Professional Documents
Culture Documents
AG11 T3 Electronic Engine Controls Tier3
AG11 T3 Electronic Engine Controls Tier3
2.4L / 3.0L 4.5L / 6.8L 4.5L / 6.8L 9.0L 13.5L Installation Drawings
• • • • • Introduction
• • • • • Principles of Operation
• • • • • ECU Programming
• • • • • Trimmable Features
• • • • • Non-trimmable Features
• • • • • Wiring Harness
• • • • • Supplier Contacts
• • • • • Glossary of Terms
Introduction
The Tier-3 Electronic Engine Controls engine application information is organized by both engine model and by topic.
To find information for a particular engine model, click the engine model.
Some information is the same for all Tier-3 applications, regardless of engine model.
For that “common” information, click the topic of interest.
Some topics contain information that is unique to a particular Tier-3 engine model.
For that “engine-specific” information, click on the appropriate • below the engine model.
Safety
Safety
Principles of Operation
Principles of Operation
High Pressure Common Rail (HPCR) Fuel System ................................................................................................................................................... 2
Exhaust Gas Recirculation (EGR) and Variable Turbine Geometry (VTG) ................................................................................................................ 2
Other .......................................................................................................................................................................................................................... 2
Other
The ECU can control air heaters (optional) for improved cold starting and
reduced start white smoke. More details are included in the engine-
model-specific sections of this document.
ECU Programming
ECU Programming
Final Programming ..................................................................................................................................................................................................... 2
Trimmable Features
Trimmable Features
Throttles ..................................................................................................................................................................................................................... 2
Cruise Control...........................................................................................................................................................................................................15
ECU Sensors............................................................................................................................................................................................................19
Normally, the analog throttles operate between slow idle and fast idle,
THROTTLE SELECTION however, when the adjustable 3-state throttle is used, the analog throttle
range will be between the adjustable low idle and the adjustable interme-
On the Trim sheet, a Digital throttle selection can be made: diate speed setting.
• 2-state (non-adjustable)
The John Deere analog throttle is a multi-turn 5000-Ohm potentiometer
• 3-state (adjustable) throttle designed for stationary applications. Many other throttle styles,
• Ramp (Ramp throttle not available for Genset) including various foot pedal throttles, are available from Morse, Williams
Controls, and other suppliers. Any potentiometer-style analog throttle will
A primary and secondary analogue throttle may also be enabled. work, as long as total resistance is in the 2,000-15,000-Ohm range.
Detail on the throttles is given in the Hardware section of this document.
If the analog throttle circuit is not connected (on industrial applications), a
fault code is generated. The warning lamp lights and the system reverts to
THROTTLE OPTIONS the secondary analog throttle and/or digital throttle inputs. If no throttle
input is present on industrial applications, the system reverts to low idle.
Several throttle inputs are available. There are two analog (potentiometer)
throttles, and three types of digital throttles. All throttle inputs must be at No analog throttle connection is required on gen-set applications that are
low idle for the system to operate at low idle, but in most cases any single intended to run at rated speed only, with no adjustability. See “Throttle
throttle input can put the system at fast idle. Emulator” below.
THROTTLE EMULATOR
An emulator is needed for any throttle that is enabled through the trim set-
tings but not installed. Either use the John Deere throttle emulator, or wire
an equivalent resistor bridge into the appropriate pins on the 21-pin con-
nector. The exact size of the resistors is not important, as long as total
resistance is 2,000-15,000 Ohms, and the small resistor size is 6% to
20% of the large resistor, for slow idle emulator. For fast idle emulator, the
resistors are reversed. The throttle can also be emulated for constant
speed operation at any speed. For assistance, contact application engi-
neering.
Link to Analog Throttle Adjustment If a potentiometer without fast and slow idle stops is used, additional fixed
https://jdpower.deere.com/psdistrib/engapp/App_Guidelines/AG13.pdf resistors can be wired in series with 21-pin connector Pins C and M as
shown below to prevent the analog throttle voltage from going outside the
upper and lower limits and generating a fault code.
To prevent error codes and unexpected changes in speed, the fast and
slow idle stops on the throttle potentiometer must be adjusted so that the For the Auto-Cal system to work properly, each added resistor should be
voltage on Pin L cannot go below 0.35 volts or above 4.65 volts. between 9-39% of the nominal throttle potentiometer resistance. Total
resistance of the potentiometer and both resistors should be in the range
of 2000 to 15,000 Ohms.
Analog Throttle Auto-Cal Feature
For gen-set applications, connection of this circuit is not required. Gen-set
Industrial (non-genset) applications also have an Auto-Cal feature that ECUs default to rated speed (1800 or 1500 rpm), and do not generate a
automatically adjusts the ECU expected range to match the installed fault code if the throttle is not connected. If the analog throttle is not con-
throttle. This feature is selectable in the trim options. Once the stops are nected, the engine will run at rated speed (1800 or 1500) only, with no
adjusted to limit low and fast idle voltage, the "Auto-Cal" feature of the adjustment.
ECU will check the exact range of the throttle potentiometer and adjust
the ECU to that range. However, the initial installation must be within cer-
tain resistance limits for the Auto-Cal feature to work.
Before plugging it into the wiring harness, adjust the throttle potentiometer
using the following procedure:
1. With the potentiometer against the slow idle stop, adjust the stop so
that the resistance measured between the ground and wiper con-
nections of the potentiometer (21-pin connector Pins C and L) is
between 8% and 21% of overall potentiometer resistance.
2. With the potentiometer against the fast idle stop, adjust the stop so
that the resistance measured between the power and wiper con-
nections of the potentiometer (21-pin connector Pins M and L) is
also between 8% and 21% of overall potentiometer resistance. This
does not have to be a precise adjustment. The Auto-Cal feature will
make a precise adjustment automatically. Throttles from John
Deere, are pre-adjusted at the factory.
DIGITAL THROTTLE ADJUSTMENTS The Custom option allows a user to enter in a desired rise time between 5
and 30 seconds and the appropriate calculations are made to generate
Refer to John Deere Custom Performance (Trim Options) the proper rpm per second value to provide the desired rise time. A
change in the throttle rate will not affect the rate at which a decrease in
throttle affects the governor reference speed; the decrease ramp rate is
(For description of throttle types, see hardware section in this document ) always set to the standard rate -400 000 rpm per second.
The throttle adjustments section on the Trim Options page allows for the Ramp Rate
setting of some throttle change rates, how a throttle recovers from a fault
condition, and the minimum and maximum throttle offsets. This applies only to the ramp throttle. The ramp rate is the rate at which
the percent throttle is increased or decreased when either the ramp up or
Low Idle (Minimum Engine Speed Control) ramp down are continually pressed. There are five selections available
on the Trim Options page:
Only isochronous governing is available at low idle speed. A single low
idle speed is used with speed adjustments. This can be done through idle • Three-second exponential
offsets on the trim page or with idle bumps on the control panel for some • Five-second linear
throttles. • Seven- second linear
Fast Idle (Maximum Engine Speed Control) • Nine-second linear
Idle Bumps are enabled to allow for adjustments of the maximum throttle • Custom
speed, but not above fast idle and only if the three state throttle is The Custom option allows a user to enter in a desired rise time, and the
selected. This can be done through idle offsets on the trim page or idle appropriate Calculations are made to generate the proper linear ramp
bumps. rate to provide the desired ramp time.
Throttle Rate Ramp Step
This applies to all enabled throttles except for the ramp throttle. In the This applies only to the ramp throttle. The ramp step is the increase or
case that the ramp throttle is enabled, the throttle rate is disabled for all decrease in the throttle percentage when either the ramp up or ramp
throttles and the default value is used. down positions are momentarily pressed. The available selections on the
Trim Options page are 0.4%, 0.8%, 1.6%, and 2.8%
The throttle rate is the rate at which an increase in throttle (i.e. switching
the 2-state throttle from the low to high position) would cause the gover-
nor reference speed (desired or target speed) to increase. There are five
selections available for throttle rate on the Trim Options page:
• Standard (400 000 rpm per second,
essentially limited by the hardware),
• Fast (1000 rpm per second)
• Medium (800 rpm per second)
• Slow (300 rpm per second)
• Custom
This applies to all enabled throttles except ramp throttle. The ramp throt- Combination Throttle is selectable in trim options. The combination throt-
tle is reset to 0% when an out-of-range condition occurs, and resumes tle allows multiple throttles to become accelerators or decelerators to a
normal operation if the input becomes valid again. "master" throttle input. When combination throttle is used, the throttle sig-
nals are additive, up to the fast-idle setting. There is no "dead band" in the
The out-of-range recovery selections determine how a throttle will behave throttles. For example: when you move the foot throttle, speed immedi-
and recover in an out of range situation. Only the throttle that has the out ately increases regardless of where the hand throttle is set.
of range condition will be affected; any other active throttle will maintain
normal operation. There are three recovery modes that can be selected The default setting when the combination throttle is disabled, results in
on the Trim Options page: the highest throttle value of all of the enabled throttles as the throttle
in control. The throttles are not additive.
Resume Recovery
There are two basic types of combination throttles. These are selections
When a throttle out-of-range condition is detected, the offending throttle is made in the trim options:
set to 0%. As soon as the out-of-range condition clears, normal throttle
operation resumes. 1. Accelerators - An accelerator throttle operates between the per-
centage throttle of the Master Input and 100%. For example, if the
Caution: This can cause large jumps in engine speed if an Master Throttle were set to 25% the additional Input full range
intermittant out-of-range condition exists. would be from 25% throttle to 100% throttle.
Idle Recovery 2. Decelerators - A decelerator throttle operates between the per-
centage throttle of the Master Input and 0%. For example, if the
When a throttle out of range condition is detected, the offending throttle is Master Throttle were set to 25% the additional Input full range
set to 0%. When the signal becomes valid, the throttle position must be would be from 25% throttle to 0% throttle.
returned to low idle position (0% throttle) in order for normal operation to
resume. This is the default condition.
The Master Input throttle is also identified on the trim option page. The
Locked Recovery Master Input is the throttle to which the second input becomes an acceler-
ator or a decelerator.
When a throttle out of range condition is detected, the offending throttle is
set to 0% Normal throttle operation will resume only when the signal
becomes valid again AND power is cycled on the ECU.
The 2-state throttle switches between the factory or trim option pre-set An adjustable 3-state throttle feature is available on systems that do not
slow idle setting and the factory pre-set (fixed) fast idle setting. Low idle specify cruise control.
speed can only be adjusted on the trim page. The 2-state throttle must be
set in the "Low Speed" position for the analog throttle to work. With the Three switches make up the adjustable 3-state throttle feature, the Throt-
switch set at the slow idle position, the engine will start and operate at the tle switch, the Bump Enable switch, and the Bump switch. The 3 state
preset slow idle speed, unless an analog throttle signal greater than slow throttle feature allows the operator to choose between three operating
idle is present. The analog throttle is active in the slow idle position, but Speeds: fast idle, slow idle, and an intermediate speed. Slow idle is
not the fast idle position. adjustable with offsets on the trim page or with bumps on the instrument
panel, up to a maximum of 1400 rpm. The intermediate speed can be
The non-adjustable 2-state throttle feature can either use the John Deere adjusted and locked to any desired speed between 1400 rpm and the fac-
2-state throttle switch, the John Deere 3-state throttle switch, or you can tory pre-set fast idle. These speeds can be user adjusted and locked with
make your own switch. If the 3-state throttle is used, the middle and high the bump and bump-enable switches. (locking procedure: depress bump
positions will both make the engine run at fast idle. enable 3 times after desired speed is set.) Locking retains the set speeds
settings after engine is shutdown.
This intermediate speed can also be defined during the trim program-
ming. There is an advantage to programming this intermediate speed via
the trim options because a future service programming will not "wipe-out"
the setting.
The mating connector for all John Deere throttle switches is a Packard
An engine that is equipped with only the Ramp throttle will always start at Metri-Pack 150 Series two-cavity female connector with sealed female
the factory preset slow idle. After starting, a single rocker switch can be terminals, cable seals and a TPA or secondary lock. The throttle switch
used to bump the speed to any desired operating speed between the fac- circuit must be connected on all industrial (non-genset) applications.
tory preset slow idle and fast idle. It can be adjusted up or down continu-
ally as desired while the engine is running, but when the engine is A fixed resistor can be wired directly into the 21 pin instrumentation. The
switched off, it will return to low idle. value of the fixed resistor (R) depends on the desired engine speed:
Ramp Throttle Switch • slow idle
• intermediate
The ramp throttle software is designed to work with the John Deere Ramp
throttle (rocker) switch. The John Deere ramp throttle switch is detented • speed setting (adjustable 3-state throttle only)
(snaps into position) in the center 'neutral' position only. It is spring loaded • fast idle factory pre-set
back to neutral in the bump-up and bump-down positions. Any switch that
is designed per the illustration with spring return to the neutral position On gen-set applications only, to start and operate at 1800 (or 1500) rpm
can be used. with no adjustability, this circuit can be left unconnected.
