEPS, PTO shutdown without Park Brake
Shutdown
DDDL 7.0 status, 3=enable PTO shutdown with
edge triggered accelerator pedal
Eng Brk
4000 DRS,
Driveline 10 0 800 rpm —
rpm VEPS
Clsd Min Spd
Eng Brk
DRS,
Stage 1 Off 10 0 1280000 240 ms 0..64000=signal
VEPS
Delay Time
Eng Brk
DRS,
VEPS
Delay Time
Eng Brk
DRS,
VEPS
Delay Time
Eng Speed DRS,
4000
Limit While 3 0 rpm 3000 rpm VEPS, —
rpm
Veh Stop DDDL 7.0
0=no engine brake, 1=Decompres-
sion Valve Only or Exhaust Flap Only,
Engine Brake DRS, 2=decompression valve + exhaust
10 0 3 0
Configuration VEPS flap or Fuso 2–stage Jake, 3=Jake
compression brake or decompression
valve + Brake Gate
Engine Brake DRS, 0=hardwired, 1=info from J1939
13 0 255 0
Switch Config VEPS (muxed), 255=not available
Engine Hour
DRS,
Sync Fault 37 0 1 1 0=disabled, 1=enabled
VEPS
Enable
Engine
DRS,
Protect 1 18 30 sec 60 sec 30 sec —
VEPS
Shtdn Time
Engine
200 30000 1604 DRS,
Speed 9 —
counts/rev
counts/rev counts/rev VEPS
Display N Mot
Fan AC Hold DRS,
19 0 s 600 s 180 s —
Time VEPS
Fan Vehicle
DRS,
Speed 19 0 1 0 0=disable, 1=enable
VEPS
Enable

Name Group
Fan Vehicle
DRS,
Speed 19 0 250 0 km/h —
VEPS
Threshold
Fast Idle Spd DRS,
500 3000
Air Cond 6 600 rpm VEPS, —
rpm rpm
Input DDDL 7.0
Fault Code
DRS,
Flashing 37 0 1 1 0=disabled, 1=enabled
VEPS
Enable
FEI DRS,
0 mph 20 mph 2 mph
Conversion 23 VEPS, —
/mpg /mpg /mpg
Factor DDDL 7.0
FEI Max
DRS,
Vehicle
23 0 km/h 20 km/h 0 km/h VEPS, —
Speed
DDDL 7.0
Reward
FEI Minimum DRS,
Fuel 23 4 mpg 20 mpg 7 mpg VEPS, —
Economy DDDL 7.0
DRS,
FEI Use Trip 0=based on filtered fuel economy,
23 0 1 0 VEPS,
Mileage 1=based on trip fuel economy
DDDL 7.0
Fleet DRS,
Management 27 0 1 1 VEPS, 0=disabled, 1=enabled
Enable DDDL 7.0
FM Alert DRS,
Update 27 0 1 1 VEPS, 0=disabled, 1=enabled
Enable DDDL 7.0
FM Daily DRS,
Usage 27 0 1 1 VEPS, 0=disabled, 1=enabled
Enable DDDL 7.0
FM Fuel 65.535 DRS,
27 0 kg/l 0.835 kg/l —
Density kg/l VEPS
FM Incident DRS,
Update 27 0 1 1 VEPS, 0=disabled, 1=enabled
Enable DDDL 7.0
DRS,
FM Monthly
27 0 1 1 VEPS, 0=disabled, 1=enabled
Trip Enable
DDDL 7.0
FM Serv
DRS,
Interval
Update
DDDL 7.0
Enable

Name Group
0 = disable, 1 = adjust total time
only, 2 = adjust all engine times, 3
= adjust all engine times and total
FM Total
DRS, revs, 4 = adjust all engine, OI, fan
Data Adjust 27 0 6 0
VEPS times and total revs, 5 = adjust all
Selection
engine, OI, fan times and total revs,
6 = report all fields as maximum if
total does not match ECAN
Fuel
DRS,
Economy
Incentive
DDDL 7.0
Enable
Gear Ratio
DRS,
for High Gear 23 0 2 0.02 —
VEPS
Power
Gear Ratio
DRS,
Gear Down 23 0 2 0.01 —
VEPS
Protect
HDMS AC
DRS,
Increment 19 0 100 50 —
VEPS
Pct
HDMS AC
DRS,
Increment 19 0 600 2 —
VEPS
Time
HDMS
DRS,
Engaged Fan 50 0 3000 600 0=disable, 1=enable
VEPS
Speed
HDMS
DRS,
Thermal MCM 0 1 0 0=disable, 1=enable
VEPS
Switch Config
HDMS
DRS,
Transducer 50 0 1 1 —
VEPS
Enable
Hi Amb Air DRS,
Override 17 –40°C 75°C 32°C VEPS, —
Temp DDDL 7.0
Hi Eng Brk DRS,
Max Cruise 10 0 km/h 48 km/h 10 km/h VEPS, —
RSL Spd DDDL 7.0
Hi Eng Brk DRS,
Min Cruise 10 0 km/h 48 km/h 6 km/h VEPS, —
RSL Spd DDDL 7.0
DRS,
Hold Time
19 0 s 600 s 10 s VEPS, —
Fan
DDDL 7.0
Idle Protect 0=disabled, 1=enabled, 2=mbe4000
DRS,
Eng Type 3 0 5 2 only, 3=mbe900 only 4=series60
VEPS
Enable only 5=DD15 only

