c44 Acert

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Cat® C4.4 ACERT™ - C18 ACERT
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I n d u s tria l
C4.4 ACERT (448) C13 ACERT (KWJ)
C6.6 ACERT (667) C15 ACERT (LDN)
C7.1 ACERT (770) C18 ACERT (BDN)*
C9.3 ACERT (C9N)
(Greenville Built) *Not including > 750 hp/
C9.3 ACERT (D9N) 560 kW ratings of this
(Seguin Built) serial number prefix.
LEBH0005-01
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Table of Contents
1.0 Introduction and Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

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

2.1 Engine Control Unit (ECU)
2.2 Software Flash File
2.3 Engine Sensor Details
2.4 Clean Emissions Module (CEM)
2.5 System Component Diagrams and Schematics
3.0 Customer System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

3.1 Minimum Mandatory Engine Connection Customer Requirements
3.2 Minimum Mandatory CEM Connection & Interconnection Customer Requirements
3.3 Optional Customer Functionality
3.4 Typical Customer-installed Component Diagram
3.5 Customer ID & Passwords
4.0 Power and Grounding Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60

4.1 Power Requirements
4.2 Engine System Grounding
4.3 Example Schematics Method of Power and Ground Connection
4.4 Engine ECU Power Supply Circuit Resistance Test
4.5 Direct Battery Connection Requirements
4.6 Powering the Engine ECU via Auxiliary Power Supplies
4.7 CEM Grounding C7.1 ACERT™ – C18 ACERT < 750 hp/560 kW
4.8 Air Starter Equipped Vehicles
4.9 Sensor Common Connections
4.10 Suppression of Voltage Transients
4.11 Battery Disconnect Switch
5.0 Connectors and Wiring Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73

5.1 Wiring Harness Components
5.2 Wiring Harness Design
5.3 Customer-supplied Service Tool Connector (J66) Wiring
5.4 SAE J1939/11 – Data Bus Wiring
6.0 Connecting Engine to CEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88

6.1 C4.4 ACERT and C6.6 ACERT Emission Critical Aftertreatment Installation
6.2 C7.1 ACERT Emission Critical CEM
6.3 C9.3 ACERT – C18 ACERT <750 hp/560 kW Emission Critical CEM
6.4 Auxiliary Devices
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Table of Contents
7.0 Monitored Inputs for Customer-installed Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134

7.1 Air Filter Service Indicator – Air Intake Restriction Switch
7.2 Coolant Level Sensor
7.3 Water in Fuel Trap Switch (C4.4 ACERT – C7.1 ACERT Only)
7.4 Auxiliary Temperature Sensors
7.5 Auxiliary Pressure Sensor
7.6 Oil Level Switch (C6.6 ACERT & C7.1 ACERT Only)
8.0 Regeneration System & Operator Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140

8.1 Passive Regeneration System
8.2 High Temperature DPF Regeneration System
8.3 Total Regeneration System Operation Example
8.4 Active Regeneration System Operator Display
9.0 Starting and Stopping the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158

9.1 Starting the Engine
9.2 Stopping the Engine (and Preventing Restart)
10.0 Engine Retarding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166

10.1 Compression Brake/Constant Lift Brake Engine Retarding
11.0 Engine Cooling Fan Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168

11.1 Hydraulic Fan Control
11.2 Reversing Hydraulic Fan Control
11.3 Variable Pitch Fan Control
11.4 Variable Pitch Fan Reversing (Purging)
12.0 Engine Speed Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177

12.1 Analog Sensor – C4.4 ACERT – C7.1 ACERT
12.2 PWM Sensor – C4.4 ACERT – C7.1 ACERT
12.3 Throttle Position Sensor Calibration
12.4 Throttle Lock (Previously PTO Mode)
12.5 Multi Position Throttle Switch (MPTS)
12.6 Torque Speed Control TSC1 (Speed Control Over CAN)
12.7 Arbitration of Speed Demand
12.8 Acceleration and Deceleration Ramp Rates
12.9 Throttle Behavior During Engine Governor Changes
12.10 Definition of Engine Speed Points

13.0 Engine Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
13.1 Min/Max Governing
13.2 All Speed (Full Range)
13.3 Auxiliary Governor
13.4 Rating Selection via Cat ET Service Tool
13.5 Engine Governor (Governor Run-out)
13.6 Mode Selection
4 C4.4 ACERT – C18 ACERT t i er 4 INTERIM en g i ne s

Table of Contents
14.0 Cold Starting Aid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218

14.1 Control of Glow Plugs by the Engine ECU (C4.4 ACERT – C7.1 ACERT Only)
14.2 Ether Start Aid Systems
14.3 Cold Weather Regeneration Aid (C4.4 ACERT, C6.6 ACERT Engines Only)
15.0 Engine & CEM Indicators & Operator Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227

15.1 Engine Management System Status Indication
15.2 Gauge Drivers
15.3 Lamp Outputs
15.4 Activation of J1939 Indicators
16.0 Engine Monitoring System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241

16.1 General Information
16.2 Engine Monitoring & Protection
16.3 CEM Monitoring & Protection
17.0 Data Link Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257

17.1 SAE J1939
17.2 SAE J1939/11 – Physical Layer Data Bus Wiring
17.3 J1939 Supported Parameters for C4.4 ACERT – C7.1 ACERT
17.4 J1939 Supported Parameters for C9.3 ACERT – C18 ACERT
17.5 Cat® Data Link
17.6 Other Data Link Standards

18.0 Tier 4 Interim Service Tool Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306
18.1 Introduction
18.2 Cat ET Service Tool Features
19.0 Appendices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 313

Appendix A.1: ECU J1 Connector Terminal Assignments C9.3 ACERT – C18 ACERT <750 hp/560 kW
Appendix A.2: ECU J1 Connector Terminal Assignment C4.4 ACERT – C7.1 ACERT
Appendix B: Electronic Options Selection Form C4.4 ACERT – C7.1 ACERT
Appendix C: Mini-Industrial Power Display (MIPD) Pinout
Appendix D: Hydraulic Fan Control Calibration Procedure
Appendix E: Commercial Engine Cooling Fan Summary
Appendix F: Fleet Configuration
Summary of Revisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 345
ELECTRONICS a p p lic a tion and inst a ll a tion G U I D E 5

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Introduction and Purpose
1.0 Introduction and Purpose

1.1 Purpose
This document is intended to provide the necessary information for correct electrical and electronic installation
of the following Cat® EPA Tier 4 Interim and/or Euro Stage IIIB Industrial engines into off-highway engine
applications: C4.4 ACERT™, C6.6 ACERT, C7.1 ACERT, C9.3 ACERT, C13 ACERT, C15 ACERT, and C18 ACERT.
The primary purpose is to assist engineers and designers specializing in engine installations. The A&I Manual and
Supplement Guide, Engine Application and Installation Guide, and TMI complement this booklet. Reference these
documents as required.
Note: T he information in this document is subject to change as engine feature requirements are revised and
software continues to be developed. In addition, some of the features described in this document are not
yet released.
The information in this document is the property of Caterpillar Inc. and/or its subsidiaries. Without written
permission, any copying, transmission to others, and any use except that for which it is loaned is prohibited.
1.2 Electronic Applications Contacts

Please contact applicationsupport@cat.com if further details are desired.
1.3 Safety
Most accidents that involve product operation, maintenance and repair are caused by failure to observe basic
safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations
before an accident occurs. A person must be alert to potential hazards. This person should also have the
necessary training, skills and tools in order to perform these functions properly.
The information in this publication was based upon current information at the time of publication. Check for the
most current information before you start any job. Cat dealers will have the most current information.
Improper operation, maintenance or repair of this product may be dangerous. Improper operation, maintenance
or repair of this product may result in injury or death.
Do not operate or perform any maintenance or repair on this product until you have read and understood the
operation, maintenance and repair information.
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. The warnings in
this publication and on the product are not all inclusive. If a tool, a procedure, a work method or an operating
technique that is not specifically recommended by Caterpillar is used, you must be sure that it is safe for you
and for other people. You must also be sure that the product will not be damaged. You must also be sure that the
product will not be made unsafe by the procedures that are used.

1.3.1 Warning – Welding

Welding can cause damage to the on-engine electronics. The following precautions should be taken before
welding:
• Turn the engine OFF. Place the ignition keyswitch in the OFF position.
• Disconnect the negative battery cable from the battery. If the application is installed with a battery disconnect
switch then open the switch.
• Clamp the ground cable of the welder to the conductive area that will be welded. Place the clamp as close as
possible to the weld.
• Disconnect all electronic components of driven equipment including engine ECU, CEM and sensors from wiring
harness before welding.
• Protect any wiring harnesses from welding debris and splatter.
• Use standard welding procedures to weld the materials together.
• Welding on the CEM frame/chassis is prohibited.

DO NOT use electrical components in order to ground the welder. Do not use the ECU or sensors or any other
electronic components in order to ground the welder.
1.3.2 Warning – Electrostatic Paint Spraying
Warning: Painting the CEM is prohibited.
The high voltages used in electrostatic paint spraying can cause damage to on engine electronics. The damage
can manifest itself through immediate failure of components, or by weakening electronic components causing
them to fail at a later date.
The following precautions should be taken when using electrostatic paint spraying techniques on engines:
• Connect all pins the ECU J1 connector directly to the spraying booth ground.
• Connect the engine block to ground at two points. Ensure that good screwed connections onto bright metal
are used.
1.3.3 Warning – Jump Starting

Jump-starting an engine can cause higher than normal voltages to appear across the battery terminals. Care
must be taken that this does not exceed the recommended maximum voltage for the ECU.
1.3.4 Warning – High Voltage Injectors

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

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

1.4 Terminology
The terminology used throughout this document will be as follows:
AMOX Ammonia Oxidation Catalyst

ARD Auxiliary Regeneration Device (also Cat Regeneration System)
ATAAC Air-to-Air Aftercooled
BPV Backpressure Valve
CAC Charge Aircooled
CAN Controller Area Network
CB Circuit Breaker
CEM Clean Emissions Module
CDPF Catalyzed Diesel Particulate Filter
CG Center of Gravity
CPS Compact Power Systems
CO Carbon Monoxide
Delta P Differential Pressure
DOC Diesel Oxidation Catalyst
DPF Diesel Particulate Filter
DSN Dealer Service Network
ECU Electronic Control Unit
EGR Exhaust Gas Recirculation (also NRS)
EU European Union
FEA Finite Elemental Analysis
FMEA Failure Modes & Effects Analysis
HC Hydro Carbon
hp Horsepower
HSR High Speed Regeneration Identification
IPU Industrial Power Unit
IP Ingress Protection
IVS Idle Validation Switch
IVA Intake Valve Actuation
J1/P1 Jack 1/Plug 1
kW Kilowatt
LPS Large Power Systems
LSR Low Speed Regeneration

Terminology continued
MAF Mass Air Flow

MEUI™ Mechanical Electronic Unit Injector
MPTS Multi Position Throttle Switch
NOx Nitrous Oxides – NO and NO2
NRS NOx Reduction System (also EGR)
OEM Original Equipment Manufacturer
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PM Particulate Matter
RSLL Rated Speed Lower Limit
RSUL Rated Speed Upper Limit
SCAC Separate Circuit Aftercooled
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SCR Selective Catalytic Reduction
S/N Serial Number
TDC Top Dead Center
TPS Throttle Position Sensor
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Engine & CEM Component Overview
2.0 Engine & CEM Component Overview

Industrial Engine Electronic Component Table
Tier 4 Interim/Stage IIIB ACERT Industrial Engine Electronic Components
C13 ACERT
C4.4 ACERT
C7.1 ACERT C9.3 ACERT C15 ACERT
C6.6 ACERT
C18 ACERT
A5:E2 ECU X X
A4:E4 ECU X X
Engine Connector (70/120 pin, J2/P2) 70 70 120 120
CEM connector (31 pin, PJ-C1) X
CEM connector (40 pin, PJ-C1) X X
Customer Connector (70-pin connector, J1/P1) X X X X
MEUI Injector X
Common Rail Fuel Injector X X X
Secondary Fuel Filter Differential Pressure Sensors X
Secondary Fuel Filter Outlet Pressure Sensor X
Secondary Fuel Filter Differential Pressure Switch X X
Fuel Rail Pressure Sensor (High Pressure Systems) X X X
Fuel Temperature Sensor X X X X
Fuel Pump Solenoid X X
Water in Fuel Switch X X
Dual Speed/Timing Sensors X X X X
Compression Brake Solenoids X(2)
Constant Lift Brake X
Barometric Pressure Sensor X X X X
Crank Case Pressure Sensor X X
Intake Manifold Pressure Sensor X X X X
Intake Manifold Air Temperature Sensor X X
Coolant Temperature Sensor X X X X
Air Inlet Temperature Sensor X X X X
Oil Pressure Sensor X X X X
Smart Wastegate Regulator Valve X X
NRS Valve Actuator X X X X
NRS Pressure Sensors (2) X X X X
NRS Temperature Sensor X X X X
Exhaust Backpressure Valve X
Intake Throttle Valve X(4)
NRS Balance Valve Actuator X X
Charge Air Cooler Outlet Temperature Sensor X (3)
X (3)
X X
IVA End of Rail Valve X(1)
IVA Oil Pressure Sensor X(1)
Cat Regeneration System Fuel Supply Pump and Relay X(5)
Cat Regeneration System Fuel Supply/Fuel Priming Pump X X(6)
Fuel Flow Selection Valve X X(6)
Cat Regeneration System Supply/Fuel Priming Pump Relay X(5) X(5)(6)
(1)
C18 ACERT >/= 700 hp ratings only (4)
Only used on C7.1 ACERT high power ratings
(2)
Certain ratings only – refer to price list (5)
Relay may be customer supplied or purchased with the engine
Optional Customer-installed Option for C4.4 ACERT –
(3) (6)
C18 ACERT engines > 750 hp / 560 kW do not require
C7.1 ACERT these components

2.1 Engine Control Unit (ECU)

The ECU is generally located on the left rear side of the engine. There are two connectors on the ECU and one
integrated into the engine wiring harness.
2.1.1 Engine Connector (J2/P2)

Engine system and control information is transmitted between the J2/P2 connector on the engine ECU and the
engine components through the engine harness. The CEM connector is a breakout connector, which is part of
the engine harness. The CEM connector is part of the engine wiring harness coming from the engine harness
providing the interface to the following engine components:
• Engine and CEM Sensors
• Fuel Injection System
• CEM System
2.1.1.1 CEM Connector

CEM Connector provides a means of communication between the engine ECU and CEM device via an
interconnect jumper harness. This harness provides wiring for:
• Soot Sensor Control Box J1939 Data Link (C4.4 ACERT – C7.1 ACERT only)
• Soot Sensor Power and Ground (C4.4 ACERT – C7.1 ACERT only)
• Cem Sensors
• Cem System Controls
• Cem Power and Ground
CEM connection reference:

• C4.4 ACERT & C6.6 ACERT: No breakout harness wiring comes from J1/P1
• C7.1 ACERT: Breakout Engine Harness from J2/P2, 31-pin
• C9.3 ACERT – C18 ACERT < 750 hp/560 kW: Breakout Engine Harness from J2/P2, 40-pin
2.1.2 Customer Connector (J1/P1)

Customer control and display information is transmitted between the 70-pin connector on the engine ECU and the
customer-installed components through the customer harness. The customer harness provides the interface to
the following components:
• Battery
• Data links
• Customer components
• CEM
Note: R
efer to 2.1.1.1 C4.4 ACERT & C6.6 ACERT CEM system and control communication is connected to J1/P1.

2.2 Software Flash File

If the ECU is correlated to a computer, then the personality module (also known as “flash file”) is the software for
the computer. The term flash file is derived from the method in which the software is programmed into the ECU – a
technology known as flash programming. The flash file contains the operating maps that define the performance
and operating characteristics of the engine as well as the Industrial application feature support. Once flashed, the
ECU contains the following information to identify the flash file and supported ratings:
• Personality Module PN
• Software Gp Release Date
• Software Gp Description
• Rating Number
• Rated Power
• Rated Peak Torque
• Test Spec
The information above can be viewed in the Configuration screen within the Cat ET service tool.
2.3 Engine Sensor Details

This section is to give details of the engine sensors and actuators that either will be installed when the engine is
delivered to the customer or must be installed by the customer in each installation.
Note: Reference the chart at the beginning of Section 2 for details regarding which sensors and actuators are
included on each engine model.
2.3.1 Fuel System
2.3.1.1 MEUI Injector (C13 ACERT – C18 ACERT)

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

Each fuel injector contains a solenoid to control the quantity of fuel injected. Higher voltages (approximately 70V)
and sharp pulses of relatively high current are used to control the injectors. There is no OEM connection to the
injectors; however, the OEM should ensure that any systems that are sensitive to electromagnetic radiation are
not in proximity to the harness that leads to the injectors.
2.3.1.3 Secondary Fuel Filter Differential Pressure Sensors

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

2.3.1.4 Secondary Fuel Filter Outlet Pressure Sensor

Fuel pressure is sampled in the secondary fuel filter base after the secondary fuel filter. This sensor is used by the
engine control in order to monitor for a low-pressure condition at the outlet of secondary fuel filter. This sensor
2.3.1.5 Secondary Fuel Filter Differential Pressure Switch (C4.4 ACERT – 7.1 ACERT)
Fuel pressure is sampled in the secondary fuel filter base before and after the secondary fuel filter, using a
differential pressure switch. This switch is used by the engine control in order to monitor the condition of the
secondary fuel filter. This sensor input is used for engine monitoring. Option for C4.4 ACERT – C7.1 ACERT engines.
2.3.1.6 Fuel Rail Pressure Sensor (Common Rail System)

The fuel rail pressure sensor is used to measure the fuel pressure in the high-pressure fuel rail. The fuel in the
fuel rail feeds all injectors. Injection takes place when each injector is electrically operated. The fuel rail pressure
measurement is used in conjunction with the high-pressure fuel pump to maintain the desired fuel pressure in the
fuel rail. This sensor input is used for engine monitoring.
2.3.1.7 Fuel Temperature Sensor

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

The fuel pump solenoid, located on the suction control valve, is used to control the output from the high-pressure
fuel pump. The suction control valve meters the fuel flow to the fuel pump based upon a signal from the ECU.
2.3.1.9 Water in Fuel Switch (Customer-installed)

The water in fuel switch is a customer-installed mandatory requirement for C4.4 ACERT, C6.6 ACERT and
C7.1 ACERT engines. The water in fuel switch is used to indicate that the fuel filter water trap is full. The switch is
installed at the bottom of the water trap and is immersed in diesel fuel during normal operation. As water collects
and reaches the maximum level, the water enables a conductive path between electrodes, and the engine ECU
broadcasts an event code. It is the customer’s responsibility to connect this switch to the ECU J1/P1 connector.
Refer to Customer-installed Sensors 7.3 for further details. This sensor input is used for engine monitoring.
2.3.2 Dual Speed Timing Sensors

The engine speed/timing sensors are used to determine both engine speed and fuel injection timing. Camshaft
timing sensors may also be used for limp home operations in the event of a crank speed sensor/circuit failure.
Speed/timing sensors work in conjunction with a timing ring installed to a rotating shaft (crankshaft, camshaft or
high-pressure fuel pump shaft) to determine crankshaft or camshaft position. C4.4 ACERT – C7.1 ACERT engines
have one camshaft speed/timing sensor located inside the high-pressure fuel pump and one crankshaft position
sensor triggered by a target wheel on the crankshaft. The C9.3 ACERT has dual camshaft speed timing sensors.
In this case, a target wheel on the camshaft triggers both sensors. C13 ACERT – C18 ACERT engines have one
camshaft position sensor triggered by a target wheel on the camshaft and one crankshaft position sensor
triggered by a target wheel on the crankshaft.

2.3.3 Compression Brake Solenoids

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

The barometric pressure sensor measures the atmospheric pressure. The sensor is open to the atmosphere. The
sensor data is used to assist in determining atmospheric pressure for proper engine performance at various altitudes.
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2.3.5 Crankcase Differential Pressure Sensor
The crankcase differential pressure sensor measures the level of crankcase pressure. This sensor data is used to
determine proper range of pressure of the open crankcase system. Too high or too low pressure data will trigger
fault and service will be required to address fault.
2.3.6 Intake Manifold Pressure Sensor
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The intake manifold air pressure sensor is used to determine pressure in the engine’s cylinder head or in the
inlet manifold after charge airflow has been mixed with air from the Cat NOx reduction system. This is typically
an absolute pressure sensor. Intake manifold pressure, as displayed by service tools and communicated over the
data link, is the value obtained by subtracting the barometric pressure (as measured by the barometric pressure
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sensor) from the absolute value measured intake pressure sensor.
When the engine is running, the sensor measurement is used as an input parameter to calculate torque and air
fuel ratio limits. This helps prevent black smoke during transient engine conditions, mainly during acceleration or
upon sudden load application; i.e. if intake manifold pressure is too low for the requested fuel, the fuel is limited to
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prevent the over-fuel condition.
The sensor is also used to select certain timing maps and to control the turbocharger wastegate valve on engines
using this hardware option.
2.3.7 Intake Manifold Air Temperature Sensor

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The intake manifold air temperature sensor is used to determine temperature in the engine’s cylinder head or in
the inlet manifold after charge airflow has been mixed with air from the Cat NOx reduction system. This sensor
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2.3.8 Coolant Temperature Sensor

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

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

2.3.10 Oil Pressure Sensor

The oil pressure sensor measures engine oil pressure. The low oil pressure threshold is defined as a map against
engine speed. This sensor input is used for engine monitoring and engine protection.
2.3.11 Smart Wastegate Regulator

The regulator valve controls the pressure in the intake manifold to a value that is determined by the ECU. The
wastegate regulator provides the interface between the ECU and the mechanical system that regulates intake
manifold pressure to the desired value that is determined by the engine software.
2.3.12 NRS Valve Actuator

The Cat NOx reduction system valve actuator regulates mass airflow through the NOx reduction cooler into the
intake manifold.
2.3.13 NRS Pressure Sensors

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

This sensor is a required for temperature measurement to assist in the calculation of the Cat NOx reduction
system mass airflow. The NRS valve differential pressure and the mass airflow temperature are used by the ECU
to determine the appropriate mass airflow of the NRS system.
2.3.15 Thermal Management Valve (C4.4 ACERT – C6.6 ACERT Only)

The thermal management valve is an exhaust backpressure valve used to elevate the engine exhaust
temperature. Elevating exhaust system temperature helps enable catalyzed DPF regeneration.
2.3.16 Intake Throttle

On some high power C7.1 ACERT engine ratings this component is required as an additional means to regulate
mass flow through the Cat NOx reduction system cooler. It does this by restricting the flow of fresh air into the
engine causing more NOx reduction flow into the intake manifold.
2.3.17 NRS Balance Valve Actuator (C9.3 ACERT – C18 ACERT)

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

(Customer-installed on C4.4 ACERT – C7.1 ACERT)
The charge air out temperature sensor is used to determine the air temperature just before air from the charge
air cooler is mixed with Cat NOx reduction flow. One use of this measurement is to enable engine control of the
cooling fan. This sensor is optional and customer-installed on C4.4 ACERT – C7.1 ACERT engines. This sensor is
installed at the factory into the air inlet elbow/s on C9.3 ACERT – C18 ACERT engines.

2.3.19 Intake Valve Actuation (IVA) Oil System Control Valve

The IVA oil system valve controls the flow of oil through the valve actuation manifold.
2.3.20 Intake Valve Actuation (IVA) Pressure Sensor

The IVA pressure sensor measures the oil pressure in the oil rail. The sensor is located at the valve cover base.
2.3.21 Cat Regeneration System Fuel Supply Pump & Relay

C7.1 ACERT engines use a dedicated Cat Regeneration System fuel supply pump. The purpose of this pump is to
provide fuel supply to the Cat Regeneration System system during a regeneration event. ECU control of the Cat
Regeneration System pump is required. When the engine determines that a regen is needed, it energizes the fuel
pump relay to supply fuel flow to the Cat Regeneration System.
2.3.22 Cat Regeneration System Fuel Supply/Priming Pump, Relay & Fuel Flow
Selection Valve
C9.3 ACERT – C18 ACERT <750 hp/560 kW) engines use a single fuel pump to provide engine priming and Cat
Regeneration System fuel supply. In fuel priming mode, the pump replaces hand operated fuel-priming pumps. In
Cat Regeneration System fuel supply mode, the pump supplies fuel to the Cat Regeneration System system during
a regeneration event. Since one pump is providing fuel flow for two different systems, a fuel flow selection valve is
used to provide a fuel flow path to CEM and to the engine fuel circuit in priming mode. The fuel pump and fuel flow
selection valve are integrated into the primary fuel filter head on the C9.3 ACERT – C18 ACERT < 750 hp/
560 kW engines. ECU control of both the selection valve and pump is required. When operating in fuel priming
mode, the ECU receives a momentary operator input then energizes both the fuel flow selection valve and the
fuel pump relay. The fuel pump relay is energized only in Cat Regeneration System Mode when the engine ECU
determines that regeneration of the DPF is needed or has been requested. The fuel flow selection valve directs
fuel to the Cat Regeneration System when it is not energized.
Note: When operating this system in fuel priming mode, the engine’s keyswitch power must be turned on.
2.4 Clean Emissions Module (CEM)

CEM Components
C9.3 ACERT – C18
C4.4 ACERT C6.6
C7.1 ACERT ACERT
ACERT
(<750 hp)
Aftertreatment ID X X X
DPF Inlet Exhaust Gas Temperature Sensor X X X
DPF Inlet Exhaust Gas Pressure Sensor X X
Flame Detection Temperature Sensor X X
Fuel Pressure Sensors X X
Combustion Air Control Valve X X
Combustion Air Pressure Sensor X X
Fuel Pressure Control Valves X X
Hot Nozzle Heater and Relay X X
Spark Plug X X
Ignition Coil X X
Soot Sensor X X
Cat Regeneration System Fuel Supply Pump and Relay
Fuel Flow Selection Valve Review Engine Component Overview
Cat Regeneration System Fuel Supply/Fuel Priming Pump for Information
Cat Regeneration System Fuel Pump Relay

2.4.1 Aftertreatment Identification

Aftertreatment Identification is an electrical device installed on C4.4 ACERT – C18 ACERT <750 hp/560 kW CEMs
that allows the engine to confirm that it has been attached to a compatible CEM.
2.4.2 DPF Inlet Temperature Sensor

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

The DPF intake pressure densor measures pressure at the Cat Regeneration System head. This allows for
calculating mass airflow through the combustion air valve.
2.4.4 Flame Detection Temperature Sensor

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

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

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

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

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

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

2.4.10 Spark Plug

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

The ignition coil works in combination with the spark plug to light the Cat Regeneration System and operates
continuously when engine operation is above 500 rpm.
2.4.12 Soot Sensor (C4.4 ACERT – C7.1 ACERT Only)

The DPF soot sensor provides a direct measurement of soot loading in the DPF via a dedicated J1939 data link to
the ECU. This reading is broadcast on the diagnostic and programming J1939 data link and is used to maximize
regeneration event interval and Cat Regeneration System fuel efficiency.
2.5 System Component Diagrams and Schematics

2.5.1 C4.4 ACERT & C6.6 ACERT System Component Diagrams and Schematics
2.5.1.1 C4.4 ACERT & C6.6 ACERT Engine Wiring and Components
ELECTRONIC CONTROL UNIT

(ECU)

2.5.1.2 C4.4 ACERT & C6.6 ACERT Engine Electronic Components
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Sensor locations on the left side of the C4.4 ACERT engine:

(1) Coolant temperature sensor (7) Suction control valve for the high pressure fuel pump
(2) Intake manifold air temperature sensor (8) Fuel temperature sensor
(3) Intake manifold pressure sensor (9) Barometric pressure sensor
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(4) Fuel rail pressure sensor (10) Primary speed/timing sensor

(5) Water-in-fuel switch (11) Oil pressure sensor
(6) Electronic Control Unit (ECU)

Sensor locations on the right side and the top of the C4.4 ACERT engine:
(12) NRS inlet pressure sensor (16) Wastegate regulator
(13) NRS outlet pressure sensor (17) Exhaust backpressure valve
(14) NRS valve (18) Secondary speed/timing sensor
(15) NOx Reduction System (NRS) temperature sensor


(1) Coolant temperature sensor (7) Suction control valve for the high pressure fuel pump
(2) Intake manifold air temperature sensor (8) Barometric pressure sensor (not shown)
(3) Intake manifold pressure sensor (9) Water-in-fuel switch
(4) Fuel rail pressure sensor (not shown) (10) Primary speed/timing sensor
(5) Electronic Control Unit (ECU) (11) Oil pressure sensor (not shown)
(6) Fuel temperature sensor

Sensor locations on the right side and the top of the C6.6 ACERT engine:
(12) NRS inlet pressure sensor (16) Inlet temperature sensor for the NOx Reduction System (NRS)
(13) NRS outlet pressure sensor (17) Exhaust backpressure valve
(14) Wastegate regulator (18) Secondary speed/timing sensor
(15) NRS valve

2.5.1.3 C4.4 ACERT & C6.6 ACERT Customer-installed CEM Wiring & Components

2.5.1.4 C4.4 ACERT & C6.6 ACERT Emissions Module Electronic Components
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2.5.2 C7.1 ACERT System Component Diagrams and Schematics
2.5.2.1 C7.1 ACERT Engine Wiring and Components
ELECTRONIC CONTROL UNIT

(ECU)

2.5.2.2 C7.1 ACERT Engine Electronic Components

(1) Coolant temperature sensor (7) Connector for the aftertreatment module
(2) Fuel temperature sensor (8) Electronic Control Unit (ECU)
(3) Solenoid for the high pressure fuel pump (9) Atmospheric pressure sensor
(4) Intake manifold air temperature sensor (10) Primary speed/timing sensor
(5) Intake manifold pressure sensor (11) Oil pressure sensor
(6) Fuel rail pressure sensor

Sensor locations on the right side and top of the C7.1 ACERT engine:
(12) Temperature sensor for the Cat NOx Reduction System (16) Engine intake throttle valve
(13) Inlet pressure sensor for the Cat NOx Reduction System (17) Wastegate regulator
(14) Outlet pressure sensor for the Cat NOx Reduction System (18) Secondary speed/timing sensor
(15) Control valve for the Cat NOx Reduction System

2.5.2.3 C7.1 ACERT Customer-installed CEM Wiring & Components

2.5.2.4 C7.1 ACERT Clean Emissions Module Electronic Components
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2.5.3 C9.3 ACERT – C18 ACERT System Component Diagrams and Schematics
2.5.3.1 C9.3 ACERT – C18 ACERT Factory Installed Wiring and Components
2.5.3.1.1 C9.3 ACERT Factory Installed Wiring and Components
Note: CR350 Cat Fuel Pump components are not shown.

2.5.3.1.2 C13 ACERT – C18 ACERT Factory Installed Wiring and Components
A4: E4v3.1 ECU
Note: C18 ACERT IVA components not shown

2.5.3.2 C9.3 ACERT – C18 ACERT Engine Electronic Components
2.5.3.2.1 C9.3 ACERT Engine Electronic Components
Details are on the following pages for the views listed below:
(A) Refer to “View A” for a detailed illustration.
(B) Refer to “View B” for a detailed illustration.
(C) Refer to “View C” for a detailed illustration.
(D) Refer to “View D” for a detailed illustration.
(E) Refer to “View E” for a detailed illustration.
(F) Refer to “View F” for a detailed illustration.
(G) Refer to “View G” for a detailed illustration.
(H) Refer to “View H” for a detailed illustration.
(I) Refer to “View I” for a detailed illustration.

View A View B
(1) Coolant temperature sensor (2) Intake manifold pressure sensor
View C View D
(3) Fuel rail pressure sensor (4) NRS temperature
(5) NRS differential pressure sensor
(6) NRS absolute pressure sensor

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View E
(7) Atmospheric pressure sensor .co
(8) Outlet temperature sensor for the charge air cooler
View F
(9) Oil pressure sensor
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View G View H
(10) Crankcase pressure sensor (11) Primary speed-timing sensor (top)
(12) Secondary speed-timing sensor (bottom)


View I
(13) Fuel pressure sensor at the inlet of the tertiary fuel filter
(14) Fuel pressure sensor
(15) Fuel pressure sensor at the outlet of the tertiary fuel filter

2.5.3.2.2 C13 ACERT – C18 ACERT < 750 hp/560 kW ACERT Engine Electronic Components
Locations of the engine sensors (typical left-side engine view):

(1) Differential pressure sensor for the crankcase (8) ECU J1 connector
(2) Barometric pressure sensor (9) ECU J2 connector
(3) Temperature sensor for the charged air cooler (10) CEM harness connector
(4) Balance valve actuator (11) Terminator resistor
(5) Connector for the injector harness (12) TDC probe
(6) Intake manifold air pressure sensor (13) Secondary speed timing sensor “2” (camshaft)
(7) Intake manifold air temperature sensor (14) Primary speed timing sensor “1” (crankshaft)

Locations of the engine sensors (typical top-engine view):

(1) Differential pressure sensor for the crankcase (15) NRS temperature sensor
(2) Barometric pressure sensor (16) NRS absolute pressure sensor
(3) Temperature sensor for the charged air cooler (17) NRS actuator
(4) Balance valve actuator (18) NRS Delta-P pressure sensor
(5) Connector for the injector harness

Locations of the engine sensors (typical right-side engine view):

(19) Coolant temperature sensor
(20) Fuel pressure sensor
(21) Fuel temperature sensor

2.5.3.3 C9.3 ACERT – C18 ACERT<750 hp/560 kW ACERT Customer-installed CEM Wiring & Components
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Note: This information applies to all CEMs compatible with C9.3 ACERT – C18 ACERT <750 hp/560 kW

2.5.3.4 C9.3 ACERT – C18 ACERT <750 hp/560 kW ACERT Clean Emissions Module
Electronic Components
2.5.3.4.1 C9.3 ACERT – C18 ACERT Clean Emissions Module Electronic Components
Typical CEM mounting plate:

(1) Combustion air valve (9) Cat Regeneration System fuel manifold filter
(2) Combustion air valve controller (10) Coolant in/out
(3) Cat Regeneration System ignition coil (11) Coolant in/out
(4) Combustion air absolute pressure sensor (12) Pilot fuel control valve
(5) Combustion air control group (13) Main fuel control valve
(6) Absolute pressure sensor (14) Pilot fuel pressure sensor
(7) Relay for the Cat Regeneration System nozzle heater (15) Main fuel pressure sensor
(8) CEM connector to the ECU (16) Exhaust inlet

2.5.3.4.2 C9.3 ACERT – C18 ACERT <750 hp/560 kW Clean Emissions Module Components
CEM overview (typical example):

(1) Muffler (8) CEM connector to ECU
(2) Exhaust outlet (9) Combustion air valve
(4) Diesel particulate filter (10) Exhaust inlet
(5) DOC/inlet cap (11) Outlet cap
(7) Absolute pressure sensor (12) Cat Regeneration System head

Customer System Overview
3.0 Customer System Overview

3.1 Minimum Mandatory Engine Connection Customer Requirements
Certain installation requirements must be fulfilled in order for an installation to be acceptable to Caterpillar.
C9.3 ACERT –
C4.4 ACERT
C18 ACERT
Mandatory Components & C7.1 ACERT Section
<750 hp/
C6.6 ACERT
560 kW
Battery X X X Power and Grounding Considerations
Circuit Protection X X X Power and Grounding Considerations
Engine to CEM interconnection

X X X(3) Connecting Engine to CEM
Harness
Keyswitch X X X Starting and Stopping the Engine
Warning Lamp (1)
X X X Engine & CEM Indicators & Operator Displays
Shutdown Lamp (1)
X X X Engine & CEM Indicators & Operator Displays
Wait to Start Lamp(1) X X Engine & CEM Indicators & Operator Displays
Glow Plug Relay X X Cold Starting Aid
Speed Demand Input X X X Engine Speed Demand
Engine Service Tool Connector
X(2) Connectors and Wiring Requirements
wiring
LSR Enable X(4) X(4) X(4) Regeneration System & Operator Interface
HSR Enable X (4)
X (4)
Regeneration System & Operator Interface
DPF Lamp (1)
X X Engine & CEM Indicators & Operator Displays
HEST Lamp(1) X X Engine & CEM Indicators & Operator Displays
Regen Inhibited Lamp(1) X X Engine & CEM Indicators & Operator Displays
Regeneration Inhibit Switch (1)
X X Regeneration System & Operator Interface
Regeneration Forced Switch(1) X X Regeneration System & Operator Interface
Cat Regeneration System Fuel Pump X X Connecting Engine to CEM

Elect Fuel Lift Pump X X Connecting Engine to CEM
DPF Soot Sensor Control Box X X Connecting Engine to CEM
DPF Inlet Temperature Sensor X Connecting Engine to CEM
Water in Fuel Sensor X X Monitored Inputs for Customer-installed Sensors
Inlet Air Temperature X X X Connecting Engine to CEM
(1)
Requirement may be fulfilled by a J1939 display capable of utilizing and displaying J1939 messages to replace lamps and switches.
(2)
Requirement is available by purchasing optional 70 to 70-pin (previously 70 to 40-pin) customer harness. If purchased, this harness
includes the 9-pin service tool wiring and connector.
(3)
Requirement is available by purchasing standard length interconnect harnesses from Caterpillar. Refer to the Industrial Price List or your
Caterpillar Application and Installation Engineer for details including available lengths.
(4)
In some cases, this input may not be necessary. Review the relevant section of this guide and if necessary, contact Caterpillar or your
Cat dealer application and installation engineer for details.