When using the ramp throttle feature, the engine will always start at the BUMP SWITCH
factory pre-set low idle. When the switch goes momentarily to the 3000-
Ohm position, speed will bump up 25 rpm. If the switch is held in place, Link to Bump Switch
the engine speed command will continue to increase. The ramp throttle https://jdpower.deere.com/psdistrib/engapp/App_Guidelines/
works in a similar manner to a throttle lever. The speed command will AG11DE10.pdf
continue to increase as long as the switch is held down, regardless of the
engine speed actually achieved. Holding the switch down steadily for sev- The Bump Switch allows the operator to adjust either the intermediate or
eral seconds has the same effect as advancing a manual throttle lever to slow idle speeds. When the Throttle Switch is on "Intermediate," and the
the fast idle position. The engine speed target will reach high idle even if Bump Enable switch is "On," moving the Bump switch to the "-" (minus)
the engine is too heavily loaded to reach fast idle. The engine will acceler- position decreases the intermediate speed setting slightly. And moving
ate to fast idle as soon as the load is reduced or removed. the Bump switch to the "+" (plus) position increases the pre-selected
intermediate speed slightly (but not past fast idle). When the Throttle
If the operator sets the throttle at the high idle rpm, and lugs the machine Switch is on "Low," and the Bump Enable switch is "On," moving the
to below rated rpm, then presses the accelerate switch, the target speed Bump switch adjusts the slow idle speed.
will remain at fast idle. It does not reset to the actual engine speed like the
cruise functions do. The Bump Switch works like the "Accel" and "Coast" buttons on an auto-
motive cruise control. A momentary tap on the switch bumps the speed up
or down about 10 rpm (or one rpm on gen-sets). However, if you hold the
switch down, speed will continue to ramp up or down continuously until
the switch is released, then it will remain at whatever rpm it has reached
at that point.
To permanently set intermediate and slow idle speeds, press the bump
enable button three times after adjustment. The pre-set speeds will be
remembered, even if the ignition is turned off or the battery is discon-
nected.
CAN signals broadcast and received by the ECU are described below. Each message is linked to the
John Deere CAN Database website where details on format and scaling are located.
Broadcast R
ate
Message Name Data Used Special Info
(ms)
DM1 › Ac
tive C
odes
1000 New o
Frmat
PGN 0
xFECA
EEC2 › E
lectronic Engine C
ontroller #2 Accelerator pedal p
ositi on
50
PGN 0XF003 Percentload urrent
c peed
s
Engine/Retarder torque m
ode
EEC1 › E
lectronic Engine C
ontroller #1
Actual Engine Percent Torque 20
PGN 0xF004
Engine pSeed
EEC3 › E
lectronic Engine C
ontroller #3 Nominal Friction
250
PGN 0
xFEDF Engines Desired Operating Speed
Engine Configuration 5000 or 10%
Reference E
ngine T
orque
PGN 0 xFEE3 Change
Engine lFuid Level/Pressure Fuel D elivery Pr
essure 9.0L
( O
nly)
500
PGN 0 xFEEF Oil Pressure
Engine Temperature Coolant
1000
PGN 0 xFEEE Fuel
Fuel E
conomy
Fuel R
ate 100
PGN 0xFEF2
Inlet/Exhaust C
onditions Boost Pressure
500
PGN 0 xFEF6 Intake manifold temperature
TCI2 Turbocharger Information #
2
Compressor nlet
I T
emperature 1000
PGN 0
xFE9A
Vehicle El
ectrical P
ower
Battery P
otential voltage),
( w
s itched 1000
PGN 0 xFEF7
Enable
Proprietary Functional Test Message Compression Test Mo de
1000
PGN 0xEF00 ID 0x 64 0x01 Cyli nder D
iagnostics Mode
Cyli nder C
utout Number
Engine h
Sutdown Timer
EngineWait ot St art Lamp
Shutdown Engine rPotection Shutdown O
verride
1000 Carryover from T2
PGN 0 xFEE4 Engine Approaching Shutdown
Engine rPotection Shutdown
Cruise B
rake
Cruise C
ontrol E
nable
Cruise C
ontrol Active
Cruise C
ontrol
Cruise C
ontrol Accelerate/Set 100 Carryover from T2
PGN 0 xFEF1
Cruise C
ontrol R
esume/Coast
Cruise C
ontrol S
et Sp eed
Cruise C
ontrol S
tate
Parasitic Load
Breakaway is defined as rated speed plus 70 rpm. Breakaway is the
speed where the max speed governor intersects the torque curve, result- FIZF
ing in a rapid reduction in torque above breakaway speed.
The droop calculation used to determine the rpm of droop in Trim Options Engine Speed Droop
page is different from the "standard" droop definition. The rpm of droop as
defined in the Trim Options page is the number of rpm from the break-
away speed to the FIZF (Fast Idle Zero Fuel) speed. The fast idle speed
in the application will be lower then the FIZF speed depending on the
application parasitic loads.
Parasitic Load
FIZF
The derate controls are broken down into two categories: A complete list of the engine protection functions, including derates and
• Level 1 derates are recommended and are enabled from the factory. shutdowns, is included for your reference. A more detailed list including
However, Level 1 derates can be disabled on any application. the operating thresholds and derate levels associated with this engine
protection is available upon request. For more information, please con-
• Level 2 derates can only be disabled on applications that meet the tact your John Deere engine distributor or John Deere Sales Engineer as
"emergency" application criteria previously mentioned (but defined to necessary. A list of abbreviations used in the descriptions is provided for
a greater extent in 40 cfr 60.4219). This selection to enable or dis- your convenience:
able the Level 1 or Level 2 derates must be made during the pro-
gramming of the engines electronic control unit (ECU). The Derate - Reduction in maximum engine fueling rate resulting in a loss
equipment manufacturer installing the Deere engine may have made of maximum rated power or speed.
this selection for you. In other cases, this selection can be made dur- ECT - Engine Coolant Temperature
ing a "field service reprogramming" event. ECU - Engine Control Unit
If equipment is defined as "for emergency use only" where a power reduc- EGR - Exhaust Gas Recirculation
tion would be unacceptable to the function of the equipment, it would be VTG - Variable Turbine Geometry (turbocharger)
advisable to contact the equipment manufacturer to obtain the list of soft-
ware options chosen for the derate functions of engine protection. If it is
determined that the appropriate level of options has not been chosen for Standard (Level 1) Derates
your function, the engine controller may be reprogrammed by an autho-
rized John Deere field service technician at which time the derate selec- The ECU is programmed with a set of standard derates (also referred to
tions can be modified. You will be required to provide documentation as Level 1 Derates) which provide protection for the engine using the sen-
including contact information and telephone numbers as well as the sors which are installed on the base engine. The amount of speed or fuel
description of your "emergency use only" application. This information derate depends on the duration and severity of the parameter. The
will be used during random audits to ensure that the software option is parameters included in the standard set of derates, general thresholds,
chosen appropriately and that the application is compliant within the per- and derate type are:
missions and exemptions provided by the EPA. The service technician Crank Sensor -
will be required to keep this documentation on file for a period of 10 Years. signal noise, pattern mismatch, or missing signal - fuel derate
Failure to comply may result in the mandatory reprogramming of your
engine controller as well as notification to the EPA of your non-compli- ECU Temperature -
ance. Tampering with emission control software is considered equal in temperature higher than expected - speed derate
liability to tampering with emission control hardware. If you are uncertain Fuel Temperature -
whether your application can be considered "emergency use only", you temperature higher than expected - fuel derate
should not disable the Level 2 derate functions of the engine controller. Manifold Air Temperature -
Additionally, it should be noted that the reprogramming of the engine con- temperature higher than expected - fuel derate
troller to change electronic options does not consist of "defects in material
or workmanship" and thus is not eligible for warranty reimbursement. Oil Pressure -
pressure lower than expected - fuel derate
Water in Fuel -
detected - fuel derate
For your convenience, below is a sample of the electronic option selection sheet relative to engine protection controls.
Level 2 Derates
WARNING: By checking this box, the user certifies that this engine will only be used in emergency applications as defined by the U.S. EPA. Emer-
gency internal combustion engine (ICE) applications are defined as any ICE whose operation is limited to emergency situations and required testing
and maintenance. Examples include ICE used to produce power for critical networks or equipment (including power supplied to portions of a facility)
when electric power from the local utility (or the normal power source, if the facility runs on its own power production) is interrupted, or ICE is used
to pump water in the case of fire or flood, etc. An ICE used to supply power to an electric grid or that supply power as part of a financial arrangement
with another entity are not considered emergency engines. If you are unsure or not able to certify emergency usage of this engine, you should not
check this box. Failure to comply could adversely impact engine emissions and be a violation of the applicable emission regulations. Questions
should be directed to your JDPS Sales Engineer.
I CERTIFY THAT THIS ENGINE IS BEING USED IN AN EMERGENCY APPLICATION AS DEFINED ABOVE. I understand that
by checking this box I need to keep accurate records of final customer installation to ensure it meets the emergency application criteria. These records
may be subject to audit and provided to EPA.
Enable Level 2 Derates (unchecking this box disables these derates)
Further questions regarding this publication should be directed to your John Deere engine distributor or John Deere Sales Engineer.
Cruise Control When the cruise is on, momentary contact of this switch will return the
engine to it's set speed. The set speed of the engine will decrease the
CRUISE CONTROL - INDUSTRIAL ENGINES ONLY longer this contact is held.
The OEM cruise control controls engine speed, unlike a typical automo-
tive cruise control, which controls vehicle speed. Cruise Brake Enable -
The basic cruise control functions are: Contact of this switch disconnects but does not turn off cruise control-
engine will return to slow idle until a resume function contact is made.
• Enable
• On/off
Cruise Set / Accelerate -
• Set/accel
• Cancel/decel and When the cruise is on, momentary contact of this switch will set
engine's speed. The set speed of the engine will increase the longer
• Brake/clutch. this contact is held.
The turnaround feature allows cruise control to be temporarily turned off
and then be returned to the previous reference speed with only using one Cruise Cancel / Resume -
input.
Contact of this switch disconnects but does not turn off cruise control-
Either the primary cruise or the remote cruise can be enabled, not both. engine will return to slow idle. To return to the set speed the cancel
Each of the cruise control switch inputs may be configured on the Trim resume contact must be made within one minute.
Options page to use either a normally open or normally closed switch.
Cruise Remote -
CRUISE CONTROL SWITCHES - INDUSTRIAL ENGINES ONLY
Contact of this switch will turn a second cruise station on and off.
Link to Cruise Control Switches
https://jdpower.deere.com/psdistrib/engapp/App_Guidelines/AG13.pdf
Refer to John Deere Custom Performance (Trim Options)
Cruise On -
Turns the Cruise feature on or off
Refer to John Deere Custom Performance (Trim Options) Refer to John Deere Custom Performance (Trim Options)
The ability for the ECU to use customer supplied switch to generate a loss An electronically controlled engine warm-up routine (idle speed increase)
of coolant fault code and the corresponding engine protection derate may is available for the OEM Industrial applications. For engines with a Start
be enabled through trim options. A secondary selection of a shutdown Temperature lower than 0 degrees C, idle speed is increased up to 200
may also be enabled through Trim Options. The default state of the rpm, but not to exceed 1200 rpm. If a minimum speed offset (bump) and
switch, either normally open or normally closed is also configurable. the idle warm up offsets are both applied, the governor software will use
the maximum of the two offsets; the minimum speed offset and the fast
idle warm up offsets do not stack. This option is disabled by default and is
selectable in the Trim Options page.
1200
1000
600
400
200
0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200
Time (seconds)
Preheat Runupheat Reheat Reheat Cycle Heaters Off Engine Speed
The operator may start the engine at any time during or after the preheat time. If the operator starts the engine during the
preheat time, the heaters are turned off as soon as the ECU detects engine speed. The following table is the preheat table
for this application.
Glow Plugs Air Heater
1) 1)
Fuel Temperature Preheat Time Reheat Time Preheat Time Reheat Time
1) 1)
›20 C 15 sec. 10 sec. 30 sec. 20 sec.
1) 1)
›15 C 15 sec. 10 sec. 20 sec. 20 sec.
1) 1)
›10 C 10 sec. 10 sec. 15 sec. 15 sec.
1) 1)
›5 C 5 sec. 10 sec. 10 sec. 10 sec.
0 C 0 sec. 0 sec. 0 sec. 0 sec.
1)
Plus 5 seconds to allow the operator to notice the lamp turned off and then crank
The Glow Plugs are turned off during cranking of the engine and are turned back on when the engine speed reaches a
programmable threshold.