Name Group
Idle
4000 DRS,
Protection 3 0 rpm 680 rpm —
rpm VEPS
Speed
Idle
DRS,
Shutdown 0=no automatic override performed,
17 0 1 0 VEPS,
Auto 1=automatic override performed
DDDL 7.0
Override
Idle DRS,
Shutdown 17 1s 5000 s 300 s VEPS, —
Time DDDL 7.0
Increment DRS,
Cruise Set 15 0 km/h 10 km/h 1.6 km/h VEPS, —
Speed DDDL 7.0
J1587 Page2
DRS,
SID Convert 37 0 1 0 0=disabled, 1=enabled
VEPS
Enable
0=variable controlled brake, 1=1
J1939 Engine
DRS, step, 2=low/high steps, 3=Jake or
Retarder 10 3 255 255
VEPS Constant Throttle Brake, 4= Exhaust
Config
Flap, 255=not configured
J1939 Fan
DRS,
Request 19 0 1 0 0=disabled, 1=enabled
VEPS
Enable
J1939 SPN DRS, 0=smoke limitation not considered,
1 0 1 0
92 Mode VEPS 1=smoke limitation considered
0=variable controlled brake,
J1939 Steps DRS, 1=1 step, 2=low/high steps,
10 0 255 255
Engine Brake VEPS 3=low/medium/high steps, 255=not
configured
J1939 TSC1
DRS,
RPM Freeze 1 0 1 0 0=disable, 1=enable
VEPS
Enable
Limiter0 Max DRS,
4000
Eng Speed 5 0 rpm 4000 rpm VEPS, —
rpm
Enabled DDDL 7.0
Limiter0 Max DRS,
5000
Eng Trq 5 0 Nm 5000 Nm VEPS, —
Nm
Enabled DDDL 7.0
Limiter0 Max DRS,
152
Road Spd 5 0 km/h 152 km/h VEPS, —
km/h
Enabled DDDL 7.0
0=Engine controller torque curve
Limiter0 Max
DRS, (max. torque), 1=Power Rating
Trq Curve 4 0 3 0
VEPS Curve #1, 2=Power Rating Curve #2,
Select
3=Power Rating Curve #3
DRS,
Limiter0 Max –15.625 15.625
5 10 m/ss VEPS, —
Vehicle Accel m/ss m/ss
DDDL 7.0

Name Group
Limiter0 Min DRS,
4000
rpm
Enabled DDDL 7.0
Limiter1 Max DRS,
4000
rpm
Enabled DDDL 7.0
Limiter1 Max DRS,
5000
Eng Trq 5 0 5000 Nm VEPS, —
Nm
Enabled DDDL 7.0
Limiter1 Max DRS,
152
Road Spd 5 0 km/h 152 km/h VEPS, —
km/h
Enabled DDDL 7.0
DRS,
Limiter1 Max –15.625 15.625
5 10 m/ss VEPS, —
Vehicle Accel m/ss m/ss
DDDL 7.0
Limiter1 Min DRS,
4000
rpm
Enabled DDDL 7.0
Lo Amb Air DRS,
Override 17 –40°C 75°C –4°C VEPS, —
Temp DDDL 7.0
Low Eng Brk DRS,
RSL Spd DDDL 7.0
Low Eng Brk DRS,
RSL Spd DDDL 7.0
DRS,
Max Adjusted 4000
3 0 rpm 500 rpm VEPS, —
Idle Speed rpm
DDDL 7.0
DRS,
Max Cruise 48 152 104.61
15 VEPS, —
Set Speed km/h km/h km/h
DDDL 7.0
Max Engine
5000 DRS,
Load PTO 17 0 Nm 100 Nm —
Nm VEPS
Shutdown
Max Engine 4000 DRS,
3 0 rpm 3000 rpm —
Speed rpm VEPS
Max PTO DRS,
500 3000
Spd Resume 7 900 rpm VEPS, —
rpm rpm
Accel Sw DDDL 7.0
DRS,
Max Road 10 152 109.437
3 VEPS, —
Speed km/h km/h km/h
DDDL 7.0
Max Road DRS,
128
Speed in 7 0 km/h 10 km/h VEPS, —
km/h
PTO Mode DDDL 7.0