3.2 Minimum Mandatory CEM Connection & Interconnection

Customer Requirements
C9.3 ACERT, C13 ACERT, C15

C4.4 ACERT,
Component C7.1 ACERT ACERT, C18 ACERT
C6.6 ACERT
< 750 hp/560 kW
Cat Regeneration System X X
DOC X X X
DPF X X X
J1/P1 X X X
31-pin CEM connector X
40-pin CEM connector X(1)
(1)
Customer may choose to connect to the primary and secondary fuel filters via this 40-pin interconnection harness.
3.3 Optional Customer Functionality
3.3.1 Optional Functionality Quick Reference Chart

Industrial engines offer a set of application features that can be specified by the customer to meet the application
operating requirements. Application of these features requires a different set of customer-installed components
based on the features selected. Each installation requires the minimum set of customer-installed components.
See the identified section for further information.

C4.4 ACERT C9.3 ACERT –

Optional Components & C7.1 ACERT C18 ACERT Section
C6.6 ACERT < 750 hp/560 kW
Low Oil Pressure Lamp X X Engine & CEM Indicators & Operator Displays
Maintenance Due Lamp X (2)
X (2)
X (2) Engine & CEM Indicators & Operator Displays
Remote Shutdown Switch X X X Starting and Stopping the Engine
Coolant Level Switch X X X Monitored Inputs for Customer-installed Sensors
Air Filter Restriction (Inlet
X X X Monitored Inputs for Customer-installed Sensors
Depression) Switch
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1 or 2 PWM Throttle Position
X X X Engine Speed Demand
Sensors
1 or 2 Analog Throttle Position
X X Engine Speed Demand
Sensors with Idle Validation Switch
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Throttle Arbitration Switch X X X Engine Speed Demand
Multi-Position Switch X X X Engine Speed Demand
Throttle Lock Selector Switch X X X Engine Speed Demand
Throttle Lock On/Off Switch X X X Engine Speed Demand
Throttle Lock Set/Lower Switch X X X Engine Speed Demand
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Throttle Lock Raise/Resume Switch X X X Engine Speed Demand
Throttle Lock Disengage Switch X X X Engine Speed Demand
Mode Switches X X Engine Governor
Governor/Intermediate Engine
X X X Engine Speed Demand
Speed Switch
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Ether Start X X X Cold Starting Aid

Engine Cooling Fan Control X X X Engine Cooling Fan control
Oil Level Switch X X Monitored Inputs for Customer-installed Sensors
2 Auxiliary Temperature Sensors X (4)
X (4)
X Monitored Inputs for Customer-installed Sensors
1 Auxiliary Pressure Sensor X X X Monitored Inputs for Customer-installed Sensors
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Overspeed Verify Switch X X X Engine Speed Demand

Air Shutoff Relay X X X Starting and Stopping Engine
Charge Air Cooler Outlet
X X X(3) Engine Cooling Fan control
Temperature Sensor
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Compression Brake/Constant Lift

X(1) Engine Retarding
Brake Switch
J1939 Data Link X X X Data Link Support
Fan Reverse Switch X X X Engine Cooling Fan control
Reversing Fan Dout X X X Engine Cooling Fan control
Analog Pitch Sensor Input for
X X X Engine Cooling Fan control
Flexxaire Fan
(1)
C9.3 ACERT uses Constant Lift Brake Switch. C13 ACERT – C18 ACERT engines use compression brakes.
(2)
Maintenance due lamp available only via a J1939 message.
(3)
Charge air cooler outlet temp sensor is factory installed on all C9.3 ACERT – C18 ACERT engines.
(4)
C4.4 ACERT – C7.1 ACERT engines provide only one auxiliary temperature sensor.

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

• C7 ACERT – C18 ACERT Maintenance Lamp (Section 15.4 LEBH4623)
Notes on Programming Parameters

1. Changing parameters protected by factory passwords may void Caterpillar warranty. Consult industrial
application support center or dealer support network prior to making any changes.
2. In order for the programmed values to change, the keyswitch (switched power only) may need to be cycled off
and on.
3. If there is an interlock error (personality module mismatch), then the programmed parameters will not change.
It may appear that the parameters are changed, but they will not change until the “Personality Module
Mismatch” code is cleared.

3.4 Typical Customer-Installed Component Diagram
The engine can be configured and wired in many different ways depending upon the application features
selected. The following examples act as a guide for the customer.
Basic Application
This solution is suitable for applications where very little integration or additional engineering is required when
compared to the solution used for a mechanical engine. This solution can be used in most mechanically governed
engine replacement situations. The customer needs to consider only basic functions: power supply, operator
indication, cold start aid, a method of controlling the engine and as with all Tier 4 applications, a mandatory
interface to the engine aftertreatment system.
Construction Application
An application where the engine, in response to an arrangement of switched inputs, will operate at one of a
range of defined speeds. This is suitable for applications where the device has multiple operating speeds that
are defined for the specific output reasons, for simplicity of operator use, or for operation dependent upon the
environment; i.e., quiet modes this could include auxiliary engine on-road sweeper, multiple speed water pumps
etc. There are sixteen possible set speeds based on four discrete ECU inputs. In addition to the keyswitch, a
separate engine shutdown switch is used to stop the engine.
Industrial Open Power Unit Application

An application where the engine, in response to a control input such as a depressed button, accelerates from idle
speed up to the pre-defined operating engine speed. Once at the pre-defined operating speed, the engine speed
may be raised or lowered by increment/decrement buttons. This functionality may benefit the user when they
wish to use a “set speed operation,” but with the capability to adjust the set speed manually. Applications could
include concrete pumps and hydraulic driven applications.
Example Agricultural Application (C7.1 ACERT Only)

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

3.4.1 Basic Schematic OEM Harness

3.4.1.1 C4.4 ACERT/C6.6 ACERT Basic Application OEM Harness
120
A5E2ECM
A5E2 ECU
OEM Wiring Schematic DRAFT COPY 1 CAN Display OHM J1CONNECTOR
J1 CONNECTOR
James Baker 17th Feb 2010

50 CAN A J1939 +
CAN J1939 BUS
UNCONTROLLED DOCUMENT FOR 34 CAN A J1939 -
NOTE 1
INDICATION ONLY 42 CAN A J1939 SHIELD
Caterpillar Confidential Green 120 8 CDL +

OHM NOTE 3
C4.4 ACERT & C6.6 ACERT Basic OEM Schematic 9 CDL -
48 BATTERY +
52 BATTERY +
NOTE 7
53 BATTERY +
55 BATTERY +
57 BATTERY +
61 BATTERY -
63 BATTERY -
NOTE 7
65 BATTERY -
67 BATTERY -
69 BATTERY -
OFF
ON 5Amp
START
70 IGNITION KEYSWTICH
STOP LAMP
28 SHUTDOWN LAMP
WARNING LAMP
29 WARNING / DERATE
TO STARTER MOTOR COLD START - WAIT TO START LAMP
MAG SWITCH 19 WAIT TO START
ELECTRONIC LIFT ELECTRONIC LIFT PUMP RELAY

PUMP
21 ELECTRONIC LIFT PUMP RELAY
BATT + 1
BATT - 2
NOTE 4
20 GLOW PLUG START AID RELAY
Note 5
8AWG
TO GLOW
GLOW PLUG PLUGS
RELAY
MODE SWITCH 1 62 MODE SW 1
INLET AIR RESTRICTION SWITCH /
Refer to notes
2 and 5
Battery Battery
12 or 24V
ETHER START AID SOLENOID

12 ETHER START AID SOLENOID
59 ACTUATOR DRIVER RETURN
5 DIGITAL SENSOR RETURN
4 SENSOR SUPPLY 8V
PWM
THROTTLE 66 PWM THROTTLE SENSOR INPUT
SENSOR 1
A COOLANT LEVEL SWITCH

C 49 COOLANT LEVEL SWITCH
B
3 WATER IN FUEL SWITCH

1 35 WATER IN FUEL SWITCH
2
AIR INLET TEMPERATURE SENSOR

2 1 17 AIR INLET TEMPERATURE SENSOR
NOTES 3 ANALOG SENSOR RETURN
1. CAN shield connection at ECM is optional

2. Fuses must be as close to battery as possible. ECM main
supply fuses should be Rated to meet the current
requirements contained within the Electrical / Electronic A&I
Guide. ECM supply must not be taken from starter motor
terminals
3. CDL connection may be used for secondary diagnostic
connection
4. Fit suppression diodes across relay coils and solenoids
5. Glow Plug fuse rating differs between 4cyl and 6cyl
engines
6. Starter motor control circuits will vary
7. ECM Power supply splices should be made using 14AWG
cable for mechanical strength and current carrying capability.

3.4.1.2 C7.1 Basic Schematic OEM Harness
120
A5E2
A 5 E 2ECU
ECM
CAN Display OHM J 1 CONNECTOR
OEM Wiring Schematic DRAFT CAN J 1939 BUS

50 CAN A J 1939 +
34 CAN A J 1939 -
UNCONTROLLED DOCUMENT FOR NOTE 1
42 CAN A J 1939 SHIELD
INDICATION ONLY 120 8 CDL +
Caterpillar Confidential Green OHM NOTE 3
9 CDL -
14 AWG
48 BATTERY +
14 AWG
52 BATTERY +
14 AWG
53 BATTERY +
14 AWG
55 BATTERY +
14 AWG
57 BATTERY +
14 AWG
61 BATTERY -
14 AWG
63 BATTERY -
14 AWG
65 BATTERY -
14 AWG
OFF 67 BATTERY -
14 AWG
ON 5 Amp 69 BATTERY -
START
IGNITION
KEY
SWITCH SHUTDOWN LAMP
28 SHUTDOWN LAMP
WARNING LAMP
TO STARTER 29 WARNING / DERATE
MOTOR MAG COLD START - WAIT TO START LAMP

19 WAIT TO START
SWITCH
DPF LAMP
30 DPF LAMP
HEST LAMP
31 HEST LAMP
Ascent Lift Pump 21 ELECTRIC LIFT PUMP RELAY
BATT + 1
BATT - 2
NOTE 4
GLOW PLUG START AID
20 RELAY
Note 5
8 AWG
TO GLOW
GLOW PLUG PLUGS
RELAY
INLET AIR RESTRICTION
MODE SWITCH 2 64 SWITCH / MODE SW 2
HIGH SPEED
45 HIGH SPEED REGEN ENABLE
REGEN ENABLE SW
Refer to notes
LSR Enable 46 LSR Enable
2 and 5
18 SWITCH RETURN
Force
MANUAL 23 FORCE REGENERATION SW .
REGENERATION Auto
Battery Battery
CONTROL 7 INHIBIT REGENERATION SW .
Inhibit
12 or 24 V

B C
4 SENSOR SUPPLY 8V
PWM
PWM THROTTLE SENSOR
THROTTLE 66 INPUT
SENSOR 1

B
2 ANALOG SENSOR 5 V SUPPLY
A WATER IN FUEL SWITCH

C 35 WATER IN FUEL SWITCH
B
AIR INLET TEMPERATURE SENSOR AIR INLET TEMPERATURE

2 1 17 SENSOR
3 ANALOG SENSOR RETURN
NOTES
1 . CAN shield connection at ECM is optional
2. Fuses must be as close to battery as possible. .Refer to
4.1.4 for ECM main supply fuse sizing. ECM supply must not
be taken from starter motor terminals. .
3 . CDL connection may be used for secondary
diagnostic connection .
4 . Fit suppression diodes across relay coils and
solenoids .
5 . Glow Plug fuse rating differs between 4 cyl and 6
cyl engines .
6 . Starter motor control circuits will vary .
7 . All Cables are to be 18 AWG or 0. 82 mm 2 with GXL
insulation unless alternative sizes are stated within
table 1 on page 2 of this schematic.

3.4.1.3 C9.3 ACERT – C18 ACERT Basic Schematic OEM Harness
120
A4E4
A4E v3.1ECM
4 v3.1 ECU
CAN Display OHM JJ1 CONNECTOR
1 CONNECTOR
50 CAN A J 1939 +
CAN J 1939 BUS
34 CAN A J 1939 -
NOTE 1
120 8 CDL +
OHM NOTE 3
9 CDL -
14 AWG
48 BATTERY +
14 AWG
52 BATTERY +
14 AWG
53 BATTERY +
14 AWG
55 BATTERY +
14 AWG
61 BATTERY -
m
14 AWG
63 BATTERY -
14 AWG
65 BATTERY -
14 AWG
OFF
69 BATTERY -
ON 5Amp
START
IGNITION KEY
8 AWG SWITCH
S HUTDOWN LAMP
28 SHUTDOWN LAMP
WARNING LAMP
29 WARNING / DERATE
.co
DPF LAMP
TO STARTER MOTOR 30 DPF LAMP
MAG SWITCH HEST LAMP

31 HEST LAMP
REGEN DISABLED LAMP 13 REGEN DISABLED LAMP
AIR INLET RESTRICTION SWITCH AIR INLET RESTRICTION

64 SWITCH
8 AWG FUEL PRIMING PUMP NOTE 7 14 FUEL PRIMING PUMP SWITCH
LSR Enable
46 LSR Enable
FORCE REGENERATION
MANUAL FORCE 23 SWITCH
REGENERATION
BATT CONTROL
AUTO REGEN
INHIBIT REGENERATION
INHIBIT 7
+ SWITCH
18 SWITCH INPUT RETURN

es
HSR Enable
47 HSR Enable Switch
Electronic Fuel Pump Manual Prime Sw (refer to Section 6.3.2 for specific details) Electronic Fuel Pump
14
Manual Prime Sw
4 SENSOR SUPPLY 8V
PWM
Refer to note 2 THROTTLE 66
PWM THROTTLE SENSOR
INPUT
SENSOR

uid
Battery Battery
12 or 24 V

BATT –
to FRAME
Negative
Battery
-g

B
all

2 1 17 SENSOR
NOTES
1 . CAN shield connection at ECM is recommended.
2 . Fuses must be as close to battery as possible. ECM main
supply fuse should be 30A. ECM supply must not be sourced
from starter motor terminals.
3 . CDL connection may be used for secondary diagnostic
Connection.
4 . Install suppression diodes across relay coils and solenoids.
5 . Starter motor control circuits will vary.
6 . All Cables are to be 18 AWG or 0.82 mm2 with GXL
insulation unless alternative sizes are stated.
7 . The fuel priming pump switch may alternatively be wired to
the 40 – pin CEM connector.

3.4.2 Construction Schematic OEM Harness
3.4.2.1 C7.1 ACERT Construction Schematic OEM Harness

120 A5E2
A5E2 ECU
ECM
OEM Wiring Schematic DRAFT COPY 1 CAN Display OHM
J1CONNECTOR
J1 CONNECTOR
50 CAN A J1939 +
CAN J1939 BUS
NOTE 1

OHM NOTE 3
C7.1 ACERT Construction OEM 9 CDL -
48 BATTERY +
52 BATTERY +
NOTE 7 53 BATTERY +
55 BATTERY +
57 BATTERY +
61 BATTERY -
63 BATTERY -
NOTE 7
65 BATTERY -
67 BATTERY -
69 BATTERY -
OFF
ON 5Amp
START
STOP LAMP
28 SHUTDOWN LAMP
WARNING LAMP
29 WARNING / DERATE

PUMP
BATT + 1
DPF LAMP
30 DPF LAMP
BATT - 2
DPF REGEN DISABLED DPF REGENERATION DISABLED
13 LAMP
HEST LAMP
31 HEST LAMP
NOTE 4
Note 5
8AWG
TO GLOW
GLOW PLUG PLUGS
RELAY

AIR INTAKE RESTRICTION 64 MODE SW 2
56 THROTTLE POSITION SWITCH 2

10
CMN POSITION
ROTARY 60 THROTTLE POSITION SWITCH 4
SWITCH
Refer to notes USER DEF SHUTDOWN

44
PTO SPEED SELECT 2 / USER
DEFINED SHUTDOWN SWITCH
2 and 5
FORCE 23 FORCE REGENERATION
MANUAL
REGENERATION AUTO
CONTROL
INHIBIT 7 REGENERATION INHIBIT
LSR ENABLE
46 LSR ENABLE
Battery Battery HSR ENABLE
45 HSR ENABLE
12 or 24V

4 SENSOR SUPPLY 8V
PWM
SENSOR 1

B

2


NOTES
terminals
connection
engines

3.4.2.2 C9.3 ACERT – C18 ACERT Construction Schematic OEM Harness
120 A4E4V3.1
A4E4 v3.1ECM
ECU
CAN Display OHM JJ1
1 CONNECTOR
CONNECTOR
50 CAN A J 1939 +
CAN J 1939 BUS
34 CAN A J 1939 -
NOTE 1
120 8 CDL +
OHM NOTE 3
9 CDL -
14 AWG
48 BATTERY +
14 AWG
52 BATTERY +
14 AWG
53 BATTERY +
14 AWG
55 BATTERY +
14 AWG
61 BATTERY -
14 AWG
63 BATTERY -
14 AWG
65 BATTERY -
14 AWG
OFF
69 BATTERY -
ON 5 Amp
START
S HUTDOWN LAMP
28 SHUTDOWN LAMP
IGNITION KEY WARNING LAMP
8 AWG SWITCH 29 WARNING / DERATE
DPF LAMP
30 DPF LAMP
HEST LAMP
31 HEST LAMP
TO STARTER MOTOR REGEN DISABLED LAMP

13 REGEN DISABLED LAMP
MAG SWITCH
41 THROTTLE POSITION SWITCH #1

10
POSITION 56 THROTTLE POSITION SWITCH #2
ROTARY
SWITCH 58 THROTTLE POSITION SWITCH #3
8 AWG
60 THROTTLE POSITION SWITCH #4
4 SENSOR SUPPLY 8V
PWM
THROTTLE PWM THROTTLE SENSOR INPUT
SENSOR 66
BATT +
FUEL PRIMING PUMP NOTE 7

14 FUEL PRIMING PUMP SWITCH
SHUTDOWN SWITCH
44 REMOTE SHUTDOWN SWITCH
LSR Enable
46 LSR Enable Switch
MANUAL FORCE 23 FORCE REGENERATION SWITCH

REGENERATION
AUTO REGEN
CONTROL
Refer to note 2 INHIBIT 7 INHIBIT REGENERATION SWITCH
18 SWITCH RETURN
HSR Enable
47 HSR Enable
Electronic Fuel Pump Manual Prime Sw (refer to Section 6.3.2 for specific details.) Electronic Fuel Pump
14 Manual Prime Sw
Battery Battery
Positive
Battery
12 or 24 V
BATT – AIR INTAKE RESTRICTION

64 INTAKE AIR RESTRICTION SWITCH
to FRAME
Negative
Battery

B

2 1 17 SENSOR
NOTES
1. CAN shield connection at ECM is recommendedd.
2. Fuses must be as close to battery as possible. Refer to 4.1.4 for
ECM main supply fuse sizing. ECM supply must not be taken from
starter motor terminals.
connection.
4. Install suppression diodes across relay and solenoid coils.
5. Starter motor control circuits will vary.
6. All cables are to be 18 AWG or 0.82 mm2 with GXL insulation
unless alternative sizes are stated.
7. The fuel priming pump switch may alternatively be wired to the 40
– pin CEM connector.

3.4.3 IPU Schematic OEM Harness
3.4.3.1 C7.1 ACERT IPU Schematic OEM Harness

Wiring variations for this application is due to various configurations. This is an example. IPU electronic manuals
are available for these configurations.
120 A5E2ECM
A5E2 ECU
OEM Wiring Schematic DRAFT COPY 1 CAN Display OHM J1CONNECTOR
J1 CONNECTOR

50 CAN A J1939 +
CAN J1939 BUS
NOTE 1

OHM NOTE 3
C7.1 ACERT IPU OEM Schematic 9 CDL -
48 BATTERY +
52 BATTERY +
NOTE 7
53 BATTERY +
55 BATTERY +
57 BATTERY +
61 BATTERY -
63 BATTERY -
NOTE 7
65 BATTERY -
67 BATTERY -
69 BATTERY -
OFF
ON 5Amp
START
STOP LAMP
28 SHUTDOWN LAMP
WARNING LAMP
29 WARNING / DERATE

PUMP
BATT + 1 DPF LAMP

30 DPF LAMP
BATT - 2 DPF REGEN DISABLED DPF REGENERATION DISABLED

13 LAMP
HEST LAMP
31 HEST LAMP
NOTE 4
Note 5
8AWG
TO GLOW
GLOW PLUG PLUGS
RELAY

AIR INTAKE RESTRICTION 64 MODE SW 2
ON / OFF 56 PTO MODE - ON / OFF
RAISE / RESUME
58 PTO MODE - RAISE / RESUME
LOWER / SET
60 PTO MODE – LOWER / SET
DISENGAGE SWITCH
41 PTO MODE - DISENGAGE (NC)
Refer to notes SET SPEED 2

44
2 and 5
FORCE 23 FORCE REGENERATION
MANUAL
REGENERATION AUTO
CONTROL
INHIBIT 7 REGENERATION INHIBIT
LSR ENABLE
Battery Battery 46 LSR ENABLE
HSR ENABLE
45 HSR ENABLE
12 or 24V

4 SENSOR SUPPLY 8V

B

2


NOTES
terminals
connection
engines

3.4.3.2 C9.3 ACERT – C18 ACERT IPU Schematic OEM Harness (See Section 6.3.2 for details)
120 A4E4 V3.1
V3.1 ECU
ECM
CAN Display OHM J1J CONNECTOR
1 CONNECTOR
50 CAN A J1939+
CAN J 1939 BUS
34 CAN A J1939-
NOTE 1
42 CAN A J1939 SHIELD
120 8 CDL+
OHM NOTE 3
9 CDL-
14AWG
48 BATTERY +
14AWG
52 BATTERY +
14AWG
53 BATTERY +
14AWG
55 BATTERY +
14AWG
61 BATTERY -
14AWG
63 BATTERY -
14AWG
65 BATTERY -
14AWG
69 BATTERY -
OFF
5 Amp
ON
START
IGNITION
8 AWG KEY S HUTDOWN
SWITCH LAMP
28 SHUTDOWN LAMP
WARNING LAMP
29 WARNING / DERATE
DPF LAMP
TO STARTER 30 DPF LAMP
MOTOR MAG HEST LAMP

31 HEST LAMP
SWITCH
REGEN DISABLED LAMP 13 REGEN DISABLED LAMP
AIR INLET AIR INLET

64 RESTRICTION SW.
RESTRICTION SW
.
FUEL PRIMING NOTE 7 14 FUEL PRIMING PUMP SWITCH

8 AWG PUMP
LSR Enable LSR Enable Switch
46
FORCE REGENERATION
MANUAL FORCE 23 SWITCH
REGENERATION
BATT CONTROL
AUTO REGEN
INHIBIT REGENERATION
+ INHIBIT 7 SWITCH
HSR Enable 47 HSR Enable Switch
14 Electronic Fuel Pump

Electronic Fuel Pump Manual Prime Sw (refer to Section 6.3.2 for specific details) Manual Priming Sw
ON / OFF 56 PTO MODE- ON / OFF

PTO MODE- RAISE/
RAISE / RESUME 58 RESUME
LOWER / SET 60 PTO MODE – LOWER/ SET

PTO MODE - DISENGAGE
DISENGAGE SWITCH 41 (NC)
Refer to note 2 SET SPEED 2 35 PTO SPEED SELECT
1/ 2
Battery Battery
12 or 24V 18 SWITCH INPUT RETURN

BATT -
to FRAME
Negative
Battery
4 DIGITAL SENSOR 8V SUPPLY

B
Notes
1. Can shield connection at ECM is recommended
2. Fuses must be as close to battery as possible. AIR INLET TEMPERATURE SENSOR AIR INLET TEMPERATURE
2 1 17
Refer to 4.1.4 for ECM main supply fuse sizing. SENSOR
ECM supply must not be taken from starter motor

terminals.
3. CDL connection may be used for secondary
diagnostic connection.
4. Install suppressions diodes across relay coils
and solenoids.
6. All cables are to be 18 AWG or .82 mm2 with
GXL insulation unless alternative sizes are
specified.
7. The fuel priming pump switch may alternatively
be wired to the 40 pin CEM connector.

3.4.4 Agricultural Schematic OEM Harness
3.4.4.1 C4.4 ACERT/C6.6 ACERT Agricultural Schematic OEM Harness
120
A5E2 ECM
A5E2 ECU
OEM Wiring Schematic DRAFT COPY 1 CAN Display OHM J1
J1 CONNECTOR
CONNECTOR

50 CAN A J1939 +
CAN J1939 BUS
NOTE 1

NOTE 3
C4.4 ACERT/C6.6 ACERT Agricultural OEM Schematic OHM
9 CDL -
48 BATTERY +
52 BATTERY +
53 BATTERY +
55 BATTERY +
57 BATTERY +
m
61 BATTERY -
63 BATTERY -
65 BATTERY -
67 BATTERY -
69 BATTERY -
OFF
ON 5Amp
START
.co
STOP LAMP
28 SHUTDOWN LAMP
WARNING LAMP
29 WARNING / DERATE

PUMP
BATT + 1
BATT - 2
NOTE 4
Note 5
es
8AWG
TO GLOW
GLOW PLUG PLUGS
RELAY
RAISE / RESUME
LOWER / SET
DISENGAGE SWITCH
41 PTO MODE - DISENGAGE (NC)

44
2 and 5
uid
Battery Battery
12 or 24V

4 SENSOR SUPPLY 8V
ANALOGUE
-g
THROTTLE 66 ANALOGUE THROTTLE INPUT 1

SENSOR 1
IDLE VALIDATION (IVS 1) N/C /
22 CUSTOMER FAN OVERRIDE
SWITCH
PWM
SENSOR 2

B
all
2 ANALOG SENSOR 5V SUPPLY

2


NOTES
terminals
connection
engines

3.4.4.2 C7.1 ACERT Agricultural Schematic OEM Harness
120 Engine ECM

ENGINE ECU
CAN Display OHM J J1
1 CONNECTOR
CONNECTOR
50 CAN A J 1939 +
CAN J1939 BUS
34 CAN A J 1939 -
UNCONTROLLED DOCUMENT FOR NOTE 1
INDICATION ONLY 120 8 CDL +
Caterpillar Confidential Green OHM NOTE 3
9 CDL -
:
14 AWG
48 BATTERY +
14 AWG
52 BATTERY +
14 AWG
53 BATTERY +
14 AWG
55 BATTERY +
14 AWG
57 BATTERY +
14 AWG
61 BATTERY -
14 AWG
63 BATTERY -
14 AWG
65 BATTERY -
14 AWG
OFF
67 BATTERY -
14 AWG
ON 5 Amp 69 BATTERY -
START
IGNITION KEY
SWITCH
SHUTDOWN LAMP
28 SHUTDOWN LAMP
WARNING LAMP
TO STARTER MOTOR 29 WARNING / DERATE
MAG SWITCH COLD START - WAIT TO START LAMP

19 WAIT TO START
LOW OIL PRESSURE LAMP

36 OIL PRESSURE LAMP
DPF Lamp
30 DPF Lamp
HEST Lamp
ASCENT LIFT PUMP 31 HEST Lamp
BATT+ 1
ELECTRIC LIFT PUMP RELAY
BATT- 2 21 ELECTRIC LIFT PUMP RELAY
NOTE 4
Note 5
8 AWG
TO GLOW
GLOW PLUG PLUGS
RELAY MODE SWITCH 1
62 MODE SW 1
RAISE / RESUME
LOWER / SET
DISENGAGE SWITCH
41 PTO MODE - DISENGAGE ( NC)

44
2 and 5
45 HIGH SPEED REGEN ENABLE
HIGH SPEED REGEN ENABLE SW
46 LSR Enable
LSR Enable
Battery Battery FORCE

23 FORCE REGENERATION SW
.
AUTO
12 or 24 V MANUAL 7 INHIBIT REGENERATION SW

.
REGENERATION INHIBIT
CONTROL
B C 12 ETHER START AID SOLENOID

D
4 SENSOR SUPPLY 8 V
ANALOGUE
66 ANALOGUE THROTTLE INPUT 1
THROTTLE
SENSOR 1
IDLE VALIDATION (IVS1 ) N / C /
22 CUSTOMER FAN OVERRIDE
SWITCH
PWM
SENSOR 2
IDLE VALIDATION ( IVS 2 ) N/ C /

40 THROTTLE ARBITRATION SWITCH 1
B
2 ANALOG SENSOR 5 V SUPPLY
A WATER IN FUEL SWITCH

C 35 WATER IN FUEL SWITCH
B
Notes
1. Can Shield connection at ECM is recommended. AIR INLET TEMPERATURE SENSOR
2. Fuses must be as close to battery as possible. Refer to 4.1.4
for ECM main supply fuse sizing. ECM supply must not be taken
from starter motor terminals.3. CDL connection may be used for
secondary diagnostic connection.
4. Install suppression diodes across relay coils and solenoids.
5. Glow plug fuse rating differs between 4 cyl and 6 cyl engines. 3 ANALOG SENSOR RETURN

7. All cables are to be 18 AWG or 0.82 mm2 GXL insulation
unless alternative sizes are stated.

3.5 Customer ID & Passwords
3.5.1 Equipment Identification
3.5.1.1 Equipment Identification Operation

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

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

None required.
3.5.2 Customer Passwords
3.5.2.1 Customer Passwords Operation

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

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

3.5.2.2 Customer Passwords Configuration

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

None required.
3.5.3 Parameter Lockout
3.5.3.1 Parameter Lockout Operation

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

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

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

1. R
emove the lockout – In the parameter lockout screen, a factory password allows the protection level to be
changed back to normal Cat ET access.
2. Retain the lockout – In the configuration screen, a factory password allows changing the value one time.

Power and Grounding Considerations
4.0 Power and Grounding Considerations
4.1 Power Requirements

4.1.1 Engine System Voltage
The electronic control system is voltage specific. Engines configured in the Price List or Engines Sales Manual
to be 12 VDC must be installed with 12 VDC supply. Engines configured in the Price List or Engines Sales Manual
to be 24 VDC must be installed with 24 VDC supply. The correct system voltage must be applied (12V or 24V), the
following engine system components are system voltage sensitive:
• C4.4 ACERT – C7.1 ACERT Fuel Suction Control Valve
• Smart Wastegate Regulator Valve
• Intake Throttle Valve
• Exhaust Backpressure Valve (C4.4 ACERT – 6.6 ACERT only)
• NRS Valve Actuator
• Cat Regeneration System Fuel Supply/Fuel Priming Pump (C7.1 ACERT – C18 ACERT < 750 hp/560 kW only)
• Hot Nozzle Heater and Relay (C7.1 ACERT – C18 ACERT < 750 hp/560 kW only)
• NRS Balance Valve Actuator
Note: All C9.3 ACERT – C18 ACERT engines are shipped with “System Operating Voltage” configured to 24 volt. All
12 volt applications must have this parameter configured to “12 volts” prior to installation. Refer to Section
18.2.1 “System Configuration Parameters” for parameter configuration details.
The switched positive battery and the unswitched positive battery connections to the ECU are made at the
P1/J1 customer harness connector. The minimum battery voltage for the ECU to actuate the fuel injectors,
regardless of system voltage (12 VDC or 24 VDC) is 9 VDC. The batteries, charging system, starter, and associated
wiring must be sized and designed correctly to allow the starter to crank the engine to an appropriate minimum
engine speed to start the engine. The engine installation should meet the minimum cranking speeds at the
COLDEST ANTICIPATED TEMPERATURES. Refer to TMI System Data (C9.3 ACERT – C18 ACERT) or the Engine
Sales Manual (C4.4 ACERT – C7.1 ACERT) for minimum cranking speed requirements.
4.1.2 Engine ECU Battery (+) Connection

The A5E2 (C4.4 ACERT – C7.1 ACERT) ECU requires five unswitched battery (+) inputs. The A4E4
(C9.3 ACERT – C18 ACERT) ECU requires four unswitched battery (+) inputs. These unswitched battery (+) inputs
may be powered through a battery isolation switch. Battery isolation switches should be carefully selected.
These switches can add significant resistance within the ECU power circuit. The A4E4 and A5E2 both require
one switched power input. An ignition keyswitch typically powers this switched power input. When battery (+) is
not applied to the switched input, the ECU is in sleep mode. When the ECU is in sleep mode it draws a very small
residual current through the unswitched battery inputs. When the switched power is connected to battery (+), the
ECU will become active, allowing the engine to start and run. The switched power for both ECUs is connected on
pin P1/J1-70 and carries approximately 2 mA on a 12 VDC system and 4 mA on a 24 VDC system. The keyswitch
should be used as the primary switch to power down the engine. The battery isolation switches should not be
used to power down the engine.

Note: T here are certain Tier 2 and Tier 3 engine installations that were allowed to power off “switched” and
“unswitched” power simultaneously. Tier 4 engines MUST use the keyswitch input only to power off
the engine.
J1/P1 Unswitched Power Connections

A5E2 (C4.4 ACERT – C7.1 ACERT) A4E4 (C9.3 ACERT – C18 ACERT)
48 48
52 52
53 53
m
55 55
57
.co
4.1.3 Correct Power Supply Wiring
The unswitched battery (+) input connections should run directly from the P1/J1 connector to the positive side of
the battery. These inputs carry nearly all power to the ECU. Switched power must be turned off before connecting
or disconnecting the ECU J1 connector. This helps prevent damage to the P1/J1 pins. Power to all designated
unswitched battery (+) inputs must be provided to prolong the service life of the ECU.
es
uid
-g
all

4.1.4 Voltage and Current Requirements

The ECU power supply requirements must be carefully considered when designing the supply circuit. There are
specific limitations that must be considered in the design to ensure a reliable, consistent power supply to the
engine electronic components.
C7.1 ACERT C6.6 ACERT & C4.4 ACERT

Voltage Supply System
12V 24V 12V 24V
Max peak current (500uS) 68A 67A 55A 54A
Max peak current (150mS) 46A 45A 40A 39A
Peak current cranking 11A 9A 11A 9A
Max RMS current(1) 31A 26A 26A 22A
Suggested fuse rating(2) 40 A 30A 30A 30A
Sleep current <5 mA <4 mA <5 mA <4 mA
Key on current engine off <1A <1A <1A <1 A
Min running voltage 9V 18V 9V 18V
Max running voltage(3) 16V 32V 16V 32V
Minimum battery voltage during cranking 7.3V 7.3V 7.3V 7.3V
Maximum total ECU power circuit wire resistance 50 m Ohm 100 m Ohm 50 m Ohm 100 m Ohm
Target circuit resistance 40 m Ohm 80 m Ohm 40 m Ohm 80 m Ohm
Table 4.1 – CPS Engine Voltage Supply Requirements

All Current measurements have been taken from Tier 4 Interim C4.4 ACERT – C7.1 ACERT Electronic System. Max RMS currents are
(1)
based upon an engine speed of 2500 rpm with a DPF regeneration in progress for the C7.1 ACERT and running at rated speed for the
C6.6 ACERT and C4.4 ACERT. RMS currents will vary with engine speed (assuming constant supply voltages). The current levels shown
in the table were measurements made with no lamps or application side components installed. The system design, therefore, needs to
account for any such added components.
(2)
Suggested fuse rating are based on automotive blade type fuses and are for guidance only.
(3)
The ECU can survive higher voltages. ECU will survive for at least 5 minutes on a supply voltage of 60V.
Based on engine operating at rated speed and load with 65% input/output load.
A4E4 v3.1 C13 ACERT/
A4E4 v3.1 C9.3 ACERT
Voltage Supply System C15 ACERT/C18 ACERT
12V 24V 12V 24V
Max peak current (.08 ms) 29.8 A – 29.8 A –
Max peak current (.07 ms) – 42 A - 42 A
Normal operating current – peak 47 A 39 A 46 A 38 A
Peak current cranking
Normal RMS current 24 A 20 A 23 A 19 A
Suggested fuse rating** 40 A 40 A 40 A 40 A
Sleep current (keyswitch off) 17 mA 14 mA 17 mA 14 mA
Key On current Engine Off 895 mA 525 mA 895 mA 525 mA
Min Running Voltage 9V 18V 9V 18V
Max Running Voltage 16V 32V 16V 32V
Maximum total ECU power circuit wire resistance 50 m Ohm 100 m Ohm 50 m Ohm 100 m Ohm
Target circuit resistance 40 m Ohm 80 m Ohm 40 m Ohm 80 m Ohm
Table 4.2 – C9.3 ACERT – C18 ACERT LPS Engine Voltage Supply System Requirements

4.1.5 Circuit Protection

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

Often during engine cranking the battery voltage will drop to values much lower than the normal system operating
voltage. Under these special conditions the ECU will operate with a minimum battery voltage of 7.3V. In this mode
the ECU has reduced functionality to enable the use of a low supply voltage. To prevent excessive voltage drop
ECU power supply circuit resistance must be closely controlled. Once the engine enters “run” mode, the minimum
ECU voltage required to enable full ECU functionality increases to 9V.
The maximum permissible circuit resistance including positive and negative wires is designated earlier in this
section (4.1.4.) Caterpillar recommends that the target values, not maximum values be used during design. It
is often difficult to predict the final circuit resistance when considering other factors such as fuse holders,
connector resistance and aging.
A5E2 ECU
Total Circuit Length
Circuit Load (ECU)
Note: Circuit protection not shown
Figure 4.1 ECU Supply Circuit
As with all electrical circuits, wire should be selected so that the rated maximum conductor temperature is
not exceeded for any combination of electrical loading, ambient temperature, and heating effects of bundles,
protective braid, conduit and other enclosures. Consult wire manufacturers data sheets for further information.