The run-up heat time (yellow section of the chart) is dependent on how long the engine takes to increase its speed from
the first fire threshold (set to 10 rpm) to the start mode exit speed (set between 800 to 1000 rpm). The maximum run-up
heat time allowed is 60 seconds. If the preheat time was 0, then the run-up heat is not performed.
Non-trimmable Features
Non-trimmable Features
Engine Speed ............................................................................................................................................................................................................. 2
Water-in-Fuel Sensor
The water in fuel sensor is a standard feature on the 6090 engine, it is not
a Trimmable Option. A fault code for water in fuel is provided.
Injector Calibration...................................................................................................................................................................................................... 2
EGR Learn .................................................................................................................................................................................................................2
Diagnostic trouble code or Fault or Service Codes are provided to give Turbo Learn
information on ECU, engine, EGR system, injection pump, and sensor
status. These codes are displayed on a diagnostic gage and stored in the See engine-specific details.
ECU.
Most diagnostic codes are not set as soon as trigger values are reached.
The trigger value must be exceeded for a preset amount of time (persis-
tence). This is done to reduce the amount on nuisance or false codes. Injector Calibration
For details, see engine-specific information.
See engine-specific details.
Codes are set up according to SAE Standard J1939. To inform about level
of Diagnostic Trouble Code (level of concern), lamp status will be commu-
nicated via J1939 message DM1 or DM2. Hardware lamps (blink codes)
driven by the ECU are not used in this application. EGR Learn
See engine-specific details.
Diagnostic Tests
See engine-specific details.
A standard serial communication is provided using the CAN physical layer J1939/21 - This is referred to as the Data Link Layer. This describes
with SAE J1939 protocol. mechanism used to send data across the physical layer. Terms like
transport protocol, BAM, etc.. are specified in this part of the stan-
CAN Application Message Summary dard.
J1939/71 - This is referred to as the Application Layer. This defines
CAN signals broadcast and received by the ECU are described here the messages that can be sent and how the data should be scaled in
(Figure 6.a CAN Messages) the messages
Each message is linked to the JD CAN website where details on format J1939/73 - This is referred to as the Diagnostics Layer. This defines
and scaling are located. fault code message formats and all other emissions required mes-
sages
CAN (Controller Area Network) is used to allow communication between
controllers in a vehicle. All of the controllers that wish to communicate J1939/81 - This is referred to as the Network Management Layer.
using CAN are connected together via wire(s) thus forming what is called This defines how controllers should be identified by other controllers
a bus. J1939 is an SAE (Society of Automotive Engineers) standard that among other things
utilizes CAN. When you hear J1939, this is a reference to this standard.
Summary
To get to the point, information is transmitted by controllers across the
bus. That information has a field called an identifier (defined in /71) that
allows the other controllers to recognize the data. After a little processing,
this is a little snip of what raw data "looks like" from the bus:
18feee00 81 63 ff ff ff ff ff ff
18fef200 3a 02 ff ff ff ff ff ff
18fef700 ff ff ff ff ff ff f0 00
0cf00300 ff 7f 2e ff ff ff ff ff
0cf00400 f1 ff ff 94 2f ff ff ff
18ef1700 f0 06 01 7d 41 73 2f 63
18effa00 64 01 ff 00 00 00 ff ff
0cf00400 f1 ff ff 94 2f ff ff ff
18fef600 ff ff 7e ff ff ff ff ff
0cf00400 f1 ff ff 96 2f ff ff ff
0cf00300 ff 7f 2e ff ff ff ff ff
0cf00400 f1 ff ff 96 2f ff ff ff
nation will be sent in a DM1 message. We document this data for each This is what it looks like for more than one fault sent in a BAM transport
application in an application specific grid on the FOCUS web site (under (in this case 2 faults ( SPN 91, FMI 4 and SPN 174, FMI 3 ). Keep in mind
FOCUS Applications). Looking at an example, at first glance this will be that if a parameter (such as SPN) is more than one byte long, it is sent in
confusing, but once you understand, it makes sense. There are three reverse order (that's why you see 5b 00 0 instead of 0 00 5b)!:
things here. The SPN, FMI and Rev 2B. The Rev 2B is a number that 0x18ecff00 0x20 0x0a 0x00 0x02 0xff 0xca 0xfe 0x00
was used as the fault code before CAN came along on certain applica-
tions. So many people are familiar with this number that we can't just 0x18ebff00 0x01 0x10 0xff 0x5b 0x00 0x04 0x7f 0xae
drop it on those applications. In the white part of the grid, you will see a 0x18ebff00 0x02 0x00 0x03 0x7f 0xff 0xff 0xff 0xff
bunch of numbers - these are Rev 2b codes. The existence of a Rev 2b
code kind of works like an "x". The number in the corresponding row on Transport basically gives you a mechanism to send out a series of 8 byte
the left hand side is the SPN and the number in the corresponding column messages until all of the data is sent. There are 2 methods of transport,
is the FMI which forms the CAN fault code. The Rev 2B code is just there BAM as seen above (Broadcast Announce Message) and RTS/CTS.
for reference. In the example, a SPN of 91 and an FMI 4 could be a fault. BAM is used to transmit the data globally (to all controllers on the bus).
If you are familiar with old Rev 2b codes, this is a Rev 2b of 12. As RTS/CTS is used to transmit the data to a specific controller. RTS/CTS is
defined in SAE J1939, the SPN 91 means Primary Throttle the FMI 4 more involved than BAM due to the handshaking that goes on throughout
means Value Below Normal or Shorted to Low Source so..... the primary the process, (such as request to send (RTS), clear to send (CTS), the
throttle is shorted to ground. actual data, repeat as necessary, acknowledgmend (ACK), etc..). A good
portion of J1939/21 is dedicated to describing the state machine required
Fault Codes and Transport for RTS/CTS transport so if you are a code implementer, this should not
be taken lightly.
If you don't understand what J1939 faults are at all, read Fault Codes and
How They are Used In an Application. There are 2 types of fault codes, If you just want to view data on the bus, the PGNs for BAM are ECFF and
active and previously active. Active is referred to by /73 as DM1 and pre- EBFF for connection management and data transfer respectively. The
viously active is referred to by /73 as DM2. If there are no codes active, PGNs for RTS/CTS are ECxx and EBxx where xx is the address to which
DM1 will not be transmitted unless requested. If there is 1 code active, the data is going for connection management and data transfer respec-
then the message will be broadcast at a 1 second rate as a standard 8 tively. If there is more than one active code, DM1 will be transmitted via
byte message using the assigned PGN in the identifier (FECA). If there is BAM (global broadcast) at a one second rate as required by /73. DM2 is
more than one code, it gets somewhat complicated. The data won't fit in only transmitted when a controller requests the data. RTS/CTS must be
one message so the data will be broadcast using transport protocol used to send data when a request is sent Destination Specifically (the
defined in /21. When transport is used, the PGN for faults is no longer request is sent to one and only one controller) and the data is more than 8
contained in the identifier of the message but rather in the data. It sounds bytes long.
confusing because it is. If you have a tool and can look at specific CAN
messages by filtering for identifiers and you are filtering for fault codes CAN Hardware
you must also set filters up to look for transport message PGN's (ECxx
(connection management) and EBxx (data transfer) then look in the data A CAN terminator (120-Ohm resistor) must be provided in the application
of the connection management messages to find out what PGN is being interface harness as shown in AG-11H.
transported. The best way to explain this is with an example.
CAN connection is provided in two locations on the engine wiring harness
This is what the message will look like for one fault (SPN 91, FMI 4, OC the Deutsh 9-pin round and Deutsch 3-pin Wedge connectors.
(127 = not available)- see DM1 details for help with faults and CAN for
Dummies if the stuff below is a foreign language) Keep in mind that if a CAN is also accessible through the 21-pin instrumentation and controls
parameter (such as SPN) is more than one byte long, it is sent in reverse connector on the interface harness.
order (that's why you see 5b 00 0 instead of 0 00 5b)!:
L14 Application Interface
0x18feca00 0x10 0xff 0x5b 0x00 0x04 0x7f 0xff 0xff Click this link, or “scroll” to next page.
where PGN, Lamp Status, SPN, FMI, and Occurence Count are identi-
L14 Engine Interface
fied. Click this link, or “scroll” down two pages.
https://jdpower.deere.com/psdistrib/engapp/App_Guidelines/
T3_pin_to_pin.xls
Engine Application Guidelines AG11 - T3 - 4 March 2007
TIER-3 APPLICATIONS Controller Area Network (CAN)
Appendix B L14 Ap
pli cati on Interface
Vbatt
A Common(blk)
B Power(red) A Air Filt
er
P Restriction
C CAN High(yel) B
Switch
D CAN Low(grn)
E Shield A
Loss of
F B Coolant
G
Ex#4+
H C
Ex#4+ A A Secondary
I B
B B Ignition Analog
J2 J1939 nterface
I A
Ex#4› C C Throttle
CAN High
1 A1 D D
Frequency 5 A2 E E
Excitation #3 + A3 Ex#3+ F F
Analog 20 PD A4 G G
A
Vbatt V V
W W
X X
20A
Vbatt
12 to
To Starter B A
24VDC
› +
AppendixA
L 1 4 E n g in e In te rfa c e 1
Fuel
2 t
E x# 2 ›A Tem p
2
E x# 1 ›
2 1 3 1 In c P R a il
J3 E x# 2 ›A 1
A n a lo g 1 P U 7 5 0 A 1 E x# 1 +
3 P re ss u re 3 In c P M a n ifo ld A ir
M a tin g V ie w of
E x citatio n # 5 + A2 E x# 5 + R P C o n n ec to r 2 P re s s u re
E x # 2 +A
E xc ita tio n # 5 › A3 E x# 5 › 1
E x #2 › A
A n a log 1 1 P U 1 0 k A 4 E G R # 1 P o sitio n 3 In c P Fuel
A
A n a lo g 2 P U 7 5 0 B 1
2 P re s s u re C o m p re s so r
E x#2+A B t
D e ltaT em p R etu r n B 2 DT› E x# 2 ›A In le t T e m p
S p a re B3
1
E x# 2 ›A A
A na lo g 1 8 P U 1 0 K B 4
In c P O il
3
B
2 00K W IF
A n a lo g 6 P U 1 5 0 K C 1
2
P re s s u re E x # 2 ›A
A n a lo g 5 P D C2 E x #2 + A
A
A n a lo g 4 P D C3 C o o la n t
B t
A n a lo g 3 P D C4 E x# 2 ›A T em p
A n a log 10 P U 75 0 D1
A n alo g 9 P U 1 0 K D2 A
E x# 2 ›A
A n a log 8 P U 1K .1 % D 3 C In c P Exhaust
A n a log 7 P D D4 B P re s su re
E x# 2 ›A
A na lo g 1 6 P D E1
A na lo g 13 D T E2
A E xh a u s t
A n a lo g 1 2 P U 7 5 0 E 3
B t T em p
A c tu ato r C o m m + E 4 DT›
(E G R )
A na lo g 1 5 D T F1
A na lo g 14 D T F2 A
CRA NK Speed › F3 B
MAT
B t
C R A N K S p e ed + F 4 A
4 .5L & 6 .8 L E n gin e s DT› (M ixe d )
E xc ita tio n # 1 + G1 E x# 1 +
A 1 Speed CM D CAC
A
E x cita tio n # 1 › G2 E x# 1 ›
B
9 .0 L E n g in e s 2 C ur re n t O u t O u tle t
B t
C A M S pe e d › G3 3 S tatu s O u t DT› T em p
CAM Speed + G4 4 P W R O n S ig . ( F re s h )
A
A na lo g 1 7 P D H1 5 P o w er 1
S p a re H2
B V b a tt 6 G r o un d 2 t O il T e m p
E x #2 › A
E x citatio n # 2 › H3 E x# 2 ›A
L o w P re s s u re F u e l
E xc ita tio n # 2 + H4 E x# 2 + A P u m p (9 .0 L )
4U AR T
6 ›c y lin d e r 3 PW M VGT
e n g in e o n ly B o rg›
+ 2 G ND
SR A
J1 G lo w
1PW R W a rn e r
A1 P lu g
In je cto r 5 (C yl 4 ) › › (6 .8 L )
S in k D r v 7 A2 5
E x citatio n # 2 + A3 E x# 2 + B S h ield
+ 6 › c y lin d e r fir in g o r d e r:
S w itc h In 1 2 P D A4 S tar t A id R e la y D ia gn o stic G lo w In je c tor 0 = C y lin d er 1
In je c tor 4 (C y l 2 ) › B 1 P lug In je c tor 1 = C y lin d er 5
› (6 . 8 L )
In je c tor 2 = C y lin d er 3
E xc ita tio n # 2 › B2 E x# 2 ›B 4 In je c tor 3 = C y lin d er 6
T u r b o S p e e d In › B 3 2 S h ield In je c tor 4 = C y lin d er 2
+ In je c tor 5 = C y lin d er 4
T u r bo S p e e d In + B 4 1 G lo w
A ir H ea te r
P lug 4 › c y lin d e r fir in g o r d e r:
In je cto r 3 (C y l 6 ) › C 1 › ( 6 .8 L & 4 .5 L ) (9 .0 L )
(C y l2 in 4 . 5 L )
In je c tor 0 = C y lin d er 1
S in k D r v 8 C2 3 In je c tor 1 = C y lin d er 3
F r e q ue n cy In 4 C3 S h ie ld In je c tor 2 = C y lin d er 4
+ In je c tor 3 = C y lin d er 2
S pa r e C 4 G lo w
P lu g
Inje cto r 2 (C y l 3 )› D 1 › (6 .8 L & 4 . 5 L )
( C y l3 in 4 .5 L )
S in k D r v 6 D2 2
A ir H e ate r B ›
S h ield D r a in D3 S h ield S h ie ld
R e la y
+
S o u rce D rv 6 D 4 G lo w (9 .0 L )
P lu g
Inje cto r 0 (C yl 1 ) › E 1
S w itch In 1 1 P U
› (6 .8 L & 4 . 5 L )
V b a tt
E2 0
A +
S pa r e E3 S h ie ld
S o u rce D rv 9 E4
+
S h a re d w ith J 2 ›M 3 G lo w
In je c tor 1 (C y l 5 ) › F 1 P lug
› ( 6 .8 L & 4 .5 L )
( C y l4 in 4 .5 L )
S pa r e F2 1
S pa r e F3 S h ie ld (2 4 V ) S h ie ld
G lo w P lug R e la y
T w iste d P a ir
S o u rc e D rv 1 0 F4 S tar t A id R e la y D ia gn o stic ( 6 .8L & 4 .5 L )
(1 2 V )
In je ct 0 ,4 ,2 + G 1 4 B A
+ M
In je ct 1 ,3 ,5 + G 2 3
› +
H ›B ridg e 1 + G 3
E G R # 1 P o sitio n 6 EGR
J3 ›A 4
H ›B rid g e 1 › G 4
S hie ld (24 V )
S h ie ld 15V POS #1
E x# 5 +
1 + 5
P u m p S o le n o id + H 1 HP E x# 5 › R etu r n
2
P um p S o len o id › H 2
T w iste d P a ir › Pum p
H ›B rid g e 2 + H 3 (12V)
S o u rc e D r v H4
ECU Environment....................................................................................................................................................................................................... 3
Welding Precautions................................................................................................................................................................................................... 4
The ECU should be mounted in a vertical plane with the mating connectors pointing downward. This orientation provides maximum moisture resistance.