Name Group
Med Eng Brk DRS,
RSL Spd DDDL 7.0
Med Eng Brk DRS,
RSL Spd DDDL 7.0
MID for
255 DRS,
Ambient Air 31 0 km/h 0 km/h —
km/h VEPS
Temp
Min Coolant DRS,
17 –40°C 200°C 10°C —
Temp VEPS
DRS,
Min Cruise 152
15 8 km/h 32 km/h VEPS, —
Set Speed km/h
DDDL 7.0
Min Eng Spd
4000 DRS,
for Engine 10 0 rpm 1100 rpm —
rpm VEPS
Brakes
Min Engine 4000 DRS,
3 0 rpm 592 rpm —
Speed rpm VEPS
DRS,
Min PTO Spd 500 3000
7 900 rpm VEPS, —
Set Coast Sw rpm rpm
DDDL 7.0
Min Road DRS,
200
Spd Eng Brk 10 0 km/h 0 km/h VEPS, —
km/h
Operation DDDL 7.0
0=disabled, 1=AC active closed,
Mode of AC DRS,
5 0 4 2 2=AC active open, 3=LIM active
Status Input VEPS
closed, 4=LIM active open
Mode Shift
DRS,
ECAN Status 44 0 1 1 —
VEPS
Enable
No of Speeds DRS,
via Remote 7 1 3 1 VEPS, —
PTO DDDL 7.0
Noise Enable
Throttle 23 0 100% 97% VEPS —
Position
Noise Max
4000 DRS,
Engine 23 0 rpm 1800 rpm —
rpm VEPS
Speed
Noise Min
4000 DRS,
Engine 23 0 rpm 1350 rpm —
rpm VEPS
Speed
Noise Max
23 0 32.767 0.5 VEPS —
Gear Ratio
Noise Min
23 0 32.767 0.15 VEPS —
Gear Ratio

Name Group
Number of DRS,
Output Shaft 8 0 250 16 VEPS, —
Teeth DDDL 7.0
OI Alternate DRS,
Battery Run 12 0 s 30600 s 0 s VEPS, —
Time DDDL 7.0
OI
DRS,
Continuous
Batt Time
DDDL 7.0
Enable
DRS,
OI Extended
12 0 1 0 VEPS, 0=enable, 1=disable
Mode Disable
DDDL 7.0
OI Lower
DRS,
Limit
12 –40°C 100°C –4°C VEPS, —
Continuous
DDDL 7.0
Run
OI Target DRS,
800 1000
Engine RPM 12 1000 rpm VEPS, —
rpm rpm
ae 0 DDDL 7.0
OI Target DRS,
800 1000
rpm rpm
ae 1 DDDL 7.0
OI Target DRS,
800 1000
rpm rpm
ae 2 DDDL 7.0
OI Target DRS,
800 1000
rpm rpm
ae 3 DDDL 7.0
OI Target DRS,
800 1000
rpm rpm
ae 4 DDDL 7.0
OI DRS,
459000
Thermostat 12 0 s 0 s VEPS, —
s
Max Time DDDL 7.0
OI Upper
DRS,
Limit
12 –40°C 100°C 32°C VEPS, —
Continuous
DDDL 7.0
Run
OI Variable DRS,
Volt Thresh 12 0 1 0 VEPS, 0=disabled, 1=enabled
Enable DDDL 7.0
DRS,
Oil Level Eng
18 0 1 1 VEPS, 0=warning, 1=engine shutdown
Protect Shtdn
DDDL 7.0
DRS,
Oil Press Eng
18 0 1 1 VEPS, 0=disable, 1=enable
Protect Shtdn
DDDL 7.0