4.1.7 Important Voltage Supply Circuit Considerations

Poorly designed or installed ECU supply circuitry can lead to intermittent engine problems and reduce the
engine ECU’s ability to maintain optimum performance under harsh conditions such as cold ambient temperatures
and low battery voltage.
To ensure that the integrity of the electrical supply circuit is not compromised during system design and
installation, adherence to the following is recommended:
1. Supply cable wire gauge or CSA must be capable of meeting the maximum electrical requirement demanded by
the engine ECU under all conditions.
2. When specifying ECU supply and return cables that are to be routed around hot components or form part of
an application wiring harness bundle, an accounting for the resulting reduction of the cable current carrying
capacity should be made.
3. All ECU power pins must be connected to the main battery supply to ensure a complete and robust electrical
circuit is made.
4. When splicing the ECU supply and/or return cables to main feeder and/or return cables, the main feeder and/or
return cables must be rated to carry the total circuit current and provide sufficient mechanical durability for the
number of splices made.
5. The total ECU circuit resistance must meet the stated limits (50 mOhms for 12V and 100 mOhms for 24V systems)
to ensure that voltage drop across these cables is minimized.
4.1.8 ECU Internal Battery (C9.3 ACERT – C18 ACERT Only)

The ECU has an internal battery that powers critical circuits and battery backed memory when all power sources
are disconnected from the ECU. The internal battery is expected to meet a 15-year battery life if the ECU is
stored, or switched off without any external battery connection, at a storage temperature at or below 30°C. The
exact storage life is dependent on temperature. The storage life may fall to as low as 10 years if the storage
temperature is elevated to 70°C. The C4.4 ACERT – C7.1 ACERT product using the A5E2 ECU does not require
battery backed memory and thus does not have an internal battery.
4.1.9 CEM Battery (+) Connection

Refer to Section 6 – Connecting Engine to CEM.
4.2 Engine System Grounding
4.2.1 Engine Grounding

Although the engine electronics are all directly grounded via the ECU connector, it is also necessary that
the engine block be properly grounded to provide a good return path for components such as starter motor,
alternator and cold start aids. Proper grounding for vehicle and engine electrical systems is necessary for proper
performance and reliability. Improper grounding results in unreliable electrical circuit paths. Stray electrical
currents can damage mechanical components such as main bearings, crankshaft journal surfaces, and aluminum
components. They can also cause electrical noise, degrading electronic control systems, sensitive vehicle
electronic components, speedometer, and radio performance. These problems are often very difficult to diagnose
and repair.

The diagrams below indicate acceptable grounding locations for each engine model.
C7.1 ACERT Grounding Location
C9.3 ACERT Grounding Location
C13 ACERT – C18 ACERT Grounding Location

4.2.2 Engine ECU Battery (-) Connections

A5E2 (C4.4 ACERT – C7.1 ACERT) ECU requires five battery (-) connections. A4E4 (C9.3 ACERT – C18 ACERT) ECUs
require four battery (-) connections. These inputs should be permanently connected to the application battery and
all inputs must be used to ensure the ECU is supplied with an adequate connection to ground. Failure to use all
five inputs could result in intermittent communication and or driver operation.
The ECU negative inputs must be connected back to the main bat (–) terminal on the application batteries and not
through application chassis. The consistent quality of the ground path cannot be guaranteed when grounding the
negative return through the chassis, which may cause intermittent system failures and excessive noise levels on
the ECU supply circuit. Caterpillar will not approve installations, which do not meet this requirement. Section 4.3.1
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shows the correct method of supplying both Power and Ground connections to the ECU.
Battery Connection – Do not supply power to the ECU from the starter motor connections:
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J1/P1 Ground Connections
A5E2 (C4.4 ACERT – C7.1 ACERT) A4E4 (C9.3 ACERT – C18 ACERT)
61 61
63 63
65 65
es
67 69
69
4.2.3 Engine Ground Stud to Vehicle Battery Ground

To ensure proper functioning of the vehicle and engine electrical systems, there must be a direct wire path from
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the engine ground stud to the battery negative post.
Note: If a case grounded starter is used, this ground current requirement should be considered when sizing
this wire.
A maximum of three ring terminals are to be connected to the engine ground point to ensure ground connection
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integrity. More than three terminals can cause the stud/bolt to loosen too easily. Caterpillar recommends splicing
like-size wires together as a method of reducing ring terminal congestion at the ground point. A connection
routed to a main frame ground can also be made if the following guidelines are followed:
1. Connections to the frame must not be made with star washers. Star washers should not be counted on to
all
remove paint from painted surfaces. Use flat washers for this connection, with the paint completely removed in
this area.
2. Any paint must be completely removed from the frame rail at the point where the connection is made. Failure to
do so reduces the effectiveness of the connection.
3. The ground path is not made through frame cross members. Bolted connections of frame cross members may
not always provide required continuity for this critical connection.
4. Conductive grease or other methods are used to reduce/eliminate the effect of corrosion on the frame rail
connection. Caterpillar does not recommend a connection from the engine ground stud to the main frame
rail at a connection point different than where the battery ground connection is made. A two-point frame rail
connection method depends on frame rail connections. Manufacturing process control of frame rail connections
is difficult to control. This multiple frame rail connection scheme is also more difficult to troubleshoot.

4.3 Example Schematics Method of Power and Ground Connection
4.3.1 Correct Method of ECU Battery Connection
Correct Power Supply Wiring

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

J1 receptacle 133-8751* 776184-1 1
2.2 ohm Resistor 200W N/A N/A 1
Relay (low contact resistance) N/A N/A 1
Pushbutton N/A N/A 1
Voltmeter N/A N/A 2
*J1 receptacle is not available through Morton Parts.

Note: The total ECU supply circuit resistance forms part of the Application Appraisal. Circuits not meeting
requirements stated in Section 4.1.4 will not be allowed.

4.4.1 Test Procedure

Record the measured resistance value of the test resistor used. Disconnect the J1 engine ECU plug from the ECU
and connect the test apparatus detailed in the above diagram to the plug. Press the button for three seconds and
at the same time record the voltage measured from Voltmeter 1 and Voltmeter 2.
Formula:
Power Supply Circuit Resistance (mOhms) = 1000 * (R1 * (V2 – V1)/ V1)
V1 = Voltmeter 1 Measured Value
V2 = Voltmeter 2 Measured Value
R1 = Measured Resistor Value
Worked Example:
V1 = 11.8
V2 = 12
R1 = 2.21 Ohms
1000 * (2.21 * (12 – 11.8)/11.8)

1000 * (2.21 * 0.01695)
1000 * (0.0375)
Harness Resistance = 37.5 mOhms
4.5 Direct Battery Connection Requirements
The following components require a power supply direct from the application battery, these components are
voltage dependent:
• Soot Sensor (C4.4 ACERT – C7.1 ACERT Only)
• Cat Regeneration System Fuel Supply Pump and Relay (C7.1 ACERT only)
• C
at Regeneration System Fuel Supply/Fuel Priming Pump & Fuel Flow Selection Valve (C9.3 ACERT – C18 ACERT
< 750 hp/560 kW)
• CEM interconnect harness – for hot nozzle (C7.1 ACERT – C18 ACERT < 750 hp/560 kW)
• Engine Electric Fuel Lift Pump and relay for C4.4 ACERT, C6.6 ACERT, C7.1 ACERT engines
Other components such as the air inlet temp sensor may need power or grounding. Those components will be
supplied from the ECU.
More information regarding the installation requirements for the soot sensor and the Cat Regeneration System
fuel pump can be found in Connecting Engine to CEM Section 6 of this document.

4.6 Powering the Engine ECU via Auxiliary Power Supplies
If the engine is to be supplied with electrical power via any other means than a standard application battery
arrangement, care must be taken when choosing the power supply. Engine ECU’s powered by devices such as
switch mode power supplies can be particularly troublesome due to the intermittent high current load demands
of the engine ECU during engine operation. To ensure that the power supply operates correctly, management
of these intermittent high current spikes is employed. For more assistance when implementing auxiliary power
supplies please contact the Applications Engineering Department.
4.7 CEM Grounding C7.1 ACERT – C18 ACERT < 750 hp/560 kW
All engines installed with a CEM module will require a dedicated ground connection for the CEM module itself.
The ground connection for this module can be made via the 40-way CEM module connector and should be made
by a wire gauge size of 14AWG (2 mm²). As with the ground connection on the engine block the surface of the
application chassis must be free from lacquer, paint and dirt before connection is made. For more information
regarding the CEM grounding pins and the connection list for the CEM 40-way connector please see Section 6.
Note: CEM ground and engine ground are common and the voltage difference between the ECU ground
(“Vbat –“ at ECU) and CEM at Interface Connector Pin 25 must be within 0.1V.
4.8 Air Starter Equipped Vehicles
Refer to the guidelines for connection to the main frame ground in engine Ground Stud to Vehicle Battery Ground
(Section 4.2.3).
4.9 Sensor Common Connections
Certain components that interface directly with the ECU are connected to the dedicated sensor returns at the
P1/J1 customer connector. Separate sensor returns are provided for analog and digital signals.
4.9.1 Digital Sensor Return

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

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

4.10 Suppression of Voltage Transients

Note: T he installation of transient suppression at the source of the transient is required. Caterpillar follows a
stringent electrical environment standard that is similar to SAE recommended practices.
The use of inductive devices such as relays and solenoids can result in the generation of voltage transients in
electrical circuits. Voltage transients that are not suppressed can exceed SAE specifications and lead to the
degradation of the performance of the electronic control system.
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Figure 4.2 Voltage Suppression Diagram
The customer should specify relays and solenoids with built-in voltage transient suppression. Refer to Figure 4.2
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for ways to minimize voltage transients from relays and solenoids without built-in voltage transient suppression.
Techniques include the installation of a diode or resistor of the proper size in parallel with the solenoid or the
relay coil.
all
Diodes and resistors accomplish suppression in different ways. Diodes clamp the voltage across the coil to
approximately -0.7V when the switch opens. The current circulates in the loop until it eventually diminishes.
Suppression resistors will allow the transient voltage to increase to a value determined by the forward current
flow through the coil and the value of resistance of the suppression resistor. However, resistor suppression
causes the current in the loop to diminish much faster than would a diode.
Diode selection should be based on the normal voltage and current seen by the coil. For example, if the normal
voltage applied to the coil is 24V and the coil has a resistance of 50 ohms, then the current passing through the
coil is 480 mA (I=V/R). The diode then would need to be able to withstand a reverse voltage of 24V and a forward
current of 480 mA when the current to the coil is interrupted by the opening of the switch since the collapse of
the coil’s magnetic field will attempt to maintain that current. The 189-3158 suppressor would function well in this
application since it can withstand a reverse voltage of 600V and a forward current of 2A.

Suppression resistors are low-cost alternatives and can be less stressful on relay coils. Resistor selection should
be determined by the voltage applied across the coil, the resistance of the coil, maximum power dissipation
allowed, and the level of transient voltage to be tolerated. For example, if the coil is 50 ohms and the voltage
applied is 24V, an 82 ohm suppression resistor would allow the transient voltage to reach -39.6V (V=IR= -.48 A X
82 ohms, the voltage is shown as negative since the polarity reverses when the switch opens). Using a 330 ohm
resistor would allow a -158V transient but the current would diminish in the loop faster. For power dissipation
concerns, the resistor‘s power rating should be considered. For example, if 24V is applied across a 330 ohm
resistor, the power dissipated by the resistor would be 1.75W (P=V2/R). Therefore, the 330 ohm resistor should
be selected that could dissipate at least 2 W. The heat generated by the resistor should be considered when
selecting a resistor.
Note: I f the resistance of the suppression resistor is too low, the driver circuitry in the ECU may be loaded to
a point where the relay or solenoid does not function properly. If the resistance is too high, the transient
voltage may reach undesirable levels.
There are other techniques that can be used for transient suppression. Snubbers, Zener diodes, and varistors
are all methods that have characteristics that make them better suited for some applications. But, for the simple
applications of relays or solenoids, diodes or resistors should suffice.
Inductive devices such as relays or solenoids should be located as far as possible from the components of the
electronic control system. Wiring harnesses that are installed by the customer should be routed as far as possible
from the wiring harness of the electronic control system in order to avoid problems that are associated with
electrical noise.
4.11 Battery Disconnect Switch
The application OEM should incorporate a battery disconnect switch on the negative battery side of the battery
circuit. The purpose of this switch is to disconnect the battery during long-term storage and to prevent electrical
shock during application service. This switch should not be used as an emergency shutdown switch or as an
E-stop.
Note: The battery disconnect switch is not an emergency shutdown switch.

Connectors and Wiring Harness Requirements
5.0 Connectors and Wiring Harness Requirements

Industrial engines have several attachment options in the price list that provide different options for the customer
to interface to the engine ECU. The options are summarized as follows:
• ECU Only (standard option)
• Customer Harness
• Factory-installed Control Panels
• 70- to 70-pin Harness (C9.3 ACERT – C18 ACERT)
The ECU only option is included in the base engine pricing arrangement. Customer harness and factory installed
panels are price listed options. The ECU only option provides complete access to all ECU connections and has the
customer providing all wiring to the engine. The customer harness and factory-installed panels provide the 70-pin
connection to the ECU, a service tool connector on engine, and a customer interface connection. The customer
interface connection can vary depending on which attachment option is selected. Typically, the customer
connector interface is a Deutsch DRC 40-pin connector for CEM.
This section covers component and wiring harness design requirements for the customer to design the required
harnessing to interface to the engine. The requirements spelled out in this section are the same used by
Caterpillar in the construction of engine wiring harnesses. Adherence to these requirements by the customer will
provide the same level of reliability, durability, and performance that are characteristics of Cat engine harnesses.
For example, when properly constructed, the customer harness should protect against moisture entry into the
connectors when the connectors are temporarily immersed in water. The pinout information for the ECU and
customer harness connectors are not included in this section. The pinout information can be found within the
section that defines a component’s installation and also in pinout summary tables in the Appendix A.
5.1 Wiring Harness Components
5.1.1 Deutsch DT Connector

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

5.1.2 Deutsch HD-10 Connectors

This circular connector is used for inline and bulkhead applications. It is more expensive than other connector
choices, but easier to adapt to wire harness conduit applications (i.e. CSA, Marine, etc.). The connector is
2
available in 3, 6, and 9 terminal configurations. The wire size range the connector will accept is 0.8 mm (18 AWG),
1.0 mm2 (16 AWG), and 2.0 mm2 (14 AWG), and 3.0 mm2 (12 AWG). The plug assembly with interface seal accepts
socket terminals and the receptacle assembly accepts pin terminals. Sealing plugs are to be used in unused
wire cavities.
J1939 DT Connectors (All 3 Terminals)

Component Cat Part Number
Plug Kit 174-0503
Receptacle Kit 176-9299
Plug Resistor 174-3016
Receptacle Resistor 134-2540
Receptacle Tee 133-0970
Standard DT Connectors
Terminal Cat Part Number
Numbers Plug Kit Receptacle Kit
2 155-2270 102-8802
3 155-2260 102-8803
4 155-2271 197-7565
6 155-2274 102-8805
8 155-2265 102-8806
12 155-2255 102-8801
Ensure that the wires in the plug align with the corresponding wires in the receptacle. Ensure that the index
markings on the plug and the receptacle are aligned. Rotate the plug until the plug slips into the receptacle.
Rotate the coupling by approximately 90 degrees until a click is heard. Ensure that the plug and the receptacle
cannot be pulled apart.
The following table contains the Cat part numbers for HD-10 inline connector plug and receptacle for all available
number of pin positions. Most common usage for the HD-10 connector is the 9-position connectors used for Cat
service tool interface.
HD-10 Connectors
Terminal Numbers Plug Kit Receptacle Kit
3 8T-8731 8T-8732
6 8C-3654 7T-3272
9 8T-8735 8T-8736
Interface sealing caps and wire strain reliefs are available for the connectors. Contact the local Deutsch sales
contact for more information on these components.

5.1.3 Deutsch DRC/AEC Connector

The connector is available in 24, 40, and 70 terminal configurations. It can be used for inline or bulkhead
mountings. The connector is frequently used in electronic box applications. The wire size range the connector
will accept is 0.8 mm2 (18 AWG), 1.0 mm2 (16 AWG), and 2.0 mm2 (14 AWG). The plug assembly with interface seal
accepts socket terminals and the receptacle (header) assembly accepts pin terminals. Sealing plugs are to be
used in unused wire cavities.
The optional Cat customer harness uses the DRC 70 terminal configuration. Customer interface with this harness
is the 70-position plug connector (Cat part number 160-7689). This connector is labeled as P61 on engine wiring
schematics. The DRC connectors are keyed to align correctly when the two parts are mated together. An allen
head screw holds the two connectors in place. Ensure that the allen head screw is tightened to a torque of 2.25 +
0.25 N•m (20 + 2 lb-in.).
5.1.4 ECU 70-Pin Connector

5.1.4.1 ECU 70-Pin Mating Connector (J1)
The ECU uses an integral rectangular 70-terminal AMP connector to interface to the OEM vehicle wiring harness
(AMP part number 776241-1, Cat part number 160-7689). ECU connector screw torque should be 6 N•m ±1 N•m
(4.4 lb-ft ± 0.7 lb-ft, 53 lb-in. ± 8.9 lb-in.). Refer to Figure 5.1 for connector picture and placement on the ECU.
5.1.4.2 ECU Connector Endbell

An AMP 776498-1 (Cat part number 237-0336) connector endbell is available to provide additional protection and
controlled wire routing for the harness at the ECU. This is a new part number for the A4 control.
Note: U
nless special arrangements are made with Caterpillar, the AMP 70-Pin connector and connector endbell
are available only through the Cat parts system.
Figure 5.1: ECU Customer Connector (J1)

5.1.4.3 ECU Harness Tie-Down Point

The A4 ECU has a harness mounting bracket (Cat part number 233-0891) mounted to the ECU. The wiring harness
exiting the ECU connector (J1) must be secured to the ECU housing mounting bracket using a tie wrap clamp
(Cat part number 9X-6772). The wiring harness design is to adhere to design guidelines such that the ECU harness
at the J1 connector meets the requirements defined in Wiring Harness Design (section 5.1.4).
The wire harness for ECU connector J1 must be secured to the engine within 600 mm from the ECU harness
bracket, preferably 300 ± 50 mm. The referenced length is measured along the centerline of the harness bundle.
The wire harness is not to be pulled tight between the ECU harness bracket and first engine tie-down point such
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that the mounting interferes with the ECU shock mounting.
Harness Tie-Down
Point
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5.1.4.4 ECU 70-Pin Connector Sealing (Weatherproofing)

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

5.1.5 Connector Terminal Contacts

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

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


126-1768
Contact socket
9X-3402
Crimp tool number 1U5804
Removal tool 151-6320
Hand Crimping Tool Part Numbers
Note: The insulation should be stripped to 5 mm from the end of the wire. Only a single wire must be crimped into
each terminal.
Machine Crimping For High Volume Production

For high volume and automated crimping solutions please contact the supplier directly for tooling details.
5.1.6 Wire Type and Gauge Size

5.1.6.1 Wire Selection
Wire must be of a type suitable for the application. Wire must be selected so that the rated maximum conductor
temperature is not exceeded for any combination of electrical loading, ambient temperature, and heating effects
of bundles, protective braid, conduit, and other enclosures. Typical factors to be considered in the selection are
voltage, current, ambient temperature, mechanical strength, connector sealing range, abrasion, flexure, and
extreme environments such as areas or locations susceptible to significant fluid concentrations.
5.1.6.2 Wire Size

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

(1)
153-2707 Cable (Shielded Twisted Pair)
(2)

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

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

5.1.7 Connector Seal Plug

All unused cavities for sockets and pins must be filled with seal plugs in order to ensure that the connector is
sealed. Two options are available for plugging unused connector cavities. Either the Deutsch 114017 (Cat part
number 8T-8737) or PEI Genesis 225-0093-000 (Cat part number 9G-3695) sealing plugs can be used.
Figure 5.2: Plug Insertion in Unused Connector Cavity
The seal plugs are installed from the wire insertion side of the plug or receptacle. Correct installation of either of
these cavity plugs is critical to maintain connector sealing integrity. Figure 2 illustrates the correct insertion of the
plug. The seal plug cap is designed to rest against the seal, not inserted in the hole in the seal.
5.1.8 OEM Harness Dress Cover with Integrated Strain Relief

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

5.2 Wiring Harness Design

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

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

5.2.4 Harness Bends

Routing of the harness should insure connector seals are not stressed because the harness curvature is too
close to the connector. This applies to routing of customer lines on or near the engine harness as well as the
ECU customer connector (J1/P1).
The minimum bend radius for a braided wire harness as measured from the inside of the bend shall be four
times the outer diameter of the harness. Tighter bends are possible if the bend is preformed during harness
manufacture. The bend radius size and location must be specified on the wire harness drawing.
Bends in jacketed cables shall be based on manufacturer recommendations. A bend must not adversely affect
the operating characteristics of the cable. For flexible coaxial cables, the bend radius must not be less than six
times the outside diameter. For semi-rigid coaxial cable, the bend radius must not be less than ten times the
outside diameter of the cable.
The minimum bend radius for flexible conduit must be six times the outer diameter of the conduit. Conduit bends
shall not cause internal chafing of the wiring.
5.2.5 Harness Bends near Connectors

Avoid wire harness bends within 25 mm (1 in.) of the connector. When a harness bend is too close to the
connector, the connector seal is stretched away from the wire, providing an opening for moisture entry.
The wire should exit perpendicular to the connector before curving as necessary for routing. Refer to illustration
in Figure 5.3.
Figure 5.3: Example of Wire Harness Routing at the ECU Connector
Wire harness bends near a connector must be no less than twice the wire harness diameter. Special
consideration shall be given to connectors with large wire counts. Stresses placed upon the retention system of
the connector can cause contact retention failures and wire pull-out. In order to avoid this problem, consider the
following options:
1. Pre-form the harness to the required bend. The harness assembly drawing shall detail the harness bend
requirements (e.g. location and radius). The harness braid protection should be applied up to the tangent point
of the bend furthest from the connector. Connector orientation to the bend may be necessary and should be
specified on the harness print.

2. If harness braiding is used, increase the unbraided harness length to 150 mm. This will allow the wires to fan
out when the harness is bent, greatly reducing the forces placed on the connector contact retention system.
The connector should also be oriented properly with respect to the harness so that upon installation to the
product the harness will not need to be twisted to align the connector.
5.2.6 Drip Loop

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

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

The following requirements ensure the correct installation of solid contacts into connector terminals:
• Do not solder the contact (socket or pin) to the wire.
• N
ever crimp more than one wire into a contact. Connector contacts are designed to accept only one wire of a
specified gauge or gauge range, do NOT insert multiple wires of a smaller gauge.
• A
ll contacts should be crimped on the wires. Use the crimp tool (Cat part number 1U-5804) for 12 to
18 AWG wire.
• P
erform the pull test on each wire. The pull test is used to verify that the wire is properly crimped in the contact
and the contact is properly inserted in the connector terminal. Each contact and connector terminal should
easily withstand 45 N (10 lb) of pull such that the wire remains in the connector body.

5.3 Customer-supplied Service Tool Connector (J66) Wiring

An optional Cat customer harness is available and is called a “Harness – ECU Interconnect” in the Industrial
Price List’s Optional Attachments. This optional customer harness provides a service tool connector designated
as J63. If this optional customer harness is not utilized, a customer-supplied service tool connector is required.
The Cat service tool cable (Cat part number 139-4166) has a Deutsch HD 9-position plug connector, thus the
customer must supply the mating receptacle on the engine harness.
For an engine compartment-mounted diagnostic connector, Caterpillar recommends grounding the engine data
link connector directly to the engine ground stud. It must not be grounded to ECU sensor common connections.
The Cat Service Tool (Cat ET) communicates with industrial engines via the Cat Data Link and J1939.
It is recommended that one service tool connector is located in close proximity to the engine, and a second
service tool connector is located in the operator cab or station. Proper wiring of the customer supplied service
tool connector is essential for reliable communications. The maximum length of the Cat Data Link cable is
30 meters (100 ft).
Figure 4 illustrates the pinout location on the Deutsch HD 9-position connector for ease of reference. All customer-
supplied wiring shown in Figure 4 is required. This includes power and ground, as well as all Cat Data Link and
J1939 data link wiring. Wiring from the ECU to the service tool connector is illustrated in Figure 5.4. The Cat Data
Link wiring should be twisted two-conductor cable (18 AWG wire) with one twist per 25 mm (approx. 1 inch).
Reference Cat service tool cable (part number 143-5018). See Section 5.4 for J1939 Data Bus wiring requirements.
Figure 5.4: Service Tool Connector Pin Locations

Figure 5.5: Service Tool Connector Wiring Diagram
Note: All
7 wires, J1939, Cat Data Link, power and ground as shown in this diagram are required.
Note: The
ECU provides the only ground necessary for the J1939 shield. Do not apply any other grounding
to this line.
5.4 SAE J1939/11 – Data Bus Wiring

5.4.1 J1939 Data Bus Harness Design
The data bus connector that Caterpillar uses is a modified DT connector, special wedge, cable, and extended
socket. The harness assembly requirements are unique to typical Cat wire harnesses. Caterpillar recommends
2 conductor shielded cable from Raychem Corp (Raychem part number 2019D0309-0 or Cat part number
153-2707) for all J1939 data link wiring. This is twisted pair wiring. If the Caterpillar recommended cable is not
used, the cable must meet J1939 specifications for conductors (refer to Table 5.2). For additional information
regarding the electrical system design see the SAE publication J1939/11 “Physical Layer.” The minimum bend
radius for the data bus cable is 40 mm.
Table 5.2: J1939 Conductor Specifications

In order that the data bus will function as intended the following requirements must be identified on the customer
wire harness print.
1. Remove 75 mm of the outer jacket of data link shielded cable. (Reference Cat part number 153-2707)
2. Remove the foil shield from the exposed wires to within 3 mm of the cable jacket end.
3. Crimp gold-plated socket terminals to the wires and the extended socket terminal to the drain wire.
4. Slide heat shrink tube over the cable end. (Reference Cat part number 125-7876)
5. Install the terminals into the appropriate connector cavity positions.
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6. Install the wedge into the connector.
7. Apply the heat shrink tube over the back of the connector body and the jacket of the cable.
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The above components and assembly procedures must be used to ensure the cable to connector joint will be
sealed. Failure to conform to these requirements will result in cable contamination and result in loss of shield
performance. See Figure 5.6.
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Figure 5.6: SAE J1939 Connector Assembly

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Note: Refer to SAE J1939-11 “Physical Layer” document for more information.
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5.4.2 Connecting Modules to the CAN Data Link

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

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

Connecting Engine to CEM
6.0 Connecting Engine to CEM

With the introduction of Tier 4 emissions regulations the use of some form of engine exhaust aftertreatment is
mandatory for Tier 4 Interim C4.4 ACERT – C18 ACERT < 750 hp/560 kW engine ratings. Each Cat engine family
may use a different hardware set, software strategy or a combination of them both to meet these engine emission
restrictions. This section details the connection requirements for each engine family.
Some of the component hardware is used for more than one engine range, such as the soot sensor; however the
wiring connections are different. The following sections describe in specific detail the components, connections
and wiring required for each engine model.
6.1 C4.4 ACERT and C6.6 ACERT Emission Critical

Aftertreatment Installation
6.1.1 Passive Regeneration System Overview
Figure 6.1 Low Temperature System Electrical Component Layout

All engines designed for a rated power output between 61.5 and 130 kW (82-174 hp) are supplied with the
following components:
1. Aftertreatment assembly made up of:
A. Diesel Oxidation Catalyst (DOC) C. DPF ID Module
B. Diesel Particulate Filter (DPF) D. DPF Inlet Temperature Sensor
2. Soot Sensor Box
3. Air Inlet Temperature Sensor
In addition, the customer must supply two 120-ohm resistors to complete the CAN data link connection to the soot
sensor box.
The connection of these components is the responsibility of the customer. Connection requirements will be
detailed throughout this section.
6.1.2 Top Level System Connection, Harness Design and Schematic
Figure 6.2 Passive Regeneration Emissions Critical Layout Diagram
Specific installation details for the customer-installed components shown in Figure 6.2 are shown in this section.
For mechanical installation instructions please refer to the Mechanical A&I Guide.
Note: A
ll connectors shown here are installed with a standard wire seal. Some connectors may require a small
wire seal if there is a requirement for high temp cabling to be used such as Teflon.

The wiring schematic in Figure 6.3 below details all mandatory wiring harness connections with engine
ECU A5E2.
Figure 6.3 Passive Regeneration System Wiring Schematic
Pin Allocation
Component Function Component ECU 70-Way J1
Battery Connection
Connector Connector
Sensor 5V Supply 1 2 –
Not Used 2 – –
Aftertreatment ID Digital Signal 3 14 –
DPF ID Module
Not Used 4 – –
Not Used 5 – –
Sensor 0V Return 6 5 –
Sensor 5V Supply 1 2 –
Sensor 0V Return 2 3 –
DPF Inlet Temperature Sensor
DPF Inlet Temperature 3 26 –
Not Used 4 – –
Sensor Vbat+ Supply 1 – Y
Ground 2 – Y
Not Used 3 – –
Soot Sensor Control Box
CAN - 4 38 –
CAN + 5 37 –
CAN Shield 6 – –
Analog 5V Sensor Return 2 3 –
Air Inlet Temperature Sensor
Air Inlet Temperature 1 17 –
Table 6.1 Low Temperature Aftertreatment Connection Interfaces

6.1.3 Component Level Harness Breakdown

This section will review each component connection shown in Section 6.1.2 in greater detail. There is one section
for each component shown in Figure 6.2.
6.1.3.1 DPF Inlet Temperature Sensor

6.1.3.1.1 DPF Inlet Temperature Sensor Operation
The DPF inlet temperature sensor measures exhaust temperature, entering the DPF. This measurement is used to
help determine the exhaust air inlet temperature to the DPF and feed this signal back into the engine ECU control
algorithm to control the backpressure valve. The backpressure valve will then elevate and regulate the exhaust
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gas temperature to enable DPF regeneration. This sensor is used to help control emissions.
6.1.3.1.2 DPF Inlet Temperature Sensor Configuration

No Cat ET configuration is required for this component. The DPF inlet temperature sensor is a mandatory
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customer interconnected item for all C4.4 ACERT and C6.6 ACERT engines.
6.1.3.1.3 DPF Inlet Temperature Sensor Installation

The DPF inlet temperature sensor is delivered pre-installed to the inlet of the DPF and the sensor connector
mounted to a mounting plate, which is attached to the DPF. The sensor connector has thermal limitations and
must not be removed from its mounting plate. Refer to component thermal limits in CEM A&I Guide.
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It is the customer’s responsibility to connect the DPF inlet temperature sensor to the ECU J1 connector. This
connection is shown in Figure 6.3 and Table 6.1. All wires should be 18 AWG.
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Description Cat Part Number Supplier Part Number

4 Way Amp Seal 239-7349 776487-2
Sockets 18AWG 9X-3402 D462-201-1631
Table 6.2 DPF Inlet Temperature Sensor Interface Part Numbers

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The DPF inlet temperature sensor is installed with a 4-way connector with a key.
Note: If the cable routing passes through any area of the installation with a surface or ambient temperature
exceeding that of the standard GXL cable insulation limits (Cross linked polyethylene, -50 – 120oC), high
temperature cabling must be used. In this instance, there may be a requirement for a reduced diameter seal
connector to maintain the 4-way mating connector’s sealing capabilities.

6.1.3.2 DPF Identification Module
6.1.3.2.1 DPF Identification Module Operation

The DPF identification module is supplied installed on aftertreatment. The module is used on engine start-up to
verify that the engine has been connected to a compatible aftertreatment device. If the engine ECU detects that
the wrong aftertreatment has been installed to the engine then a fault code indicating the mismatch is raised and
the engine will derate by 100%.
6.1.3.2.2 DPF Identification Module Configuration

No DPF identification module Cat ET configuration is required. All data contained within the ID module is
programmed prior to delivery of Aftertreatment hardware.
6.1.3.2.3 DPF Identification Module Configuration Installation

The module is supplied attached to a sensor mounting plate, which forms part of the overall aftertreatment
system. The OEM is responsible for connecting the DPF ID module to the engine ECU J1 connector. Connection
to the aftertreatment ID module is made via a 6-way plug. Table 6.3 provides the connector part number. DPF
identification is shown in Figure 6.3 and Table 6.1. All wires should be 18 AWG.

6 Way Amp Seal 281-8811 776433-3
Sockets 18/16 AWG 9X-3402 D462-201-1631
Table 6.3 DPF Identification Interface Part Numbers
6.1.3.3 ECU J1 Harness Breakdown

Figure 6.3 and Table 6.1 show the wiring interface connection from the module to the engine ECU J1-70 pin
customer interface connector. All wires should be 18 AWG. For the J1-70 pin connector details, refer to Section 5.1.
6.1.3.4 J1939 CAN Terminating Resistors

Section 17.2 provides acceptable Cat terminating resistors. The customer may also supply their own terminating
resistors, however, they must comply with SAE J1939-11 Physical Layer requirements.
6.1.3.5 Soot Sensor Box (C4.4 ACERT – C7.1 ACERT Only)

Refer to Section 6.4.1.1 for more information with regard to this component.
6.1.3.6 Air Inlet Temperature Sensor

The air inlet temperature sensor information is similar for all products. Refer to Section 6.4.2.1 for more
information with regard to this component.

6.2 C7.1 ACERT Emission Critical CEM
6.2.1 C7.1 ACERT Active Regeneration System Overview
Figure 6.4 CEM Electrical Component Layout
The C7.1 ACERT Emissions Critical Aftertreatment is called a Clean Emissions Module (CEM) and is referred to
as Active Regeneration because this system uses an active means to elevate the exhaust temperature for DPF
regeneration. The CEM is capable of regenerating in two different modes of operation. The same CEM will be
used for both modes and therefore, the installation requirements are very similar but not completely identical. All
C7.1 ACERT engines are supplied with the following components:
1. Clean Emissions Module made up of:
A. Diesel Oxidation Catalyst (DOC)
B. Diesel Particulate Filter (DPF)
Note: The controls, actuators and sensing devices used to operate this system are supplied pre-wired
to a 40-way CEM Connector for ease of connection to the engine system. Included in this group of
components is the DPF ID module equivalent to the C4.4 ACERT and C6.6 ACERT engines. Since the DPF ID
module is integrated into the CEM it is not necessary to address its wiring requirements individually.
2. Soot Sensor Control Box
4. Cat Regeneration System Fuel Supply Pump & Relay
In addition, the customer must supply one 120-ohm resistor to complete the J1939 CAN data link connection to the
soot sensor control box.
The connection of these components is the responsibility of the customer. Connection requirements will be
detailed throughout this section.