Other acceptable mounting orientations are shown below. The wiring harness must be routed downward from the ECU enclosure so that moisture can-
not drain into the connector. A "drip loop" is required when the harness is to be routed above the ECU enclosure.
Vent
Plug
ECU Environment Vibration levels that the ECU is subjected to as measured on the head of
the ECU mounting bolt shall:
The ECU mounting location should be chosen to provide as benign an • Not exceed 3Grms from 100Hz to 2000Hz.
environment as possible. The ECU mounting location must meet the fol- • Peak vibration levels shall not exceed the limit line in the following
lowing environmental limits.
graph.
Documents R124775 and JDQ-53.2 specify JDPS ECU operational and
environmental requirements, including EMI, chemical environment, vibra-
tion, mechanical and thermal shock, etc. Peak Vibration Limit Line
1
10
http://www.rg.deere.com/focus/Specifications/R124775K.pdf
PSD (g2/Hz)
-1
10
Vibration Limits
The ECU is most sensitive to lateral vibration. Lateral vibration at the nat- -2
ural frequency of the ECU will directly excite the side plates. The natural 10
frequency can fall in between 240Hz and 300Hz. The FlexBox enclosure
is designed such that the flexible circuit board is directly laminated to the
side plate. High vibration levels at the natural frequency can create large -3
displacements in the plates that will lead to solder joint fracture and ulti- 10
1 2 3 4
10 10 10 10
mately ECU failure. Frequency (Hz)
Vibration Isolator
The RE527581 vibration isolator will attenuate vibration above 100Hz, so
if the limits that were exceeded are below 100Hz the isolator will not help.
FREQ(Hz) ASD(G2/Hz) These isolators have a natural frequency of 80Hz so some amplification
10 0.11000 of the vibration levels will occur around 80Hz. The ECU its self is not as
50 0.16820 sensitive to vibration levels below 100Hz so some elevated levels here
will be expected. The ECU connector system could be affected so the
80 1.68200 harness should be firmly supported on the isolated side of the bracket
270 0.01682 before leaving the ECU bracket.
2000 0.001934
Exposure to Water
Vibration Isolator The ECU should not be in a location that allows it to be submerged in
water. Washing of the ECU, sensors, instrument panel and harnesses
should be done by hand or with low pressure water spray (<20psi).
Avoid spraying into connectors.
Welding Precautions
Welding causes high currents or electrostatic discharge in electronic com-
ponents that can cause permanent damage to the ECU. It is recom-
mended that "No Welding" signs be prominently displayed on the vehicle
chassis.
The following steps should be used to protect from damage when welding
FREQ(Hz) ASD(G2/Hz) on the vehicle chassis:
10 0.1200
270 0.0160 1. Remove the ground connection from the ECU to the vehicle frame.
2000 0.0020 2. Disconnect all connectors from the ECU, turbocharger and fuel trans-
fer pump.
The graph below shows the characteristic response of the isolator. 3. Connect the welder ground close to the welding point and verify ECU
and other electronic components are not in the ground path.
Excitation Input
1
10
For applications that require routine or daily welding (i.e. for bucket tooth
resurfacing, etc.), contact Application Engineering.
0
10
ECU Electrical Requirements
The ECU is the same for 12V or 24V systems however,12-volt or 24-volt
operation must be specified when ordering the engine. The engine control
PSD (g2/Hz)
-1
10
system has the following voltage requirements:
Wiring Harness
Wiring Harness
Power and Ground Connections ................................................................................................................................................................................ 2
L14 Interface Harnesses (Application \ Engine) used by 4.5L/6.8L PT Plus, and 9.0L PTE/PT Plus......................................................................5-6
Starter Relay.............................................................................................................................................................................................................13
WIRING HARNESS This process is completed within 15 seconds of removing switched power.
Fault Codes requiring a reset must see the ECU power off before they will
Power and Ground Connections (continued) reset. Removal of unswitched power during the shutdown process (bat-
tery disconnect) can result in loss of EEPROM data including the load
Before operating the engine for the first time, the main power and ground profile information, recently generated fault information, the latest engine
connections to the battery must be made. Unterminated system power hour meter updates, and injector calibrations.
and ground wires are provided in the engine wiring harness for this pur-
pose. These wires should be connected directly to the battery if possible. Key off power draw is less than 500ma during the power down sequence
As a rule the battery should not be more then 10 feet (3 M) from the and less than 150 micro amps thereafter. The ECU is the same for 12 or
engine. The ground wire should be connected directly to the negative ter- 24V systems, however,12-volt or 24-volt operation must be specified
minal of the battery. If a battery disconnect switch is used on the negative when ordering the engine.
battery terminal, the ground wire should be connected to the disconnect-
able side of the switch When ordering the engine, 12-volt or 24-volt operation must be specified.
The engine ECU has the following voltage requirements:
Fused battery power must be wired directly to the unswitched power input
of the ECU. All operating current is drawn from the unswitched power
input. The recommended fuse size for the unswitched power input to the Wiring Practices
ECU is 20Amps. Click on link, or “scroll” to next page.
The switched power input to the ECU is used to start the ECU from a
power-down condition and to indicate that the engine is allowed to oper-
ate. Switched power is normally provided through the key switch.
Removing the switched power input from the ECU will cause the engine
to be shut down within 50 ms and initiate an internal ECU shutdown pro-
cess. Some control system values are stored into EEPROM memory from
RAM locations before the ECU switches itself off.
The recommended fuse size for the unswitched power input to the ECU is 20 Amps.
The recommended routing of unswitched power is directly from the battery, not through the battery cable and
off the unswitched terminal on the starter solenoid. See the diagram below.
The switched input is used only as a signal to the ECU and should be fused based on other system requirements.
No operating current is drawn from the switched battery input.
The recommended routing of ECU ground is directly from the battery, not through a single point or chassis ground.
See the diagram below.
An accessible CAN Deutch 9-pin connector is required in the vehicle wiring harness.
Unacceptable Required
Unswitched Power
Starter
Starter ECU
› ECU ›
+ +
Battery Battery
Single Point Unswitched Power
Ground
The harness / engine is not mistake-proof, for example: fresh air and
mixed air temp sensors can be crossed. L16 Engine Interface
Used by 4.5L/6.8L PTE
The John Deere wiring harness brackets should be used whenever possi- Click here.
ble for routing and support of the wiring harness.
L18 Application Interface
Used by 2.4L & 3.0L PTE
Click here.
Appendix B L14 Ap
pli cati on Interface
Vbatt
A Common(blk)
B Power(red) A Air Filt
er
P Restriction
C CAN High(yel) B
Switch
D CAN Low(grn)
E Shield A
Loss of
F B Coolant
G
Ex#4+
H C
Ex#4+ A A Secondary
I B
B B Ignition Analog
J2 J1939 nterface
I A
Ex#4› C C Throttle
CAN High
1 A1 D D
Frequency 5 A2 E E
Excitation #3 + A3 Ex#3+ F F
Analog 20 PD A4 G G
A
Vbatt V V
W W
X X
20A
Vbatt
12 to
To Starter B A
24VDC
› +
AppendixA
L 1 4 E n g in e In te rfa c e 1
Fuel
2 t
E x# 2 ›A Tem p
2
E x# 1 ›
2 1 3 1 In c P R a il
J3 E x# 2 ›A 1
A n a lo g 1 P U 7 5 0 A 1 E x# 1 +
3 P re ss u re 3 In c P M a n ifo ld A ir
M a tin g V ie w of
E x citatio n # 5 + A2 E x# 5 + R P C o n n ec to r 2 P re s s u re
E x # 2 +A
E xc ita tio n # 5 › A3 E x# 5 › 1
E x #2 › A
A n a log 1 1 P U 1 0 k A 4 E G R # 1 P o sitio n 3 In c P Fuel
A
A n a lo g 2 P U 7 5 0 B 1
2 P re s s u re C o m p re s so r
E x#2+A B t
D e ltaT em p R etu r n B 2 DT› E x# 2 ›A In le t T e m p
S p a re B3
1
E x# 2 ›A A
A na lo g 1 8 P U 1 0 K B 4
In c P O il
3
B
2 00K W IF
A n a lo g 6 P U 1 5 0 K C 1
2
P re s s u re E x # 2 ›A
A n a lo g 5 P D C2 E x #2 + A
A
A n a lo g 4 P D C3 C o o la n t
B t
A n a lo g 3 P D C4 E x# 2 ›A T em p
A n a log 10 P U 75 0 D1
A n alo g 9 P U 1 0 K D2 A
E x# 2 ›A
A n a log 8 P U 1K .1 % D 3 C In c P Exhaust
A n a log 7 P D D4 B P re s su re
E x# 2 ›A
A na lo g 1 6 P D E1
A na lo g 13 D T E2
A E xh a u s t
A n a lo g 1 2 P U 7 5 0 E 3
B t T em p
A c tu ato r C o m m + E 4 DT›
(E G R )
A na lo g 1 5 D T F1
A na lo g 14 D T F2 A
CRA NK Speed › F3 B
MAT
B t
C R A N K S p e ed + F 4 A
4 .5L & 6 .8 L E n gin e s DT› (M ixe d )
E xc ita tio n # 1 + G1 E x# 1 +
A 1 Speed CM D CAC
S h ield A
E x cita tio n # 1 › G2 E x# 1 ›
B
9 .0 L E n g in e s 2 C ur re n t O u t O u tle t
B t
C A M S pe e d › G3 3 S tatu s O u t DT› T em p
CAM Speed + G4 4 P W R O n S ig . ( F re s h )
A
A na lo g 1 7 P D H1 5 P o w er 1
S h ield
S p a re H2
B V b a tt 6 G r o un d 2 t O il T e m p
E x #2 › A
E x citatio n # 2 › H3 E x# 2 ›A
L o w P re s s u re F u e l