Name Group
Oil Pressure DRS,
18 30 sec 60 sec 30 sec —
Shtdn Time VEPS
Optimized DRS,
12 0 1 0 0=disable, 1=enable
Idle Enable VEPS
Park Brake DRS, 0=hardwired, 1=CCVS1, 2=CCVS2,
13 0 3 0
Switch Config VEPS 3=CCVS3
DRS,
PasSmart
Enable
DDDL 7.0
DRS,
Progressive
Shift Enable
DDDL 7.0
PS High Gear DRS,
250 72.42
On Vehicle 23 0 km/h VEPS, —
km/h km/h
Spd DDDL 7.0
DRS,
PS High Gear 4000
RPM Limit rpm
DDDL 7.0
PS Low Gear DRS,
4000
1 Max RPM 23 0 rpm 1600 rpm VEPS, —
rpm
Limit DDDL 7.0
PS Low DRS,
250 28.97
Gear 1 Max 23 0 km/h VEPS, —
km/h km/h
Vehicle Spd DDDL 7.0
DRS,
PS Low Gear 4000
1 RPM Limit rpm
DDDL 7.0
PS Low Gear DRS,
4000
2 Max RPM 23 0 rpm 1700 rpm VEPS, —
rpm
Limit DDDL 7.0
PS Low DRS,
250
Gear 2 Max 23 0 km/h 43.5 km/h VEPS, —
km/h
Vehicle Spd DDDL 7.0
DRS,
PS Low Gear 4000
2 RPM Limit rpm
DDDL 7.0
PS Pass DRS,
Speed 23 0 min 255 min 0 min VEPS, —
Duration DDDL 7.0
PS Pass DRS,
250
Speed 23 0 km/h 0 km/h VEPS, —
km/h
Increment DDDL 7.0
PS Pass DRS,
Speed 23 1h 24 h 8 h VEPS, —
Interval DDDL 7.0
PTO Dropout DRS, 0=No PTO drop out with clutch pedal,
on Clutch 7 0 1 0 VEPS, 1=Causes PTO to drop out if the
Enabled DDDL 7.0 Clutch is being depressed

Name Group
0=No PTO drop out on service brake
or park brake activation, 1=Causes
PTO Dropout DRS,
PTO to drop out on Service Brake or
Serv Brk Prk 7 0 3 0 VEPS,
Park Brake activation, 2=Drop out on
Brk DDDL 7.0
Service Brake activation, 3=Drop out
on Park Brake activation
PTO Enable DRS,
Auto Fan 19 0 1 0 VEPS, 0=disable, 1=enable
Activation DDDL 7.0
DRS,
PTO Ramp 25 2500
7 200 rpm/s VEPS, —
Rate rpm/s rpm/s
DDDL 7.0
PTO DRS,
Shutdown 17 1 s 5000 s 300 s VEPS, —
Time DDDL 7.0
PTO Source
DRS,
VEPS
J1939
PTO Throttle DRS, 0=disable, 1=Enable engine speed
Override 7 0 1 1 VEPS, in PTO mode to be increased with
Enable DDDL 7.0 throttle input
DRS,
Ramp Fan 19 1 %/s 100 %/s 25 %/s —
VEPS
Ramp Rate 8191 DRS,
0
Adjusted Idle 3 .875 100 rpm/s VEPS, —
rpm/s
Spd rpm/s DDDL 7.0
Remote DRS,
Accelerator 20 0 1 0 VEPS, 0=disable, 1=enable
Enable DDDL 7.0
Remote
0=1 pulsed input(VCU style), 1=2
PTO Spd DRS,
6 0 2 0 gray coded inputs, 2=2 binary coded
Selection VEPS
inputs
Mode
Resume DRS,
5000
Accel Max 7 0 Nm 5000 Nm VEPS, —
Nm
PTO Torque DDDL 7.0
Resume DRS,
3000
Accel Sw 7 0 rpm 500 rpm VEPS, —
rpm
PTO Set Spd DDDL 7.0
Road Spd
DRS,
Limit Max 10 0 3 0 0=Off, 1=Low, 2=Medium, 3=High
VEPS
Stage Num
Second DRS,
Highest Gear 8 0 5.75 2.55 VEPS, —
Ratio DDDL 7.0
Service
DRS, 0=hardwired, 1=CCVS1, 2=CCVS2,
Brake Switch 13 0 3 0
VEPS 3=CCVS3
Config