The bulk of the engine aftertreatment connections are made via the CEM 40-way to the engine 31-way connector.
Some components, which require application specific mounting locations, are connected to the engine ECU J2
connector via the 31 Way CEM plug or to the engine ECU J1 plug via the installation’s interconnection harness.
ECU J1 Connector
Note: A
ll pins and sockets used here are to be gold plated except
those used for main ECU power.
Figure 6.5 C7.1 ACERT Emissions Critical Layout Diagram

The wiring schematic below details all mandatory wiring harness connections.
IGNITION
SWITCHED BATT + B (BATT +) C (BATT -)
Fused Ignition
switched
10A
20A
18 AWG
12 AWG
14 AWG
5A
battery +
70 Way
ECM J1
ECM
ECU J1/P1
Machine Side
OEM/Customer
18 AWG
14 AWG
12 AWG
120 Connection
Interace
OHM

1 2
Soot
DPF EXHAUST 5
CEM IC: ARD FUEL PRESSURE 1
CAN J1939 BUS 11
Sensor
MONITORING 4
CONTROL VALVE (PILOT) +
Control
SENSOR Box 6
31 Pin
101 RD
229 BK
40 Pin Cat Engine J2 ECM
ECU J2
40 Pin CCEM
CEM Connector Engine Side
Connector
Connector Interface Connection
SENSOR +5V SUPPLY SENSOR +5V SUPPLY
1 (ARD SENSORS) 1 U781 YL 1 1 45 CEM IC: SENSOR 5V SUPPLY
(ARD SENSORS)
SENSOR 0V RETURN SENSOR 0V RETURN
2 (ARD SENSORS) 2 U782 PK 2 2 55 CEM IC: SENSOR 0V RETURN
(ARD SENSORS)
ARD FUEL PRESSURE 2 ARD FUEL PRESSURE 2
3 SENSOR (MAIN)
3 Y747 BR 3 3 27
CEM IC: ARD FUEL PRESSURE 2
SENSOR (MAIN) SENSOR (MAIN)
CEM IC: DPF INTAKE PRESSURE
4 DPF INTAKE PRESSURE SENSOR 4 Y747 BR 4 DPF INTAKE PRESSURE SENSOR 4 5 SENSOR
5 ARD EXHAUST GAS TEMPERATURE 5 ARD EXHAUST GAS TEMPERATURE CEM IC: ARD EXHAUST GAS TEMP
SENSOR (COMBUSTION DETECT)
Y743 OR 5 SENSOR (COMBUSTION DETECT) 5 33 SENSOR (COMBUSTION DETECT)
DPF INLET TEMPERATURE DPF INTAKE TEMPERATURE CEM IC: DPF INTAKE TEMPERATURE
6 SENSOR
6 J894 WH 6 6 17
SENSOR SENSOR
ARD SECONDARY AIR 8 ARD SECONDARY AIR 8

8 PRESSURE SENSOR 8 Y923 PU PRESSURE SENSOR 25
CEM IC:ARD SECONDARY AIR
PRESSURE SENSOR
9 ARD COMBUSTION AIR CONTROL ARD COMBUSTION AIR CONTROL CEM IC: ARD COMBUSTION AIR
VALVE POSITION SENSOR
9 N734 YL 9 VALVE POSITION SENSOR
9 16 CONTROL VALVE POSITION SENSOR
ARD FUEL INJECTOR HEATER ARD FUEL INJECTOR HEATER CEM IC: ARD FUEL INJECTOR
10 RELAY
10 U798 PK 10 10 43
RELAY HEATER RELAY
11 ARD AIR PRESSURE CONTROL 11 ARD AIR PRESSURE CONTROL CEM IC: ARD AIR PRESSURE
VALVE (ACTUATOR) +
C800 GY 11 VALVE (ACTUATOR) + 11 58 CONTROL VALVE (ACTUATOR) +
12 ARD AIR PRESSURE CONTROL 12 ARD AIR PRESSURE CONTROL CEM IC: ARD AIR PRESSURE
VALVE (ACTUATOR) -
C801 OR 12 VALVE (ACTUATOR) -
12 48 CONTROL VALVE (ACTUATOR) -
13 ARD IGNITION COIL + 13 Y750 YL 13 ARD IGNITION COIL + 13 12 CEM IC: ARD IGNITION COIL +
14 ARD IGNITION COIL - 14 Y751 OR 14 ARD IGNITION COIL - 14 13 CEM IC: ARD IGNITION COIL -
ARD FUEL PRESSURE 2 CONTROL
15 VALVE (MAIN) +
15
16 ARD FUEL PRESSURE 2 CONTROL
VALVE (MAIN) -
16
BATTERY + (FROM MACHINE

18 HEATED NOZZLE RELAY SUPPLY) 18
19 ACTUATOR RETURN 19 N827 WH 19 ACTUATOR RETURN 19 41 CEM IC: ACTUATOR RETURN
ARD FUEL PRESSURE 1 ARD FUEL PRESSURE 1 CEM IC: ARD FUEL PRESSURE 1
20 20 C803 BR 20 SENSOR (PILOT)
20 26 SENSOR (PILOT)
SENSOR (PILOT)
ARD FUEL PRESSURE 1 CONTROL CEM IC: ARD FUEL PRESSURE 1
21 ARD FUEL PRESSURE 1 CONTROL 21 Y733 PU 21 VALVE (PILOT) + 21 67 CONTROL VALVE (PILOT) +
VALVE (PILOT) +
ARD FUEL PRESSURE 1 CONTROL CEM IC: ARD FUEL PRESSURE 1
22 ARD FUEL PRESSURE 1 CONTROL 22 Y734 BU 22 VALVE (PILOT) - 22 68 CONTROL VALVE (PILOT) -
VALVE (PILOT) -
DPF EXHAUST MONITORING DPF EXHAUST MONITORING
Y797 YL 23 SENSOR +
23 29 SENSOR +
DPF EXHAUST MONITORING DPF EXHAUST MONITORING
Y798 GN 24 SENSOR - 24 21 SENSOR -
CEM TO MACHINE CHASSIS
25 GROUND 25 120
26 26 OHM
Y737 YL ARD FUEL PUMP RELAY 42 CEM IC: ARD FUEL PUMP RELAY
AFTERTREATMENT ID DIGITAL AFTERTREATMENT ID DIGITAL AFTERTREATMENT ID DIGITAL

27 SIGNAL 27 27 SIGNAL 27 18 SIGNAL
AFTERTREATMENT ID DIGITAL AFTERTREATMENT ID DIGITAL AFTERTREATMENT ID DIGITAL
28 SIGNAL RETURN 28 28 SIGNAL RETURN 28 36 SIGNAL RETURN
2 Way DT
Connector
ARD FUEL LIFT PUMP
BATT + 1
ARD FUEL LIFT PUMP

BATT - 2
Figure 6.6 C7.1 ACERT Active Regeneration System Wiring Schematic
Notes: Refer to Section 6.2.4.3 C7.1 ACERT Cat Regeneration System fuel pump installation for 12 and 24V wiring
options. Cat Regeneration System fuel pump is the same as the ARD fuel lift pump in the figure above.
All cables are 18AWG unless otherwise stated.

Pin Allocation
Function Engine Engine
CEM 40 Battery
Harness ECU J1
Way Connections
31 Way Connection
Sensor +5V Supply 1 1 – –
Sensor 0V Return 2 2 – –
Cat Regeneration System Fuel Main Pressure Sensor 3 3 – –
DPF Inlet Pressure Sensor 4 4 – –
Cat Regeneration System Combustion Detection Temperature Sensor 5 5 – –
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DPF Inlet Temperature Sensor 6 6 – –
NOT USED 7 7 – –
Cat Regeneration System Combustion Air Pressure Sensor 8 8 – –
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Cat Regeneration System Combustion Air Control Valve 9 9 – –
Cat Regeneration System Hot Nozzle 10 10 – –
Cat Regeneration System Combustion Air Control Valve + 11 11 – –
Cat Regeneration System Combustion Air Control Valve - 12 12 – –
Cat Regeneration System Spark Plug Ignition Coil + 13 13 – –
Cat Regeneration System Spark Plug Ignition Coil - 14 14 – –
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Cat Regeneration System Main Fuel Pressure Control Valve + 15 – 11 –
Cat Regeneration System Main Fuel Pressure Control Valve - 16 – 59 –
NOT USED 17 17 – –
Battery + 18 – – Y
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Actuator Return 19 19 – –
Cat Regeneration System Pilot Fuel Pressure Sensor 20 20 – –
Cat Regeneration System Fuel Pressure Control Valve + 21 21 – –
Cat Regeneration System Fuel Pressure Control Valve - 22 22 – –
CAN +, Soot Sensor – 23 – –
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CAN -, Soot Sensor – 24 – –

CEM To Application Chassis Return 25 – – Y
Cat Regeneration System Fuel Lift Pump Relay – 26 – –
Aftertreatment ID Digital Signal 27 27 – –
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Aftertreatment ID Digital Return 28 28 – –
Table 6.4 CEM Connection Harness Interfaces

6.2.3 Component Level Harness Breakdown

This section will review each component connection shown in Section 6.2.2 in greater detail. There is one section
for each connection shown in Figure 6.5.
6.2.3.1 31 Way Engine Side Harness Connector Breakdown

31 Pin Plug Cat Part Number 225-3854
Wire
Pin 31 Way Connector Assignment Terminal Part Number
Gauge
1 Sensor +5V Supply 18 PIN 9X-3401
2 Sensor 0V Return 18 PIN 9X-3401
3 Cat Regeneration System Main Fuel Pressure Sensor PIN 9X-3401
4 DPF Inlet Pressure Sensor 18 PIN 9X-3401
5 Cat Regeneration System Combustion Detection Temperature Sensor 18 PIN 9X-3401
6 DPF Inlet Temperature Sensor 18 PIN 9X-3401
7 NOT USED
8 Cat Regeneration System Combustion Air Pressure Sensor 18 PIN 9X-3401
9 Cat Regeneration System Combustion Air Control Valve 18 PIN 9X-3401
10 Cat Regeneration System Hot Nozzle 18 PIN 9X-3401
11 Cat Regeneration System Combustion Air Control Valve + 18 PIN 9X-3401
12 Cat Regeneration System Combustion Air Control Valve - 18 PIN 9X-3401
13 Cat Regeneration System Spark Plug Ignition Coil + 18 PIN 9X-3401
14 Cat Regeneration System Spark Plug Ignition Coil - 18 PIN 9X-3401
15 NOT USED X PLUG 8T-8737
19 Actuator Return 18 PIN 9X-3401
20 Cat Regeneration System Pilot Fuel Pressure Sensor 18 PIN 9X-3401
21 Cat Regeneration System Pilot Fuel Control Valve + 18 PIN 9X-3401
22 Cat Regeneration System Pilot Fuel Control Valve - 18 PIN 9X-3401
23 Soot Sensor (J1939) + 18 PIN 9X-3401
24 Soot Sensor (J1939) - 18 PIN 9X-3401
26 Cat Regeneration System Fuel Lift Pump 18 PIN 9X-3401
27 Aftertreatment ID Digital Signal 18 PIN 9X-3401
28 Aftertreatment ID Digital Return 18 PIN 9X-3401
Table 6.5 Engine Harness 31 Way CEM Connector Pin Allocation

6.2.3.2 40 Way Harness Connector Breakdown

40 Pin Plug Cat Part Number 324-6266
Pin 40 Way Cem Pin Assignment Wire Gauge Terminal Part Number
1 Sensor +5V Supply 18 SOCKET 9X-3402
2 Sensor 0V Return 18 SOCKET 9X-3402
3 Cat Regeneration System Main Fuel Pressure Sensor 18 SOCKET 9X-3402
4 Dpf Inlet Pressure Sensor 18 PIN 9X-3401
5 Cat Regeneration System Combustion Detection Temperature Sensor 18 SOCKET 9X-3402
6 Dpf Inlet Temperature Sensor 18 SOCKET 9X-3402
8 Cat Regeneration System Combustion Air Pressure Sensor 18 SOCKET 9X-3402
9 Cat Regeneration System Combustion Air Control Valve 18 SOCKET 9X-3402
10 Cat Regeneration System Hot Nozzle 18 SOCKET 9X-3402
11 Cat Regeneration System Combustion Air Control Valve + 18 SOCKET 9X-3402
12 Cat Regeneration System Combustion Air Control Valve - 18 SOCKET 9X-3402
13 Cat Regeneration System Spark Plug Ignition Coil + 18 SOCKET 9X-3402
14 Cat Regeneration System Spark Plug Ignition Coil - 18 SOCKET 9X-3402
15 Cat Regeneration System Main Fuel Pressure Control Valve + 18 SOCKET 9X-3402
16 Cat Regeneration System Main Fuel Pressure Control Valve - 18 SOCKET 9X-3402
18 Switched Battery + 16 SOCKET 9X-3402
19 Actuator Return 16 SOCKET 9X-3402
20 Cat Regeneration System Pilot Fuel Pressure Sensor 18 SOCKET 9X-3402
21 Cat Regeneration System Fuel Pressure Control Valve + 18 SOCKET 9X-3402
22 Cat Regeneration System Fuel Pressure Control Valve - 18 SOCKET 9X-3402
25 Cem To Application Chassis Return 14 SOCKET 126-1768
27 Aftertreatment ID Digital Signal 18 SOCKET 9X-3402
28 Aftertreatment ID Digital Return 18 SOCKET 9X-3402
Table 6.6 CEM 40 Way Connector Pin Allocation

6.2.3.3 ECU J1 Harness Breakdown

Figure 6.6 and Table 6.4 show the wiring schematic for connection of the module to the engine ECU J1 customer
interface connector. All wires should be 18 AWG. For 70-pin connector details, refer to Section 5.1.
6.2.4 C7.1 ACERT Cat Regeneration System Fuel Pump (ARD Fuel Lift Pump) and Relay
6.2.4.1 C7.1 ACERT Cat Regeneration System Fuel Pump Operation
The auxiliary regeneration device requires its own fuel pump to supply fuel for the active regeneration process to
take place.
The fuel pump is not supplied connected to the CEM and must be mounted on the application by the customer.
For more information regarding the mounting requirements for the pump please consult Section 8 of the
Mechanical A&I Manual.
There are two fuel pumps available, one for 12V applications and the other for 24V systems. Both pumps are
shown below, which also indicates the two different connectors used for each pump.
24V Fuel Pump with 2 pin Connector
12V Fuel Pump with 2 pin Connector
The electrical fuel lift pumps both require an unswitched fused battery supply connection. Both the 12V and 24V
pump options electrical characteristics are shown in Table 6.7 on the following page.

Power Requirements 12V 24V Units

Voltage 12 +/-2 24 +/-5 Volts DC
Minimum Voltage 9VDC 16VDC Volts DC
Maximum Voltage 18VDC 32VDC Volts DC
2-pin Control Signal 12 +/-2 24 +/-5 Volts DC
Fuse Rating 20 15 Amps
Max Current 24 12 Amps
Cable Size 12AWG 14AWG 14AWG
Table 6.7 Cat Regeneration System Fuel Lift Pump Electrical Requirements
6.2.4.2 C7.1 ACERT Cat Regeneration System Fuel Pump Configuration

No Cat ET configuration is required for this component. The Cat Regeneration System fuel pump is a mandatory
installed item for all C7.1 ACERT engines.
6.2.4.3 C7.1 ACERT Cat Regeneration System Fuel Pump Installation

Both the 12V and 24V fuel pumps provide a 2-pin connection for battery power supply connection. The 24V
option is fitted with a 2-pin amp seal connector and the 12V option is supplied with a 2-pin Deutsch connector. A
diagram of the two mating connectors is shown in Figure 6.7 and the part numbers for use in Table 6.8.
24V Connector
12V Connector
Figure 6.7 ARD Fuel Lift Pump Mating Connector

Description Cat Part Number

2-Way Deutsch Plug Key 177-9646
Wedge Lock 177-9647
Kit (Connector & Lock) 177-9648
Sockets 12AWG 7T-0094
2-Way Amp Seal Plug Key 4 281-8801
Sockets 14AWG 126-1768
Table 6.8 ARD Part Numbers
m
To operate the ARD fuel lift pump a relay is also required. The part numbers for the relay, base plate and terminals
is shown in Table 6.9. If a relay not supplied by Caterpillar is to be used, care must be taken to ensure that both
.co
the coil and the contacts are specified to cope with the electrical requirements detailed in Table 6.7.
es
Figure 6.8 Fuel Pump Control Relay
uid
The relay is specified to withstand temperatures of between –40°C and +85°C and must be mounted in a location
where this temperature will not be exceeded. The relay can withstand vibration levels up to 4.5 Grms and must
not be mounted to the engine. When fully assembled the relay has an IP rating of IP67. However, it is good
practice to ensure that the relay is mounted in a position which is not exposed to harsh abrasives or fluids. To
ensure that fluids do not collect around the base of the relay and the relay contacts, which cause corrosion, the
unit must be mounted so that the terminals are facing downwards.
-g
all
Figure 6.9 ARD Fuel Pump Control Relay Connector


12V Relay 115-1615
24V Relay 3E-5239
Plug Connector 9X-1054
12AWG Terminal 9X-1055
14-16AWG Terminal 9X-1056
Table 6.9
When installing the ARD fuel pump and relay the following relay contacts must be used along with the
corresponding Terminal as shown below:
T30 – Main Battery Supply Feed
T87 – Main Battery Feed to ARD Pump via N/O Contact
T85 – Relay Coil Control
T86 – Relay Coil Control
The wiring schematics for each of the two fuel pump voltage options are shown in Figure 6.10.
Figure 6.10 ARD Fuel Pump Wiring Schematics

6.2.5 Soot Sensor Box & Switched Battery Supply

The soot sensor box information is for C4.4 ACERT – C7.1 ACERT engines. Switched + battery supply must be
brought only to the soot sensor box. Refer to Section 6.4.1 for more information with regard to this component.
6.2.6 Air Inlet Temperature Sensor

The air inlet temperature sensor information is similar for all products. Refer to Section 6.4.2 for more information
with regard to this component.
6.2.7 J1939 CAN Terminating Resistors

Section 17.2 provides acceptable Cat terminating resistors. The customer may also supply their own terminating
resistor however they must comply with SAE J1939-11 physical layer.
6.3 C9.3 ACERT – C18 ACERT <750 hp/560 kW Emission Critical CEM
6.3.1 C9.3 ACERT – C18 ACERT <750 hp Active Regeneration System Overview
Figure 6.11 CEM Electrical Component Layout

The Clean Emissions Module (CEM) is capable of regenerating in two different modes of operation. These modes
are called high speed and low speed regeneration. The same CEM will be used for both modes and therefore the
installation requirements are very similar but not completely identical. All C9.3 ACERT – C18 ACERT <750 hp/
560 kW engines are supplied with the following components:
1. Clean Emissions Module made up of:

- Diesel Oxidation Catalyst (DOC)
- Diesel Particulate Filter (DPF)
- Cat Regeneration System
Note: The controls, actuators and sensing devices used to operate this system are supplied pre-wired to a
40-way CEM connector for ease of connection to the engine system. Included in this group of components
is the DPF ID module equivalent to the C4.4 ACERT and C6.6 ACERT engines. Since the DPF ID Module is
integrated into the CEM it is not necessary to address its wiring requirements individually.
3. Cat Regeneration System Fuel Supply System including:
- Cat Regeneration System Fuel Supply & Fuel Priming Pump (single pump)
- Fuel Flow Selection Valve
- Cat Regeneration System Supply/Fuel Priming Pump Relay
In addition, the customer must supply one 120-ohm termination resistor to complete the CAN data link connection
to the 12 pin OEM Connector PL-C3 of Figure 6.10 per SAE J1939-15 requirements. Refer to Section 17.2.2
“Connecting Modules to the CAN Data Link” for more details.
The connection of all components is the responsibility of the customer. Connection requirements are detailed
throughout this section.

The OEM wiring connection interface varies significantly based on the engine’s original build configuration. The
original build configuration is the same as the engine “as shipped” consist in TMI or SIS Web. The differences
predominately come as a result of Fuel Filter or CEM mounting options. The following sections provide specific
wiring instruction for the OEM for each possible engine/CEM “as built” configuration.
Engine system configurations that have engine and CEM “Shipped Loose” or requiring engine to CEM interface
connections by the OEM are called “Not-Installed CEM” configurations. Those engine systems that are “shipped
as one unit” have different OEM interface requirements and are referred to as “Installed CEM” configurations. An
example of this would be IPU applications. These applications have unique OEM interface requirements. Both of
these engine systems are shown over the next several pages to detail the OEM interface.
6.3.2.1 Engine System Configurations “Not-Installed CEM”

The bulk of the engine aftertreatment connections are made via the CEM 40-way to the engine 40-way connector,
which is attached to the engine wiring harness. The pin and socket connection lists for all connectors are
shown in Tables 6.10, 6.11, 6.12, 6.13, and 6.14. However, some components require application specific mounting
locations. These components are connected to the engine ECU J2 connector via the 40-way engine side
receptacle and in some cases require a connection back to battery via the customer’s interconnection harnesses.

ECU
Figure 6.12 C9.3 ACERT – C18 ACERT <750 hp/560 kW

Emissions Critical Layout Diagram (“Not-Installed CEM”)

To Engine To Cat CEM

Harness 324- 6266 324 - 6266
16ga.
Cat CEM +5 V Supply 1 1 Cat CEM +5V Supply
16ga.
Cat CEM Return 2 2 Cat CEM Return
Cat CRS Main Fuel Pressure 3 18ga. 3 Cat CRS Main Fuel Pressure
DPF Intake Pressure 4 18ga. 4 DPF Intake Pressure
Flame Detect Temperature 5 18ga. 5 Flame Detect Temperature
DPF Intake Temperature 6 18ga. 6 DPF Intake Temperature
18ga.
DPF# 1 Differential Pressure Sensor 7 7 DPF # 1 Differential Pressure Sensor
Aftertreatment Secondary Air Pressure 8 18ga. 8 Aftertreatment Secondary Air Pressure
9 9
CRS Nozzle Heater Relay 10 18ga. 10 CRS Nozzle Heater Relay
11 11
12 12
16ga.
CRS Ignition Transformer Primary 13 13 CRS Ignition Transformer Primary
16ga.
CRS Ignition Transformer Primary Return 14 14 CRS Ignition Transformer Primary Return
CRS Pilot Fuel Valve 15 18ga. 15 CRS Pilot Fuel Valve
m
CRS Main Fuel Valve 16 18ga. 16 CRS Main Fuel Valve
Fuel Pump Manual Switch ( Optional) 17 18ga. 17
18ga. 14ga.
Fuel Pump Man . Sw. Return ( Optional) 18 18 Switched Battery + to CEM
Cat CRS Fuel Selection Actuator Return 19 18ga. 19 Cat CRS Fuel Nozzle Heater Return
Cat CRS Pilot Fuel Pressure 20 18ga. 20 Cat CRS Pilot Fuel Pressure
Cat CRS Pilot Fuel Valve 21 18ga. 21 Cat CRS Pilot Fuel Valve
Cat CRS Pilot Fuel Valve Return 22 18ga. 22 Cat CRS Pilot Fuel Valve Return
CAN + 23 18ga. 23 CAN +
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CAN - 24 18ga. 24 CAN-
Fuel Pump Power (from Relay) 25 14ga. 14 ga. Batt -
25
Fuel Pump Relay Control 18ga.
26 26
Aftertreatment ID 27 18ga. 27 Aftertreatment ID
Aftertreatment ID Return 28 18ga. 28 Aftertreatment ID Return
14ga.
Batt - 29 29
Fuel Temperature Sensor ( Rem) 30 18ga. 30
Fuel Pressure Sensor Before Filter ( Rem) 31 31
Fuel Pressure Sensor After Filter ( Rem) 32 18ga. 32
Cat CRS Fuel Selection Actuator 33 18ga. 33
14 ga.
34 34 Switched Battery +
35 35 CEM Ground
14 ga.
es
36 36
37 37
38 38
39 39
40 40
OEM Connector12 Pin - 241-8835 PL-C3 Secondary Fuel Filter Base Connector
– 230 - 5010
Fuel Pump Relay Control 1 PL-C4
Fuel Pump Relay Control Return 2 1 Fuel Pressure Sensor +5V
Fuel Priming Pump Ground 3 2 Fuel Pressure / Temperature Sensor Return
4 3 Fuel Pressure Sensor Sig ( After Filter - Remote)
uid
SAE Termination Resistor

5 4 Fuel Temperature Sensor Sig (Remote )
Fuel Pump Power (from relay ) 6 5 Fuel Pressure Sensor Sig (Before Filter - Remote)
(C9. 3 Only)
Ground from CEM 7 6
Switched Battery + 8 Primary Fuel Filter Base Connector
- 239 - 7349
PL-C2
9
Fuel Pump Manual Switch 10 1 Fuel Pump Manual Switch
Fuel Pump Manual Switch Return 11 2 Fuel Pump Manual Switch Return
12 3 Cat RS Fuel Selection Actuator
4 Cat RS Fuel Selection Actuator Return
OEM Provided Wiring:

Application Specific Relative to the Primary and Secondary Fuel Filter Location:
A .) Both On Engine,
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B .) Both Off Engine,

C .) Just Primary Off Engine
D.) Right Side Secondary On Engine
(Wiring Details for each location follows.)
all

Active Regeneration System Wiring Diagram (“Not-Installed CEM”)
The 12-pin OEM connector provides interface connections to customer responsible connections with the
various options on engine systems purchased without the CEM installed (“Not-Installed CEM”). This is outlined
in Figure 6.13.
The engine 40-pin to CEM 40-pin interconnect harness may be provided as an optional attachment. Two standard
lengths will be available. In addition, Cat part number 353-2568 Connection Gp. - Electrical provides plugs,
receptacles; sockets etc. (not including wire) to create a custom length interconnect harness similar to the part
numbers shown in Table 6.10.

Harness Part # Overall Length Voltage

351-1682 2.5 m 12/24
348-5800 4.0 m 12/24
Table 6.10 Engine 40-pin to CEM 40-pin Cat Interconnect Harness Part Numbers
In addition, harnesses to connect the 4 and 6 pin primary and secondary fuel filters respectively, shown in Figure
6.13, are available as optional attachments. Table 6.11 details the options available. These harnesses are only
necessary when remote mounting the primary and/or secondary fuel filters.
Cat Harness Harness Connecting Voltage

Harness Length
Part Number From Engine to CEM Interconnect to:
351-1690 Primary Fuel Filter 2.0 m 12
351-1694 Secondary Fuel Filter 2.0 m 12/24
Table 6.11 Primary and Secondary Remote-Mount Fuel Filter Connection Harness Part Numbers
Note: A J1939 termination resistor is required at each end of the network. The network length is limited to
131 ft. (40 m) and maximum length of cable from network to control is 3.3 ft (1 m) for SAE J1939-11 and
9.9 ft (3 m) for SAE J1939-15. SAE J1939-15 is the default physical layer used.

OEM Wiring for On- Engine Primary and

Left Side Secondary Fuel Filters
Note C
To ECU Customer
Interface Connector J 1
Interconnect Harness
(Refer
Refer to Fig
Fig.6.10)
6.13
Se c o n d a ry Fu e l Fi l te r Ba s e
To J1 To J1 To PJ - C1 (ECU ) and PJ - C2 (CEM ) Co n n e c to r – 2 3 0 -5 0 1 0
Swit ched Pin 18 Pin 14 P L- C4

P L- C3
B at t + 241- 8834 241- 8835
1 Fuel Pump Relay Control
Fuel Pump Relay

86 85 Return
3 Fuel Priming Pump Ground
Fuse 30 87
30A/12 V 4 CAN +
20A/24 V
Note B
5 CAN -
6 Fuel Pump Power (from relay)
7 Ground from CEM

20 A Fuse
Note A 8 Switched Battery +
Pri m a ry Fu e l Fi l te r Ba s e
Co n n e c to r - 2 3 9 - 7 3 4 9
9
Bat t -
10 Fuel Pump Manual Switch
11 Fuel Pump Manual Switch Return
12
PL- C2
No OEM Connection
Not e A : Pin 8 m ust be connect ed t o a swit ched bat t ery source capable of providing 13 A cont inuously
NOTE A: Pin 8 must be connected to a switched battery source capable of providing 13 A continuously. Required
Switched
Not e B : A Batt + directly
n SA E J 1939/15 specif iedfrom the wit
cable keyswitch
h Term inatis required
ion Resistfor CEM power
or connect circuit
s t o pins (pin58).
4 and of The fuel
12 Pin pump or PL-C3.
Connect
relay load side requires 12 Amps (24V) or 22 Amps (12V). The fuel pump circuit can be supplied with switched
Not e C: A ll C 9. 3 – C 18 (<750 HP ) engines will not necessarily of f er remot e primary and / or remot e secondary opt ions .
or unswitched power. It is important to note that the keyswitch must be sized to include the fuel pump circuit
Review t he Indust
when rial Price
switched list f orisapplicable
power compat
used for both ibilit y Circuit protection is recommended for both circuits as indicated.
circuits.
NOTE B: An SAEJ 1939/15 specified cable with termination resistor connects to pins 4 and 5 of 12 Pin Connector PL-C3.
NOTE C: All C9.3 ACERT – C18 ACERT (<750 hp) engines will not necessarily offer remote primary and/or remote secondary options.
Review the Industrial Price list for applicable compatibility.
Figure 6.14 OEM Wiring for On-Engine Primary and Left Side Secondary Fuel Filters

OEM Wiring for On - Engine Primary and

Right Side Secondary Fuel Filters
Note C
To ECU Customer
Interface Connector J1
Interconnect Harness
( Refer
Referto
toFig 6.10
Fig. )
6.13
To J1 To J1 Secondary Fuel Filter

To PJ -C 1(ECU ) and PJ - C2 (CEM ) Base Connector –
Swit ched Pin 18 Pin 14 230- 5010
PL-C3
B at t + 241 -8834 241- 8835 PL- C4

Fuel Pump Relay
86 85 Return
Fuse 30 87
30A/12 V 4 CAN +
20A/24 V Note B
OEM to connect
5 CAN - Secondary Fuel
Filter JL - C4 to PL- C4
6 Fuel Pump Power (from relay) on Engine to CEM
Jumper Harness
351- 1682 (2.5 m) or
7 Ground from CEM
348- 5800 (4.0 m).
20 A Fuse Note A 8 Switched Battery +
Primary Fuel Filter Base
Connector - 239- 7349
Batt - 9
12
No OEM Connection
Required
PL-C2
Not e A : Pin 8 m ust be connect ed t o a swit ched bat t ery source capable of providing 13 A cont inuously
Not e B : A n SA E J1939/ 15 specif ied cable wit h t erminat ing resist or must be used t o connect t o pins 4 & 5 of 12 pin connect or PL-C3.
Not e C : A ll C9.3 ACERT – C18 ACERT (<750 hp) engines will not necessarily of f er remot e primary and/ or remot e secondary opt ions
Review t he Indust rial Price list f or applicable compat ibilit y
Figure 6.15 OEM Wiring for On-Engine Primary and Right Side Secondary Fuel Filters

OEM Wiring for Remote Primary Fuel Filter and

Remote Secondary Fuel Filter
Note C
Must be connected to
OEM Wiring ECU Cust omer Interconnect Harness
Int erf ace Connect or Refer
(Refer to Fig.6.10
to Fig 6.13)
J1
To J1 To J1 To PJ -C1 (ECU ) and PJ -C 2 (CEM)
Swit ched Pin 18 Pin 14 PL -C3 PL - C4 FM -C1
B at t + 241 -8834 241 -8835

Fuel Pump Relay Fuel Pump Relay Control
2
86 85 Return

Fuse 30 87
30 A/12V 4 CAN +
20 A/24V Fuel Jumper
5 CAN - Note D
Note B
6 Fuel Pump Power
7 Ground from CEM

FM- C2 FJ -C1 FJ -C4
20 A Fuse Note A 8 Switched Battery + 1 1
+5 V
2
Ret
9 Seco n d ary 2 3
S ig
10 Fuel Pump Manual Switch Fu el Fi l ter 3
Fuel Pressure
Base Sensor
B at t - 11 Fuel Pump Manual Switch 4
Return
12 5 FJ- C2
1
S ig
6
2
Ret
Deutsch Pri m ary Fu el Fuel
DT06
Fi l ter Base Temperature
B lack
Sensor
1 1
FJ -CX
PL -C2 1
2 2 Fuel Pump +5 V
1 Manual Switch 2 Ret
FP-C5 3 S ig
2
CRS Selection Diff Fuel Pressure
3 Sensor
FP-C2 Valve (C9.3 ACERT Only)
B lack
4 1 1
Pri m a ry Fu e l Fi l te r Ba s e
2 2
Co n n e c to r - 2 3 9 -7 3 4 9
FP- C1 Amp
776427 -2
Fuel Jumper
P Note D FP-C3 Fuel Pump
G r ey
1 1
+
Motor
2
Deutsch
2
-
DTP06
Not e A : Pin 8 must be connect ed t o a swit ched bat t ery source capable of providing 13 A cont inuously
Not e B : A n SA E J 1939-15 specif ied cable wit h Terminat ing Resist or must be used t o connect pines 4 and 5 t o t he 12 pin connect or PL-C3.
Not e C: A ll C9.3 ACERT – C18 ACERT (<750 hp) engines will not necessarily of f er remot e primary and/or remot e secondary opt ions. Review t he Indust rial
Price list f or applicable compat ibilit y.
Not e D: Ref er t o Table 6.15 f or f uel jumper part numbers
Figure 6.16 OEM Diagrams for Remote-Mounted Fuel Filters

OEM Wiring for Remote Primary Fuel Filter

and
Left Side On-Engine Secondary Fuel Filter
Note C
Must be connect ed t o
ECU Cust omer Int erf ace
OEM Wiring
Connect or J1. Interconnect Harness
(Refer to
Refer to Fig
Fig.6.10)
6.13 Se c o n d a ry Fu e l Fi l te r
Ba s e Co n n e c to r –
To J1 To J1 To PJ -C1 (ECU) and PJ - C2 (CEM ) 2 3 0 -5 0 1 0
m
Swit ched Pin 18 Pin 14 PL -C3 PL-C4
B at t + 241- 8834 241 -8835
Fuel Pump Relay

2 Fuel Pump Relay Control Return
.co
86 85
Fuse Std . 30 87
Note B
30A/12 V 4 CAN +
20A/24 V
5 CAN -
6 Fuel Pump Power (from relay)
7 From CEM Ground
20 A Fuse Note A
es
8 Switched Battery +

No OEM Connection
B at t - 11 Fuel Pump Manual Switch Return Required
12
uid
Pri m ary Fu el
Deutsch
Fi l ter Base
DT06 B lack
1 1
PL -C2
2 2
1 Fuel Pump
Manual Switch
-g
2 FP-C5
CRS Selection
3
FP-C2 Valve
B lack
4 1 1
Pri m a ry Fu e l Fi l te r Ba s e 2 2
Co n n e c to r - 2 3 9 -7 3 4 9
FP-C1 Amp
all
776427 -2
Fuel Jumper
FP-C4 Note D FP-C3 Fuel Pump
+
G r ey
1 1
Motor
-
2 2
Deutsch
DTP 06
Not e A : Pin 8 must be connect ed t o a swit ched bat t ery source capable of providing 13 A cont inuously
Not e B : A n SA E J1939-15 specif ied cable wit h Terminat ing Resist or must be used t o connect pins 4 and 5 of t he 12 pin connect or PL-C3
Not e C: A ll C9.3 ACERT – C18 ACERT (<750 hp) engines will not necessarily of f er remot e primary and / or remot e secondary opt ions. Review t he Indust rial Price list f or
applicable compat ibilit y .
Figure 6.17 OEM Diagrams for Remote Primary Fuel Filter and
Left Side On-Engine Secondary Fuel Filter

OEM Wiring for Remote Primary Fuel Filter

and
Right Side On - Engine Secondary Fuel Filter
Note C
Must be connect ed t o
ECU Cust omer Int erf ace
OEM Wiring
Connect or J 1. Interconnect Harness
(Referto
Refer toFig.
Fig 6.13
6.10 )
To J1 To J 1 To PJ -C1 (ECU ) and PJ -C 2 (CEM)

Secondary Fuel Filter
Base Connector –
Swit ched Pin 18 Pin 14 PL-C3 230 -5010
B at t + 241- 8834 241-8835 PL - C4

Fuel Pump Relay
2 Fuel Pump Relay Control Return
86 85
Fuse 30 87
Note B
30A/12 V 4 CAN +
20A/24 V
5 CAN - OEM to connect
Secondary Fuel
6 Fuel Pump Power ( from relay )
Filter JL -C 4 to PL -
7 From CEM Ground C4 on Engine to
20A Fuse CEM Jumper
Note A
8 Switched Battery + Harness 351 -1682
(2.5 m) or 348 -
9
5800 (4.0 m).
B at t - 11 Fuel Pump Manual Switch Return
12
Pri m ary Fu el
Deutsch
Fi l ter B ase
DT 06 Black
1 1
PL -C2
2 2
1 Fuel Pump
Manual Switch
2 FP-C5
CRS Selection
3 Valve
FP-C2
Black
4 1 1
Pri m a ry Fu e l Fi l te r Ba s e 2 2
Co n n e c to r - 2 3 9 -7 3 4 9
FP-C1 Amp
776427 - 2
Fuel Jumper
FP-C4 Note D FP-C3 Fuel Pump
+
G r ey
1 1
Motor
2
Deutsch
2
-
Not e A : P in 8 must be connect ed t o a swit ched bat t ery source capable DTP06
of providing 13 A cont inuously
Not e B : A n SA E J 1939-15 specif ied cable wit h t erminat ing resist or must be used t o connect pins 4 and 5 of t he 12 pin connect or PL-C3
Not e C: A ll C9.3 ACERT – C18 ACERT (<750 hp) engines will not necessarily of f er remot e primary a nd /or remot e secondary opt ions. Review t he
Indust rial Price list f or applicable compat ibilit y
Figure 6.13.1 OEM Diagrams for Remote Primary Fuel Filter and
Figure 6.18 OEM Diagrams for Remote Primary Fuel Filter and
RightRight
SideSide
On-Engine Secondary
On-Engine Secondary Fuel Fuel
Filter Filter

6.3.2.2 Engine System Configurations “Installed CEM”
These configurations are different from “Not-Installed CEM” arrangements and their applications have unique
OEM interface requirements. An example of this would be IPU applications.
Engine systems purchased with the CEM installed (“Installed CEM”) do not have a 12-pin connector for customer
wiring. Engines purchased with installed aftertreatment have provisions for providing switched power to the CEM
and for wiring the fuel pump switch, and fuel pump relay. The following interface connection diagrams detail
these options.
ECU J2

Emissions Critical Layout Diagram (“Installed CEM”)
Specific installation details for the customer-installed components as above are shown in this section in the
figures below. For mechanical installation instructions please refer to the Mechanical A&I Guide.