E xc ita tio n # 2 + H4 E x# 2 + A P u m p (9 .0 L )
4U AR T
6 ›c y lin d e r 3 PW M VGT
e n g in e o n ly B o rg›
+ 2 G ND
SR A
J1 G lo w
1PW R W a rn e r
A1 P lu g
In je cto r 5 (C yl 4 ) › › (6 .8 L )
S in k D r v 7 A2 5
E x citatio n # 2 + A3 E x# 2 + B S h ield
+ 6 › c y lin d e r fir in g o r d e r:
S w itc h In 1 2 P D A4 S tar t A id R e la y D ia gn o stic G lo w In je c tor 0 = C y lin d er 1
In je c tor 4 (C y l 2 ) › B 1 P lug In je c tor 1 = C y lin d er 5
› (6 . 8 L )
In je c tor 2 = C y lin d er 3
E xc ita tio n # 2 › B2 E x# 2 ›B 4 In je c tor 3 = C y lin d er 6
T u r b o S p e e d In › B 3 2 S h ield In je c tor 4 = C y lin d er 2
+ In je c tor 5 = C y lin d er 4
T u r bo S p e e d In + B 4 1 G lo w
A ir H ea te r
P lug 4 › c y lin d e r fir in g o r d e r:
In je cto r 3 (C y l 6 ) › C 1 › ( 6 .8 L & 4 .5 L ) (9 .0 L )
(C y l2 in 4 . 5 L )
S h ield In je c tor 0 = C y lin d er 1
S in k D r v 8 C2 3 In je c tor 1 = C y lin d er 3
F r e q ue n cy In 4 C3 S h ie ld In je c tor 2 = C y lin d er 4
+ In je c tor 3 = C y lin d er 2
S pa r e C 4 G lo w
P lu g
Inje cto r 2 (C y l 3 )› D 1 › (6 .8 L & 4 . 5 L )
( C y l3 in 4 .5 L )
S in k D r v 6 D2 2
A ir H e ate r B ›
S h ield D r a in D3 S h ield S h ie ld
R e la y
+
S o u rce D rv 6 D 4 G lo w (9 .0 L )
P lu g
Inje cto r 0 (C yl 1 ) › E 1
S w itch In 1 1 P U
› (6 .8 L & 4 . 5 L )
V b a tt
E2 0
A +
S pa r e E3 S h ie ld
S o u rce D rv 9 E4
+
S h a re d w ith J 2 ›M 3 G lo w
In je c tor 1 (C y l 5 ) › F 1 P lug
› ( 6 .8 L & 4 .5 L )
( C y l4 in 4 .5 L )
S pa r e F2 1
S pa r e F3 S h ie ld (2 4 V ) S h ie ld
G lo w P lug R e la y
T w iste d P a ir
S o u rc e D rv 1 0 F4 S tar t A id R e la y D ia gn o stic ( 6 .8L & 4 .5 L )
(1 2 V )
In je ct 0 ,4 ,2 + G 1 4 B A
+ M
In je ct 1 ,3 ,5 + G 2 3
› +
H ›B ridg e 1 + G 3
E G R # 1 P o sitio n 6 EGR
J3 ›A 4
H ›B rid g e 1 › G 4
S hie ld (24 V )
S h ie ld 15V POS #1
E x# 5 +
1 + 5
P u m p S o le n o id + H 1 HP E x# 5 › R etu r n
2
P um p S o len o id › H 2
T w iste d P a ir › Pum p
H ›B rid g e 2 + H 3 (12V)
S o u rc e D r v H4
Vbatt V V
W W
X X
20A
Vbatt
12 to
To Starter B A
24VDC
› +
Ex#2› A
C In c P M a n if o ld A ir
B P ress ur e
Ex#2+
J3 A
Fuel
A nalog 1 PU 750 A1 B t A
E x c i t a t io n # 5 +
Ex#2› Tem p C om press or
A2 Ex#5+ B t
E x c i ta tio n # 5 › A 3
Ex#2› In l e t T e m p
Ex#5›
A nalog 11 PU10k A4 1
E G R # 1 P o s itio n Ex#2› A
3 In c P Fuel
A nalog 2 PU 750 B1
B
20 0K W IF
D e lta T e m p R e tu r nB 2 2 P re s s u re Ex#2›
DT› Ex#2+
Spar e B3 A
Anal og 18 P U 10 K B 4
C oolant
E G R # 2 P o s itio n 1 B t
A nalog 6 PU150K C1 Ex#2› O il Ex#2› Tem p
3 In c P
Anal og 5 PD C2 2
Press ure
Anal og 4 PD Ex#2+ A
C3 Ex#2›
Anal og 3 PD C4
C In c P E xhaus t
A nalog 10 PU750 D1 B Press ure
Ex#2+
A nalog 9 PU10K D2
A n a l o g 8 P U 1 K .1 % D 3
A nalog 7 PD D4
A nalog 16 PD E1 A
A nalog 13 DT E2
Exhaus t
B t
A nalog 12 PU 750 E3
DT› Tem p
A c t u a t o r C o m m +E 4
A
A nalog 15D T F1 M AT
B t
A nalog 14 DT F2 DT› (M ix e d )
CRA NK Speed › F3 B
C RA NK Speed + F4 A
CAC
A
Spar e G1
O u t le t
B t
Spar e G2 S h ield DT› Tem p
CA M Speed ›
(F r e s h )
G3 B
CA M Speed + G4 A S h i e ld ( 2 4 V ) A
A nalog 17 PD H1 B t O il T e m p
4 Ex#2›
Spare H2 S h ield + M
3
E x c i t a t io n # 2 › H 3 Ex#2›
E G R # 2 P o s itio n
6 EGR
4U A R T
E x c ita tio n # 2 + H 4 Ex#2+ 15V POS #2 3 PW M VGT
Ex#5+
Ex#5›
5
R etur n 2G ND B org›
SR A
1PW R W arner
+
J1
In je c to r 5 (C y l 4 ) › A 1 ›
S in k D r v 7 A 2 5
E x c i ta tio n # 2 + A 3 Ex#2+ B S h ie ld
A ir H e a t e r R e l a y +
S w i t c h In 1 2 P D A 4
D ia g n o s t i c
In j e c t o r 4 ( C y l 2 ) › B 1 ›
E x c ita tio n # 2 › B 2 Ex#2›B 4
T u r b o S p e e d In › B 3 2 S h ie ld
1 +
T u r b o S p e e d In + B 4
I n j e c t o r 3 ( C y l 6 ) ›C 1 ›
S in k D r v 8 C 2 S h ield
3
F r e q u e n c y In 1 C 3 S h ie ld
+
H ›B r id g e 3 + C 4
In je c to r 2 (C y l 3 )› D 1 ›
S in k D r v 6 D 2 2
S h i e ld D r a in D 3 S h ie ld S h ie ld
+
H ›B r id g e 3 › D 4
In je c to r 0 (C y l 1 ) › E 1 ›
S w it c h In 1 1 P U E2 0
Spar e E3 S h ie ld
+
Sour ce Drv 9 E4
In je c to r 1 (C y l 5 ) › F 1 ›
Spar e F2 V batt 1
A B
Spar e F3 S h ie ld
Sour ce Drv 10 F4 + ›
A ir H e a te r
In j e c t 0 ,4 ,2 + G1
In j e c t 1 ,3 ,5 + G2 4
+ M
H ›B r i d g e 1 + G 3 3
H ›B r id g e 1 › G 4 6 EG R
Spare H 1 T w i s t e d P a ir E G R # 1 P o s itio n 15V PO S #1
Ex#5+
(1 2 V ) 5
Spare H 2 Ex#5› R etur n
S h ie ld (2 4 V )
H ›B r id g e 2 + H 3
H ›B r id g e 2 › H 4
Vbatt V V
W W
X X
20A
Vbatt
12 to
To Starter B A
24VDC
› +
Inj 3 L ow ›
A ir Hea ter
3
Relay
Sh ield
+
Inj 0,2,
4 High A +
Inj 2 L ow ›
2
Sh ield
+ Col d St art Aid
Inj 1,3,
5 High
In j 1 L ow ›
1
Sh ield
+
Inj 0,2,
4 High
Inj 0 Low ›
0
Col d St art Aid Diag nosti c Sh ield 1
Ex#2›
J1 3 In c P Oil
In ject or 5 › A1 Inj 5 L ow
2 Pres sure
Ex#2+
Sw itc h In 11 PD A2 A
A n alog 7PD A3 B
A
CA M Spee d + A 4
S h ield Cam B
200K WIF
Ex#2›
Inject o r 4 › B 1 Inj 4 Lo w
A nal og 14 PU10k B 2
1
B Ex#2›
A n alog 9PD B3
3 Inc P Fu el
CRA NK Spe ed + B 4 A Pres sure
2
Ex#2+
Inj ector 3 ›C1 Inj 3 Lo w Crank
S h ield
A na lo g 13 PU750 C2
A
A nal og 3PD C3 Man ifo ld Air
B t
A nal og 10PU750 C4 Ex#2› Tempe ratur e
Inj ecto r 2 › D1 Inj 2 Low
Exc itation #2 ›D2 Ex #2›
Ex #2› 1
Exc itation # 1+D3 Ex#1+ In c P Man ifo ld A ir
3
CRA NK Spe ed › D4 Press ure
2
Inj ector 0 › E 1 Ex #2+
Inj 0 Lo w
Exc itation #1›E 2 Ex#1›
A
A nal og P U150K E 3 Coo lant
B t
CA M Sp eed › E 4 Ex#2› Temp
In ject or 1 › F1 Inj 1 Low 2 1 3
Shield Dr ain F2 Sh ie ld 2
Mat in g View of Ex#1›
Exc itation #2 + F3 Ex#2+
RP Co nnector 1 In c P Rail
A na lo g 11 PU750 F4
3 Pres sure
E x#1+
Inj ect 0,2 ,4 + G1 In j 0,2,
4 High
Inj ect 1,3 ,5 + G2 Inj 1,3 ,5 High
Frequen cy 3 G3 1 Fu el
Sw itch In PU G4 2 t Temp
Ex#2›
Pu m p Solen oi d + H1
Pum p S ol enoi d › H2
Frequen cy O ut H3 1 Spee d CM D
Driver 6 PW M H4 Sh ield
Cold Start Ai d 2 Cur r en t Out
(24V) L ow
1 +
HP 3 Status O ut
Vba tt Pres sure
2 Ex #2+ 4 PWR On Sig.
› Pump Fu el Pump
Tw ist ed Pair 5 Po wer
Sh ield (12V) 6 Groun d
Vbatt V V
W W
X X
20A
Vbatt
12 to
To Starter B A
24VDC
› +
There are two TVP modules, 12-volt and 24-volt. The 12-volt TVP module
protects the engine ECU, and other electronics from transient voltage
spikes (such as starter load dump) greater than 24 volts. The 24-volt TVP
module protects against voltage spikes greater than 36 volts. The TVP
module can be wrapped in the wiring harness or mounted in the vehicle. If
the TVP module is mounted in the vehicle, it should be mounted vertically
with the pigtail wires exiting from the bottom of the module. The mounting
location should be away from battery fumes, engine heat and vibration,
such as in a control cabinet, vehicle chassis, or cab. Mounting ears of the
TVP module may not withstand overtightening of mounting bolts. The
TVP module does not protect against sustained over-voltage to the ECU.
Reverse Current Protection
The system has limited protection against the battery or battery boosters
being connected in reverse. The 20A unswitched power fuse will blow if
power is reversed.
Tieback to Battery
Harness
The diagram is for 12-volt systems only. Wiring for 24-volt systems is Full-Featured Instrument Panel
identical, except for the optional backlighting. The backlights in the
gauges are 12-volt only. To use backlighting with 24-volt systems, voltage Link to Instrumentation and Controls Part List
must be converted to 12 volts. https://jdpower.deere.com/psdistrib/accessories/acc_diesel/Acc10.pdf
As many auxiliary gauges as desired can be connected in parallel from
the diagnostic gauge as shown. Use the wire colors shown to conform to The full-featured instrument panel, is a large panel designed to accommo-
John Deere service publications for ease of trouble shooting and service. date the needs of applications that require extensive and varied instru-
The RS485+ wire is white. The RS485-wire is orange. The RS485+ and mentation and controls. The full feature panel operates on 12 or 24 volts.
RS485 wires must be connected through a 120-Ohm resistor after the last
auxiliary gauge. The two RS485 bus wires should be twisted together To operate the engine using a John Deere panel only connection to the
along their entire length for EMI resistance. 21-pin Deusch connector and power and ground are needed. Instrument
Panel Standard Features :
Databus Module
• Ignition switch
Link to Databus Module • Panel mounted fuse
https://jdpower.deere.com/psdistrib/engapp/App_Guidelines/AG13.pdf • Adjustable 3-state throttle switches
• Shutdown override switch
• PowerView (PV) diagnostic gauge
The simplest way to wire the diagnostic gauge and multiple auxiliary • Tachometer
gauges is to use the Databus Module. It includes shielded wiring and con- • Oil pressure analog gauge
nectors for the diagnostic gauge and up to 6 auxiliary gauges. It also • Coolant temperature analog gauge.
includes plugs for all backlighting accessories and 120-Ohm terminators • Cutouts for 3 additional gauges
for the SAE J1939 CAN bus and the proprietary auxiliary gauge bus. It is
included with PV panel and kit or available separately from parts. The panel is prewired for the following optional or user-selectable fea-
tures:
The diagnostic gauge, all backlighting accessories, and all six auxiliary
gauges plug right into the databus module. Only the CAN link and power • Analog throttle potentiometer
and ground connectors have to be provided by the user. • Analog gauges for voltage, % load, etc.