Name Group
0=disable, 1=enable automatic
Service Brk DRS, engine brake when applied service
Enable Eng 10 0 2 0 VEPS, brake, 2=operator selection and
Brakes DDDL 7.0 service brake for engine brake
activation
Set Coast DRS,
5000
Max PTO 7 0 Nm 5000 Nm VEPS, —
Nm
Torque DDDL 7.0
Set Coast DRS,
3000
Switch PTO 7 0 rpm 500 rpm VEPS, —
rpm
Set Speed DDDL 7.0
Single Step DRS,
Adjusted Idle 3 0 rpm 100 rpm 16 rpm VEPS, —
Spd DDDL 7.0
Spd 1 Max DRS,
5000
Nm
Remote PTO DDDL 7.0
DRS,
Spd 1 via 500 3000
7 950 rpm VEPS, —
Remote PTO rpm rpm
DDDL 7.0
Spd 2 Max DRS,
5000
Nm
Remote PTO DDDL 7.0
DRS,
Spd 2 via 500 3000
7 1250 rpm VEPS, —
Remote PTO rpm rpm
DDDL 7.0
Spd 3 Max DRS,
5000
Nm
Remote PTO DDDL 7.0
DRS,
Spd 3 via 500 3000
7 1850 rpm VEPS, —
Remote PTO rpm rpm
DDDL 7.0
Stage 1 Eng
8000 DRS,
Brk Off Delta 10 0 rpm 100 rpm —
rpm VEPS
Spd
Stage 1
DRS,
Factor 10 0% 100% 100% —
VEPS
Engine Brake
Brake 2nd stage, 17=Jake Brake
2nd stage 64=decompression valve
Stage 1 Mask DRS,
10 0 81 64 only or Jake Brake 1st stage,
Engine Brake VEPS
80=decompression valve and
3rd stage

Name Group
Stage 2 Eng
8000 DRS,
Brk Off Delta 10 0 rpm 100 rpm —
rpm VEPS
Spd
Stage 2
DRS,
Factor 10 0% 100% 100% —
VEPS
Engine Brake
Brake 2nd stage, , 17=Jake Brake
2nd stage, 64=decompression
Stage 2 Mask DRS,
10 0 81 80 valve only or Jake Brake 1st stage,
Engine Brake VEPS
3rd stage
Stage 3 Eng
8000 DRS,
Brk Off Delta 10 0 50 rpm —
rpm VEPS
Spd
Stage 3
DRS,
Factor 10 0 100% 100% —
VEPS
Engine Brake
Stage 3 Mask DRS,
Engine Brake VEPS
3rd stage
Stop Eng
DRS, 0=hardwired, 1=ccvs1, 2=ccvs2,
Override Sw 13 0 3 0
VEPS 3=ccvs3
Config
Throttle
DRS, 0=Cab and Remote Throttle, 1–Cab
Inhibit 11 0 2 0
VEPS Throttle, 2=Remote Throttle
Selection
Throttle DRS,
3000
Override Max 7 0 1600 rpm VEPS, —
rpm
Eng Spd DDDL 7.0
DRS,
Tire Revs per 160 1599
8 312 1/km VEPS, —
Unit Distance 1/km 1/km
DDDL 7.0
DRS,
Top Gear 0.099 2.5498
8 1 VEPS, —
Ratio 609375 046875
DDDL 7.0
Top2 Cruise DRS,
0=disable, 1=using cruise control
Control Sw 42 0 1 0 VEPS,
master switch
Enable DDDL 7.0

Name Group
Top2 Auto
DRS,
Down Min 42 400 2600 1150 3200..20800 = signal
VEPS
Speed ae 2
Top2 Auto
DRS,
Down Max 42 400 2600 1200 3200..20800 = signal
VEPS
Speed ae 2
Torque
DRS,
Factor Gear 23 0 1 1 —
VEPS
Dwn Protect
Torque
DRS,
Factor High 23 0 1 1 —
VEPS
Gear Power
Trans Factor DRS,
10 0% 100% 100% —
Engine Brake VEPS
Trans Mask DRS,
Engine Brake VEPS
3rd stage
Trans Neutral DRS, 0=hardwired, 1=info from J1939

13 0 255 0
Input Config VEPS (muxed), 255=not available
Trans
DRS,
Retarder Fan 19 0% 100% 0 —
VEPS
Percent
Trans Torque DRS,
3 0 1 0 0=disabled, 1=enable
Limit Enable VEPS
0 – Manual, without neutral switch,
1 – Not Used in NAFTA, 2 – Allison,
Eaton UltraShift, AutoShift, ZF
ASTronic: direct start, 3 – Manual,
Transmission DRS,
2 0 7 0 with neutral switch, 4 – Not Used
Type VEPS
in NAFTA, 5 – Eaton AutoShift,
UltraShift, ZF ASTronic, AGS2: MCM
Start, 6 – Allison, Eaton UltraShift
ASW: MCM Start, 7 – Eaton Top2
0=no EBC1, standard PTO message,
Transmit 1=transmit EBC1 and standard PTO
DRS,
EBC1 for 1 0 3 0 message, 2=no EBC1, AGS2 specific
VEPS
AGS2 PTO message, 3=transmit EBC1 and
AGS2 specific PTO message
TSC1 Source
DRS,
VEPS
J1939