To Engine
Harness 324-6266 324-6266 To Cat CEM
C1 16 ga. C5
Cat CEM + 5 V Supply 1 1 Cat CEM + 5 V Supply
16 ga.
Cat CEM Return 2 2 Cat CEM Return
18 ga.
Cat CRS Main Fuel Pressure 3 3 Cat CRS Main Fuel Pressure
18 ga.
DPF Intake Pressure 4 4 DPF Intake Pressure
18 ga.
Flame Detect Temperature 5 5 Flame Detect Temperature
18 ga.
DPF Intake Temperature 6 6 DPF Intake Temperature
18 ga.
DPF # 1 Differential Pressure Sensor 7 7 DPF #1 Differential Pressure Sensor
18 ga.
Aftertreatment Secondary Air Pressure 8 8 Aftertreatment Secondary Air Pressure
18 ga.
CRS Air Position 9 9 CRS Air Position
18 ga.
CRS Nozzle Heater Relay 10 10 CRS Nozzle Heater Relay
18 ga.
18 ga.
16 ga.
CRS Ignition Transformer Primary 13 13 CRS Ignition Transformer Primary
16 ga.
CRS Ignition Transformer Primary Return 14 14 CRS Ignition Transformer Primary Return
18 ga.
CRS Pilot Fuel Valve 15 15 CRS Pilot Fuel Valve
18 ga.
CRS Main Fuel Valve 16 16 CRS Main Fuel Valve
17 17
12/14 ga
18 18 Switched Battery + to CEM
18 ga.
Cat CRS Fuel Selection Actuator Return 19 19 Cat CRS Fuel Nozzle Heater Return
18 ga.
Cat CRS Pilot Fuel Pressure 20 20 Cat CRS Pilot Fuel Pressure
18 ga.
Cat CRS Pilot Fuel Valve 21 21 Cat CRS Pilot Fuel Valve
18 ga.
Cat CRS Pilot Fuel Valve Return 22 22 Cat CRS Pilot Fuel Valve Return
CAN + 23 18 ga. 23 CAN +
CAN - 24 18ga. 24 CAN -
Fuel Pump Power (from Relay) 14 ga. 12/14 ga
25 25 Batt -
18ga.
Fuel Pump Relay Control 26 26
Aftertreatment ID 27 18ga. 27 Aftertreatment ID
Aftertreatment ID Return 28 28 Aftertreatment ID Return
18ga. 12/14
. ga
Batt - 29 29
18 ga.
Fuel Temperature Sensor (Rem) 30 30
18ga .
Fuel Pressure Sensor Before Filter (Rem) 31 31
18 ga.
Fuel Pressure Sensor After Filter (Rem) 32 32
18 ga.
Cat CRS Fuel Selection Actuator 33 33
12/14 ga
34 34 Switched Battery +
35 12/14 ga 35 CEM Ground
36 36
37 37
38 38
39 39
40 40
C9 12V Fuel Filter Interface
Fuel Pump Relay C11 ACERT
1 ARD Pump
BATT+ 1
2 ARD Pump Return
ARD Fuel Pump Relay Control Ground 2
ARD Fuel Pump Relay Control 3
Load from Relay 4 C8 24V Fuel Filter Interface
1 ARD Pump
Fused Customer Power C14 ACERT
2 ARD Pump Return
BATT+ 1
BATT- 2 C2 Primary Fuel Filter Interface
Priming Switch from J1 C15 ACERT 1 Fuel Pump Manual Switch

Priming Pump (Key On) 1
3 Cat RS Fuel Selection Actuator
Switch Return 2
4 Cat RS Fuel Selection Actuator Return
Terminal Resistor C13 ACERT C3 RH Secondary Fuel Filter

J1939 CAN+ A 1 Fuel Pressure Sensor +5V
J1939 CAN- B 2 Fuel Pressure/Temperature Sensor Return
C 3 Fuel Pressure Sensor Sig (After Filter-Remote)
4 Fuel Temperature Sensor Sig (Remote)
5 Fuel Pressure Sensor Sig (Before Filter-Remote)
6
(C9.3 ACERT Only)
C9.3 ACERT – C18

C9.3 ACERT
– C18 IPU Engine
IOPU EnginetotoCEM
CEMInterconnect Harness
Interconnect
Harness
Active Regeneration System Wiring Diagram (“Installed CEM”)

C9.3 ACERT – C18 ACERT IPU Installed Primary and

Installed Secondary Fuel Filter
Figure 6.21 OEM Diagrams for IPU Installed Primary

and Secondary Fuel Filter
C9.3 ACERT IPU Installed Primary and Remote Secondary Fuel Filter
C9.3 ACERT Only

(Remote Secondary Filter
Not Offered for C13 ACERT,
C15 ACERT, or C18 ACERT)
Figure 6.22 OEM Wiring for IPU Installed Primary and Remote Secondary Fuel Filter

C9.3 ACERT IPU Remote Primary and Remote Secondary Fuel Filter
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Figure 6.23 OEM Wiring for C9.3 ACERT IPU Remote Primary and Secondary Fuel Filter
C9.3 ACERT – C18 ACERT IPU Remote Primary and Installed Secondary Fuel Filter
uid
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Figure 6.24 OEM Wiring for IPU Remote Primary and Installed Secondary Fuel Filter

C9.3 ACERT Interconnect Harness

C13 ACERT Interconnect Harness

C15 ACERT – C18 ACERT IPU Interconnect Harness

6.3.3 Jumper Harness Connector Breakdown

6.3.3.1 40-Way Engine Side Harness Connector Breakdown
40-pin Plug Cat Part Number 324-6266
Pin Engine 40 Way Connector Assignment Wire Gauge Terminal Part Number
3 Cat Regeneration System Fuel Main Pressure Sensor 18 SOCKET 9X-3402
4 DPF Intake Pressure 18 SOCKET 9X-3402
Cat Regeneration System Combustion Detection Temperature
5 18 SOCKET 9X-3402
Sensor
6 DPF Inlet Temperature Sensor 18 SOCKET 9X-3402
7 DPF #1 Differential Pressure Sensor 18 SOCKET 9X-3402
9 NOT USED - PLUG 8T-8737
10 Cat Regeneration System Hot Nozzle 18 SOCKET 9X-3402
11 NOT USED PLUG 8T-8737
15 Cat Regeneration System Pilot Fuel Pressure Control Valve + 18 SOCKET 9X-3402
16 Cat Regeneration System Main Fuel Pressure Control Valve + 18 SOCKET 9X-3402
Fuel Pump Manual Switch (Application Dependent – can be
17 18 SOCKET 9X-3402
done on J1 instead)
Fuel Pump Manual Switch Return (Application Dependent – can
18 18 SOCKET 9X-3402
be done on J1 instead)
19 Cat Regeneration System Fuel Selection Actuator Return 18 SOCKET 9X-3402
21 Cat Regeneration System Pilot Fuel Control Valve + 18 SOCKET 9X-3402
22 Cat Regeneration System Pilot Fuel Control Valve Return 18 SOCKET 9X-3402
23 CAN +, 18 SOCKET 9X-3402
24 CAN -, 18 SOCKET 9X-3402
25 Fuel Pump Power (from relay) 14 SOCKET 126-1768
26 Fuel Pump Relay Control 18 SOCKET 9X-3402
29 Battery - 14 SOCKET 126-1768
30 Fuel Temperature Sensor (if remote) 18 SOCKET 9X-3402
31 Fuel Pressure Sensor Before Filter (if remote) 18 SOCKET 9X-3402
32 Fuel Pressure Sensor After Filter (If remote) 18 SOCKET 9X-3402
33 Cat Regeneration System Fuel Selection Valve Actuator 18 SOCKET 9X-3402
Table 6.12 Engine Harness 40 Way CEM Connector Pin Allocation

6.3.3.2 40-Way CEM Side Harness Connector Breakdown
Pin 40 Way Cem Pin Assignment Wire Gauge Terminal Part Number

3 Cat Regeneration System Fuel Main Pressure Sensor 18 SOCKET 9X-3402
4 DPF Intake Pressure 18 SOCKET 9X-3402
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5 Cat Regeneration System Combustion Detection Temperature Sensor 18 SOCKET 9X-3402
6 DPF Inlet Temperature Sensor 18 SOCKET 9X-3402
7 DPF #1 Differential Pressure Sensor 18 SOCKET 9X-3402
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10 Cat Regeneration System Hot Nozzle Relay 18 SOCKET 9X-3402
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15 Cat Regeneration System #2 (Main) Fuel Pressure Control Valve + 18 SOCKET 9X-3402
16 Cat Regeneration System #2 (Main) Fuel Pressure Control Valve Return 18 SOCKET 9X-3402
17 NOT USED - SOCKET 9X-3402
18 Switched + Battery to CEM (Nozzle Heater) 14 SOCKET 9X-3402
19 Cat Regeneration System Nozzle Heater Relay Return 18 SOCKET 9X-3402
uid

21 Cat Regeneration System Pilot Fuel Control Valve + 18 SOCKET 9X-3402
22 Cat Regeneration System Pilot Fuel Control Valve Return 18 SOCKET 9X-3402
23 CAN +, 18 SOCKET 9X-3402
24 CAN -, 18 SOCKET 9X-3402
25 CEM Frame Ground (Battery -) 14 SOCKET 126-1768
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29 Batt - 14 SOCKET 126-1768
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34 Cat Regeneration System Air Flow Controller, Battery + 14 SOCKET 9X-3402
Table 6.13 CEM 40 Way Connector Pin Allocation

6.3.3.3 12-Way Breakout Harness Connector Breakdown (“Not-Installed CEM” Engine System Only)
12-pin Receptacle Cat Part Number 241-8835

12-pin Plug (mating connector) Cat Part Number 241-8834
PIN 12-pin Break-Out Assignment Wire Gauge Terminal Part Number

1 Fuel Pump Relay Control 18 PIN 144-1636
2 Fuel Pump Relay Return 18 PIN 144-1636
Battery – (Application Dependent – Fuel Pump Ground or
3 14 PIN 126-1767
Ground from CEM)
4 CAN + (Term. Resistor) 18 PIN 144-1636
5 CAN - (Term. Resistor) 18 PIN 144-1636
6 Fuel Pump Power From Relay (for engine mounted pumps) 14 PIN 126-1767
Fuel Pump Ground (for engine mounted pumps) or Ground
7 14 PIN 126-1767
from CEM (Application Dependent)
8 Switched Battery + 14 PIN 126-1767
10 Fuel Pump Manual Switch 18 PIN 144-1636
11 Fuel Pump Manual Switch Return 18 PIN 144-1636
Table 6.14 – 12 Pin Break-Out Connection Pin Allocation
6.3.3.4 6-Way Breakout Harness Connector Breakdown
Secondary Fuel Filter (Both “Not-Installed CEM” & “Installed CEM”)

6-pin Receptacle (mating connector) Cat Part Number 230-5011
Pin 6-Pin Break-Out Assignment Wire Gauge Terminal Part Number
1 Fuel Pressure Sensor 5V Supply 16 SOCKET 126-1766
2 Fuel Pressure/Temperature Sensor Return 16 SOCKET 126-1766
3 Fuel Filter Pressure Sensor – After Filter (if remote mounted) 18 SOCKET 126-1766
4 Fuel Temperature Sensor (if remote mounted) 18 SOCKET 126-1766
5 Fuel Filter Pressure Sensor – Before Filter (if remote mounted) 18 SOCKET 126-1766
Table 6.15 – 6 Pin Secondary Fuel Filter Connection Pin Allocation

Primary Fuel Filter (Both “Not-Installed Cem” & “Installed Cem”)

Pin 4-pin Break-out Assignment Wire Gauge Terminal Part Number

1 Fuel Pump Manual Switch 18 SOCKET 126-1766
2 Fuel Pump Manual Switch Return 18 SOCKET 126-1766
3 Cat Regeneration System Fuel Selection Actuator 18 SOCKET 126-1766
4 Cat Regeneration System Fuel Selection Actuator Return 18 SOCKET 126-1766
Table 6.16 – 4-pin Primary Fuel Filter Connection Pin Allocation
Fuel Pump Relay (“Installed Cem”)

4-Pin Receptacle Cat Part Number 230-7350
4-Pin Plug (mating connector) Cat Part Number 239-7349
Pin 4 Pin Break-Out Assignment Wire Gauge Terminal Part Number

1 Not Used – – –
2 ARD Fuel Pump Control 18 Pin 126-1767
3 Relay Control Ground 18 Pin 126-1767
4 Load from Relay 14 Pin 126-1767
Table 6.17 – 4 Pin Fuel Pump Relay Connection Pin Allocation
Fused Customer Power (“Installed Cem”)

Pin 2 Pin Break-Out Assignment Wire Gauge Terminal Part Number

1 Battery + 12 Socket 7T-0094
2 Battery - 12 Socket 7T-0094
Table 6.18 – 2 Pin Fused Customer Power Connection Pin Allocation

6.3.4 Cat Regeneration System & Fuel Priming Pump Operation C9.3 ACERT –
C18 ACERT <750 hp/560 kW
6.3.4.1 Cat Regeneration System & Fuel Priming Pump Operation
The fuel supply for the Cat Regeneration System is obtained from the engine’s primary fuel system. The Cat
Regeneration System fuel supply is taken after the engine’s primary fuel filter. An electric Cat Regeneration
System pump is used to provide regulated fuel to the Cat Regeneration System combustion head located on
the CEM.
The main component of this fuel system design is the Cat electric priming and regeneration unit. This unit
integrates the engine primary fuel filter base and an electric pump that is used for the Cat Regeneration System
fuel supply and engine priming. It also contains a pressure regulator for the Cat Regeneration System fuel supply,
a two-way valve for switching from priming mode to Cat Regeneration System mode, and a check valve to prevent
back flow during priming. The Cat electric priming and regeneration unit is uniquely designed for this application
and cannot be replaced with other units.
The Cat electric priming and regeneration unit is made up of 4 components:
1. Electric Fuel Pump. This pump is integrated into the primary fuel filter head. The pump performs two functions.
– Supplies fuel to the Cat Regeneration System during regeneration.
– Acts as the engine fuel system’s priming pump. This function replaces previously supplied hand-operated
manual fuel priming pumps.
Note: Consult the Fuel System section of the Mechanical A&I Guide for more information regarding the
mounting requirements for the pump.
2. Fuel Flow Selection Valve. This selection valve is integrated into the primary fuel filter head. This valve opens
a flow path to the engine for priming purposes. The ECU controls this valve. If there is no signal provided by the
ECU, then the valve will provide for Cat Regeneration System operation, but not for fuel priming. This provides
the ability to run the Cat Regeneration System if there is any problem with the electrical system or components.
3. Fuel Pump Relay. The ECU triggers this relay. It is triggered either when the Cat Regeneration System becomes
active or when the manual fuel priming pump switch has been activated.
Note: The manual priming pump switch will prime the engine only when the switched power (keyswitch) is on.
4. Manual Fuel Priming Pump Switch. A manual fuel priming pump switch is part of the Caterpillar supplied
primary fuel filter head. There is no functional requirement to add a second switch. However, if the customer
desires, a second, customer-supplied, manual fuel priming pump switch may be provided. This may be
desirable so that a fuel priming pump switch may be remotely located such as in an operator cab. There are
multiple places to connect this switch. They will be discussed in the installation section.
When a regeneration of the DPF is necessary, the ECU will activate the Cat Regeneration System fuel pump via the
fuel pump relay. The pump will then supply high-pressure fuel to the Cat Regeneration System. The fuel pump will
operate until the regeneration is finished. Once the regeneration has finished, the ECU will deactivate the pump.

When it is necessary to manually prime the engine’s fuel system, the ECU must have its switched power
(keyswitch) on and it must receive a manual input from an operator. The manual input can come from the
momentary switch provided on the primary fuel filter head or from a customer-supplied switch. Once the ECU
receives this input and there are no diagnostic codes present, it will shift the fuel selection valve and start the
fuel pump. At this point the engine and CEM fuel systems are priming. The fuel priming pump will only operate for
a predetermined time each time the momentary manual fuel priming pump switch is held on. The switch must be
released before another priming event can take place. The system will continue to allow the pump to operate the
predetermined time for multiple priming events. Once the priming event has completed the last timeout, the fuel
pump will stop and the fuel flow selection valve will return to Cat Regeneration System mode position. There are
two fuel pumps available, one for 12V applications and the other for 24V systems.
(B2)
Figure 6.25 Cat Regeneration System Fuel Lift Pump (12V & 24V)

Cat Electric Priming and Regeneration Unit
Cat Electric Cat Regeneration
Combustion Head Priming and System Pump
Fuel Regeneration Unit
Manifold Fuel Fuel line

1900 +/- 120 kPa from fuel tank
Selection
CEM Valve
Transfer
Pump From Tank
Fuel line to engine
m
Schematic 6.1 C9.3 ACERT – C18 ACERT <750 hp/560 kW Cat Regeneration System Fuel System
with Cat Electric Priming and Regeneration Unit
The Cat Regeneration System fuel pump will always be supplied with a manual priming switch and a fuel
.co
selection valve. Part numbers are shown in Table 6.18.
6.3.4.2 Cat Regeneration System & Fuel Priming Pump Configuration

No Cat ET configuration is required for this component. The Cat Regeneration System fuel pump is a mandatory
installed item for all C9.3 ACERT – C18 ACERT <750 hp engines.
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6.3.4.3 Cat Regeneration System & Fuel Priming Pump Installation
All electrical fuel lift pumps require direct fused supply direct back to the application battery. Both the 12V and
24V pump options electrical characteristics are shown in Table 6.17.
Power Requirements 12V 24V Units Description

uid
Voltage 12 +/-2 24 +/-5 Volts DC

Minimum Voltage 9VDC 16VDC Volts DC
Maximum Voltage 18VDC 32VDC Volts DC
2-pin Control Signal 12 +/-2 24 +/-5 Volts DC
Fuse Rating 30 20 Amps Standard Fuse Type
Max Current 24 12 Amps
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Cable Size 12AWG 14AWG
Table 6.19 Cat Regeneration System Fuel Lift Pump Electrical Requirements
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12V Pump (C9.3 ACERT – C18 ACERT) 348-6959
2 Way Deutsch Plug 177-9646 DTP06-2S-E003
Wedge Lock 177-9647 WP-2S
Kit (connector & lock) 177-9648 N/A
Sockets 12AWG 7T-0094 0462-203-12141
24V Pump (C9.3 ACERT – C18 ACERT) 348-6960
2 Way Amp Seal Plug Key 4 281-8801 776427-4
Sockets 14AWG 126-1768 0462-209-1631
Table 6.20 Cat Regeneration System Fuel Pump Part Numbers

Both the 12V and 24V fuel pumps provide a 2-pin connection for main fused battery power supply. The 24V option
is installed with a 2-pin Amp Seal connector and the 12V option is supplied with a 2-pin Deutsch connector. A
diagram of the two mating connectors is shown in Figure 6.26 and the part numbers for use in Table 6.18.
The Figure 6.12 shows generic wiring for the fuel pump. Table 6.17 indicates wire size and fuse recommendations
for the two different voltage systems.
24V Connector 281-8801
12V Connector 177-9648
Figure 6.26 Cat Regeneration System Fuel Lift Pump Mating Connector
Refer to Section 6.3.2 Figure 6.12 for wiring diagram.
To operate the Cat Regeneration System fuel lift pump a relay is also required. The part numbers for the relay,
base plate and terminals is shown in Table 6.19. If using a relay not supplied by Caterpillar, care must be taken to
ensure that both the coil and the contacts are specified to cope with the electrical requirements detailed in Table
6.17 and 6.18 on the previous page.
Figure 6.27 Fuel Pump Control Relay

Supplier Part Number

(Delphi Packard)
12V Relay 115-1615 –
24V Relay 3E-5239 –
Plug Connector 9X-1054 12065686
12AWG Terminal 9X-1055 12033997
14 – 16AWG Terminal 9X-1056 12066614
Table 6.21 Cat Regeneration System Fuel Pump Relay and Connection Part Numbers
The relay is specified to withstand temperatures of between –40°C and +85°C and so must be mounted such that
this specification will be met.
The relay can withstand vibration levels up to 4.5 Grms and must not be mounted under any circumstances
to the engine.
When fully assembled, the relay has an IP rating of IP67. However, it is good practice to ensure that the relay
is mounted in a position that is not exposed to harsh abrasives or fluids. To ensure that fluids do not collect
around the base of the relay and the relay contacts, which cause corrosion, the unit must be mounted so that the
terminals are facing downwards.
6.4 Auxiliary Devices

6.4.1 Soot Sensor (C4.4 ACERT – C7.1 ACERT Only)
6.4.1.1 Soot Sensor Operation
The function of the soot sensor is to provide information for the determination of the amount of soot in a diesel
particulate filter. Two antennas are installed in the diesel particulate filter, one upstream and one downstream of
the filter section. The exhaust monitor is connected to the antennas and the engine electronic control module (see
wiring schematic for more details for specific engine family).
The exhaust monitor cables are coaxial cables. The connection of these cables to the antennas is non-polarity
specific and so can be connected to the antennas interchangeably. The order is insignificant to the sensor function.
UP
The soot sensor is designed to operate with specific combinations of diesel particulate filters and engine software.
The sensor is calibrated to each individual installation to ensure accuracy. The monitor outputs its measurement
via SAE J1939 industry standard messages over a Controller Area Network (CAN) bus.

6.4.1.2 Soot Sensor Configuration

There is no configuration required for first application usage.
6.4.1.3 Soot Sensor Installation

The required mounting orientation for the electronic boxes is shown in the picture below. Having the cables and
harness lead wires both exiting horizontally is the preferred method to avoid water collecting on the wire seals.
UP
OR
Figure 6.17 Soot Monitor Orientations
The electronic control box has a maximum ambient operating temperature of 85°C and a minimum of -40°C. It
must be mounted in a location where it will not exceed this temperature. The antennas will be screwed into
the DPF. They have been designed with heat sinks to shed enough heat so they can withstand the 200°C skin
temperature. The cables between the antennas are high temperature coaxial cable. They are capable of surviving
temperatures up to 200°C.
The soot monitor is totally protected against dust and protected against temporary water immersion (15 cm
to 1 m) and pressure wash. It has an Ingress Protection (IP) rating of 67.
Coaxial cables should not have harsh bends or twists in them or it may damage the internal conductor or
insulator. The minimum wire bend radius for this cable is 51 mm. Any extra cable should be coiled, not bundled to
conform to the 51 mm minimum wire bend radius.
The cable to antenna connection shall be tightened to 1.2 N•m +/- 0.2 N•m.
The soot monitor must be fastened using M6 or 1/4" bolts and appropriate washers. The installation torque is
12 N•m +/- 3 N•m.
This sensor currently uses a 6-pin, key 3 receptacle. The part number for the mating connector is: 281-8811 as
shown in Figure 6.26.
Figure 6.28 Soot Sensor Interface Connector


6 Way Amp Seal 281-8811 776433-3
Sockets 18AWG 9X-3402 D462-201-1631
Connector Pin Assignment

1 Vbat
2 Ground
3 Unused
4 CAN -
5 CAN +
6 CAN Shield (if supported)
Table 6.22 Soot Sensor Pin Allocation and Connector Part Numbers
There are two different length antenna cables available for the sensor, to accommodate various mounting
locations in application. Please note however, that where possible, the shortest length cable (1.5 m) should be
used. The part numbers for each of the antenna cables are shown below:
• 340-0623: 1.5 meter antenna cables
• 340-0624: 2.5 meter antenna cables
The coaxial cables must be supported correctly to ensure that they are sufficiently protected from damage
during machine operation and routine product maintenance. Caterpillar recommends the use of the temperature
resistant P-clip as shown in Figure 6.29. Tie wraps and fur trees are acceptable methods of cable clipping/
retention, however, the following criteria must be met for these methods to meet the Application Appraisal
requirements.
• C
are must be taken to ensure cables are not routed over or next to sharp objects, which could cause damage
to the coaxial cables.
• C
ables must not be pulled tight to prevent unnecessary stress loadings being placed on the coaxial cable
connections.
• I f tie wraps are used to clamp the cables then care must be taken to ensure that they do not clamp the cable
excessively causing the damage to the coaxial cable itself.
• Cables must be supported at regular intervals to ensure that the cable is correctly supported.
Figure 6.29 P-Clip Cat part number 349-0951

The wiring schematics for the Soot Sensor are shown in Figure 6.28.
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ECU
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Figure 6.30 CEM Soot Sensor Wiring Schematic for Each Engine Family
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Note: S
ensor coaxial cables are not serviceable and must be replaced together with Soot Sensor Box. Cutting,
splicing or repair is of this cable is prohibited.
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6.4.2 Air Inlet Temperature Sensor (AIT)
6.4.2.1 Air Inlet Temperature Sensor Operation

The air inlet temperature sensor is a passive sensor used to measure the ambient air temperature. This
temperature is used to regulate the engine NRS system during a number of scenarios such as engine cold
starting. This sensor is a mandatory installed item, as the performance of the engine will be severely affected if
it is not installed. The air inlet temperature sensor must not be exposed to temperatures in excess of 125oC, as
temperatures above the limit will exceed the temperature rating of the sensor connector.

Figure 6.31 Air Inlet Temperature Sensor
6.4.2.2 Air Inlet Temperature (AIT) Sensor Configuration

The air inlet temperature sensor must be calibrated for the overall engine installation. Refer to Section 14.0 of
LEBH0003 Field Test Procedures for the proper calibration method. Once the calibration has been conducted Cat
ET will display an 8 digit alphanumeric code. This code MUST be entered into the Cat ET configuration for each
successive identical installation. Refer to LEBH0003 for full details.
Note: This value will not be carried through by the Fleet Configuration command unless Cat ET 2011C or newer
is used.
All engines will have a fault code active (Cat ET – 1305-1 or J1939 3498-11) until this AIT sensor has been
(1) calibrated or (2) a calibration code entered. The first calibration on each engine may be done with customer
licensed ET or dealer licensed ET and will not require a factory password. All subsequent changes to the AIT
calibration value will require dealer licensed Cat ET and a factory password.
Failure to install the sensor will result in an engine fault code (630-2) being generated and a monitoring system
action will be evoked such as engine derating.
6.4.2.3 Air Inlet Temperature Sensor Installation

The air inlet temperature sensor should be installed within inlet pipe between the air filter and turbo compressor
inlet. There are two sensor part numbers available, with the only difference being the external thread. Both
sensor part numbers are shown in Table 6.20.
Figure 6.32 Air Inlet Temperature Sensor Mating Connector


Sensor Metric (M18 X 1.5 o-ring) 256-6454 N/A
Sensor Imperial (#8 o-ring port required) 256-6453 N/A
2 Way Amp Seal 230-4011 776427-1
Sockets 18AWG 9X-3402 D462-201-1631
Table 6.23 Air Inlet Temperature Mating Connector Part Number
Note: This sensor will form part of the standard customer J1 application harness.
ECU
Figure 6.33 Air Inlet Temperature Installation Wiring
The sensor should be installed after the air cleaner and tightened to a torque of 20+/-3 N•m.

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

This section covers the optional switches and sensors available for the customer to install/connect. All optional
switches and sensors are available within the Cat parts system and available for order. Some of the switches
and sensors are customer-installed and require customer wiring to connect them to the engine ECU. Others are
factory installed and require the customer to provide a connection to the ECU. It should also be noted that not all
switches and sensors are available across the product range.
7.1 Air Filter Service Indicator – Air Intake Restriction Switch

7.1.1 Air Intake Restriction Switch Operation
The air filter restriction switch indicates that the air intake circuit is restricted. The switch is installed or piped to
the air filter housing or air induction pipe so that it is monitoring clean air (between the air filter and the engine).
The air intake restriction switch input is used to provide a warning and/or derate if engine speed is above
1400 rpm and boost pressure is greater than 70 kPa.
7.1.2 Air Intake Restriction Switch Configuration

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

7.1.3 Air Intake Restriction Switch Installation

Example below is for N.O. configuration. Switch installation requires J1/P1 Pin 64 be connected through a
“normally open” contact switch to “+ Battery” through a 12 or 24 volt connection with circuit protected by circuit
breaker or fuse.
Cat P/N Air Press (kPa) Mount Logic Mating Connector

187-2866 Bracket/Barb (5.5 mm) 102-8802
187-2867 Thread (3/8 STOR)
6.2 Normally Open
193-2181 Bracket/Barb (5.3 mm) 116-6158
193-2183 Thread (1/8-27 NPT)
6.5
296-2735 C4.4 ACERT – M10 Male Port Normally Closed Pending
C7.1 ACERT only
Required Parts
Cat Part Number Description Qty
296-2735 Air Filter Restriction Switch 1
230-4011 Connector Plug Kit 1
9X-3402 Connector Pin (Gold) 3
Table 7.1
7.2 Coolant Level Sensor

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

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

7.2.3 Coolant Level Sensor Installation
ecu
Required Parts
m
Cat Part Number Description Qty
239-9957 Coolant Level Switch 1
.co
9X-3402 Connector Socket (Gold) 3
Table 7.2
7.3 Water in Fuel Trap Switch (C4.4 ACERT – C7.1 ACERT Only)
7.3.1 Water in Fuel Trap Switch Operation
es
The water in fuel trap switch indicates that the fuel water trap is full. Typically, a switch is installed in the bottom
of the water trap. During normal engine operation the switch is immersed in diesel fuel. As water collects and
reaches the maximum level it provides a conductive path between electrodes (normally open switch). Some fuel
filter options offer a standard pre-installed switch from the factory.
uid
7.3.2 Water in Fuel Trap Switch Configuration

The water in fuel switch is a mandatory item, which is always installed. No configuration is required.
7.3.3 Water in Fuel Trap Switch Installation

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Component Cat Part Number Supplier Part Number

Sensor 363-5084 Not Available
Sensor Receptacle Connector Housing 281-8805 Amp C-282191-1
Mating Plug Connector 281-8803 Amp 1-142854-0
Female Mating Terminal 9X-3402 Amp 929939-3
Rubber Seals 3J-1907 Amp
Table 7.3 Water In Fuel Sensor Interface Parts
7.4 Auxiliary Temperature Sensors

7.4.1 Auxiliary Temperature Sensor #1 & #2 Operation
An auxiliary temperature feature is available to provide monitoring of any external temperature within the
sensor’s range of measurement. The ECU can provide the temperature information over the J1939 CAN data link
as well as take action as specified in the engine monitoring system configuration for this sensor. Refer to Section
16 for Engine Monitoring and Protection configuration.
7.4.2 Auxiliary Temperature Sensor #1 & #2 Configuration

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

Caterpillar supplied auxiliary temperature sensor must be used. Third party sensors will not be compatible
with the hardware and software. The Cat auxiliary temperature sensor is a 0-5V passive Analog sensor with an
operating range of –40 to 150 Deg C (-40 to 302 Deg F). Refer to Section 16 for set point trip range.
Note: Do not splice the sensor signal wire for input to third party devices.
The following harness design and routing guidelines are recommended for best accuracy of passive analog
devices:
• Use of gold sockets is strongly recommended.
• S
ensor wires should be shielded or they should be routed in a separate harness bundle from switching currents
that are greater than 100 mA.
• Maximum allowable wire length from the ECU to the sensor is 3.65 m (12 ft).
• Preferred wire gauge is 16AWG (1.5 mm²).
• The maximum allowable number of connector junctions is two.
The following installation instructions must be observed with sensors incorporating a pigtail harness:
• The connector interface should never be secured directly to a point that is subject to vibration.
• P
igtail wire lead should be tied down on only one side of the connector interface. It is recommended that one
of the following locations are selected, midpoint on the sensor pigtail or 150 mm from the connector on the
harness side.

Shown below are the part numbers required to install these components.
Required Parts
Part Number Description Qty
145-7028 Temperature Sensor (Auxiliary) 1
9X-3402 Connector Socket (Gold) 4
Table 7.4
ECU
7.5 Auxiliary Pressure Sensor

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

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

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

This sensor as with the auxiliary temperature sensor incorporates a pigtail harness as part of the sensor assembly.
Special pigtail installation considerations are given for this type of sensor in Section 7.4.3 of this document.
Shown below are the part numbers required to install this component.
Required Parts
Part Number Description Qty
161-9932 Pressure Sensor (Auxiliary) 1
9X-3402 Connector Socket 6
Table 7.5
ECU
High Auxiliary Pressure Sensor 161-9932
7.6 Oil Level Switch (C6.6 ACERT & C7.1 ACERT Only)
No longer offered.

8.0 Regeneration System & Operator Interface

8.1 Passive Regeneration System
The Passive Regeneration system is only available with the C4.4 ACERT and C6.6 ACERT engine families and
operates using an integrated control strategy, which ensures that the engine CEM system is regenerated during
normal application operation without any operator interaction. This strategy also employs mechanisms to ensure
that, when required, the engine exhaust temperature can be raised to ensure regeneration takes place.
8.1.1 Passive Regeneration System Overview

To aid the effectiveness of the regeneration system all <175 hp/130 kW engines will be installed with a
backpressure valve. This valve will be activated automatically depending upon the DPF soot loading to raise the
exhaust temperatures to temperatures between 250°-400°C. At which point the DPF regeneration can begin.
Figure 8.1 Passive Regeneration System Control Overview
8.1.2 Passive Regeneration Operator Interface

8.1.2.1 Low Temp Regeneration Lamp Strategy
The Passive Regeneration strategy requires no operator intervention; the engine management system will activate
the engine backpressure valve as needed to attempt to raise the exhaust temperature to a level where regeneration
can take place.
Note: T he DPF soot loading can be displayed via a J1939 enabled gauge as with the C7.1 ACERT – C18 ACERT
<750 hp/560 kW engine range if required. This is not however a mandatory installation requirement.

8.1.3 Passive Regeneration System Operation Example

The DPF soot loading example shown in Figure 8.2 indicates three scenarios of operation (please note that
real life operation is likely to be a combination of these scenarios but they have been split here for information
purposes). The three scenarios are:
• A
n engine being used with a moderate to high duty cycle that is not exposed to low ambient temperature
operation.
• An engine being used with a low duty cycle, with operation in cold ambient conditions.
• A soot load trace for an engine being used with high sulphur fuel or regeneration system failure.
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Table 8.1 describes the system operation as the DPF soot loading increases and decreases throughout the
monitoring system loading categories.
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Figure 8.2 DPF Soot Loading Examples

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DPF Soot Load System Description Engine % Derate Lamp Status

From 0 to 79% soot loading applications requiring a
moderate to high duty cycle should regenerate without
0 < 79% any control system intervention. In some cases (low N/A N/A
duty cycle or cold ambient) the DPF soot loading may
exceed 79%.
The Passive Regeneration system may take action to

80 < 89% oxidize soot, depending on the application operating N/A N/A
conditions.
Backpressure valve is operated as required. The

90 < 99% backpressure valve is inhibited as soon as the soot
loading reduces to 79% or below.
The Passive Regeneration system takes more

aggressive actions to attempt to reduce soot load. The
Slight derate
engine will derate slightly and transient response may
100 < 119% affecting transient
be affected. The engine management system raises an
response
event code at this point (E995-2) which in turn activates Flashing Engine
the engine warning lamp. Warning Lamp
Once the engine exceeds 119% the engine will be

100% derated and an event code (E955-3) is raised. Flashing Engine
120 < 140% 100%
The shutdown lamp is also operated. If configured the Warning Lamp
engine will shutdown and regeneration will be inhibited.
Engine Shutdown Lamp
Table 8.1 Passive Regeneration Operation Description
8.2 High Temperature DPF Regeneration System

The Cat Regeneration System is used on C7.1 ACERT – C18 ACERT <750 hp/560 kW engine range. The high
temperature system uses Cat Regeneration System to raise and maintain the exhaust gas temperature to levels
where DPF regeneration can take place.
8.2.1 Active Regeneration System Overview

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

8.2.2 Active Regeneration System Integration

This regeneration system is designed to operate at idle – LSR and while the engine application is working – HSR.
• LSR requires that the engine speed & load remains constant.
• HSR is designed to:
– Operate at most engine speeds and loads.
– HSR is also capable of operating through most speed and load transient events. (For more information with
regard to engine speed and load transient events refer to Section 8.2.3.2 “HSR Assessment”).
Each regeneration mode has a specific set of speed control concessions. When regeneration is required, the
ECU will choose which mode to use. The ECU must be allowed to have some control of the engine’s speed to
accomplish regeneration. This speed control is critically important. The objective is to optimize fuel consumption
and eliminate or minimize engine/machine downtime. The OEM must understand and agree to these speed control
concessions before communicating via engine ECU input that they are acceptable.
In addition, in the case of HSR, the specific application must be compared to a list of known acceptable
applications. Refer to Section 8.2.3.2 for more information.
It is strongly recommended that the OEM enable both of these modes of operation. This is done by connecting
ECU J1/P1 input pins:
• C9.3 ACERT – C18 ACERT: 46 (LSR) and 47 (HSR) to Digital Sensor Return pin 18
• C7.1 ACERT: 45 (LSR) and 47 (HSR) to Digital Sensor Return pin 18
Every installation must connect at least 1 of these 2 inputs to Digital Sensor Return. Cat Regeneration System will
not operate without this connection. Once the switch(s) are installed Cat ET provides the status for the switched
input(s) shown below on the ET Status screen:
Note: At time of publication these ET Status Parameters are only available for C9.3 ACERT – C18 ACERT engines.

8.2.3 Active Regeneration Decision Tree

The Active Regeneration decision tree is designed to assist the OEM in their decision regarding which Active
Regeneration mode to use for their application. Each step is outlined and described following the decision tree. At
least 1 of the 2 regeneration modes must be chosen before application is accepted.
Active Regeneration Decision Tree
1500 RPM
LI </=1500
RPM
Figure 8.3 Active Regeneration Decision Tree

The starting point for this decision tree is to first assess the “LSR” system requirements to determine if your
application is acceptable for this mode.
8.2.3.1 LSR Assessment: (Also refer to Figure 8.3)

1. Low Idle
– Is Low Idle (or lowest anticipated engine speed) less than or equal to 1500 rpm?
– If this is acceptable, then proceed to Step 2.
– If this is not acceptable, “LSR is Unacceptable.” Proceed to “HSR Assessment.”
2. Acceptable Engine Load at Low Idle (Note: Fuel Volumes are as shown in Cat ET Status Screen)
– Minimum Delivered Fuel Volume mm3/~NM = 10/~50
– Maximum Delivered Fuel Volume mm3/~NM:
C7.1 ACERT <70/300
C9.3 ACERT, C13 ACERT, C15 ACERT, C18 ACERT <200/torque value not available at time of publishing
– Does application fall within required engine load at low idle?
– If “Yes” proceed to Step 3.
– If “No” “LSR is Unacceptable,” Proceed to “HSR Assessment.”
3. LSR Speed Concessions
– The OEM must connect engine ECU J1/P1 pin 46 (LSR enable) to J1/P1 pin 18 (Digital Sensor Return) to
enable LSR.
Note: B y doing so the OEM accepts the speed control concessions required to use full LSR functionality.
LSR will not elevate engine speed if this connection is not made. If the HSR enable pin is connected
to J1 – Pin 18, LSR events may occur without LSR enable connected to the digital sensor return.
However, in this case LSR will only occur when the engine enters the LSR speed and load window.
During these regens the engine will not elevate engine speed. Further, since the HSR enable input is
connected to digital sensor return, the 1000 rpm minimum speed limit will be invoked. Refer to 8.2.3.2.