• Audible Warning Alarm Module
Blink-code diagnostics are not supported for T3 engines. • Gauge backlighting (12 Volt standard, 24 Volt optional)
• Backlight dimmer (brightness adjustment)
You can also provide your own SAE J1939-based onboard diagnostic • Intake air heater "WAIT" lamp
system using the information provided over the SAE J1939 Controller
Area Network (CAN) described later in this document. Any PV Auxiliary Analog Gauge or the alarm module can be plugged into
any of the 6 gauge connectors in the Databus module. The optional ana-
log gauges operate by reading a proprietary signal from the PV Diagnos-
tic gauge. The gauge will know what part of the signal to use, regardless
of which gauge terminal it's plugged in to. Only gauges specifically
designed for this system will work. Do not attempt to plug any other
gauges into the Databus module.
The tachometer fits into a standard SAE 3-inch tach cutout. All other
gauges and the audible alarm module fit into a standard SAE 2 inch
gauge cutouts.
The audible alarm module is also prewired for a single-pole, double (nor- OEM Instrumentation and Controls
mally open / normally closed) throw relay output. The relay output can
drive 0.5 Amps at 125 VAC max, 1 Amp at 24 VDC max, or 62.5 VA, 30 Link to Electronic Engine Harnesses
Watts max. This was designed to drive a typical control relay that powers https://jdpower.deere.com/psdistrib/engapp/App_Guidelines/AG11-H.pdf
a larger load.
If you choose not to use one of the John Deere instrument panels or
The panel (interface) wiring harness is prewired for the following optional instrumentation kit, you must provide your own ignition switch, fuse
features through the 23-pin Deutch connector: holder, throttle device, diagnostics gauge, and any other instrumentation
and controls you need.
• Intake air heater control
• Selectable droop or isochronus governor regulation All required electrical connections to the engine, including throttle, instru-
• Auxiliary tachometer output mentation, key switch, starter, and alternator connections, are made
• Cruise Control through the single 21-pin Deutsch connector provided on the interface
• Secondary analog throttle potentiometer wiring harness. A 23 pin Deutsch connector for optional features and a
• Auxiliary fault lamp remote on/off connector are also
• User selectable external derate/shutdown input provided.
Basic Instrument Panel Instrumentation and Wiring Kit
Link to Instrumentation and Controls Part List Another way to provide all the control system parts that do not come on
https://jdpower.deere.com/psdistrib/accessories/acc_diesel/Acc10.pdf the engine is to use the John Deere instrumentation and wiring kit.
The instrumentation and wiring kit includes all the parts that are included
The Basic instrument panel is a smaller panel, designed to meet the in the full feature instrument panel except for the adjustable 3-state throt-
needs of applications that require minimal instrumentation and controls. tle switches. The kit includes ignition switch, shutdown override switch, all
The basic panel operates on 12 or 24 volts. needed wiring connectors, and the Databus module which can be used to
add up to three additional auxiliary gauge displays (in addition to the
The basic panel comes with a ramp throttle switch and PV diagnostic included tachometer, coolant temperature, and oil pressure gauges). The
gauge. There is no wiring or mounting space for an analog throttle or only other parts needed are the wires and a throttle control.
adjustable 3-state throttle. All engine operating parameters, such as
RPM, oil pressure, coolant temperature, etc., can be read through the All optional features of the full feature panel also apply to the instrumenta-
diagnostic gauge. All fault codes can also be read. tion kit (including the adapter harness). The adapter harness can be used
to attach the main panel connector in the kit to the 21-pin instrumentation
Instrumentation Extension and controls connector on the engine.
The 3.7M extension harness is often used to attach either panel to the
interface Harness, it is recommended that no more then two 3.7M exten-
sion harnesses are used.
Minimum required wiring attachments can be made through the 21-pin The ignition switch must be connected on all applications. All ignition
instrumentation and controls connector on the John Deere interface har- switch connections can be made through the 21-pin connector. Pin J on
ness or user provided interface harness. .An ignition switch is always the 21-pin connector is the alternator ignition circuit. If your ignition switch
required. The PV diagnostic gauge or equivalent CAN-based instrumen- does not have an "Accessory" terminal, the wire from Pin J can be con-
tation is required. nected to the "Ignition" terminal, along with the ECU power and all other
switched accessories.
For gen-set applications that start and operate at full rated speed only
(1500 or 1800 rpm), it is not necessary to connect anything except the If necessary to support heavy accessory loads through the key switch
key switch and diagnostic gauge. (flood lights, electric motors, etc.), battery power to the "BAT" terminal of
the key switch must be taken from a separate heavy-duty source instead
For industrial applications, the analog throttle circuit must also be com- of Pin B in the 21-pin connector. Pin B is provided for your convenience to
pleted. If you choose to operate without an analog (potentiometer) throt- simplify wiring on simple installations. The fuse and wire gauges in the
tle, you still must install a resistor bridge to terminate the circuit. The interface harness are designed for engine control system power require-
throttle switch must also be connected on all industrial (non-gen-set) ments only. However, pin B can be used if additional loads of less than 3
ECUs. If you choose not to use the throttle switch feature, this circuit can amps will be carried through the key switch. The starter relay and alterna-
be easily terminated with a single resistor. tor ignition connections can also be made through separate circuits
instead of Pins J and D.
For all required connections, and for the more common optional connec-
tions that are made through the 21-pin connector, refer to the following Only switched power to the ECU (between "J" and "Ignition") must be
wiring connected through the 21-pin connector.
If the shutdown override switch is enabled through the trim options, a sin-
gle pole, single throw, normally open switch must be connected through
the 21-pin connector. Each time the circuit is closed, the shutdown timer
is reset to 30 seconds and the engine will start and run in a derate mode.
SUPPLIER CONTACTS
"Metri-Pack" and "Weather Pack" connectors are products of the Deutsch Connectors (Ladd Industries)
Packard Electronics Division of Delphi Automotive Systems. web: www.Laddinc.com
Delphi Automotive Systems For information on SAE J1939 CAN standards contact:
Worldwide Headquarters, United States & Canada Headquarters
One Pontiac Plaza Society of Automotive Engineers (SAE)
Pontiac, Michigan 48340-2952 400 Commonwealth Drive
USA Warrendale PA 15097-0001
Toll Free: [1] 888.255.7179 USA
Tel: [1] 810.857.4323 Tel: 412-776-4841
Fax: [1] 810.857.4248 Fax: 412-776-5760
web: http:\\www.delphiauto.com/electric/ Email: isales@sae.org
web: http:\\www.sae.org/
Delphi Automotive Systems
Asia Pacific Headquarters
1-1-110 Tsutsujigaoka
Akishima-shi, Tokyo 196 Electronic Throttle Manufacturers:
Japan
Tel: [81] 425.49.7200 Teleflex Morse Electrical Systems
Fax: [81] 425.42.3018 (formerly Morse Controls)
Delphi Automotive Systems 6980 Professional Parkway East
European Headquarters Sarasota, FL 34240
117 Avenues des Nations, BP 60059
Zac Paris Nord II Tel: 941-907-1000
95972 Roissy Charles de Gaulle Cedex Fax: 941-907-1020
France web: http://www.tflx.com
Tel: [33] 1.4990.4990 Technical Support: techsupport@tflx.com
Fax: [33] 1.4990.4950
GLOSSARY OF TERMS
2nd Input - The throttle signal from the 2nd throttle. Decelerator -A throttle that decreases engine speed as the throttle is
advanced.
2-State Throttle - A digital throttle with 2 operating positions; minimum
throttle and fast idle. Digital Throttle -A throttle input controlled by multi-position switches.
3rd Input - The throttle signal from the 3rd throttle. Derate - Engine power reduction for engine protection and / or to drive
corrective action
3-State Throttle - A digital throttle with 3 operating positions; minimum
throttle, maximum throttle and fast idle. Droop Governor - Governor control that drops engine speed the selected
RPM of droop as engine load increases from 0% to 100%.
Accelerator - A throttle that increases engine speed as the throttle is
advanced. ECT - Engine Coolant Temperature
AECD - Auxiliary Emission control Device- method of protecting the ECU - Engine Control Unit.
engine during abnormal conditions
EGR - Exhaust Gas Recirculation - method for emission reduction
Air Filter Restriction Switch - Customer supplied switch that may be used
to generate a CAN Fault Code for high Air Filter Restriction. Emission Range Label - Emission label listing power range of ratings
allowed within given software assembly (see example on following
Analog Throttle - A throttle that provides a 0-volt to 5-volt signal to the page)
ECU.
Enable - Selecting a feature by checking the "enable" box. This makes
Application Guidelines - Published recommendations from John Deere to the feature active, as long as it is not incompatible with another fea-
guide in the installation and application of John Deere engines. For- ture.
mal name, Engine Application Guidelines.
EUI - Electronic Unit Injector Delphi fuel system
Base Rating - Rating that will ship from factory for given Power Trim Fam-
ily. External Derate - The selectable feature will accept external application
conditions (on/off) to signal the engine to derate.
BAP - Barometric Air Pressure
External Derate Input - The switched signal for external derate. The
Breakaway - The intersection point of the governor curve and torque switch can be either a normally open or closed circuit.
curve.
External Derate Rate - The speed selected for the engine to reduce
Bump Switches - An unlock switch and a raise/lower switch used for power when the external derate circuit is switched.
adjusting minimum and maximum throttle speeds.
External Shutdown - The feature allowing an application condition to shut
CAN Bus - SAE J1939 Controller Area Network standard. A 2-wire net- the engine down when that condition reaches a pre-set (switched)
work for communication between controllers. condition.
Cruise Control - The software feature that controls engine speed to an External Shutdown Input - The signal for engine shutdown through the
adjustable set point.CAC - Charge Air Cooler wiring harness. Either a normally open or closed circuit.
CAN - Control area network - vehicle communication protocol External Shutdown Timer - The time delay amount from when the external
shutdown circuit switches (reached the pre-set shutdown limit) and
Custom Performance - John Deere Custom Performance TM - The pro- the engine is shut down.
gram used to load engine software into an ECU and select options
GLOSSARY OF TERMS
Factory Option Assembly Number - The assembly part number, which MAP - Manifold Air Pressure- intake manifold
combines the performance option part number with Custom Perfor-
mance™, available in pull-down when re-programming. MAT - Manifold Air Temperature - intake manifold
Fast Idle - The maximum engine speed that can be reached when there is Maximum Throttle -The maximum engine speed at 100% throttle (analog
no external engine load. It is factory pre-set and cannot be adjusted. and/or digital) condition. It is set when selecting maximum throttle off-
set or using the bump switches.
Fault Code - An abnormal operating condition detected by the ECU and
communicated by a CAN message. Maximum Throttle Offset - The rpm reduction below fast idle for maximum
(100%) throttle.
FMI - Failure Mode Indicator
Minimum Throttle - The minimum engine speed at 0% throttle. Factory
Fuel Temp Componsation - with Active compensation the ECU controls pre-set at low idle, it can be increased using minimum throttle offset.
fuel quality as a function of fuel temp to attempt to maintain constant
power. With passive compensation (HPCR) the design of the fuel Minimum Throttle Offset - The rpm selection above low idle for minimum
system maintains constant power without any change in ECU desired (0%) throttle speed.
fuel delivery.
Normally Closed Switch - A switch that is closed under normal operating
Governor - The ECU control that maintains engine speed on a selected conditions.
droop curve as engine load varies.
Normally Open Switch - A switch that is open under normal operating
Harness Selectable Governor - The wiring harness feature that allows the conditions.
customer to select (or switch) between droop governor and isochro-
nous governor operation. Override Shutdown Timer - The standard shutdown feature that allows
the customer to select the time delay between when a shutdown con-
Hertz - The cycles per second of the AC current from the generator. dition occurs and the ECU shuts the engine down.
HPCR- High Pressure Common Rail - Denso Fuel system Percent Throttle - The percent throttle value broadcast on the Can bus
describing speed from minimum throttle to maximum throttle.
Isochronous Governor - A governor droop control that has 0 RPM of
droop, or maintains the same engine speed independent of the load Performance Curve Reference Number -Number associated with perfor-
on the engine. mance curve as listed on Distributors' Website.
LAT - Limiting ambient Temperature - the maximum ambient temperatre Performance Option Part Number -The performance part number
the engine cooling and CAC system is capable to meet requitements.. assigned to each 7200 option code.
Loss of Coolant Switch - A Customer supplied switch which may be used Performance Rating - Specific power and torque curve, identified by
to generate a CAN Fault Code for the loss of coolant. power at rated speed with % power bulge and % torque rise.