Name Group
Two Spd Axle DRS,

Second Axle 8 1 20 5.29 VEPS, —
Ratio DDDL 7.0
0=no sensor, 1=C3 sensor, 2=square

wave (hall sensor), 3=J1939 ETC1,
Vehicle DRS,
4=magnetic pickup vehicle speed
Speed 8 0 8 4 VEPS,
sensor, 5=J1939 TCO, 6=J1939
Sensor DDDL 7.0
CCVS Source1, 7=J1939 CCVS
Source2, 8=J1939 CCVS Source3
VSS
DRS,
Absolute 0 200 160.9
8 VEPS, —
Diagnostic Km/h Km/h Km/h
DDDL 7.0
Limit
VSS Driving DRS,
0 200 160.9
Diagnostic 8 VEPS, —
Km/h Km/h Km/h
Limit DDDL 7.0
Table C-1 DDEC VI Parameters

INDEX
A SAE J1708/J1587, messages, 6-5
SAE J1939/J1587 connector, 3-76
Acceleration Limiter, 5-3
DDEC Data, 5-95
Active Codes, 5-23
DDEC Reports, 5-97
Aftertreatment Device (ATD), parked regeneration,
5-133 Deceleration Lamp, requirements and guidelines, 3-118
AGS2 Backup Lamp, requirements and guidelines, Deutsch Connectors, 3-78

3-113 Deutsch Terminals
AGS2 Check Trans Lamp, requirements and guidelines, installation, 3-78
3-114 removal, 3-80
AGS2 Trans Temp Lamp, requirements and guidelines, Diagnostics, 5-12, 5-23
3-115 amber warning lamp, 5-23
dashboard panel lamps, 5-23
Amber Warning Lamp (AWL), 3-116 flashing fault codes, 5-25
engine protection, 5-55 red stop lamp, 5-23
idle shutdown, 5-109
requirements and guidelines, 3-116 Diesel Particulate Filter (DPF) Connector, 3-27, 3-29
use in diagnostics, 5-23 Digital Outputs, 4-35
Analog Outputs, 4-57 optimized idle active light, 4-48
Top2 shift lockout solenoid, 4-52
Automotive Limiting Speed Governor (ALSG), 5-155, Top2 shift solenoid, 4-51
accelerator pedal, 5-155
DPF Regeneration Lamp, requirements and guidelines,
3-119
C Dual Speed Axle, 5-27
Cold Start, MBE 900 & MBE 4000, 5-9

Common Powertrain Controller (CPC), 3-31
environmental conditions, 3-33 E
vehicle interface harness, 3-34 Engine Brake, MBE 900 & MBE 4000, 5-29
Communication Link, J1939, 6-28, 3-67 clutch released input, 5-32
cruise control, 5-30
Conduit and Loom, 3-91
disable, 5-31
Connectors, deutsch connector, 3-76 engine fan braking, 5-32
minimum mph, 5-32
Criteria, wires, 3-77
service brake control of, 5-31
Cruise Active Lamp, requirements and guidelines, 3-117 switches, 5-29
Cruise Control, 5-13 Engine Brake, Series 60, 5-47
clutch released, 5-15 active, 5-48
engine brake, 5-30, 5-48 clutch released input, 5-48
resume/accel, 5-15 cruise control, 5-48
service brake released, 5-16 disable, 5-48
set/coast, 5-15 engine fan braking, 5-48
throttle inhibit switch, 5-21 minimum mph, 5-48
vss fault, 5-21 service brake control of, 5-47
Engine Coolant Level Sensor, 3-104
D Engine Harness (EH)

120–pin connector, MBE 4000, 3-16
Data Link 120–pin connector, MBE 900, 3-12
SAE J1587, 6-4 120–pin connector, series 60, 3-8
INDEX
Engine Protection, 5-55 J