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

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

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

It is very important for the OEM to understand and accept the applicable speed control concessions
outlined below:
• The engine may automatically increase its minimum speed to 1000-1400 (C7.1 ACERT) or 1000-1500 rpm
(C9.3 ACERT – C18 ACERT).
• This speed increase will happen when the ECU determines that conditions are acceptable for a LSR to take
place. Engine speed may still be increased using standard speed demand inputs (refer to Section 12). If a
speed demand input exceeds 1400/1500 rpm, the regen will stop (see #2 on the following page).
The regeneration can be stopped three ways:
• Regen inhibit input (refer to Section 8.2.6)
• Increase engine speed above 1400 or 1500 depending on engine model using standard speed demand inputs.
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• Disconnect J1/P1 Pin 46 (LSR enable) to J1/P1 pin 18 (digital sensor return).
The list below describes the engine’s behavior when an active LSR is stopped via the inhibit input, due to an
engine speed increase, disconnecting only J1/P1 Pin 46 or disconnecting J1/P1 Pin 46 and J1/P1 Pin 47 (45 for
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C7.1 ACERT engines).
1. Inhibit function: Engine speed drops to 1000 rpm for 30 seconds to prevent DPF damage. After 30 seconds the
engine speed drops to low idle.
2. Increase the engine speed momentarily above 1400/1500 rpm (then to low idle): After the desired engine speed
is reduced to low idle the actual engine speed drops to 1000 rpm for 30 seconds to prevent DPF damage. After
30 seconds engine speed drops to low idle.
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3. Disconnect J1/P1 pin 46 and J1/P1 pin 47 (pin 45 for C7.1 ACERT engines) still connected to digital return:
Engine speed drops to 1000 rpm and regeneration continues.
4. Disconnect J1/P1 pin 46 and J1/P1 pin 47 (pin 45 for C7.1 ACERT engines) also disconnected from the digital
return: Engine speed drops to 1000 rpm for 30 seconds to prevent DPF damage. After 30 seconds engine speed
uid
drops to low idle.

Note: If the programmed low idle speed is >/= 1000 rpm, actual engine speed will be = to the configured low
idle speed with the same behavior as stated in items 1-4 above.
All three methods for stopping a regen are acceptable.
Note: In every case the minimum speed of 1000 rpm will be enforced for 30 seconds after regeneration has
been stopped by the ECU.
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A few examples of application states that can provide this input to the ECU are:
• Transmission “In Park” switch
• Parking Brake
• Tied to digital return permanently (if the speed control is always allowable)
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– Are these speed concessions acceptable?

– If “Yes” “LSR is Acceptable.” Proceed to “HSR assessment.”
– If “No” “LSR is Unacceptable.” Proceed to “HSR Assessment.”

8.2.3.2 HSR Assessment: (Also refer to Figure 8.3)

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

When the HSR enable input is provided to the ECU, the engine may automatically increase its minimum speed
to 1000 rpm. This minimum speed increase will take place in the background while the engine is operating at
speeds in excess of 1000 rpm. When the engine speed is reduced, the speed will be held at 1000 rpm.
This minimum speed increase will be activated when the ECU determines that conditions are correct for a HSR
regen to take place. This minimum speed increase will be transparent to the application unless the engine’s
desired speed attempts to go below 1000 rpm.
Note: If low idle is >/= 1000 rpm then this input will have no impact on engine speed.
If this minimum speed is not acceptable then there are two ways to cause the engine to stop regenerating and
allow the engine to return to a speed below 1000 rpm.
• Activate regen inhibit input (refer to Section 8.2.6)
• Disconnect J1/P1 pin 45/47 (HSR enable) from J1/P1 pin 18 (digital sensor return).
Pin 45 is HSR Enable for C7.1 ACERT
Pin 47 is HSR Enable for C9.3 ACERT – C18 ACERT
The list below describes the engine’s behavior when an active HSR is stopped via the inhibit input, disconnecting
only J1/P1 Pin 47, disconnecting J1/P1 Pin 47 (45 for C7.1 ACERT engines) and J1/P1 Pin 46.
1. Inhibit function: Engine speed drops to 1000 rpm for 30 seconds to prevent DPF damage. After 30 seconds the
engine speed drops to low idle.
2. Disconnect Pin 47 (Pin 45 for C7.1 ACERT engines) and J1/P1 Pin 46 is still connected to digital return: Engine
speed drops to 1000 rpm and regeneration continues.
3. Disconnect J1/P1 Pin 47 (Pin 45 for C7.1 ACERT engines) and J1/P1 Pin 46 also disconnected from the digital
return: Engine speed drops to 1000 rpm for 30 seconds to prevent DPF damage. After 30 seconds engine speed
drops to low idle.
Note: If the programmed low idle speed is >/= 1000 rpm, actual engine speed will be = to the configured low idle
speed with the same behavior as stated in items 1-4 above.
• Are these speed control concessions acceptable?
• If “Yes” proceed to “Acceptable HSR Applications List.”
• If “No” proceed to “HSR is Unacceptable” then proceed to “Is at Least 1 of 2 Regens Acceptable.”

Acceptable HSR Applications List

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

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

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

8.2.4.1 LSR Operation
This section should only be used if the application has been judged capable of using LSR in Section 8.2.3. LSR is
intended to operate while the engine installation is at idle. Typically, a LSR would not take place while the engine
is doing any work. LSR is not capable of taking place during engine speed and load transients of any kind. LSR
will initiate automatically when the following application conditions are met:
• Soot Load exceeds minimum threshold. Refer to Section 8.2.6.
• > than 10 minutes since last regen attempt
Note: T his condition applies only to automatic regens. Forced regen is viewed as an operator input indicating
that regen is preferred, therefore the delay is not a condition.
• DPF Inlet Temp > 50°C/122°F
• No Cat Regeneration System Diagnostics Active
• Cat Regeneration System Nozzle Heater Not Active
• Steady State Speed and Load for 1-5 minutes. Refer to Speed and Load Window in Section 8.2.3.1, Steps 2 & 3.
• Coolant Temp:
> 40°C/104°F if Ambient is > 0°C/32°F
> 60°C/140°F if Ambient is < 0°C/32°F
• Force/inhibit switch in auto mode – inhibit mode is latched until force mode is depressed or the keyswitch is cycled.

LSR maximum
engine load at
Low Idle

8.2.4.2 LSR Configuration

The Cat ET configuration parameter “ARD Auto Regeneration Enable Status” must be enabled. This configuration
parameter turns on the automatic system. If this parameter is disabled, only forced regens can take place.
In addition, the Cat ET configuration parameter “ARD Manual Inhibit Status” must be “Not Inhibited.” This
configuration parameter set to “Inhibit” will inhibit all regens including forced regens.
Refer to Section 8.2.7 for more information on the force regen.
8.2.4.3 LSR Installation
ECU
Figure 8.4 LSR Switch Wiring
A few examples of application states that can provide this input to the ECU are:
• Transmission “In Park” switch
• Parking Brake
• Tied to digital return permanently (if the speed control is always allowable).
8.2.5 HSR Regeneration

8.2.5.1 HSR Regeneration Operation
This section should only be used if the application has been judged capable of using HSR regen in Section 8.2.3.
HSR regen is capable of initiating a DPF regeneration event at engine speeds > 1400 rpm. Once an automatic HSR
regen has been initiated at > 1400 rpm the system will continue to regen, assuming operating parameters allow
it, at engine speeds as low as 1000 rpm. If an HSR regen is initiated with force input (refer to Section 8.2.7), the
engine must remain in the speed and load window until the regen is completed. If the engine leaves the window,
the regen will terminate but the 1000 rpm minimum speed limit will remain in effect for the designated time. HSR
is capable of operating though typical load and speed transient events associated with the acceptable HSR
applications listed in Section 8.2.3.2.
Regen will not activate until conditions are acceptable for regen to take place.
• Soot Load exceeds minimum threshold. Refer to Section 8.2.6.
• > than 10 minutes since last regen attempt.
Note: This condition applies only to automatic regens. Force regen is viewed as an operator input indicating
that regen is preferred, therefore the delay is not a condition.
• DPF Inlet Temp > 50°C/122°F
• No Cat Regeneration System Diagnostics Active
• Cat Regeneration System Nozzle Heater Not Active

• C
oolant Temp:
> 40°C/104°F if Ambient is > 0°C/32°F
> 60°C/140°F if Ambient is < 0°C/32°F
• F orce/inhibit switch in auto mode – inhibit mode is latched until force mode is depressed or the keyswitch
is cycled.
Note: D
iagnostic fault code SPN3474 FMI-14 will be generated if an HSR regeneration flameout has occurred.
Essentially, when a HSR regen flameout has occurred several times this fault code becomes active. It
inhibits the HSR regeneration until a LSR occurs (if both HSR and LSR are enabled) or key cycle event
occurs. HSR regeneration will then be enabled. This is a J1939 DM1 (Diagnostic Message) and is not
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required to be indicated to the operator when both HSR and LSR are enabled and a LSR event occurs
during operation. If HSR is the only mode enabled or a LSR event has not occurred during operation, then
this diagnostic should be indicated to the operator.
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8.2.5.2 HSR Regeneration Configuration

Cat ET configuration parameter “ARD Auto Regeneration Enable Status” Enabled
C13 ACERT D and E ratings as well as C18 ACERT A, B, and C single turbo ratings will have a configurable
parameter called “High Speed Regeneration Minimum Engine Speed Configuration Code.” This parameter will
default to 1. When it is changed to 2 it will require a factory password. When this parameter is set to a 2 the
minimum engine speed during a regeneration event is increased from 1000 rpm to 1300 rpm. In addition, it will
increase the DPF inlet temperature at which the Cat Regeneration System can initiate a regeneration event. This
parameter is often used in high parasitic load applications such as air compressors and mining or water well drills.
8.2.5.3 HSR Regeneration Installation

ECU
Figure 8.5 HSR Enable Switch Wiring
8.2.6 HSR and LSR Interaction

If HSR and LSR are both enabled, then the two modes will combine to optimize fuel consumption and eliminate or
minimize engine/machine downtime. If both modes are enabled, typically LSR is preferred in order to optimize
fuel consumption. LSR is activated at a lower percentage soot value in order to attempt to take advantage of idle
regeneration opportunities. If LSR does not get an opportunity to activate, then HSR becomes active at a
comparatively higher percentage soot value. HSR is typically less fuel efficient as compared to LSR. HSR is designed
to operate during a work cycle to ensure that the engine does not have to stop working in order to regenerate.
The engine will enable LSR at soot levels ranging from 30-55%. The engine will decide what soot percentage to
activate LSR based on engine’s past several hours of operation. HSR will always be enabled halfway between
the LSR activation percentage soot and the DPF Lamp activation point. This value will range from 60-75%
percentage soot.

8.2.7 Regeneration Force/Inhibit Interface Switch

8.2.7.1 Regeneration Force/Inhibit Interface Switch Operation
All C7.1 ACERT – C18 ACERT <750 hp/560 kW installations must be installed with either hard-wired devices
or software driven devices capable of providing the operator with the opportunity to inhibit or force a DPF
regeneration event. This hardware switch or J1939 enabled device gives the application operator a level of
control over the CEM regeneration process. Dedicated ECU I/O is available for hard-wired solutions. Each
application solution must provide the operator with the following functions:
• A
utomatic Mode – Default position, which is only overridden when either the force or inhibit inputs are
activated and operates between 30 and 116% soot loading.
• I nhibit Regeneration – Operating this function will inhibit the engine regeneration process. Once the ECU
received this input and activated the inhibit lamp there are two ways to return to Automatic Regeneration
(uninhibited). First, provide the ECU with a “Force Regen Input.” Once the ECU receives this input it will attempt
a regeneration event and turn the automatic regeneration strategy back on. Second, shut the engine down
and restart. Cycling switched power will reset the inhibit command and turn the automatic regen strategy back
on again.
• F orce Regeneration – Operating this function forces the engine into an active regeneration. This function is
usually used in conjunction with the inhibit function. The force function is made active and can be selected
once the DPF soot loading reaches 15% and remains active until the DPF soot loading reaches 105%.
Note: If the force or inhibit inputs are held to ground longer than one minute, the ECU will provide a J1939
code. For further information on this code and the subsequent actions, refer to the specific engine’s
troubleshooting guide in SISWeb.
Note: ARD test can be initiated by pressing and holding the force regeneration switch for 15 seconds providing
there are no faults in the system. If fault codes relating to aftertreatment are not cleared by keyswitch
cycling then these faults must be cleared with Cat ET prior to performing ARD Test.

8.2.7.2 Regeneration Force/Inhibit Interface Switch Configuration

This feature is called “DPF Regeneration Force/Inhibit Switch Installation” in the Cat ET Service Tool
Configuration.
• All C7.1 ACERT – C18 ACERT <750 hp/560 kW engines have this feature default “Installed” through Cat ET.
• I f the J1939 command messages will be used instead of a hard wired switch, then this Cat ET parameter must
be changed to “Not Installed.”
• A
pplications using the J1939 control option should refer to J1939 Applications Integration Section 17.4.4.4 of this
document for the information on the “Cab Message 1” (CM1) PGN 57344.
8.2.7.3 Regeneration Force/Inhibit Interface Switch Installation

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

ARD Switch 327-6999 (24V) or 362-4720 (12V)
Terminals 185-1860
Wire Grommet 185-1860
Plug Connector 223-4778
Table 8.2 Regeneration Interface Switch Assembly Part Numbers
Figure 8.6 Regeneration Switch and Lamp Installation Wiring

Note: T he force input corresponds to connection of Terminals 2 and 3 and 5 and 6. The Inhibit input corresponds
to momentary connection of Terminals 2 and 1 and 5 and 4.
OEM’s wishing to supply their own interface switch with a directly wired input to the engine ECU must ensure that
the switch mechanism used incorporates a momentary switch contact design and not latching. The symbols shown
in Figure 8.2.6.3.2 must also be mounted on or near to the switch mechanism to ensure that the operator is aware of
their function. This momentary requirement applies whether the ECU input is hard wired or via the J1939 message.
8.3 Total Regeneration System Operation Example

The following section explains the complete regeneration system operation and the role of the customer interface
system as the regeneration takes place.
The engine management software controls the response of the engine monitoring system to the level of soot
loading within the DPF. The status of the engine aftertreatment system is communicated to the operator both
as the DPF is being filled with soot and during a regeneration event. The engine monitoring system behaves
differently depending upon the level of soot contained within the DPF. The table below describes the reaction of
the system at various stages of the soot loading profile.
Regen Disabled (Replace DPF) - Idledown for 30 second prior to rolling shutdown
140% 3715-31 (140%)
Regen Disabled, % soot depends on Configurable Parameters, See Chart below

120% No event code (120%)
Engine Derated ~50%, LSR / HSR is disbaled, see notes below
See notes below for configurable actions 3719-0 (116%)

116%
3714-31 (116% + 10 min)
Engine Derated ~25% 3719-16 (no inhibit)

100%
3703-31 (inhibt active)
Operator Warning Begins
80%
Soot Load Percent
DPF Lamp
Lowest Point that LSR/HSR AUTO Regen is Enabled Engine Stop Lamp
60%
Engine Warning Lamp
Lowest Point that LSR AUTO

Regen is Enabled
30%
Forced Regen
Enabled
15%
No Regen Allowed
0%
Time
The action at 116% +5 minutes is configurable by the Cat ET parameter “High Soot Load Protection Enable Status.”
• If “Enabled” the engine will idle down one time at 116% + 5 min. This can be cleared and the engine throttled up with a single key cycle.
• If “Disabled” the engine will not perform this idle down.
Configurable parameter “Flexed Parameter – High Soot Load Aft Protection Shutdown Config” options are: “Permanent System Lockout” or
“Temporary System Lockout.”
High Soot Load Protection Enable Status Enabled Enabled Disabled Disabled
116% + 5 min Single Idledown Yes Yes No No
Flexed Parameter – High Soot Load Aft Permanent Temporary Permanent Temporary
Protection Shutdown Config System Lockout System Lockout System Lockout System Lockout
116% + 10 min 30 sec rolling shutdowns No Yes No Yes
LSR System Lockout 120% 116% + 10 min 120% 116% + 10 min
HSR System Lockout 116% + 5 min 116% + 5 min 120% 116% + 10 min
Table 8.3 Industrial/Petroleum Regeneration Operation Description

Note: I f the DPF soot loading is allowed to reach 140% or above the DPF is no longer serviceable and must be replaced.
Note: The Operation & Maintenance Manual (OMM) for C7.1 ACERT – C18 ACERT states to clean the DPF at
5000 hours. The following actions are taken when DPF reaches 5000 hours and above:
• At 5000 hours a Level 1 (least severe) is logged with a fault code 3720-15 on J1939 or E997(1) on
Cat Data Link.
• At 5100 hours and ash loading at 100% a Level 2 (severe) is logged with a fault code 3720-16 on J1939 or
E997(2) on Cat Data Link and the amber (check engine) lamp is on.
• Starting at 5100 hours the engine may invoke derates or shutdowns to protect the engine system.
m
The engine monitoring system response shown in Table 8.3 applies for both an automatic and a manual
regeneration.
The soot loading lamp and J1939 annunciation is via lamp activity and associated J1939 event codes when soot
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loading exceeds 100%. Refer to Section 15.1.3 for Data Link Driven J1939 Monitoring System Display annunciation.
The Drop-to-Idle (DTI) feature drops the engine rpm to low idle when J1/P1 input pins 46 and 47 lose ground. The
table below provides feature details of DTI and LSR/HSR response relative to ground status of 46 and 47. Zero (0)
represents open and one (1) represents grounded.
es
Refer to Section 8.2.3.1 item 3 and Section 8.2.3.2 for additional detail on speed control for the LSR strategy, HSR
strategy, and Drop To Idle (DTI) protection.
DTI and Regeneration Feature Response Table

LSR Enable HSR Enable Regen Type
DTI
uid
(pin 46) (pin 47) (Forced, Auto, LSR, HSR)

0 0 No No LSR and No HSR
LSR/HSR will occur if remains in speed/load window while starting and staying in the
0 1 Yes
range throughout the regeneration time.
HSR (Forced, if remains in speed/load window while starting and staying in range
throughout the regeneration time.)
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1 0 Yes No Auto HSR (since pin 47 is not grounded)

LSR (Forced and Auto) will occur (speed/load window doesn’t have
to be met)
LSR will occur; engine speed will be increased if necessary.
all
HSR Forced can occur ONLY, if started and continued in speed/load window.
1 1 Yes
Auto HSR can occur ONLY, if started in the speed/load window but doesn’t have to
stay in speed window to continue regeneration.
Table 8.4

8.4 Active Regeneration System Operator Display

8.4.1 Lamp Strategy
The C7.1 ACERT – C18 ACERT <750 hp/560 kW Active Regeneration system requires the customer to install three
lamps in addition to the engine warning and shutdown lamps. These lamps are specific to the CEM and are used
to indicate to the operator the status of the DPF soot loading and the exhaust system. These lamps and their
symbols are shown in Table 8.5.
Lamp Description Symbol
DPF Lamp
DPF Regeneration Inhibited
HEST (High Exhaust System Temperature)
Table 8.5 CEM Lamp Symbols
Refer to Section 10.0 of the Tier 4 Mechanical A&I Guide LEBH0004 for installation details of these lamps.
Each of the lamps above, are used to indicate the following:
DPF Lamp – Elevated soot loading of DPF >80%.

DPF lamp turns off once an active regeneration has been initiated.
DPF Regen Inhibited – Anytime the automatic regeneration is inhibited. This can be from the operator controlled
regen force/inhibit input switch or via setting the configuration in Cat ET to ARD Auto Regeneration Enable Status
– Inhibited.
HEST Lamp – Turned on during an active regeneration.

Remains on during exhaust system cool down immediately following an active regeneration until the
DPF temp falls below 400°C or the machine goes back to work.

Starting and Stopping the Engine
9.0 Starting and Stopping the Engine

9.1 Starting the Engine
Unlike mechanically controlled fuel systems, no customer connection to the fuel pump solenoid is necessary.
To activate the engine, ECU battery voltage needs to be constantly applied to Pin 70. When the ECU is active the
engine crankshaft needs to be rotated above a minimum cranking speed, a typical cranking speed is 180 rpm
(this will differ dependent on the application). Once the ECU has determined engine cranking speed and engine
position, fuel pressure and delivery will be controlled.
Note: Refer to TMI System Data or the Engine Sales Manual for minimum required engine cranking speeds.
The most popular way to control engine starting is by a specifically designed 3-position keyswitch. The keyswitch
controls battery voltage to the keyswitch input and the starter motor circuit.
Figure 9.1 Typical Ignition Keyswitch Contact Configuration
Automatic Starting – Some applications need to be started automatically. There is no automatic start feature
available on this product. If an automatic start sequence is required the following points must be considered:
• Start Aid – Wait to Start Control
• Starter Cranking Duration
• Starter Abutment Detection
• Number of Start Attempts
• Starter Disengagement Speed
• Warm Up Period
• Cool Down Period
The ECU software considers the engine running when the engine speed is > low idle – 100 rpm, at this point, after
a predetermined period of time, the engine will switch from cranking fuel maps to running fuel maps. It is important
to note that starter motors must be disengaged earlier to prevent the starter motor being driven by the engine.
Note: F ollowing a cold start the engine will operate in Cold Mode until the following typical conditions are satisfied.
(Refer to the engine specific troubleshooting guide found in SIS Web for the most current information.
– Coolant temperature is > 20°C (68°F)
– Coolant temperature is > 40°C (104°F) and NRS gas temperature is < 40°C (104°F)
– Coolant temperature is > 80°C (176°F) and NRS gas temperature is < 35°C (95°F)
Once coolant temperature is > 80°C (176°F) regardless of NRS gas temperature, no cold mode strategy will be active.
During this time engine power availability may be less than advertised. If the engine is started with the above
conditions immediately satisfied, there will still be one minute during which the engine will be power limited. After
this one minute delay the engine will be capable of producing full power assuming that no other derate is invoked.

9.2 Stopping the Engine (and Preventing Restart)

There is often some confusion about the different methods and devices used to either stop the engine or to
prevent it from starting. These devices may be divided into the following categories:
• Ignition Keyswitch
• Emergency Stop Button
• Battery Isolation Switch
• Remote Stop Button
• J1939 Data Link Stop
• Engine Air Shutoff
• Overspeed Verify Switch
Each of these devices is described below to assist the OEM in selecting the method that is most suitable for
his application and his market. It remains, however, the responsibility of the OEM to ensure compliance of the
application with regulations in the territories into which it is sold.
It is recommended that the OEM perform a risk assessment such as a Failure Mode Effects Analysis (FMEA) on
the application to determine the most appropriate method of stopping the engine and/or preventing it from being
restarted.
Note:Recommended shutdown practices are provided in each engine’s Operation and Maintenance Manual.
If these instructions are not possible because of the driven equipment and/or the nature of the installation,
it is advisable to drop the engine to the lowest possible load and rpm for 3-5 minutes prior to shutting down
the engine. This can be accomplished manually or via machine controls.
9.2.1 Ignition Keyswitch

It is a Caterpillar requirement that all applications have a simple intuitive and accessible method of stopping
the engine. This will normally be a directly wired ignition keyswitch. When the keyswitch is turned to the off
position or when the key is removed, power must be removed from the ignition keyswitch pin (pin 70) of the ECU
J1 connector. During normal operating conditions the engine will shutdown immediately. Refer to Section 9.2.5 for
information on the Delayed Engine Shutdown feature.
9.2.2 Emergency Stop Button

An emergency stop button is a failsafe method for an operator to stop an application to protect people or
equipment.
Emergency stop buttons are defined by national or international standards in terms of color, functionality, shape,
size, latching/locking. In the EU for example, they are described in the Machinery Directive.

For mobile machines, however, true emergency stop buttons are not always appropriate and are rarely installed,
due to the following issues:
• S
topping a diesel engine in a mobile machine may not always be safe. In particular, the vehicle may need the
power to move to a safe position (for example, off the public highway, or off a railway track).
• I n practice it is difficult to find components, such as safety relays, which are suitable for mounting on mobile
machines due to the high vibration and water ingress protection, and the low voltages that occur during starting.
• F ail-safe wiring can be a cause of application unreliability and can create faults that are difficult to detect in
the field.
Note: C
utting all electrical power from the engine while it is running will result in an uncontrolled shutdown of
the high pressure fuel system. Uncontrolled fuel system shutdowns are likely to compromise the reliability
of the high pressure fuel pump. Therefore, the methods detailed below are the only recommended ways of
stopping the engine.
Note: C
utting all electrical power to an ECU controlled air shutoff equipped engine can result in an uncontrolled
shutdown. In the event that an ECU controlled air shutoff event needs to take place, it will not be possible
without any power to the ECU. In this scenario the unswitched power to the ECU should remain available.
If a true emergency stop button is required for an application it is recommended that it is implemented such that
both the +battery and the ignition keyswitch lines are cut directly by the emergency stop button.
Caterpillar does not provide a standard recommendation, or approval, for a circuit for multiple emergency stop
buttons, as the differences between application mean that significant time and resources are necessary to design
a system which will be fail safe without adversely affecting reliability.
9.2.3 Battery Isolation Switches

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

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

9.2.4 Remote Shutdown Switch

9.2.4.1 Remote Shutdown Switch Operation
Remote stop is intended to provide a convenient method of stopping the engine. It is not designed to be fail safe
and so should not be used assure the protection of either personnel or equipment. Remote stop buttons may be
used on large machines, which can be operated from ground level and where the operator wants to stop the
machine without climbing into the cab.
On some engines, if the remote shutdown switch is closed to ground, then released, the engine stops. However, if
the inertial load keeps the engine turning, the monitoring system will continue to measure sensor outputs (i.e. oil
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pressure, fuel pressure, etc.) and may record an event code. If the remote shutdown switch is held closed until
the engine quits turning, a fault will not be recorded.
When the remote shutdown switch is closed to ground, the ECU disables fuel injection. Under normal conditions,
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disabling fuel injection stops the engine. However, the remote shutdown switch is not designed to be used as an
emergency stop switch.
There are a number of variations on remote stop button circuits. The engine uses a single normally open contact,
which must be closed to stop the engine. The remote stop button will function as follows:
es
Note: T he remote shutdown switch is not an emergency stop switch. A large, red, mushroom-type E-stop button
should not be used for the remote stop switch. The remote shutdown switch is not designed to be fail-safe.
It should not be used to assure the protection of personnel or equipment.
Note: D
uring a remote shutdown, the air shutoff solenoid is not activated and the ECU remains energized. This will
uid
allow the J1939 data link to stay active. In addition, the ECU will not enter sleep mode which will result in a
high current draw.
9.2.4.2 Remote Shutdown Switch Configuration

With C4.4 ACERT – C7.1 ACERT the user defined shutdown feature must be enabled within the engine ECU using
Cat ET Configuration screen. With LPS engines there is no configuration.
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Note: F or C4.4 ACERT – C7.1 ACERT the user defined shutdown feature shares ECU I/O with the throttle lock speed
select function. Only one of these features can be activated on a particular engine. If the user defined
shutdown feature is required then the throttle lock mode speed select feature must be inhibited.
all

9.2.4.3 Remote Shutdown Switch Installation

A single switch to ground input on Pin 44 of the ECU J1 Connector (several stop buttons can therefore be
connected in parallel).
ECU
Figure 9.2 Remote Stop Feature Installation Wiring
9.2.5 Delayed Engine Shutdown

9.2.5.1 Delayed Engine Shutdown Operation
This feature allows the customer to have the engine run for a period of time after the keyswitch input has been
turned off. Once the programmed amount of time has passed, following the keyswitch input being turned off, the
engine will shut down on its own.
9.2.5.2 Delayed Engine Shutdown Configuration

There are two Cat ET configurable parameters that affect this feature’s operation.
Delayed engine shutdown enable status must be configured to enabled in order for the feature to become active.
Factory passwords are required to enable this configurable parameter.
Delayed engine shutdown maximum time defaults to five minutes and can be configured from 0 to 10 minutes.
The default configuration is five minutes.
9.2.5.3 Delayed Engine Shutdown Installation

There is no wiring required for this feature.
9.2.6 Intake Air Shutoff Valve

9.2.6.1 Intake Air Shutoff Valve Operation
There are industries where flammable gases could be inhaled by the engine, potentially resulting in engine speed
runaway. The engine software shall monitor engine speed. If a predefined engine speed is exceeded, the engine
software shall invoke the shutoff process. This involves disabling fueling and closing an intake shutoff valve
(installed by the customer). This feature will aid in stopping the engine in a runaway condition.
Some regulatory requirements in mining and petrochemical industries stipulate the use of an engine intake
shutoff. This feature allows the user to control an air shutoff system, by monitoring engine speed and activating
the air shutoff valve output driver when required.
Once installed using the service tool, the engine software monitors the measured engine speed and compares it
to a maximum engine speed limit, which must also be configured using the service tool.

The air inlet shutoff can also be triggered manually through an ECU input. This is accomplished by switching the
air inlet shutoff pin on the ECU to ground. Grounding this pin will disable fuel injection and energize the customer-
installed air inlet shutoff relay for 2.5 seconds. The air inlet shutoff switch must be opened, the keyswitch
(switched power) must be cycled, and the shutoff valve physically reset in order to restart the engine after
shutting down in this manner.
If desired the air inlet shutoff can also be wired directly, outside of the control of the ECU. The shutoff solenoids
are not rated for continuous duty and will be damaged if powered for an extended period of time. When installing
this type of control system, a method to interrupt the power to the solenoid after approximately 2.5 seconds is
required. This can be done by various methods depending upon your control system needs and/or abilities.
Ex. 1) momentary switch as illustrated in the figure below, 2) a timer device to break the circuit after 2.5 seconds,
3) a relay to break the circuit after sensing no engine speed or oil pressure, 4) a proximity switch that breaks the
circuit after sensing the air shutoff has moved to its safe/closed position.
9.2.6.2 Intake Air Shutoff Valve Configuration

Two parameters should be configured using the service tool prior to using the intake air shutoff solenoid.
• “Air Shutoff” defaults to “Inhibited” and must be set to “Enabled”
• “Air Intake Shutoff Detection Installation Status” should be set to “Installed”
Air Intake Shutdown Detection Status allows the ECU to raise an event code of “Air Intake Shutoff Closed.” If it is
not installed, the ECU will raise an event code of “Air Intake Shutoff Detection Circuit Detected But Not Installed.”
Once installed, the engine monitoring system parameter for engine overspeed maybe changed to establish the
level of protection necessary for the specific installation. Please refer to Engine Overspeed Section 16.2.11 for
more information regarding the configuration of the engine overspeed limit.
9.2.6.3 Intake Air Shutoff Valve Installation

Air shutoffs are typically installed on engine inlet mixer down configurations. Wiring including the circuit
protection, relay, and ECU J1 connection is supplied by customer. The intake air shutoff valve is controlled by the
engine ECU using an electrical solenoid. The solenoid requires electrical connection to the engine ECU as shown in
Figure 9.3 and 9.4 with HS Driver current limited to 2A max.
Figure 9.3 C4.4 ACERT – C7.1 ACERT Intake Air Shutoff Valve Installation Wiring

AIR SHUTOFF SOLENOID / FAN

11 REVERSING SOLENOID CONTROL
Figure 9.4 C9.3 ACERT – C18 ACERT Intake Air Shutoff Valve Installation Wiring
(Typically 25 amp circuit protection is required) ECU
Figure 9.5 Example Air Shutoff Wiring Diagram with Manual Air Shutoff and Overspeed Verify Switch
9.2.7 Overspeed Verify Switch

9.2.7.1 Overspeed Verify Switch Operation
The overspeed verify switch compliments the air intake shutoff feature. The overspeed verify switch allows the
user to verify that the shutoff feature is operating correctly without exceeding or reaching the engine overspeed
speed limit. The switch input allows the user to test the air intake shutoff feature at 75 percent of the engine
speed limit.
9.2.7.2 Overspeed Verify Switch Configuration

There is no configuration necessary for the overspeed verify switch.

9.2.7.3 Overspeed Verify Switch Installation

The switch is a normally open switch. When the switch is closed and the actual engine speed is equal to or
exceeds 75 percent the air intake shutoff feature is activated. Figure 9.6 shows the wiring required for this feature
to be activated. Feature shared with CPS and LPS on Pin 54.
Figure 9.6 Overspeed Verify Switch Installation Wiring
9.2.8 Data Link Stops

It will be possible to stop the engine via a data link (J1939 or Cat Data Link). As per the remote stop button,
described above, the data link stop is not fail safe and may meet the requirements of certain applicable
emergency stop regulations or standards so should not be relied on to assure the safety of application operators
or other personnel.
Data link stops may be used in the following circumstances:

• Immobilizers
• Application protection strategies
• Automatic application features (e.g. idle shutdown timer)
• S
topping applications by radio control or other telemetry. Geo-fencing is a particular application, where a
machine will not operate outside defined map coordinates.
It is recommended that if such features are implemented, then they are clearly documented and communicated
to the final users and owners of the application. If this is not done then there may be complaints that the engine is
stopping unexpectedly.
9.2.9 Common Problems with the Application of Stop Devices

• I t is possible, although extremely rare, that diesel engines continue to run even if all electrical power is removed.
This can happen when high quantities of oil vapor or other flammable gases are present in the air in the engine.
The only way to prevent this is to provide an air inlet shut-off valve. It is not common practice to install such
devices to all engines, but they should be considered where there is a risk of flammable gases (e.g. in petroleum
applications), or where the application demands high engine gradeability (slopes).
• S
ome hazards are present when the engine is being cranked by the starter motor, as well as when it is running.
For example, components will still rotate, hydraulic pressure will still be present, and fuel may still be pumped to
high pressures.
• I n general, removing all power at once to the ECU is not recommended. There may be certain installations that
do require such an installation. In this case, it is important to note that if an emergency stop button is pressed
to cut power to ECU and ignition, but is released while the engine is still turning, it is possible for the engine to
continue to run.

Engine Retarding
10.0 Engine Retarding

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

The Cat compression brake system has one brake actuator assembly per pair of adjacent cylinders. Each brake
actuator assembly has one electronically controlled solenoid valve that, when energized, allows the brake
actuator to open the exhaust valve for the cylinder that is on its compression stroke. The solenoid valve is
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controlled directly by a current driver output on the ECU. The Cat compression brake strategy allows one or two
brake actuator assemblies to be activated, resulting in two or four cylinder progressive braking. The ECU software
supports the progressive braking strategy by providing three levels of engine braking: Off, Low (two cylinders)
and Medium (four cylinders) for HD. MD uses two levels of engine braking: Off and medium (four cylinders).
all
The customer wiring to the “Jake LO/HI and HD Jake MED/HI” switch inputs on the ECU determines the level of
engine braking. The ECU compression brake strategy uses the braking level setting and current engine operating
conditions to determine when and which brake actuator to activate.
The compression brake can only be engaged if all of the following conditions are met:
• Engine coolant temp is >20°C
• Desired engine speed is equal to LOW IDLE
• A
ctual engine speed is greater than 1000 rpm
– Low Idle plus 100 rpm (if Low Idle is > 900 rpm)
• The engine has a valid speed/timing sensor signal
• T here are no diagnostic codes on the throttle signal
– At least one PWM throttle must be installed

Engine Retarding
The compression brake can be used with the intermediate speed switch (J1/P1-59) enabled or with the throttle
lock (J1/P1-56) switch enabled as long as the resulting desired engine speed is equal to the low idle speed. The
compression brake will be turned off or inhibited if any of the following conditions are met during compression
brake operation:
• Actual engine speed falls below 950 rpm
• Desired engine speed does not equal LOW IDLE
• The ECU detects a speed/timing sensor diagnostic code
• The ECU detects a throttle signal diagnostic code
Note: A
t publication, compression brake control is not supported for the J1939 data link.
10.1.2 Compression Brake Configuration

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

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

Engine Cooling Fan Control
11.0 Engine Cooling Fan Control

Refer to Appendix E: “Commercial Engine Cooling Fan Summary” for detailed description of Engine Cooling Fan
feature.
Note: Fan clutch control feature is not supported for T4 engine applications.
11.1 Hydraulic Fan Control

Note: T he current hydraulic fan controls control speed in an inversely proportional method. This means that if the
ECU senses an open circuit it will drive the fan to full speed. Prod 6 software will introduce the capability to
configure the hydraulic fan controls to either the current inversely proportional method or alternatively to a
proportional method where the ECU will drive the fan to minimum speed. This section will be updated in the
future to reflect Prod 6 functionality. At the time of publication, Prod 6 is scheduled for release in late third
quarter of 2012.
For all C4.4 ACERT – C18 ACERT products the engine ECU and core engine software is enabled to support the
use of hydraulic engine fan control. This feature enables a hydraulically controlled fan arrangement to be
controlled directly from the engine ECU, removing the need for additional controllers. The engine ECU provides a
configurable current output to a hydraulic valve to vary the speed of the hydraulic fan. The solenoid required to
control the oil flow to the fan is not provided by Caterpillar and must be sourced by the customer.
11.1.1 Hydraulic Fan Control Operation

The machine fan control strategy is suitable for the control of hydraulic fans only. Fan control is achieved using a
number of configurable sensor inputs including:
• Engine Coolant Temperature
• Charge Air Cooler Out Temperature
• Auxiliary Temperature Input (optional, refer to Section 7.4 for installation details)
– one input available for C4.4 ACERT to C7.1 ACERT, two inputs for available for C9.3 ACERT to C18 ACERT
• J1939 Inputs for Transmission Oil and Hydraulic Oil Temps
The default minimum requirement for the fan strategy to operate correctly is with the coolant temperature and
charge air cooler outlet temperature. The coolant temperature sensor is installed on the engine as standard for all
engines. For C4.4 ACERT to C7.1 ACERT engines, the charge air cooler temperature is an additional sensor which
needs to be installed when the fan strategy option is selected.
The fan control is achieved using an open loop control strategy as no fan speed feed back is required.
Before attempting to use this feature it is important that the following system parameters are understood.
11.1.2 Hydraulic Fan Control Configuration

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

Parameter Min Value Max Value Operation

Engine Fan Control OFF ON Enable/disable fan control
Variable Variable Only variable hydraulic fan control is
Engine Fan Type Configuration
Hydraulic Hydraulic available
Engine Cooling Fan Pulley Ratio 0 2 Not used
Ensures smooth ramping of fan speed as
Temperature Error Increasing Hysteresis 0% 100%
error increases
Ensure smooth ramping of fan speed as
Temperature Error Decreasing Hysteresis 0% 100%
error decreases
Rate at which the fan speed will increase/
Current Ramp Rate 0.0A 3A
sec for a given change in current demand.
Fan Speed Proportional Gain % 0% 600% Not Used
Fan Speed Integral Stability % 0% 600% Not Used
Top Engine Fan Speed 800 2000 Max fan speed
Min fan speed when below min trigger temp
Min Desired Engine Cooling Fan Speed 300 800
thresholds
Solenoid Min Current 0.010A 0.5A Min current = max fan speed
Solenoid Max Current 0.01A 3.7A Max current = min fan speed
Solenoid Dither Frequency 30 Hz 500 Hz Rated dither freq of valve
Solenoid Dither Amplitude (peak to peak) 0A 1A Rated dither freq amplitude of valve
Table 11.1 – Parameter Configuration Table
The engine temperature points at which the fan speed is a min and max value is also configurable using the
service tool. Fan control is achieved using two engine temperature values. The first is the engine coolant
temperature and the second the air charge cooler outlet temperature. Table 11.2 describes the default fan min
and max air flow settings.
Parameter Min Value Max Value Default

Fan Max Air Flow Charge Air Cooler Outlet Temperature 40°C 55°C 47°C
Fan Min Air Flow Charge Air Cooler Outlet Temperature 30°C 50°C 40°C
Fan Max Air Flow Engine Coolant Temperature 90°C 100°C 100°C
Fan Min Air Flow Engine Coolant Temperature 80°C 90°C 90°C
Table 11.2 Temperature Setting for Min & Max Air Flow
The configuration settings for the chosen hydraulic valve can be found within the component technical data sheet
or by contacting the valve supplier directly. Caterpillar does not offer an off-the-shelf hydraulic valve for engine
fan control.