Low Idle - The factory pre-set minimum engine speed for the engine. It Power Bulge - A steep torque curve that results in a power increase
cannot be adjusted. "bulge" 100 to 300 rpm below rated speed.
Low Idle Warm-up - The feature that allows the engine speed to be Power Trim Family - Group of ratings between which an engine can be
increased for a selected amount of time to warm an engine. repowered, based on common performance hardware.
Master Input - The throttle signal that is the chosen baseline signal to Primary Analog Throttle - One of the 2 analog throttle input circuits in the
which the 2nd and 3rd signals are applied. engine wiring harness.
GLOSSARY OF TERMS
Ramp Rate - The selectable feature that limits the maximum rpm/second Source Address - The electrical name (decimal number) of the electronic
when in ramp mode. controller sending a torque speed control signal on the CAN bus.
Ramp Step -The selectable feature selecting the size of step rpm change Standard Derate - The derate software in the ECU that monitors engine
when the ramp switch is held in the speed increase (rabbit) or speed operating conditions and derates the engine when pre-set thresholds
decrease (turtle) position for less than 0.2 seconds. are exceeded.
Ramp Throttle -The digital throttle option that uses a switch to increase or Standard Shutdown - The shutdown software in the ECU that monitors
decrease engine speed between minimum and maximum throttle val- engine operating conditions and shuts down the engine when pre-set
ues. thresholds are exceeded.
Restricted Features -Features that cannot be selected at the same time. SRA - Smart Remote Actuator - moves the VGT vanes- provides feed
back on position.
Resume Recovery - One of the 5 switches in the cruise control feature,
initiates the resume recovery function. Tachometer Output - An output signal from the ECU that can be set for 27
or 30 pulses per engine revolution.
RPM of Droop - how many rpm the engine will slow down at a throttle set-
ting as the load is increased from 0% fuel delivery (theoretical friction- TVP - Transient Voltage Protection- Circuit to protect ECU from electrical
less no load condition) to 100% fuel delivery (torque curve fuel system voltage spikes.
delivery).
Throttle Range - The engine speed range in which the engine will operate
SAE J1939 - The SAE standard which is defines the digital messages on between minimum throttle and maximum throttle.
the CAN bus.
Throttle Rate - The maximum rate the percent throttle can change.
Secondary Analog Throttle - One of the 2 analog throttle input circuits in
the engine wiring harness. Throttle Signal - The digital or analog signal from a throttle circuit provid-
ing a throttle voltage or throttle input to the ECU.
Self Calibration - The ECU software that monitors the analog throttle volt-
age input and adjusts the 0% and 100% voltages to maximize the use TSC - Torque Speed Control - The CAN bus message sent to the ECU
the analog throttle range and minimize the mechanical deadband. that sets operating conditions.
SDS - Software Delivery System - JDPS - provides payloads and records VGT - Variable Geometry Turbo - Emission control device that allows con-
latest installed software trol of intake air and EGR flows.
SPN - Suspect Parameter Number - along with FMI identifies diagnostic TRIM - Adjustable parameters in the ECU software to customize the
codes. engine for different applications.
Shutdown Timer - The ECU software function that turns the engine off Wait-to-start - The software feature that can be enabled to send the digital
when a shutdown condition is present. signal on the CAN bus to indicate the operator should wait for the air
heater, usually displayed on an instrument panel.
Shutdown Override Switch - The switch in the standard override function
that can re-set the standard override timer to 30 seconds to allow the Wait-to-start Lamp - The engine wiring harness and instrumentation cir-
machine to be taken out of harms way. cuit that is energized when the wait to start circuit is closed.
Software Assembly -Software number that contains all performance rat- WIF - Water in fuel
ings for given Power Trim Family, specific to voltage, and all trim fea-
tures.
INTRODUCTION
The intent of this document is to provide necessary electronic control sys- Refer to “Introduction”
tems information for Distributor or OEM engineers to successfully install Electronic Engine Controls - Tier 3
John Deere 4024 and 5030 PowerTechTM E engines in their equipment.
To leverage John Deere engine software, trim capability and hardware to
provide advantages to the end customer.
SAFETY
Refer to “Safety”
Electronic Engine Controls - Tier 3
PRINCIPLES OF OPERATION
Glowplugs (starting aid) are provided on all 4024 and 5030 PowerTech E
engines.
Emissions
4024 and 5030 PowerTech E engines have no external EGR, EGR valve
or Variable Geometry Turbocharger.
Architecture
Designed to be a cost effective package, the 4024 and 5030 PowerTech
E engines use the 2-valve cylinder head and most components from the
Tier-2 models.
ECU PROGRAMMING
Service Programming
Service ADVISOR can be used to program the ECU, which allows the
user to open and program the Trim Options, without making power adjust-
ments. For either type of programming, return files must be sent to SDS
for future servicing and record keeping. Return files will automatically be
sent by the Custom Performance or SA program the next time the pay-
load website is accessed.
The ECU controls the glow plugs based component temperatures at the Required Sensors
time of starting. The preheat time is based on coolant and internal ECU
temperature (The lower value of the two). No preheat occurs when this The only required sensors for a 4024 / 5030 engine are for camshaft
arbitrated temperature is 0oC or higher. . Maximum preheat time of 30 speed, crankshaft speed, coolant temperature and intake manifold tem-
seconds is at -20oC. The operator may start the engine at any time during perature.
or after the preheat time. If the operator starts the engine during the pre-
heat time, the glow plugs are turned off as soon as the ECU detects Refer to “Trimmable Features \ ECU Sensors”
engine speed. The glow plugs are turned off during cranking to maximize Electronic Engine Controls - Tier 3
cranking speed. The glow plugs are turned back on during run-up. The
reheat time is also based on coolant and internal ECU temperature.
Reheat is used to reduce white smoke and rough idling after start. Ether
starting fluid should never be used in an engine with functioning glow- Hour Meter
plugs. The relay and associated wiring for this option are not included "as
delivered" from the factory. The OEM must install an interface harness The ECU keeps and broadcasts, on request, a record of engine run
between the engine control harness and the OEM supplied relay. For hours. The information is available for retrieval by service tools (i.e. Ser-
more information on this wiring, please refer to Engine Application Guide- vice ADVISOR or PowerView). No run time will be lost on a normal power
lines \ Electronic Wiring Harness (AG11-H) \ “Electric Starting Aid...” down cycle. When reprogramming the ECU with service tools, the hour
meter will be maintained if possible. In situations where the engine hours
cannot be retrieved, the service tool can be used to set the engine hours
Fuel Temperature Compensation to the correct value. The service tool (SA) also has the capability to
increase (but not decrease) the hours from what is stored in the ECU at
The ECU adjusts desired fuel values based on fuel temperature to keep anytime.
engine power constant.
NON-TRIMMABLE FEATURES
Misfire and Cutout Tests - ECU cuts out one cylinder at a time and ana-
lyzes relative engine speed fluctuations to determine if one or more cylin-
ders has low power.
WIRING HARNESS
The 4024 and 5030 PowerTech E engines are available with the ECU Refer to “Wiring Harness”
either engine-mounted or remote-mounted. The ECU mounting decision Electronic Engine Controls - Tier 3
dictates which engine harness is provided.
These engines use the John Deere level 18 Electronic Control Unit. This
unit maintains a high level of feature commonatilty with the level 14 and
level 16 ECU's.
History of Changes
INTRODUCTION
The intent of this document is to provide necessary electronic control sys- Refer to “Introduction”
tems information for Distributor or OEM engineers to successfully install Electronic Engine Controls - Tier 3
John Deere 4045/6068 PowerTechTM E engines in their equipment and to
leverage John Deere engine software, trim capability and hardware, to
provide advantages to the end customer.
SAFETY
Refer to “Safety”
Electronic Engine Controls - Tier 3
PRINCIPLES OF OPERATION
EGR
There is no external EGR, EGR vale or Variable geometry turbocharger
on PowerTech E engines. NOx reduction is accomplished through charge
air cooling, valve timing, and multiple injections.
Architecture
Designed to be a cost effective package, the 4045/6068 PowerTech E
engine uses the 2-valve cylinder head architecture.
ECU PROGRAMMING
Final Programming
The ECU interacts with Service ADVISOR for diagnostics and servicing.
The ECU is programmable in the field using the ECU Software Delivery
System (SDS). John Deere Custom Performance Programmer can be
used to program the ECU, which allows an approved user to select a dif-
ferent power rating (from a list of available ratings) and allows the user to
open the Trim Options page. After making selections on the Trim Options
page, the user can “save” the selections as a Trim Template (to be used
at a later time, this is especially helpful if programming multiple engines
with the same Trim Options), or continue on and complete the program-
ming cycle.
Service Programming
Service ADVISOR can be used to program the ECU, which allows the
user to open and program the Trim Options, without making power adjust-
ments. For either type of programming, return files must be sent to SDS
for future servicing and record keeping.
Other
The ECU can control an air heater (optional) for improved cold starting
and reduced start white smoke. The air heater must not be enabled in trim
if Ether is to be used. For some applications Ether may be preferred for
extreme cold weather starting.
TRIMMABLE FEATURES the maximum of the two offsets; the minimum speed offset and the fast
idle warm up offsets do not stack. The idle speed will ramp down to nor-
mal low idle speed after 2 minutes or sooner if coolant temp exceeds 0oC.
Specific to the 4.5L/6.8L PTE engines . . .
Engine Speed
Throttle Selection
Engine speed is measured by filtering engine speed values, which are
On the Trim sheet, a selection of Digital throttle (either 2-state, 3-state or calculated over one cylinder event. The ECU broadcasts engine speed
Ramp) may be selected. (Ramp throttle is not available for Genset appli- via standard J1939 CAN message. The CAN signal is accessible via
cations.) A primary and secondary analog throttle may also be enabled. CAN (Murphy Gauge PV). The CAN speed message is not immediately
Detail on the throttles is given in the Hardware section of this document. available. It takes approximately 500 milliseconds to get a good speed
message.
The ECU controls the air heaters based on starting fuel temperature. The
preheat time is based on Fuel Temperature. No preheat occurs when fuel Water-in-Fuel Sensor
temperature is 0oC or higher. Maximum preheat time of 30 seconds is at
-20oC. The operator may start the engine at any time during or after the The water-in-fuel sensor is a standard feature on the 4045/6068 Pow-
preheat time. If the operator starts the engine during the preheat time, the erTech E engine. It is not a Trimmable Feature. A fault code for water in
air heaters are turned off as soon as the ECU detects engine speed. The fuel is provided.
air heaters are turned off during cranking to maximize cranking speed.
The air heaters are turned back on during run-up. The reheat time is also Hour Meter
based on fuel temperature. Reheat is used to reduce white smoke and
rough idling after start. Ether starting fluid should never be used in an The ECU keeps and broadcasts, on request, a record of engine run
engine with functioning air heater or glowplugs. The relay and associated hours. The information is available for retrieval by service tools (i.e. Ser-
wiring for this option are not included "as delivered" from the factory. The vice ADVISOR or PowerView). No run time will be lost on a normal power
OEM must install an interface harness between the engine control har- down cycle. When reprogramming the ECU with service tools, the hour
ness and the OEM supplied relay. For more information on this wiring, meter will be maintained if possible. In situations where the engine hours
please refer to Engine Application Guidelines \ Electronic Wiring Harness can not be retrieved, the service tool can be used to set the engine hours
(AG11-H) \ “Electric Starting Aid...” to the correct value. The service tool (SA) also has the capability to
increase-but-not-decrease the hours from what is stored in the ECU at
anytime.
Engine Warm-Up Routine - Industrial Engines Only
(Refer to JD Custom Performance)
For all Tier-3 engines . . .
An electronically controlled engine warm-up routine (idle speed increase)
is trimmable for OEM Industrial applications. For engines with a Start
Coolant Temperature lower than 0oC, idle speed is increased up to 200 Refer to “Trimmable Features”
rpm, but not to exceed 1200 rpm. If a minimum speed offset (bump) and Electronic Engine Controls - Tier 3
the idle warm up offsets are both applied, the governor software will use
NON-TRIMMABLE FEATURES
Injector Calibration
When an injector is replaced, new injector flow calibration codes must be
entered. These allow the ECU to more accurately control engine power
and cylinder-to-cylinder variation.
Weak Cylinder Test - ECU cuts out one cylinder at a time and analyzes
relative engine speed fluctuations to determine if one or more cylinders
has low compression.
WIRING HARNESS
The 4045/6068 PowerTech E engine is available with the ECU either Refer to “Wiring Harness”
engine-mounted or remote-mounted. The ECU mounting decision dic- Electronic Engine Controls - Tier 3
tates which engine harness is provided.