prewarning, 5-56
stop engine override, momentary override, 5-56 J1939, switch inputs, 4-31
warning, 5-56
Engine Starter Control, 5-63
Ether Start, Series 60, 5-65
L
Lamps
ags2 backup lamp, 3-113
ags2 check trans lamp, 3-114
F ags2 trans temp lamp, 3-115
amber warning lamp, 3-113
Fan Control, 5-71
cruise active lamp, 3-117
dual fans type 6, 5-78
dashboard panel lamps, 5-23
single-speed fan type 4, 5-72
deceleration lamp, 3-118
single-speed fan type 7, 5-75
dpf regeneration lamp, 3-119
two-speed fan, 5-82
high exhaust system temperature lamp, 3-120
variable speed fan type 2, with fan speed feedback,
low battery voltage lamp, 3-122
5-90
low coolant level lamp, 3-123
variable-speed fan type 3, without fan speed feedback,
low oil pressure lamp, 3-124
5-86
malfunction indicator lamp, 3-125
Flashing Fault Codes, 5-25 optimized idle active lamp, 3-126
Fleet Management, 5-95 red stop lamp, 3-127
DDEC data, 5-95 wait to start lamp, 3-128
DDEC reports, 5-97 Limiters, 5-117
FMI, CPC identifier, 6-4 Low Battery Voltage Lamp, requirements and guidelines,
Fuel Economy Incentive, 5-103 3-122
Fuses, 3-72 Low Coolant Level Lamp, requirements and guidelines,

3-123
Low Gear Torque Reduction, 5-121
G Low Oil Pressure Lamp, requirements and guidelines,

3-124
Governors, 5-155
automotive limiting speed governor, 5-155
PTO, 5-157
M
Main Power Supply Shutdown, 3-71
H Malfunction Indicator Lamp (MIL), requirements and

guidelines, 3-125
High Exhaust System Temperature Lamp, requirements
MCM, diagnostics, 5-23
and guidelines, 3-120
Message Identification Character (MID), description of,
6-4
MIDs, CPC identifier, 6-4
I Motor Control Module (MCM), 3-3
Idle Adjust, 5-105 120–pin connector, DD15, 3-4–3-7
Idle Shutdown Timer, 5-109, 5-111 120–pin connector, MBE 4000, 3-16–3-19
idle shutdown override, 5-111 120–pin connector, MBE 900, 3-12–3-15
vehicle power shutdown, 5-113 120–pin connector, series 60, 3-8
120–pin connector, Series 60, 3-8–3-11
Inactive Codes, 5-23
21–pin connector, 3-21
Inputs, 4-3 31–pin pigtail connector, 3-23
Index-2 All information subject to change without notice. (Rev. 5/08)

O SAE J1939, message format, 6-28
OEM SAE J1939/71, application layer parameter group

diagnostic connector, 3-76 definitions, 6-29
installed sensors, 3-101 Sensors, 3-95–3-96, 3-101
supplied lights, 3-113 engine coolant level sensor, 3-104
Optimized Idle factory-installed sensors, 3-96, function and location,
digital outputs, 4-48 3-96
engine mode, 5-127 OEM-installed sensors, 3-101, function and
OI engine target rpm, 5-126 guidelines, 3-101
thermostat mode, 5-128 vehicle speed sensor, 3-109
Optimized Idle Active Lamp, requirements and SIDs, CPC identifier, 6-4
guidelines, 3-126 Starter Lockout, 5-151
Stop Engine Override Options, 5-56
P Switch Inputs, 4-31
Parked Regeneration, 5-133

PasSmart, 5-139 T
Passwords, 5-143 Tachometer Drive, 5-153
PIDs Tape and Taping, 3-93
CPC identifier, 6-4
double byte parameters, 6-14 Terminal Installation, Deutsch connectors, 3-78
single byte parameters, 6-6 Terminal Removal, Deutsch terminals, 3-80
variable length parameters, 6-17
Throttle Control, 5-155
Power Supply, 12 volt system, 3-69
Top2, 5-177, digital outputs, 4-51–4-52
Power Take-off (PTO), 5-157
Transmission Interface, 5-173
Progressive Shift, 5-145 Allison, 5-179
high range, 5-147 Eaton autoshift, 5-182
low range #1, 5-146 Eaton Top2, 5-177
low range #2, 5-146 Eaton ultrashift, 5-181
PTO Shutdown, 5-109 manual transmissions, 5-173
Mercedes AGS2 transmissions, 5-173
PWM Output, 4-59 ZF astronic, 5-184
R V
Red Stop Lamp (RSL)
Vehicle Interface Harness (VIH), 3-34
engine protection, 5-55
design criteria, 3-35
requirements and guidelines, 3-127
power wiring, 3-65
shutdown, 5-56
wiring
use in diagnostics, 5-23
coach applications, 3-46–3-49
crane applications, 3-54–3-57
fire truck applications, 3-50–3-53
S transit bus applications, 3-58–3-61
SAE J1587 truck applications, 3-38–3-41
message format, 6-4 vocational applications, 3-42–3-45
PIDs Vehicle Speed Limiting, 5-185
double byte parameters, 6-14
Vehicle Speed Sensor, 3-109
single byte parameters, 6-6
variable length parameters, 6-17 Vehicle Speed Sensor Anti-tampering, 5-187
All information subject to change without notice. (Rev. 5/08) Index-3