11.1.3 Hydraulic Fan Control Installation

The engine ECU has a dedicated output driver for the hydraulic fan control solenoid. The output from this driver
is a current control PWM signal who’s parameters for min and max fan speed are set using ET. The diagram in
Figure 11.1 indicates the correct connection of a hydraulic valve to the engine ECU.
ECU
Figure 11.1 Hydraulic Fan Solenoid Wiring Schematic
In addition, for C4.4 ACERT – C7.1 ACERT (C9.3 ACERT – C32 ACERT are factory installed), the wiring shown an air
charge cooler temperature sensor must be installed to ensure correct control of the hydraulic fan. The sensor
used to measure the charge air temperature is 256-6454.
When installing and testing the hydraulic fan it is important that the system is fully validated in line with the
normal cooling pack performance sign off criteria (TPD1750). Failure to correctly install and configure the
cooling fan features can result in a range of engine cooling problems. Extensive field tests at various ambient
temperatures are advised to ensure that the fan performs as expected.
Caterpillar does not accept any responsibility for engine issues caused by the incorrect application of the
hydraulic fan control feature.
11.2 Reversing Hydraulic Fan Control

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

The fan reversing strategy is designed to work with hydraulic fan packages only. The reversing feature is
designed to operate based on three different configuration settings, these are:
• A
utomatic Purge – This cycle is time based and will initiate a fan reverse event (assuming all activation
conditions are met) once a configurable time interval between reverse events has been reached.
• Manual Fan Purge 0peration – Invoked by the operator using a switch input.
• Automatic Purge with Manual Override – Combination of modes described above.
When a fan reverse/purge cycle is desired either automatically or via the manual switch input a number of engine
conditions must be met before the fan reverse solenoid output can be activated.

Conditions for hydraulic fan reverse include:

• Actual engine speed must be > 0 rpm
• IMAT warnings?
The duration of the fan reversing cycle is determined by the engine ECU. This value is configurable via the service
tool. Post completion of a fan reversing operation a configurable delay is applied before another reverse request
can be activated. This prevents the fan being left in a reverse state for prolonged periods and reduces the risk of
engine overheating due to incorrect operation of the fan reverse strategy.
Once initiated the fan reverse cycle can not be inhibited. The current fan reverse cycle will be completed before
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fan direction is returned to normal operation.
11.2.2 Reversing Fan Control Configuration
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The fan reversing feature can be enabled using the Cat ET service tool. To enable the feature the following
configurable fields need to be populated within the main configuration screen.
ET Parameter Min Value Max Value Default Description

Parameter to enable to activation of the
Engine Fan Reversing Feature Disable Enable Disable
reversing feature
es
Enables the switch input to the ECU to
Engine Fan Manual Purge Disable Enable Disable
activate the reverse function
Used to disabled the automatic purge cycle
Engine Fan Suspend Radiator
Disabled Enabled Disabled with this parameter enabled the manual
Purge enable Status
reverse cycle will still operate.
uid
7200 1200 Determines the time interval between reverse

Engine Fan Purge Cycle Interval 300 sec
seconds seconds operations
600 Determines the duration of a reverse
Engine Fan Purge Cycle Duration 60 sec 180 seconds
seconds operation
Table 11.3 Hydraulic Fan Reversing Feature Configurable Fields

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To configure the hydraulic fan option to operate in one of the three available states, automatic, manual and auto
manual the following configuration set-up is required.
Automatic
• Engine fan reversing feature “Enable”
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• Engine manual purge “Disable”

• Engine fan suspend “Disable”
• Engine fan purge cycle interval (set to required time interval between purge cycles)
• Engine fan purge cycle duration (set to required time duration of fan purge)
Manual
• Engine manual purge “Enable”
• Engine fan suspend “Enable”
• Engine fan purge cycle interval (set to required time interval between purge cycles)

Auto/Manual
• Engine manual purge “Enable”
• Engine fan suspend “Disable”
• Engine fan Purge cycle interval (set to required time interval between purge cycles)
11.2.3 Reversing Fan Control Installation

The activation of the fan reversing feature if using the manual purge option is achieved by grounding Pin 54 of the
engine ECU. The installation wiring for this switch is shown in Figure 11.2.
ECU
Figure 11.2 Reverse Hydraulic Fan Switch Input Wiring
11.3 Variable Pitch Fan Control

11.3.1 Flexxaire Fan Operation:
The variable pitch fan control strategy is suitable for the control of Flexxaire fans only. Fan pitch control is
achieved using a number of configurable sensor inputs including:
• Engine coolant temperature
• Charge air cooler output temperature
• Two – auxiliary temperature input (optional)
• J1939 inputs for transmission oil and hydraulic oil temps
The default minimum requirement for the fan strategy to operate correctly is with the coolant temperature. While
the coolant temperature sensor is installed on the engine as standard, the charge air cooler temperature is an
additional sensor which needs to be installed when the fan strategy option is selected.
The fan pitch control is achieved using a closed loop control strategy that requires a fan pitch sensor to be
installed on the fan and wired back to the ECU. The pitch sensor returns a 1 to 4V signal back to the ECU, which
the ECU uses to determine the actual pitch of the fan blades.

On a startup after the ECU has been power cycled, a calibration procedure occurs. After a startup delay, the
software should initiate a reverse cycle. Go to full reverse (-100% Pitch), hold for the full reverse time and then
return to full pitch (100% Pitch) for at least five seconds. The ECU will record the highest and lowest voltages
provided by the pitch sensor during this cycle. The highest voltage corresponds to full pitch and the lowest
voltage corresponds to full reverse pitch. Any time that the fan goes into full reverse pitch, the calibration
procedure will be repeated in order to adjust for any changes that may have occurred in the system.
Once the calibration procedure is complete, the fan will operate in a normal engine cooling mode. The ECU will
calculate a desired fan pitch that will be based on the system temperatures that it is reading. It will then control
the hydraulic actuator to drive the fan pitch to the desired pitch.
When the control system is monitoring multiple temperatures, it will use the temperature that corresponds to the
highest fan pitch in order to set the desired pitch.
11.3.2 Flexxaire Fan Configuration

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

Engine Fan Control OFF ON Enable/Disable fan control
Variable
Engine Fan Type Configuration Direct Drive Should be set to Variable Pitch
Hydraulic
Sets the amount of hysteresis in terms of
Temperature Error Increasing Hysteresis 0% 100% temperature error before the fan pitch will
start increasing.
Sets the amount of hysteresis in terms of
Temperature Error Decreasing
0% 100% temperature error before the fan pitch will
Hysteresis
start decreasing.
Rate at which the fan speed will increase/
Current Ramp Rate 0.01A 3A
sec for a given change in current demand.
Tuning parameter that affects how fast or
Fan Speed Proportional Gain % 0% 600% slow the fan pitch will change and stabilized
with a changing temperature.
Tuning parameter that affects how fast or
Fan Speed Integral Stability % 0% 600% slow the fan pitch will change and stabilized
with a changing temperature
Min current = full pitch. This value should be
Solenoid Min Current 0.010A 0.5A
set to 0.100A
Max current = reverse pitch. This should be
Solenoid Max Current 0.01A 3.7A
set to 0.800A
Solenoid Dither Frequency 50 Hz 500 Hz Rated dither freq of valve
Solenoid Dither Amplitude (peak to peak) 0.5A 1A Rated dither freq amplitude of valve
Table 11.4 Parameter Configuration Table

The engine temperature points at which the fan pitch is a min and max value is also configurable using the
service tool. The system temperatures may include charge air cooler output temperature, engine coolant
temperature, transmission oil temperature, hydraulic oil temperature, or 2 auxiliary temperatures, depending on
how the system is configured. Each system temperature has two setpoints associated with it that determine the
desired pitch associated with that system temperature. There is a maximum air flow temperature and a minimum
air flow temperature. The maximum air flow temperature refers to the temperature at which the fan will be at full
pitch (100% pitch) when that parameter reaches that temperature. The minimum air flow temperature refers to
the temperature at which the fan will be at 50% pitch when that parameter reaches that temperature. Refer to
Table 11.5 below for the min, max, and default values for each setpoint.
When the control system is monitoring multiple temperatures, it will use the temperature that corresponds to the
highest fan pitch in order to set the desired pitch.
Parameter Min Value Max Value Default

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

11.4.1 Fan Reversing Operation

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

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

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

Parameter to enable to activation of the
Engine Fan Reversing Feature Disable Enable Disable reversing feature. Must be enabled for
calibration process to occur.
Enables the switch input to the ECU to
Engine Fan Manual Purge Disable Enable Disable
activate the reverse function
Used to disabled the automatic purge cycle
Engine Fan Suspend Radiator
Disabled Enabled Disabled with this parameter enabled the manual
Purge Enable Status
reverse cycle will still operate.
Determines the time interval between
Engine Fan Purge Cycle Interval 300 sec 7200 sec 1200 sec
reverse operations
Determines the duration of a reverse
Engine Fan Purge Cycle Duration 60 sec 600 sec 180 sec
operation
Table 11.6 Hydraulic Fan Reversing Feature Configurable Fields

To configure the hydraulic fan option to operate in one of the three available states, automatic, manual and auto
manual the following configuration set-up is required.
Automatic
• Engine Fan Reversing Feature Enable
• Engine Manual Purge Disable
• Engine Fan Suspend Disable
• Engine Fan Purge Cycle Interval (set to required time interval between purge cycles)
• Engine Fan Purge Cycle Duration (set to required time duration of fan purge)
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Manual
• Engine Manual Purge Enable
• Engine Fan Suspend Enable
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Auto/Manual
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• Engine Manual Purge Enable
• Engine Fan Suspend Disable
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11.4.3 Fan Reversing Installation

The activation of the fan-reversing feature if using the manual purge option is achieved by grounding Pin 54 of the
engine ECU. The installation wiring for this switch is shown in Figure 11.3.
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ECU
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Figure 11.3 Reverse Hydraulic Fan Switch Input Wiring

Engine Speed Demand
12.0 Engine Speed Demand

It is necessary to select a device that converts the speed requirements of the engine operator or controller to an
electrical signal recognized by the engine ECU. There are five types of speed demand inputs:
1. Analog Sensor
2. Pulse Width Modulation (PWM) Sensor
3. Throttle Lock (previous PTO Mode) – also known as “engine speed cruise control” or “set speed control”
4. Multi Position Throttle Switches (MPTS)
5. Torque Speed Control – TSC1 (Speed control over CAN J1939)
The speed demand type must be carefully considered and appropriate for the application.
There are two dedicated software input channels that can be configured to accept specific types of speed
demand inputs. The valid combinations and throttle logic are given in the following bulleted items and diagram:
• Throttle lock mode can be used with Analog/PWM combinations but cannot be used with multi position switch.
• T he J1939 TSC1 parameter will override any speed demand input when broadcast for C4.4 ACERT – C7.1 ACERT
engines today.
• Intermediate Engine Speed replicates Tier 3 feature override functionality for C9.3 ACERT – C18 ACERT.
• Droop is applied to the requested desired engine speed only when all speed governing is selected.
Throttle Type Selection and

Number of Throttles (one throttle
type selected for each channel)
PWM Engine Throttle
Throttle
ANALOG Engine
Channel Demand Throttle Lock TSC 1
Throttle with IVS Droop
1 Validation (PTO Mode)
(C4.4 ACERT –
C7.1 ACERT only)
MPTS (Multi Position

Throttle Switch)
Mode Selection (including

Droop Value, High Idle, Overall
Rated Speed and Gov. Throttle 1 & 2 Arbitration with
Selection) Arbitration Ramp Rates
other speed
demands Desired Engine Speed
PWM Engine Throttle
Throttle ANALOG Engine

Channel Throttle with IVS Demand
2 (C4.4 ACERT – Droop
Validation
C7.1 ACERT only)
MPTS (Multi Position

Throttle Switch)
Figure 12.1 Engine Speed Demand Software Control

Engine Speed Demand
12.1 Analog Sensor (C4.4 ACERT – C7.1 ACERT)
12.1.1 Analog Sensor Operation (C4.4 ACERT – C7.1 ACERT)

Two inputs are available for analog throttle devices, which may be pedal, lever or cable operated. The analog
sensor gives a DC analog output in the range 0.5 to 4.5 volts, when connected to the engine ECU. The ECU
provides a regulated 5V 200 mA power supply.
The analog sensor should use non-contact hall effect technology. Robust potentiometer contact sensors designed
for use in vehicles may be considered. Under no circumstances should ordinary carbon track or wire
wound potentiometers be used, as they will not be reliable.
For all mobile applications, and those where a rapid change in engine speed could cause a hazard, an idle
validation switch is required. The idle validation switch closes to ground when the sensor is in the minimum
position. Off idle switches and kickdown switches are not monitored by the engine ECU.
This analog input must only be used to control engine speed from a direct operator input, and is not suitable as
the mechanism for speed control by another electronic controller.
There is no special requirement for a relationship between angular movements of the pedal and output voltage.
This document does not measure component acceptability in terms of:

• Temperature
• Vibration
• Electromagnetic Compatibility
• Design Life
• Supply Voltage Requirements (min, max, stability)
• Legal Compliance
It the responsibility of the OEM and the throttle device manufacturer to ensure that the component is suitable for
the application in which it is to be used.
12.1.2 Analog Sensor Configuration (C4.4 ACERT – C7.1 ACERT)

Before an analog throttle can be used the configurable parameters must be programmed into the ECU via the
service tool. These parameters are selectable in the main throttle configuration screen.
Note: T ier 4 Analog Input “Latching Feature:”

• Any signal duty cycle outside the acceptable signal duty cycle range will result in a fault logged and
engine speed will be “latched” at the last speed recorded. This sensor input will be locked out until
keyswitch is cycled.
eginning with production software 2nd quarter 2011 this latching feature can be configured “Off” using
• B
Cat ET service tool.
• T ier 3 software only logs a fault with engine speed continuing at last recorded speed and resumes
function when a valid duty cycle signal returns to this input. No latching takes place.

Engine Speed Demand
12.1.3 Analog Sensor Installation (C4.4 ACERT – C7.1 ACERT)

ECU
ECU
12.1.4 Evaluating Component Compatibility (Testing)

The following procedure should be used to evaluate whether an analog throttle is compatible with the engine
ECU. This may be used either by the OEM in selecting components or by the manufacturer of devices which are to
be connected to the engine.
The following test circuits must be used when evaluating analog throttle devices.
Analog Input Test Circuit:

Engine Speed Demand
Idle Validation Test Circuit:
12.1.4.1 Test Procedure

Test 1: Output at Min Position
Place the Device Under Test (DUT) in its minimum or “released” condition.
Measure the voltage V1.
Test 2: Output at Min Position: Forced
Without causing damage, pull the pedal/handle hard against the minimum travel end stop.
Test 3: Output at Max Position
Place the DUT in its maximum or “fully depressed” condition.
Test 4: Output at Max Position: Forced
Without causing damage push the pedal/ handle hard against the maximum travel end stop.
Test 5: IVS Switch Closed Voltage
Place the DUT in its minimum or “released” condition.
Test 6: IVS Switch Opening Threshold
Test 7: IVS Switch Open Voltage
Place the DUT in its maximum or “fully depressed” condition.
Test 8: IVS Switch Closing Threshold
Test 9: Track Resistance (potentiometer type sensors only)
If the DUT is a potentiometer type device, disconnect it from the test circuit and measure the resistance
across the track (from V+ to V-).

Engine Speed Demand
12.1.4.2 Required Values

If the results obtained from the tests above are in the ranges specified below, then the device will be compatible
with the default values in the ECU.
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If the results of the tests are not in the range specified in the table above, the device will not be compatible with
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the default settings in the ECU. Contact the electronic applications team to determine whether it will be possible
to configure the input to meet the device needs.
12.2 PWM Sensor – (C4.4 ACERT – C7.1 ACERT)

12.2.1 PWM Sensor Operation (C4.4 ACERT – C7.1 ACERT)
es
A pulse width modulated signal is a signal whose voltage is either at a maximum or a minimum. The duration of the
on time as a ratio to the total time determines the strength of the outputted signal. This means that the outputted
PWM signal takes the form of a square wave as shown in Figure 12.2.
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Figure 12.2 Pulse Width Modulation Waveform

Engine Speed Demand
Figure 12.2 shows that the square wave voltage is either fully on or fully off. The only parameter that changes
is the duration of the on time or pulse width compared to the Cycle Time. The time between the rising and falling
edge of the “On” pulse is classed as the pulse width and the ratio of this pulse width or ON time compared to the
sum of the On and OFF time or Cycle Time is defined as the duty cycle. In the case of the Cat PWM drivers the
larger the duty cycle the stronger the signal. Cycle time equates to frequency of the waveform where 1 cycle time
of 1 sec= 1 Hz.
% Duty Cycle = (Pulse Width/Cycle Time) x 100
12.2.2 PWM Sensor Configuration (C4.4 ACERT – C7.1 ACERT)

When mounted on the pedal and/or lever the duty cycle as shown in Figure 12.2 will vary determined by the
position of pedal or lever. It is possible however, to program the upper and lower duty cycle limits by adjusting the
throttle configuration within Cat ET.
Note: T ier 4 PWM Input “Latching Feature:”

• Any signal duty cycle outside the acceptable signal duty cycle range will result in a fault logged and
engine speed will be “latched” at the current engine speed. This sensor input will be locked out until
• B
eginning with production software second quarter 2011 this latching feature can be configured “Off”
using Cat ET service tool.
• T ier 3 software only logs a fault with engine speed continuing at last recorded speed and resumes
function when a valid duty cycle signal returns to this input. No latching takes place.
All PWM sensors used should have a sinking (low side) driver output with a frequency of 500 Hz (+/- 50 Hz). The
ECU requires a valid sensor output within 150 ms of the main power being supplied to the sensor.
Position Acceptable Signal Duty Cycle Range

Released (Low Idle) 10 to 22%
Fully Depressed 75 to 90%
Table 12.1 PWM Throttle Parameter Configuration
12.2.3 PWM Sensor Installation (C4.4 ACERT – C7.1 ACERT)

There are two PWM throttle inputs available allowing a maximum of two PWM throttles to be connected directly
to the engine ECU. These devices may be pedal, lever or cable operated and controller supplied. A regulated
“Sensor Supply 8V,” 100 mA power supply is provided by the ECU for sensor power as required.
ECU J1 Connector
Figure 12.3 PWM Throttle Wiring Diagram

Engine Speed Demand
12.3 Throttle Position Sensor Calibration

12.3.1 C4.4 ACERT – C7.1 ACERT Throttle Auto Calibration
The majority of throttle components have mechanical and electrical tolerances that affect the final output of a
device. For example, two components of the same design and part number may produce a different voltage output
in the open position. Throttle components mechanically wear. When they wear, the device’s output will change.
To accommodate these differences and changes the engine ECU may be configured to automatically calibrate
to differing input values at the upper and lower physical throttle positions. The diagrams below give an example
pedal design where the open and closed positions of the throttle pedal are set by adjusting the manufacturing
adjustment screws. With this type of arrangement the mechanical accuracy is limited and therefore auto
calibration may be used. The calibration control logic needs a number of parameters specific to the chosen
device to allow auto calibration.
This feature is configurable for analog and PWM inputs. The algorithm treats either a PWM or analog input as a
“raw signal” in the range 0 to 100% for example the analog voltage range is 5V therefore 0.05V is treated as 1%.
Several parameters are used to:

1. Define the boundaries for calibration in the open and closed positions.
2. Define the amount of dead zone from the open and closed positions.
3. Define the upper and lower diagnostic boundaries.
Initial Lower Position
n Limit
imit
one
er L
Deadz
Positio
Low c
osti
Lower
Lower
gn
Dia
5%
20%
0% 5% 10%
e
on n
dz itio
ea os
rD rP
er
pe pe
Up l Up
ev
ia
5% Init
L
or ion 70%
ens tat
S Ro ositio
n Limit
rP
Uppe
85%
Sensor
95% Diagnostic Upper Limit
100%
Pedal Rotation
Lock Screws
Foot Force
Pedal
Figure 12.4 Analog Throttle Setup Example

Engine Speed Demand
The diagram on the previous page is a simplified representation of a throttle pedal assembly; a small lever
attaches the pedal to a throttle position sensor. Two lock screws limit the open and closed pedal movement, one
for each position. The lever movement is directly proportional to the electrical output signal of the throttle sensor.
The electrical raw signal is shown as a percentage of the total permissible input range.
Eight parameters are shown on the diagram scale, each parameter has a purpose; these parameters are required
for correct calibration. The parameters are expressed as a percentage of raw signal, the parameters may be
changed/configured to match the chosen device:
12.3.1.1 C4.4 ACERT – C7.1 ACERT Throttle Auto Calibration Parameter Description
Diagnostic Lower Limit
The lower diagnostic limit is the absolute minimum raw value accepted as a valid signal by the engine ECU.
Any values below this point will flag appropriate diagnostics and invoke the limp-home strategy. The limp home
strategy will take the following action:
– If engine speed is above 1200 rpm, the engine will go to the configured limp home speed.
– If engine speed is below 1200 rpm, the engine will go to the configured low idle speed.
Most analog devices are classed as faulted with a voltage of 0.25V and below (5%) this is to prevent a possible
open or short circuit being mistaken for a valid signal, for similar reasons a PWM duty cycle should not fall below
5% duty cycle.
Lower Position Limit

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

This is the maximum point of the lower calibration boundary. This value is also used as the initial lower position
when no calibration has been applied.
Lower Dead Zone

This position is given as a discrete raw signal percentage value. The lower dead zone effectively gives some play
at the lower position. This dead band is expressed in terms of a raw signal percentage, such that the initial lower
position plus the lower dead zone will give the 0% throttle position.
Initial Upper Position Limit

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

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

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

The upper diagnostic limit is the absolute maximum raw value accepted as a valid signal by the engine ECU. Any
values above this point will flag appropriate diagnostics and invoke the limp-home strategy. Most analog devices
are classed as faulted with a voltage of 4.75V and above, this is to prevent a possible open or short circuit being
mistaken for a valid signal, for similar reasons a PWM duty cycle should not go above 95% duty cycle.

Engine Speed Demand
12.3.1.2 C4.4 ACERT – C7.1 ACERT Throttle Auto Calibration Function

When the engine ECU is active the raw throttle signal is continuously monitored. The following diagrams explain
how the automatic calibration functions. The adjustment screws in the diagram have been purposely adjusted
and differ from the previous throttle pedal diagram. When the engine ECU is active the raw throttle value is
checked, if the value falls within the lower calibration region (defined by the “lower position limit” & “Initial lower
position limit”) calibration will take place. In the diagram below the lever position is at 11% and falls within the
lower calibration area so auto calibration will be applied.
Figure 12.5 Analog Throttle Lower Calibration Prior to Calibration
Diagram A, before calibration, the sensor output falls within the lower calibration region, without auto calibration
the “initial lower position limit” is used by the engine ECU as the throttle start point. Once clear of the dead zone
the desired engine speed will change. In this case, the lever would have to move 14% of the raw signal (9% + 5%
dead zone) before desired engine speed changes. This is situation is undesirable.

Engine Speed Demand
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Figure 12.6 Analog Throttle Lower Calibration Post Configuration

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Diagram B, after calibration, the start position used by the engine ECU has changed; with this new initial lower
position the lever needs to travel through the dead zone only. Once clear of the dead zone the desired engine
speed will change.
The same principal applies for the upper calibration region as shown in the following diagram.

Engine Speed Demand
Figure 12.7 Analog Throttle Upper Calibration Prior to Adjustment
Diagram C, before calibration, the sensor output falls within the upper calibration region, without auto calibration
the “initial upper position limit” is used by the engine ECU as the throttle maximum point. Once clear of the dead
zone the desired engine speed will change. In this case, the lever would have to move 10% of the raw signal
(5% + 5% dead zone) before desired engine speed changes. This is situation is undesirable.

Engine Speed Demand
Figure 12.8 Analog Throttle Upper Calibration Post Configuration
Diagram D, after calibration, the maximum position used by the engine ECU has changed; with this new initial
upper position the lever needs to travel through the dead zone only. Once clear of the dead zone the desired
engine speed will change.
The auto calibration feature is continuously active during engine operation if a lower minimum position or higher
maximum position is seen auto calibration will take place on the new values. The initial positions (defined by
the initial lower position limit and initial upper position limit) will be re-instated whenever the power to the
ECU is recycled.

Engine Speed Demand
12.3.1.3 C4.4 ACERT – C7.1 ACERT Throttle Idle Validation Switch

Analog devices must use an idle validation switch. The idle validation switch is required to validate that a
change in signal is indeed valid and not a potential electrical fault. Two parameters need to be defined for
correct operation. When configured the engine ECU continually monitors the speed demand request and the idle
validation switch.
Idle validation maximum ON threshold (Closed)
The value is defined as percent raw signal. At low idle the idle validation switch should be “ON” (the input should
be switched to ground). When increasing engine speed the ECU will continually monitor the idle validation switch.
The switch needs to have switched “OFF” between the two IVS thresholds. If the switch state does not change
by the ‘Idle validation maximum ON threshold’ the ECU will invoke the limp home strategy and the throttle will not
respond. The limp home strategy will take the following action:
Idle validation minimum OFF threshold (Open)
The value is defined as percent raw signal. At high idle the Idle Validation switch should be ‘OFF’ (the input should
be switched to open). When decreasing engine speed the ECU will continually monitor the idle validation switch.
The switch needs to have switched ‘ON’ between the two IVS thresholds. If the switch state does not change by the
“idle validation minimum off threshold” the ECU will invoke the limp home strategy and the throttle will not respond.
Figure 12.9 Idle Validation Switch Transition

Engine Speed Demand
12.3.2 Throttle Position Sensor (TPS) (C9.3 ACERT – C18 ACERT)
12.3.2.2 TPS Operation (C9.3 ACERT – C18 ACERT)

Refer to Section 12.2.1 for an explanation of TPS PWM duty cycle and compatibility.
C9.3 ACERT – C18 ACERT engines throttle position sensors to do not utilize the auto calibration feature used by
C4.4 ACERT – C7.1 ACERT engines. C9.3 ACERT – C18 ACERT engines are often used in installations much different
than C4.4 ACERT – C7.1 ACERT, thus the complication of auto calibration is not typically required or desired.
Four programmable parameters for two TPS inputs are provided in order for the ECU to interface with any PWM
TPS. These four parameters are Throttle Input High Idle Duty Cycle, Throttle Input High Idle Duty Cycle #2, Throttle
Input Low Idle Duty Cycle and Throttle Input Low Idle Duty Cycle #2.
• W
hen the ECU receives a PWM signal from the TPS less than or equal to the programmed value for “Throttle
Input Low Idle Duty Cycle,” the engine will govern speed at the programmed value for engine low idle.
• W
hen the ECU receives a PWM signal from the TPS greater than or equal to the programmed value for
“Throttle Input High Idle Duty Cycle,” the engine will go to full engine speed as dictated by Top Engine Limit
(TEL) and high idle programmable parameters.
In addition:
Note: T he ECU will interpret throttle signals between a PWM duty cycle of 5 percent or less, or 95 percent or
more, as invalid and consequently invoke the limp home strategy and log a diagnostic code. The limp home
strategy will take the following action:
This is referred to in the PWM throttle set-up diagram (Figure 12.11) as the upper and lower diagnostic zone.
Note: T ier 4 PWM TPS input now has a configurable parameter that allows faults to be latched in until the
Figure 12.10: Throttle Position Sensor Parameter Diagram
Note: T he relationship of engine speed to PWM duty cycle may not be perfectly linear.

Engine Speed Demand
12.3.2.2 TPS Configuration (C9.3 ACERT – C18 ACERT)

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

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

Engine Speed Demand
PWM Throttle Set-Up Procedure (C9.3 ACERT – C18 ACERT)
Step 1. Connect the customer TPS to the engine according to the graphic in TPS Installation (Section 12.3.2.3).
Connect with Cat ET to the engine. Locate “Throttle Input Duty Cycle” (or “Throttle Input #2 Duty Cycle” if
configuring a second PWM TPS) in the Cat ET status screens. It will most likely be status screen 6, but the
status screen number can vary depending upon engine model and Cat ET version.
Step 2. Be sure the throttle is in the low idle position. It may be necessary to twist against stop or to pull up on a
foot pedal, etc. Note the value shown for “Throttle Input Duty Cycle.”
Step 3. Add 5 to the “Throttle Input Duty Cycle” (or “Throttle Input #2 Duty Cycle” if configuring a second PWM
TPS) value. The sum is the proper value of “Throttle Input Low Idle Duty Cycle” (or “Throttle Input #2 Low
Idle Duty Cycle if configuring a second PWM TPS).” Write down the value.
Note: This value cannot be less than 10 percent or greater than 40 percent.
Adding 5 provides a tolerance (dead band) for wear and mechanical variations.
Step 4. Be sure the throttle is in the high idle position. It may be necessary to twist against stop or to push down
on a foot pedal, etc. Note the value shown for “Throttle Input Duty Cycle” (or “Throttle Input #2 Duty
Cycle” if configuring a second PWM TPS).
Step 5. Subtract 5 from the “Throttle Input Duty Cycle” (or “Throttle Input #2 Duty Cycle” if configuring a second
PWM TPS) value. The difference is the proper value of “Throttle Input High Idle Duty Cycle” (or “Throttle
Input #2 High Idle Duty Cycle if configuring a second PWM TPS).” Write down the value.
Note: T his value cannot be greater than 90 percent or less than 50 percent. Subtracting 5 provides a tolerance
(dead band) for wear and mechanical variations.
Step 6. Enter the values for the two parameters into the configuration screen in Cat ET.
Figure 12.11: PWM Throttle Set-up Diagram

Engine Speed Demand
12.3.2.3 TPS Installation (C9.3 ACERT – C18 ACERT)
ECU
Single PWM TPS
ECU
Second PWM TPS

Engine Speed Demand
12.4 Throttle Lock (Previously PTO Mode)

12.4.1 Throttle Lock Operation
Throttle lock has previously been referred to as “PTO Mode,” “Engine Speed Cruise Control” or “Set Speed
Control.” Throttle lock is a cost effective way to control engine speed, as it only requires switched inputs. Another
benefit is that it can be used in an application where it is necessary to control the engine speed from several
different points on the machine. The disadvantage of using throttle lock is that the maximum engine speed rate of
change is governed by throttle lock increment and decrement ramp rate.
The feature can use up to five switched inputs, which are shown below in Table 12.2.
Switch Throttle Lock Operation

Description Raise/Lower Mode Set/Resume Mode
On/Off Enables and disables the throttle lock feature. Enables and disables the throttle lock feature.
Increases desired engine speed and functions

Raise/
Increase engine speed only as a resume for memorized or programmed
Resume
set speeds.
Decreases desired engine speed and functions

Lower/Set Decrease engine speed only
as a set or memorize current speed demand.
Disengages throttle lock while retaining speeds

Interrupt N/A
memorized since engine has been running.
Allows the operator to select between two

Speed Toggle N/A Throttle Lock set speeds (if programmed
in Cat ET).
Table 12.2 Throttle Lock Operation
Note: In order to test this feature, the engine must be running. In Tier 3 and prior software, the feature could be
tested using the service tool with the engine not running. However, with Tier 4 software, the engine must be
running in order to see the changes when the switches are activated.
Throttle lock can be used with or without the interrupt and speed toggle Inputs. Typically when these two inputs
are used, the feature is referred to as Set/Resume Mode. When these 2 inputs are not used, the feature is
referred to as Raise/Lower (previously Ramp Up/Ramp Down). Previous Tier 3 C7 ACERT – C18 ACERT software
used a Cat ET programmable parameter to select one of these two modes of operation. This Cat ET configuration
parameter is no longer necessary.

Engine Speed Demand
12.4.1.1 Throttle Lock Raise/Lower Mode Operation

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

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

The following sections describe in more detail the operation of each switched input and corresponding
configurable settings.
ON/OFF Switch
When this switch input is open or “Off” then the throttle lock feature is inhibited and none of the other buttons
will have any effect. When the switch is turned “Off,” any adjusted memorized speed will be lost.
Raise/Resume Button
When the on/off Input is “On” or closed to ground as referenced by 12.4.2 Throttle Lock Wiring Diagram, but not
yet controlling engine speed, pressing the resume button will increase engine speed to the configured throttle lock
engine set speed.
Note: T his speed change request will be accomplished and governed by any overall engine ramp rates applied to
this speed change configured separately from throttle lock feature.
The raise/resume input will increase engine speed via raise mode if the throttle lock set feature has already been
engaged by the set button. The ramp rates and increment/decrement rates configured in the throttle lock feature
will be applied as well as any overall ramp rates (i.e. whichever is lowest).
After throttle lock has been disengaged using the interrupt switch described below, then pressing the raise/
resume button will set the engine speed to the last memorized speed via the resume mode.

Engine Speed Demand
Lower/Set Button
When the throttle lock feature is on but not engaged, the first time that the set button is pressed it will save the
actual engine speed as the memorized speed, and the engine will try to run at this speed.
Once a throttle lock speed has been engaged, if the button is pressed again, or if it is held down, the engine
speed will be lowered. The ramp rates and increment/decrement rates configured in the throttle lock feature will
be applied as well as any overall ramp rates (i.e. whichever is lowest).
Interrupt Switch
If the interrupt switch input is opened the engine speed will not follow the memorized speed, but will return to the
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next highest engine speed demand.
The interrupt switch may be a operator panel switch, or may be a micro switch on the brake, clutch, or other
component of the application.
Speed Toggle Switch
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The speed toggle switch enables the operator to select between two configurable set speeds. This enables the
operator to manually set two throttle lock speeds and manually switch between them via a single switch. The
following speed toggle switch conditions apply:
• Open is Default Set Speed Channel 1.
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• Closed is Set Speed Channel 2.
Each of the two speeds can be set with a default RPM value via the service tool, and then new values set by
pressing the set button while the engine is in operation. When the set button is pressed the actual engine speed
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will be stored as the new set speed value determined by set speed channel selection at the time (1 or 2).
Note: W
hen the ECU is switched off any new set speed values will be lost and the ECU will revert to the default
value set via the service tool.
When the resume button is then pressed, the desired engine speed will ramp to the set speed value stored.
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Preset Speed
The preset speed is programmed via the service tool. A speed may be selected such that if the resume button is
pressed, before the set button has been pressed, then the engine speed will go immediately to this speed.
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Throttle Lock Speed Ramp Rates

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

Engine Speed Demand
Example of Throttle Lock Operation

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

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

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

Engine Speed Demand
Throttle Lock Operation under Engine Load

The throttle lock mode set and resume functions are used to provide the operator with a method of storing a
required engine speed and resuming operation at this speed by the use of a simple interface. Care must be taken
however when using this function under engine load conditions as the engine load may mean that the desired
engine speed is not achieved (lug curve operation). The example below describes the feature operation under
load conditions.
Example
The operator using the “raise/resume” switch increases desired engine speed to 2000 rpm. Load is applied to the
engine, which lugs the engine speed down to 1500 rpm. The operator tries to increase the speed of the engine
(still under load) back up to 2000 rpm by pressing the “raise/resume” switch. However, as the engine is lugging
back under load, the engine speed cannot increase and will remain at 1500 rpm. Once the operator releases the
“raise/resume” switch, because the actual engine speed is still at 1500 rpm, the throttle lock set speed will now
be set to 1500 rpm.
If the engine load now decreases, because the set speed has been lowered to 1500 rpm the engine speed will
not increase back up to 2000 rpm but remain at 1500 rpm. The operator can now increase engine speed back to
2000 rpm using the“raise/resume” button. Figure 12.12 illustrates the throttle lock mode operation.
Figure 12.12 Throttle Lock Operation Under Engine Load
The throttle lock feature is configured to operate in this way to prevent the engine from sudden increases in
engine speed due to the raise throttle lock speed button being pressed while the engine is under load and
lugging back along the torque curve. This operation also ensures that the engine ECU can maintain proper engine
operation under all conditions.