Because the PTE engines do not have an EGR system, less sensor and
control wiring is needed. PTE engines use only the J1 connector for the
engine harness, compared to PowerTech Plus engines which use J1 and
J3 for the engine harness. There is no J3 connector on the PTE L16 ECU.
The J2 connector is used for the vehicle interface with either ECU.
History of Changes
INTRODUCTION
The intent of this document is to provide necessary electronic control sys- Refer to “Introduction”
tems information for Distributor or OEM engineers to successfully install Electronic Engine Controls - Tier 3
John Deere 4045/6068 PowerTechTM Plus engines in their equipment. To
leverage John Deere engine software, trim capability and hardware to
provide advantages to the end customer.
SAFETY
Refer to “Safety”
Electronic Engine Controls - Tier 3
PRINCIPLES OF OPERATION
ECU PROGRAMMING
Final Programming
The ECU interacts with Service ADVISOR for diagnostics and servicing.
The ECU is programmable in the field using the ECU Software Delivery
System (SDS). John Deere Custom Performance Programmer can be
used to program the ECU, which allows an approved user to select a dif-
ferent power rating (from a list of available ratings) and allows the user to
open the Trim Options page. After making selections on the Trim Options
page, the user can “save” the selections as a Trim Template (to be used
at a later time, this is especially helpful if programming multiple engines
with the same Trim Options), or continue on and complete the program-
ming cycle.
Service Programming
Service ADVISOR can be used to program the ECU, which allows the
user to open and program the Trim Options, without making power adjust-
ments. For either type of programming, return files must be sent to SDS
for future servicing and record keeping.
Other
The ECU can control glowplugs (optional) for improved cold starting and
reduced white smoke at start. The glowplugs must not be enabled in trim
if Ether is to be used. For some applications Ether may be preferred for
extreme cold weather starting.
If the operator starts the engine during the preheat time, the glowplugs Hour Meter
are turned off as soon as the ECU detects engine speed. The glowplugs The ECU keeps and broadcasts, on request, a record of engine run
are turned off during cranking to maximize cranking speed. The glowplugs hours. The information is available for retrieval by service tools (i.e. Ser-
are turned back on during run-up. The reheat time is also based on fuel vice ADVISOR or PowerView). No run time will be lost on a normal power
temperature. down cycle. When reprogramming the ECU with service tools, the hour
meter will be maintained if possible. In situations where the engine hours
Reheat is used to reduce white smoke and rough idling after start. If an can not be retrieved, the service tool can be used to set the engine hours
application will never require the engine to start below 0oC, the glowplug to the correct value. The service tool (SA) also has the capability to
wiring harness and relay can be omitted from the engine specification. increase-but-not-decrease the hours from what is stored in the ECU at
Ether starting fluid should never be used in an engine with functioning anytime.
glowplugs.
NON-TRIMMABLE FEATURES
For detailed Fault Codes SPN FMI see CTM320. Harness Test - a continuity test for the harness and connectors. It can
also detect some out-of-range sensors.
Calibration and Diagnostic Tests Compression Test - ECU analizes relative engine speed fluctuations to
determine if one or more cylinders has low compression.
(Accessible through Service ADVISOR)
Weak Cylinder Test - ECU cuts out one cylinder at a time and analizes rel-
ative engine speed fluctuations to determine if one or more cylinders has
Calibration Tests - Details can be found in CTM320 low compression.
Turbo Learn
When a new VGT turbo is installed on an engine, the Smart Remote Actu-
ator (SRA ) must be put through a learn cycle. This allows the ECU to cor-
relate actuator desired position-to-position feedback from the SRA.
Injector Calibration
When an injector is replaced new injector flow calibration codes must be For all Tier-3 engines . . .
entered, these allow the ECU to more accurately control engine power
and cylinder-to-cylinder variation. Refer to “Diagnostic Trouble Codes”
Electronic Engine Controls - Tier 3
The 4045/6068 PowerTech Plus engine is available with the ECU either
engine-mounted or remote-mounted. The ECU mounting decision dic-
tates which engine harness is provided. The engine harness uses the
outer two Cinch connectors on the ECU. Either an engine-mounted ECU
interface harness or remote-mounted ECU interface harness (depending
on ECU mounting location), or no interface harness can be ordered with
the engine. The interface harness uses the center Cinch connector on the
ECU. An engine can also be ordered without any harnesses. However, it
is highly recommended that at least an engine harness is provided from
John Deere.
INTRODUCTION
Specific to the 9.0L (PTE / PT Plus) engines . . . For all Tier-3 engines . . .
The intent of this document is to provide necessary electronic control sys- Refer to “Introduction”
tems information for Distributor or OEM engineers to successfully install Electronic Engine Controls - Tier 3
John Deere 6090 PowerTechTM E / PowerTechTM Plus engines in their
equipment and to leverage John Deere engine software, trim capability
and hardware to provide advantages to the end customer.
SAFETY
Refer to “Safety”
Electronic Engine Controls - Tier 3
PRINCIPLES OF OPERATION
Specific to the 9.0L (PTE / PT Plus) engines . . . For all Tier-3 engines . . .
ECU PROGRAMMING
Specific to the 9.0L (PTE / PT Plus) engines . . . For all Tier-3 engines . . .
• The level 14 ECU is designed, manufactured, programmed and cal- Refer to “ECU Programming”
ibrated by John Deere. Electronic Engine Controls - Tier 3
• The ECU is a flex board design with a 32-bit processor.
• The ECU has three Cinch connectors. The two outer connectors
are for engine inputs and outputs. (Engine Harness)
• The center connector is for vehicle interface. (Interface Harness)
• ECU Mounting, Environ and Elect (refer to generic document)
• 12 Volts DC / 24 Volts DC Description
TRIMMABLE FEATURES
Specific to the 9.0L (PTE / PT Plus) engines . . . For all Tier-3 engines . . .
Digital Throttle
Three types of digital throttles are available:
• digital "Ramp" throttle
• non-adjustable, 2-state throttle
• adjustable 3-state throttle.
Any of the three digital throttles can be used along with the analog throt-
tle feature for variable speed operation.
NON-TRIMMABLE FEATURES
Specific to the 9.0L (PTE / PT Plus) engines . . . For all Tier-3 engines . . .
When a new VGT turbo is installed on an engine, the Smart Remote Actu-
ator (SRA ) must be put through a learn cycle. This allows the ECU to cor-
relate actuator desired position-to-position feedback from the SRA.
Injector Calibration
When an injector is replaced new injector flow calibration codes must be
entered, these allow the ECU to more accurately control engine power
and cylinder-to-cylinder variation.
For all Tier-3 engines . . .
WIRING HARNESS
Specific to the 9.0L (PTE / PT Plus) engines . . . For all Tier-3 engines . . .
The PowerTech 9.0L engines (PTE or PT Plus) are available with ECU, Refer to “Wiring Harness”
either engine-mounted or remote-mounted. The ECU mounting location Electronic Engine Controls - Tier 3
will dictate which engine harness is provided, engine mount or remote
mount. The engine harness uses the outer two Cinch connectors on the
ECU.
Because the PTE engines do not have an EGR system, less sensor and
control wiring is needed.
SAFETY
Refer to “Safety”
Electronic Engine Controls - Tier 3
The ECU calculates and controls the injection timing and fuel quantity
delivered. This control system provides improved consistency in fuel
delivery, power and smoothness. Pilot injection under light load and low to
mid speed conditions provides a significant reduction in combustion noise
and harshness.
EGR
Exhaust gas recirculation (EGR) and variable turbine geometry (VTG) tur- For all Tier-3 engines . . .
bocharger are both performance and emissions control features. During
starting, warm-up and light load conditions, exhaust gasses are not recir-
culated. The ECU controls the amount of exhaust gas to be mixed with Refer to “Principles of Operation”
intake air through the VTG and EGR valve. Electronic Engine Controls - Tier 3
The VTG has adjustable vanes in the turbine housing. The VTG vane
position is closed loop controlled by the ECU using the water-cooled
Smart Remote Actuator (SRA). The vanes are opened or closed to pro-
vide the necessary pressure differential (between the exhaust and intake
manifold) to achieve the desired level of exhaust gas recirculation.
When EGR is desired, the ECU will set the appropriate VTG and EGR
valve positions. Some of the exhaust gas then will pass through a cooler
that is connected to the exhaust and intake manifold. Engine coolant
cools the exhaust gases. The exhaust gases then pass through the EGR
valve and combine with intake air in the mixer portion of the intake mani-
fold, before entering the combustion chamber.
The percentage of EGR is calculated by the ECU using intake air temp
and pressure, EGR gas temp and calculated pressure, mixed gas temp
and pressure, and known thermodynamic properties of the gasses. Under
some conditions, as much as 10-12% of the intake charge entering the
combustion chamber is recirculated exhaust gas. The cooled exhaust gas
in the intake charge reduces peak in-cylinder temperature and pressure,
resulting in lower NOx emissions. This allows optimized injection calibra-
tion, resulting in reduced fuel consumption, increased power output and
reduced emissions.
Specific to the 13.5L engines . . . The Tier-3 13.5L engine encorporates a VTG and large piston cooling
nozzles that require more oil than the older 12.5L engine (especially when
the oil is hot and thin). Due to these concerns, idle speeds below 900 rpm
Starting Aid Control have not been made readily available in order to maintain adequate oil
pump flow and pressure. Since some applications cannot operate with
Air Heaters are optional hardware on the 13.5L Power Tech Plus™ idle speed as high as 900 rpm, the 650-rpm idle feature is being made
engines, and can be enabled from the Trim page. The ECU will control the available on a limited basis after the application is reviewed and approved
air heaters based on starting temperature. The preheat time is based on by JDPS OEM Application Engineering. This feature requires unique RE
Fuel Temperature. When fuel temperature is 0oC or higher, there will be and SW numbers, and programming with Custom Performance.
no preheat . Maximum preheat time of 30 seconds is at -20oC.
Examples of applications that may require this low-idle feature include:
The operator may start the engine at any time during or after the preheat 1) Drawwork applications where the engine indirectly runs a cable/
time. If the operator starts the engine during the preheat time, the heaters chain on a drum (cathead) and it needs to go slowly for drill pipe
are turned off as soon as the ECU detects engine speed. The heaters are connection and operator safety
turned off during cranking to maximize cranking speed. The heaters are 2) Air or over-center clutch engagement to prevent burning up the
turned back on during run-up. clutch
The reheat time is also based on fuel temperature. Reheat is used to 3) Transmission engagement to prevent shift shock from neutral into
reduce white smoke and rough idling after start. gear
Engine Warm-Up Routine (Industrial Engines Only) Before the 650-rpm idle feature is allowed, the 650-rpm Low Idle Request
Form must be completed and data must be collected on each new appli-
An electronically controlled engine warm-up routine (idle speed increase) cation, and reviewed by JDPS OEM Application Engineering. The follow-
is available for the OEM Industrial applications. For engines with a start ing data must be continuously recorded via Excel or D.R.I.V.E. datalogger
temperature lower than 0oC, idle speed is increased up to 200 rpm, but (or equivalent) and ServiceADVISOR while the equipment is operated
not to exceed 1200 rpm. through its expected duty cycle, including extended high % load and high
coolant temperature conditions:
If a minimum speed offset (bump) and the idle warm-up offsets are both 1) Oil sump temperature
applied, the governor software will use the maximum of the two offsets; 2) Oil pressure
The minimum speed offset and the fast idle warm-up offsets do not stack.
This option is disabled by default and is selectable in the Trim Options 3) Coolant temperature
page. 4) Engine speed
5) Engine Percent Load
6) Fuel usage rate
7) Manifold absolute pressure
The pass/fail criteria to allow 650-rpm idle in these applications are as fol- For all Tier-3 engines . . .
lows:
1) Minimum oil pressure = 140 kPa (20 psi).
If the value falls below 140 kPa, it must recover within 30 seconds. Refer to “Trimmable Features”
2) The time spent at 650-rpm idle should not exceed 10% of total Electronic Engine Controls - Tier 3
engine hours.
3) Maximum allowable torque at 650 rpm = 860 Nm (634 lb-ft). This is
equivalent to 58 kW (78 hp).
4) Acceptable sump oil to coolant ΔT less than or equal to 25oC.
5) If a customer requests any idle speed between 650 rpm and 900
rpm to be idle bumped up from 650 rpm, the Application must be
qualified at 650 rpm to prevent reducing it to 650 rpm after
approval.
6) If an application fails the criterion described in #1- #5, contact your
JDPS Application Integration Engineer to evaluate alternate solu-
tions.
Both the 650-rpm Low Idle Request Form and data should be attached in
the “Pictures and Files” tab of the Application Review in Application
Review Depot.
The PowerTech Plus 13.5L engine is available with ECU, either engine-
mounted or remote-mounted. The ECU mounting location will dictate
which engine harness is provided, engine mount or remote mount. The
engine harness uses the outer two Cinch connectors on the ECU.
History of Changes