INDEX
VSS Anti-tampering, 5-187 recommendations, 3-77

requirements, 3-77
Wiring
W communication wiring, 3-67, proprietary
Wait to Start Lamp, 5-11, requirements and guidelines, Engine-CAN link, 3-69
3-128 power wiring, 3-65
tachometer, 5-153
Wires
Top2 transmission, 5-178
criteria, 3-77
Index-4 All information subject to change without notice. (Rev. 5/08)


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ATTENTION

This document is a guideline for qualified personnel. It is intended to be used by vehicle

DDEC VI APPLICATION AND INSTALLATION

All information subject to change without notice. (Rev. 5/08) i

ii All information subject to change without notice. (Rev. 5/08)

1 INTRODUCTION ................................................................................................................. 1-1

2 SAFETY PRECAUTIONS ................................................................................................... 2-1

3 HARDWARE AND WIRING ................................................................................................ 3-1

All information subject to change without notice. (Rev. 5/08) iii

TRANSIT BUS APPLICATIONS ........................................................................... 3-58

iv All information subject to change without notice. (Rev. 5/08)

AGS2 TRANS TEMP LAMP REQUIREMENTS AND GUIDELINES .................... 3-115

4 INPUTS AND OUTPUTS .................................................................................................... 4-1

All information subject to change without notice. (Rev. 5/08) v

INSTALLATION ..................................................................................................... 4-5

vi All information subject to change without notice. (Rev. 5/08)

4.1.18 PARK BRAKE SWITCH .............................................................................................. 4-21

All information subject to change without notice. (Rev. 5/08) vii

4.3.7 DPF REGENERATION LAMP (HARDWIRED AND J1939) ....................................... 4-41

viii All information subject to change without notice. (Rev. 5/08)

4.3.22WAIT TO START LAMP .............................................................................................. 4-54

5 FEATURES ......................................................................................................................... 5-1

All information subject to change without notice. (Rev. 5/08) ix

CLUTCH RELEASED (MANUAL TRANSMISSIONS) .......................................... 5-15

x All information subject to change without notice. (Rev. 5/08)

5.8.4 INTERACTION WITH OTHER FEATURES ................................................................ 5-53

All information subject to change without notice. (Rev. 5/08) xi

5.15.3 INTERACTION WITH OTHER FEATURES. ............................................................... 5-104

xii All information subject to change without notice. (Rev. 5/08)

5.24 PASSWORDS ................................................................................................................. 5-143

All information subject to change without notice. (Rev. 5/08) xiii

DIAGNOSTICS ..................................................................................................... 5-179

6 COMMUNICATION PROTOCOLS ...................................................................................... 6-1

xiv All information subject to change without notice. (Rev. 5/08)

EEC4 – ELECTRONIC ENGINE CONTROLLER #4 ............................................ 6-49

APPENDIX A: HARNESS WIRING DIAGRAMS .......................................................................... A-1

APPENDIX B: ACRONYMS .......................................................................................................... B-1

APPENDIX C: PARAMETER LIST ............................................................................................... C-1

INDEX ............................................................................................................................................ INDEX-1

All information subject to change without notice. (Rev. 5/08) xv

xvi All information subject to change without notice. (Rev. 5/08)

Figure 3-1 Motor Control Module ........................................................................................ 3-3

All information subject to change without notice. (Rev. 5/08) xvii

Figure 5-6 Exhaust Flap Only – MBE 900 .......................................................................... 5-35

xviii All information subject to change without notice. (Rev. 5/08)

Table 2-1 The Correct Type of Fire Extinguisher ............................................................... 2-6

All information subject to change without notice. (Rev. 5/08) xix

Table 3-42 Connector #1 Pin Assignments – Coach Application ........................................ 3-46

xx All information subject to change without notice. (Rev. 5/08)

Table 3-88 Connector #1, 18–pin Connector, B Key ........................................................... 3-74

All information subject to change without notice. (Rev. 5/08) xxi

Table 4-8 Diagnostic Request Switch Programming Options ............................................ 4-11

xxii All information subject to change without notice. (Rev. 5/08)

Table 4-55 Frequency vs. Speed ........................................................................................ 4-59

All information subject to change without notice. (Rev. 5/08) xxiii

Table 5-38 Shutdown Times ................................................................................................ 5-57

xxiv All information subject to change without notice. (Rev. 5/08)

Table 5-84 DPF Stationary Regen Only Parameter ............................................................ 5-137

All information subject to change without notice. (Rev. 5/08) xxv