Engine Speed Demand
12.4.2 Throttle Lock Configuration

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

Used in
Cat ET Description Range or Option Description
Mode:
Throttle Lock
Not Installed/ Raise/Lower
Feature Installation Used to install the throttle lock feature.
Installed Set/Resume
Status
Throttle Lock
0 to Hi Idle rpm Memorized speed used as the initial resume speed. Set/Resume
Engine Set Speed 1
Throttle Lock
0 to Hi Idle rpm Memorized speed used as the initial resume speed. Set/Resume
Engine Set Speed 2
Throttle Lock
Speed at which the engine will accelerate or decelerate Raise/Lower
Decrement Speed 1 to 600 rpm/sec
when holding the raise or lower button down. Set/Resume
Ramp Rate
Throttle Lock
Speed at which the engine will accelerate or decelerate Raise/Lower
Increment Speed 1 to 600 rpm/sec
when holding the raise or lower button down. Set/Resume
Ramp Rate
Throttle Lock
Speed at which the engine will increment or decrement Raise/Lower
Engine Set Speed 10 to 200 rpm/sec
when the raise or lower button is momentarily pressed. Set/Resume
Decrement
Throttle Lock
Speed at which the engine will increment or decrement Raise/Lower
Engine Set Speed 10 to 200 rpm/sec
when the raise or lower button is momentarily pressed. Set/Resume
Increment
Table 12.3 Throttle Lock and Throttle Lock Configurable Parameters
Note: T he throttle lock feature shares the same hardware ECU J1 pins, as the multi position switch feature and so
can not be used if the MPTS feature is enabled. If you try to select multi position switch without uninstalling
throttle lock first, the ECU will not allow you to select MPS.

Engine Speed Demand
12.4.3 Throttle Lock Installation

Figure 12.13 shows the installation wiring required to implement the full Throttle Lock function.
Note: If Raise/Lower Mode functionality is desired, then only Pins 56, 58 and 60 must be installed.
Figure 12.13 Throttle Lock Wiring Diagram
Note: Tier 3 C7 ACERT – C18 ACERT Electronic A&I may have noted that digital switched input returns can be
connected to negative battery. However this practice has changed for Tier 4 to ensure these returns are
connected to ECU switched input return only.
12.5 Multi Position Throttle Switch (MPTS)

12.5.1 MPTS Operation
The MPTS feature enables the user to select up to 16 pre-configured speed settings as defined by four throttle
switch inputs. These switch inputs can be operated via individual or combined switching devices such as rotary
switches. All switch devices that use a mechanical means of switching from one position to the other must be
“break-before-make” type switches.
Note: This feature shares inputs with the throttle lock feature. Throttle lock and multi position switch cannot be
used in the same installation.
This is a very powerful and flexible feature that may be used in a number of ways. For example:
• P
rincipal speed control method for hydrostatic machines where engine speed is selected and then not required
to be frequently changed by the operator. This feature may be a good alternative to the hand throttle. The
speeds selected on the switch can be designed to correspond to the optimum operating speeds of hydraulic
pumps. A rotary encoded 10 position switch component is available for this function. Please contact the
electronic applications team for further details.
• M
achine limp home speed feature. For example, if the normal throttle fails the operator could remove a fuse or
a link and the engine would go to a speed that would allow the machine to be moved. In this application, only
one of the available four switch inputs would be used.
• E levated idle. For example the OEM could increase the idle speed when work lights are switched on so that the
alternator will provide sufficient current to recharge the battery. In this application only one of the available
four switch inputs would be used.
If a switch combination is detected which has been configured as “Not Valid” then a fault code will be raised
(29-2 or 774-2) and the ECU will ignore the MPTS for the rest of the key cycle if latching feature is “off” (Section
12.3.2.2).

Engine Speed Demand
12.5.1.1 Intermediate Engine Speed Function

The intermediate speed function can be installed to provide an intermediate set speed option via pin:
• 59 of the ECU J1 connector for C9.3 ACERT – C18 ACERT <750 hp/560 kW
• 60 of the ECU J1 connector for C4.4 ACERT – C7.1 ACERT
This function gives the option of a single set speed. C4.4 ACERT – C7.1 ACERT current software allows this speed
input to overrides all other speed requests including TSC1. C9.3 ACERT – C18 ACERT current software does not
override other requests as the C4.4 ACERT – C7.1 ACERT does. However, future Prod 5.4/5.5 software releases
will alter intermediate engine speed inputs for C9.3 ACERT – C18 ACERT to replicate Tier 3 override functionality.
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All C9.3 ACERT – C18 ACERT Prod 5.5 and newer software will allow intermediate engine speed to override TSC1.
This function can be activated when required by switching one of input pins above to ground.
Cat ET Configurable parameter “Intermediate Engine Speed” must be set to the desired speed before this feature
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can be used. The default setting is 1100 rpm.
This feature can be used in conjunction with the MPTS. However, if both functions are required Pin 60 will be
dedicated to the intermediate speed function leaving the remaining three inputs for the MPTS function on CPS
engines only. This will reduce the number of MPTS set speeds available for selection from 16 to 8.
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12.5.2 MPTS Configuration
The MPTS option can be configured using the Cat ET service tool by selecting the following menu location
service/throttle configuration. Engine speed must be “0 rpm” and key cycled for changes to take effect.
Note: E ngine speed changes in MPTS will take place at the engine speed ramp rates:
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• Engine Acceleration Rate Ramp Rate

• Engine Speed Deceleration Rate Ramp Rate
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Engine Speed Demand
Select throttle #1 or #2 once throttle configuration has been selected. Select multi position switch and then
number of switch inputs used. All unused programmable speed settings should be programmed with the physical
position enabled set to “NO.”
Only one multi position switch can be configured. The other throttle # can be programmed to PWM or “No
Throttle” but not multi position feature. Throttle lock feature cannot be used with multi position switch configured.

Engine Speed Demand
The table below gives an example of how the four switchable inputs can be configured to give a range of set
engine speeds. Switches 1-4 are not configurable. Logical position will default to “1” in Cat ET when physical
position enabled is set to “No.”
Physical Physical Logical Engine

Switch 4 Switch 3 Switch 2 Switch 1
Position Position Enabled Position Speed
0 Open Open Open Open No 1 800
1 Open Open Open Closed Yes 1 800
2 Open Open Closed Open Yes 3 1800
3 Open Open Closed Closed Yes 2 1400
4 Open Closed Open Open Yes 7 2050
5 Open Closed Open Closed Yes 6 2000
6 Open Closed Closed Open Yes 4 1900
7 Open Closed Closed Closed Yes 5 1950
8 Closed Open Open Open No 800
9 Closed Open Open Closed No 800
10 Closed Open Closed Open No 800
11 Closed Open Closed Closed No 800
12 Closed Closed Open Open Yes 8 2100
13 Closed Closed Open Closed Yes 9 2200
14 Closed Closed Closed Open No 800
15 Closed Closed Closed Closed Yes 10 2350
Table 12.4 MPTS Switch Configuration
12.5.3 MPTS Installation

Four switch inputs are available on the ECU for a switch-controlled throttle. The ECU may be configured so that
different combinations of switch inputs will relate to different engine speed demands. There are 16 different
combinations of states of these four switches, although not all of these combinations need to be programmed.
Diagram below shows the wiring for C9.3 ACERT – C18 ACERT engines. If CPS applications where both MPTS and
intermediate set speed features are required then Pin 60 will be used for intermediate feature enable.
ECU
Figure 12.14 MPTS Wiring Diagram (pins are common to throttle lock)

Engine Speed Demand
12.6 Torque Speed Control TSC1 (Speed Control Over CAN)

A special J1939 message called Torque/Speed Control #1 (TSC1) allows other electronic devices to control or to
limit the engine speed. This message is explained in detail in Data Link Support Section 17.4.2 of this Application
and Installation Guide.
12.7 Arbitration of Speed Demand

In applications where there is more than one source of engine speed demand, it is necessary to arbitrate
between the different demands. The speed arbitration does not apply to the throttle lock speed demand feature.
There are four methods of arbitration:
• Max Wins – The highest speed demand is the one that controls the engine. This is the default configuration.
• M
anual Selection Switch – A switch input can be used to define which speed input has control. This is
particularly useful in applications where there are 2 driver seat positions.
• T SC1 Override – As described above, the TSC1 message over J1939 will override speed demand from any
other source.
• I ntermediate Engine Speed Switch – Used as part of the MPTS function but will override all speed demands
when operated including TSC1.
• Lowest Wins – In this case the low engine speed demanded will be the overall speed selected.
12.7.1 Manual Throttle Selection Switch

J1/P1 Pin 62 or J1/P1 Pin 40 are + battery switch inputs and are used for throttle arbitration with a manual throttle
selection between Throttle #1 and #2. An open circuit to Pin 62 for C9.3 ACERT – C32 ACERT or Pin 40 for
C4.4 ACERT – C7.1 ACERT will default to Throttle #1. A closed circuit to one of these pins from +Bat will select
Throttle #2.
12.8 Acceleration and Deceleration Ramp Rates

It is possible to limit the overall acceleration rate of the engine speed. The acceleration limit applies to overall
engine speed, irrespective of applied strategy. Refer to the specific speed demand input being used for ramp
rate configurability. The rates may be configured in Cat ET. The rate is defined in units of rpm per second. 0 rpm/s
represents no limit to engine acceleration (i.e. turns off the feature.) The default ramp rate will be 0 rpm/s.
When ramp rates are being used within the throttle lock function it should be noted that if overall acceleration
and deceleration ramp rates are also being used the engine software will apply the lower of the two values.

Engine Speed Demand
12.9 Throttle Behavior During Engine Governor Changes

To protect the engine and drivetrain system during engine governor selection changes, interlocks between
engine speed demand and governor mode have been employed. It should be noted therefore, that when changing
between governor modes via the mode switches (CPS only) or J1939 message, the following throttle features are
enabled/inhibited.
Governor Mode Throttle Lock Availability MPTS Availability

All Speed Governing Yes Yes
Min/Max Governing No No
Table 12.5 Throttle Features and Governor Compatibility
To switch between engine governing modes the desired engine speed must be returned to its low idle setting
under all circumstances. If this condition is not met then the governor mode will not change regardless of the
switched input state. For more information on engine governing and its configuration please refer to Engine
Governor Section 13 of this document.
12.10 Definition of Engine Speed Points

There are a number of engine speed configuration points available for configuration by the customer. These
points effect the engines operation when installed into an application and should be configured to meet
the specific needs of the application. Each point is listed below and shown and in Figure 12.15 where their
relationship with the torque curves can be seen.
Configurable by the customer:

C4.4 ACERT C6.6 ACERT C7.1 ACERT C9.3 ACERT – C18 ACERT
Low Idle (LI) Yes Yes Yes Yes
High Idle (HI) Yes Yes Yes Yes
Top Engine Limit (TEL) No No Yes* Yes
*Certain Ratings only, typically ratings used for IPUs.
Fixed parameters which are non-configurable:

C4.4 ACERT C6.6 ACERT C7.1 ACERT C9.3 ACERT – C18 ACERT
Engine Low Idle Speed Lower Limit
Yes Yes Yes Yes
(LILL)
Engine Low Idle Speed Upper Limit
Yes Yes Yes Yes
(LIUL)
Engine High Idle Lower Limit (HILL) Yes Yes Yes Yes
Engine High Idle Upper Limit (HIUL) Yes Yes Yes Yes
Certain Ratings Certain Ratings Certain Ratings
Rated Speed Lower Limit (RSLL) Yes
Only Only Only
Certain Ratings Certain Ratings Certain Ratings
Rated Speed Upper Limit (RSUL) Yes
Only Only Only

Introduction
Engine Speedand
Demand
Purpose Engine Speed Demand
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12.10.1 Engine Low Idle
12.10.1.1 Engine Low Idle Operation
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Figure 12.15 Example Power Curve with All Available Speed Settings
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The engine low idle speed determines the minimum allowable engine speed during normal engine operation i.e.
if no throttle demand is supplied to the engine ECU (assuming the engine is running) and there is no load on the
engine the engine will idle at low idle speed.
12.10.1.2 Engine Low Idle Configuration

uid
C4.4 ACERT – C7.1 ACERT: The desired engine low idle speed can be set using the service tool via the configuration
screen. The low idle speed defaults to 750 and can be programmed to any value between 700 and 1200 rpm step
size of 10 rpm. The selectable low idle engine speed is can be set using Cat ET within the low idle lower limit and
the low idle upper limit. These limits are fixed in software and are not configurable.
C9.3 ACERT – C18 ACERT: The desired engine low idle speed can be set using the service tool via the configuration
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screen. The low idle speed defaults to 700 and can be programmed to any value between 700 and 1400 rpm. The
selectable low idle engine speed can be set using Cat ET within the low idle lower limit and the low idle upper limit.
These limits are fixed in software and are not configurable.
C9.3 ACERT –
all
C4.4 ACERT C6.6 ACERT C7.1 ACERT

C18 ACERT
Low Idle (LI) Yes Yes Yes Yes
High Idle (HI) Yes Yes Yes Yes
Top Engine Limit (TEL) No No Yes* Yes
*Only IPU ratings for C7.1 provide programmable TEL settings
12.10.1.3 Engine Low Idle Installation

No installation is necessary.

Engine Speed Demand
12.10.2 Engine High Idle

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

The desired engine high idle speed can be set using the service tool via the configuration screen. The engine high
idle speed defaults to rated speed and can be adjusted to a value between HILL and HIUL. As previously stated
the relationship between high idle and rated speed is not mutually exclusive for this reason HILL is set to RS and
HIUL is RS + up to 12%. This means that the max HI setting available for any engine is RS + up to 10%.
Engine High Idle Increments

Engine Default
Configurable Range (rpm) (rpm)
Configured
C4.4 ACERT & C6.6 ACERT Rating Specific TBD
TEL +12%
Configured
C7.1 ACERT Rating Specific TBD
TEL +12%
2420 Configured
C9.3 ACERT 1
(Default TEL +10%) TEL +10%
2310 Configured
C13 ACERT & C15 ACERT 1
2090 Configured
C18 ACERT 1
12.10.2.3 Engine High Idle Installation

No installation is necessary.

Engine Speed Demand
12.10.3 Top Engine Limit

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

Minimum Top Engine Maximum Top Engine Increments
Engine Default (rpm)
Limit Setting (rpm) Limit Setting (rpm) (rpm)
All C4.4 ACERT & Engine Rated
Not Configurable Not Configurable N/A
C6.6 ACERT Speed
C7.1 ACERT Loose Engine Rated
Not Configurable Not Configurable N/A
Engine Ratings Speed
C7.1 ACERT Configurable,
Configurable, TBD Configurable, TBD TBD
IPU Ratings TBD
C9.3 ACERT 2200 1800 2200 1
C13 ACERT &
2100 1800 2100 1
C15 ACERT
C18 ACERT 1900 1800 1900 1

Engine Speed Demand
12.10.3.2.1 Top Engine Limit Configuration (C4.4 ACERT – C7.1 ACERT)

If the customer wants the engine’s full load (rated hp) speed to be equal to the high side of the top engine speed
range, then no configuration is necessary. The engine will always default to the highest engine speed in the top
engine speed range. If the customer wants TEL to be reduced from the highest engine speed in the top engine
speed range, then two parameters must be configured in Cat ET.
1. Run out control must be configured to “ON.” The keyswitch (switched power) must be cycled in order to
change TEL. Otherwise, TEL will remain unavailable. If run out control is “OFF,” then TEL will appear as “Not
Installed” in the Cat ET Configuration screen.
2. Top engine limit must be changed to the customer’s desired full load (rated hp) speed. This desired speed must
be within the top engine speed range displayed in Cat ET.
The configuration of the top engine limit setting can be made using the service tool (only for those engine ratings
supporting this feature) via the engine mode selection feature. Please refer to Section 13.0 Engine Governor for
more information on the configuration and use of the engine mode selection feature.
The top engine limit for those engine ratings supporting the feature can be configured to limits set by the Rated
Speed Lower Limit (RSLL) (1800 rpm) and Rated Speed Upper Limit (RSUL) (2100/2200 rpm). These are fixed limits
set within the engine software and cannot be altered.
12.10.3.2.2 Top Engine Limit Configuration (C9.3 ACERT – C18 ACERT)

If the customer wants the engine’s full load (rated hp) speed to be equal to the high side of the top engine speed
range, no configuration is necessary. The engine will always default to the highest engine speed in the top engine
speed range. If the customer wants TEL to be reduced from the highest engine speed in the top engine speed
range, two parameters must be configured in Cat ET.
1. Engine performance run out control configuration must be configured to either “Fuel Limiting” or “Speed Droop.”
The keyswitch (switched power) must be cycled in order to change TEL. Otherwise, TEL will remain unavailable.
If run out control is “Not Installed,” TEL cannot be changed in the Cat ET Configuration screen.
Speed Droop and Fuel Limiting brief explanation:
When either parameter is selected, the engine will run at high idle with 0% load and at TEL with 100% load.
The difference between these two settings pertains to how the engine governs between high idle and TEL
speeds. When configured to fuel limiting the engine will operate much like a Tier 3 C7 ACERT – C32 ACERT. The
engine will (simplistically) set its speed based on the load applied. This results in the engine trying to maintain
a certain speed for any given load. When configured to speed droop the engine does not chose a speed based
on directly load between high idle and TEL. Simplistically, the engine will settle in at a given speed between
high idle and TEL based on load, but it is not trying to govern at that speed. The speed the engine runs at a
given load is simply the result of that load. Fuel limiting is sometimes used to solve engine speed instability
problems that are associated with the engine’s speed governor (in the case of speed droop) interacting with
another governor somewhere in the driveline.
Note: S
peed droop will typically provide the most stable values for engine percent load. Speed droop simply
attempts to govern engine speed from high idle speed at no load to TEL speed at full load.
2. Top engine limit must be changed to the customer’s desired full load (rated hp) speed. This desired speed must
be within the top engine speed range displayed in Cat ET.
The top engine limit for those engine ratings supporting the feature can be configured to limits set by the Rated
Speed Lower Limit (RSLL) (1800 rpm) and Rated Speed Upper Limit (RSUL) (2100/2200 rpm). These are fixed
limits set within the engine software and cannot be altered.

Engine Governor
13.0 Engine Governor

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

Engine Governor
Min/max governing above the configured RS is limited by the G limit curve. This region of operation is often
referred to as the overrun region (shown in Figure 13.1 as the Governor operating area). The G limit curve is
always below the rated torque curve. This curve is linear and the slope of the line is determined by the configured
RS point and HI engine speeds (run out line).
m
.co
es
uid
Figure 13.1 Min Max Governor Operating Regions
13.1.2 Configuration
The min/max governing option is available for all levels of engine software and is enabled by selecting min/
max governing of the engine software. Please refer to the mode selection section of this document for more
information on the configuration of these switches.
-g
To switch between torque control and speed control modes there are several methods.
1. Use the ET service tool and switch governor modes in the configuration screen with the engine governor
primary mode configuration.
all
2. Use a CAN datalink. Up to two independent third-party CAN controllers can simultaneously send this request to
the ECU. An arbitration strategy is used to pick the higher priority message of the two.
– If more than one governor mode input device is used, the engine ECU chooses or “arbitrates” between the
different devices. The CAN datalink input has the highest priority. If the switch is installed as in method 3, the
ET service tool configuration is ignored, and is displayed as UNAVAILABLE.
3. Use a hardwired switch input. If the switch is set to “installed,” an open circuit on J1-22 results in torque
control and a closed circuit results in speed control.
– The following conditions have to be TRUE to use the hardware switch or ET service tool for changing
governor mode.
• Engine speed <= Low Idle rpm + hysteresis (20 rpm) AND
• Desired engine speed <= Low Idle rpm + hysteresis (5 rpm)

Engine Governor
13.1.3 Installation
The min/max governing feature requires no special installation other than a method of engine speed demand TPS
or MPTS. Please refer to the engine speed demand section of this document for more information on the methods
supported by the engine ECU.
13.2 All Speed (Full Range)

The default governor type is an all speed governor, also known as a variable speed governor. The diagrams and
text below in Figures 13.2 and 13.3 illustrate the torque and speed characteristics of this governor.
13.2.1 Operation
The all speed engine governor will attempt to hold a constant engine speed for a given throttle position. The
governor senses engine speed and load and meters the fuel supply to the engine such that the engine speed
remains constant or to vary with the load in a predetermined manner. This governor type is recommended for
use on applications with a constant operating speed and applications with manual transmissions. The all speed
governor is also known as “variable speed” or “full range engine speed governor.”
The governor strategy calculates the fuel quantity required to keep the actual engine speed equal to the desired
engine speed. The desired engine speed is the output of the throttle arbitration strategy defined in the Engine
Speed Demand Section 12.0 of this document. All speed refers to the fact that the engine governor operates
across the full engine speed operating range. The governor strategy has control parameters classed as governor
gains, which determine the engine response and engine stability. These gains are “tuned” by Caterpillar to ensure
that they are configured for optimum performance under both steady state and transient conditions.
Under default conditions the engine is set to operate with isochronous governing across the engine speed range,
during which the engine fuelling is bound by the engine torque curve. Note that the engine may not be capable of
reaching the torque fuel limit curve in some circumstances. For example, if the turbocharger is not providing the
required boost pressure, the fuel will be limited so that the engine does not emit black smoke.
Engines can however be configured to operate with a level of engine droop, under the torque curve. Droop is the
variation of engine speed as load is applied. For example, if an engine has 10% droop and is running at 1500 rpm
without load, as load is applied the operator will feel and hear the engine speed gradually decreasing. This is
represented by the diagonal dotted lines under the torque curve in the diagram below.
When the load reaches the torque limit curve of the engine, the engine will lug back along the curve.
Note: (C4.4 ACERT – C7.1 ACERT engines only) Droop values can be assigned to the multi position throttle
switch input, PWM accelerator pedal/lever input and the TSC1 speed demand over J1939. Droop does not apply,
however to the throttle lock mode, which always operates isochronously (0% droop).
The governor (governor run-out) is governed by the relationship between the rated engine speed (this is fixed
for each rating and cannot be altered) and the chosen high idle speed. High idle is the maximum speed that the
engine will reach. Note that this is on the bare engine and when installed in an application, it may not be possible
to reach this speed due to the parasitic loads of the driven equipment. The range of possible high idle speeds
is defined by the parameters, High Idle Lower limit (HILL) and High Idle Upper Limit. (HIUL). High Idle cannot be
specified to be less than RS and can not exceed RS+12%. This HIUL is specified to ensure governor stability is
maintained throughout the engine operating range.

Engine Governor
Example Governing 1 – Droop and G slopes approximately equal.
(rpm)
Figure 13.2 Engine with Droop Settings (CPS only)
Example Governing 2 – Isochronous droop but with a shallow G slope.
(rpm)
Figure 13.3 Isochronous Droop Settings (CPS only)

Engine Governor
13.2.2 Configuration
The Cat ET configurable parameter for engine governing is “Engine Governor Primary Mode Configuration.” This
parameter can be configured to speed control or torque control. The speed control setting refers to the all speed
engine governing option and this is the default governor selected for all levels of engine software and can be
de-selected/selected via the engine mode selection switches as with the min/max governor. Please refer to the
mode selection Section 13.6 of this document for more information on the configuration of these switches.
To switch between torque control and speed control modes there are several methods.
1. Use the ET service tool and switch governor modes in the configuration screen with the engine governor
primary mode configuration.
2. Use a CAN datalink. Up to two independent third-party CAN controllers can simultaneously send this request to
the ECU. An arbitration strategy is used to pick the higher priority message of the two.
– If more than one governor mode input device is used, the engine ECU chooses or “arbitrates” between the
different devices. The CAN datalink input has the highest priority. If the switch is installed as in method 3, the
ET service tool configuration is ignored, and is displayed as UNAVAILABLE.
3. Use a hardwired switch input. If the switch is set to “installed,” an open circuit on J1-22 results in torque
control and a closed circuit results in speed control.
– The following conditions have to be TRUE to use the hardware switch or ET service tool for changing
governor mode.
• Engine speed <= Low Idle rpm + hysteresis (20 rpm) AND
• Desired engine speed <= Low Idle rpm + hysteresis (5 rpm)
13.2.3 Installation
The all speed engine governing feature requires no special installation other than a method of engine speed
demand. Please refer to the Engine Speed Demand Section 12.0 of this document for more information on the
methods supported by the engine ECU.
13.3 Auxiliary Governor

It is possible to control the engine speed by the output shaft speed of another module. Caterpillar does not offer a
speed sensor for this component, nor is there any direct speed sensor input, for the following reasons:
• There are a wide variety of speeds to be measured.
• Speed sensor’s output signals are low in amplitude and sensitive to electromagnetic interference.
• The engine is often not close to the output shaft to be measured, resulting in poor quality speed signals.
The recommended solution for this requirement is as follows:
The speed measured close to the output shaft by a third party electronic control module, which would give an
engine speed demand to the engine, using J1939 TSC1 speed control or throttle lock mode raise and lower inputs.
The third party module could also incorporate a display and/or operator control buttons. The electronic
applications team can give advice on specifying and selecting the third party electronic module for this function.
The advantage of this approach is that, although the initial cost of the module is higher than a direct speed input,
the cost of the additional components is reasonable and the advantages in reliability and ease of commissioning
outweigh the disadvantages.

Engine Governor
13.4 Rating Selection via Cat ET Service Tool

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

13.5.1 Engine Governor Operation
The Cat Tier 4 Series engine range offers the ability to configure the run-out gradient of the Governor (G) via the
configuration of the top engine limit RS and the engine HI.
Note: Not all engine ratings support the configuration of the engine RS.
The G curve is a linear line. The slope of this line can be adjusted using the HI and RS speed settings. The line
determines the response of the engine once the engine speed enters the G controlled area of the torque curve.
Figure 13.4 shows a G run out line with the same rated speed and two different HI settings.
rpm
Figure 13.4 G Run Out Example
13.5.2 Engine Governor Configuration

The governor run out line gradient can be configured using the service tool and the mode selection feature as
described in Section 13.6 of this document. This is achieved by modifying RS or HI or both. It should be noted that
HI can not be configured to be less than RS and no higher than RS + 12%.

Engine Governor
13.6 Mode Selection

13.6.1 Mode Selection Operation
A mode is a performance characteristic in terms of power/torque, droop, speed governing and rated speed.
There are up to four modes configurable on the C4.4 ACERT, C6.6 ACERT, and C7.1 ACERT engines. These modes
are selectable during normal engine operation while the engine is running and on load apart from when a speed
governing change is required.
Two ECU J1 switched inputs are provided for this feature and each switch combination can be configured to
provide a separate mode configuration. Examples of the selectable modes for C4.4 ACERT – C7.1 ACERT are
m
shown below:
• Engine % Droop
• Engine T Curve Rating (if multi ratings are enabled)
.co
• Top Engine Limit (only if the rating supports multiple rated speeds)
• Engine Speed Governing Mode (min/max or all speed)
• High Idle
Note: T he only mode selectable for C9.3 ACERT – C18 ACERT is the engine speed governing mode (min/max or
all speed).
es
Mode Mode Mode Rated Throttle 1 Throttle 2 TSC1
Rating High Governor
Selection Selection Selection Enabled Speed Droop Droop Droop
Number Idle Type
Number Switch Input 1 Switch Input 2 (rpm) Percentage Percentage Percentage
1 Open Open Yes 1 2200 2420 10 10 10 All Speed
uid
2 Open Closed Yes 1 1800 1800 0 0 0 All Speed

3 Closed Open No 1 0 0 0 0 0 All Speed
4 Closed Closed No 1 0 0 0 0 0 All Speed
Table 13.1 Engine Mode Selection Table
It should be noted that the engine mode switch 2 input is also used for the following feature:
-g
• Mode Switch 2 or Inlet Air Restriction Switch
If this alternative feature is required then associated mode switch function can not be used.
all
If an invalid switch position is selected a fault code will be raised (1743 -2) and the feature will revert to its last
good state.
Note: I f a change of governing is required i.e. from all speed to min/max then unlike mode changes such as droop
etc. the engine speed must be seen to be at low idle or 0 rpm before this change will take place regardless
of the mode switch position.
13.6.2 Mode Selection Configuration

Configuration of the available engine modes is carried out by using the Cat ET service tool under the following
menu location, Service/Engine Operating Mode Configuration.

Engine Governor
13.6.3 Mode Selection Installation
J1/P1 ECU
C4.4 ACERT – C7.1 ACERT
C9.3 ACERT – C18 ACERT
Figure 13.5 Mode Switch Installation Wiring
13.6.4 Rating and Droop Changes Requested via the J1939 Data Link
For those applications wishing to use the J1939 CAN bus system during machine integration, the engine rating
and droop settings can be adjusted using the Off Highway Engine Control Selection (OHECS) message PGN FDCB
(C4.4 ACERT – C7.1 ACERT only). For more information on configuring the J1939 messages please refer to data link
support Section 17 of this document.
Note: I f a rating is selected over J1939 the last programmed rated speed will be applied, as rated speed cannot be
changed over J1939.

Cold Starting Aid
14.0 Cold Starting Aid

Note: Caterpillar absolutely requires ether injection be controlled ONLY by “Engine Electronics.”
The two types of start aid available are glow plugs (installed as standard to all < 175 hp/130 kW engines) and
ether (customer configurable option). C4.4 ACERT, C6.6 ACERT, and C7.1 ACERT engines can be purchased with
both start aids enabled however, it should be noted that under no circumstances will the glow plugs and ether
system be used in conjunction with one another. In general the following applies:
• Glow plugs only used from +5°C.
• E ther start activation is based on temperature and barometric pressure but in general will activate at
temperatures below –25°C.
When selecting both start aids the control shown in Figure 14.1 applies.
In addition to the aids required for engine starting there is also a need for an engine regeneration aid for the
following engine ranges C4.4 ACERT Passive Regeneration system and C6.6 ACERT <175 hp/130 kW Passive
Regeneration system.
This regeneration aid, which involves the use of an elevated idle strategy is only required for applications wishing
to operate below –18°C ambient with light parasitic loading. Further details on the operation of this system are
given in Section 14.3. More information can also be found detailed within Section 14 of the Mechanical A&I Guide.

Cold Starting Aid
Start Aid Control
Key ON
Engine Coolant Temperature Sensor

ECU selects
Intake Manifold air temperature coldest
temperature
Air Inlet Temperature
Temperature N
No Start Aid required
<= +5 degC ?
Coolant Temp
Temperature
<=-25 degC?
Y N
Intake Temp
ECU activates
Operator Cranks Wait to
the Engine Start Lamp Pre-heat map
and Glow Plugs
e
m
for period
Ti
determined from
Pre-heat map Typical Values (May Vary)
The operator should wait

until after the Pre-heat period
Engine ECU before cranking . The Glow
Initiates Ether Operator crank Plugs will remain off after the
dosing engine when lamp Pre-heat period until the
turns off engine is cranked.
ECU activates
Engine Speed within Glow Plugs during
N 50 rpm of LI cranking for
maximum of 10 sec
Y
?
ECU activates Engine speed >= to

Ether for Post low idle -200 rpm?
e
N
m
engine start
Ti
Typical Values (May Vary ) Not yet duration

defined!
Y
ECU activates
Glow Plugs for
Post-start period
of 15 seconds
Start Aid End
Figure 14.1 ECU Start Aid Control

Cold Starting Aid
14.1 Control of Glow Plugs by the Engine ECU

(C4.4 ACERT – C7.1 ACERT Only)
14.1.1 Glow Plug System Operation
Glow plugs are installed as standard in C4.4 ACERT – C7.1 ACERT engines.
When the ignition keyswitch is on, the engine ECU will monitor the coolant temperature and the inlet air
temperature and decide whether the glow plugs are required. If so, the ECU will activate the glow plug relay and
supply current to the engine glow plugs.
On a cold start when the ECU decides that it is necessary for the glow plugs to be activated prior to starting, a
lamp output will indicate to the operator that they need to “wait to start.” Note that it is possible that the start aids
will also be used either during cranking or when the engine has started. Under these conditions however, the
lamp will not be active. The control strategy for start aid control is shown in Figure 14.2

Cold Starting Aid
Start Aid Control
Key ON
Engine Coolant Temperature Sensor

ECU selects
Intake Manifold Air Temperature coldest
temperature
Air Inlet Temperature
m
Temperature N
No Start Aid required
<= +5 degC ?
The operator should wait

until after the Pre-heat period
before cranking. The Glow
Plugs will remain off after the
Pre-heat period until the
.co Y
ECU activates
Wait to
Start Lamp
and Glow Plugs
for period
Pre-heat map
Coolant Temp
Intake Temp
determined from
es
engine is cranked.
Pre-heat map
e
m
Ti
Operator crank
engine when lamp Typical Values (May Vary)
turns off
uid
ECU activates
Glow Plugs during
cranking for
maximum of 10 sec
-g
Engine speed >= to

N low idle -200 rpm?
all
ECU activates
Glow Plugs for
Post-start period
of 15 seconds
Start Aid End
Figure 14.2 ECU Glow Plug Control

Figure 14.2 ECM Glow Plug Control
14.1.2 Glow Plug System Configuratio n

If Ooperation
ELECTR N I C S aofp engine
p lic aglow
tionplugs
a nisdnot required,
inst a ll then no control
a tion G U I Dhardware
E 221 is
required to be installed. Please note that while both Glow plugs and ether can be
Cold Starting Aid
14.1.2 Glow Plug System Configuration

If operation of engine glow plugs is not required, installation of control hardware is not required.
Note: W
hile both glow plugs and ether can be installed in the same engine, the start aids must never be operated
at the same time. Do not under any circumstances bypass the ECU control of either start aid.
14.1.3 Glow Plug System Installation
Figure 14.3 Glow Plug Relay Electrical Connection
The relay coil must not draw more than 1A and should be installed with either a resistor or diode to suppress
flyback energy (back emf).
As the glow plugs may be active during cranking, when the battery voltage may be low, it is recommended that
the relay be specified such that it will close at a voltage equivalent to 60% of nominal battery voltage or lower.
The relay contacts should be rated to withstand the current characteristics outlined in the table below. Note that
for the purpose of relay specification, the glow plugs are a purely resistive load (no inductive element).
Although the glow plugs are normally operated for a short time only, in cold ambient conditions, best practice
would be to size the cable to withstand the stabilized glow plug current continuously. This will allow for a relay
that fails closed. For example, a four cylinder 12V application should have a wire size capable of carrying 50A.
Refer to the recommended cable sizes in the table below.
Engine: C4.4 ACERT C6.6 ACERT, C7.1 ACERT

Supply Voltage: 12V 24V 12V 24V
Current – initial 82A 36A 122A 54A
Current after 4 sec 64A 29A 97A 43A
Current after 8 sec 50A 24A 74A 36A
Recommended fuse to SAEJ1888 (slow blow) 50A 30A 80A 40A
Recommended min cable gauge – mm (SAE J1128 GLX cable)
2
5 mm² 2 mm² 8 mm² 3 mm²
Table 14.1 Glow Plug Requirements
A Caterpillar recommended glow plug relay is also available for use with the C4.4 ACERT, C6.6 ACERT and
C7.1 ACERT engine range. There are two part numbers available as shown in Table 14.2. Both relays are supplied
with a two pin connector for easy connection of the relay coil control circuit.
The relays must be remote mounted from the engine and have a maximum ambient temperature limit of +85°C and
vibration levels less than 15.3 Grms.
Both relays are also installed with suppression diodes.

Cold Starting Aid

12V Glow Plug Relay 241-8367
24V Glow Plug Relay 241-8386
2 Way Plug Kit 155-2270
2 Way Plug 155-2269
Wedge Lock 155-2261
Sockets 9X-3402
Table 14.2 Glow Plug Relay Part Numbers
14.2 Ether Start Aid Systems
14.2.1 Ether Starting Aid System Operation

Tier 4 Interim C9.3 ACERT – C18 ACERT <750 hp/560 kW engines use a CEM consisting of a Cat Regeneration
System (Cat Regeneration System), Diesel Oxidation Catalyst (DOC) and Diesel Particulate Filter (DPF). Ether
can pass through the engine system and into the CEM during cold starts. Ether controlled by the ECU is capable
of preventing regeneration events from taking place too quickly after the use of ether. The ECU will delay
regeneration events for sufficient time such that the ether will be cleared out of the CEM.
Warning: If the ECU does not control all ether use, there is a risk of initiating a regeneration event with ether
in the CEM. All ether used in Tier 4 Interim C9.3 ACERT – C18 ACERT <750 hp/560 kW engines must
absolutely be controlled by the engine ECU to ensure no regeneration events are initiated too soon
following the use of ether.
The ether solenoid control is available to drive a relay and/or solenoid to control ether delivery to the intake
manifold. The ECU controls the ether solenoid control output when conditions dictate the use of a starting aid.
Caterpillar offers an optional ether start system matched to each engine’s particular cold start strategy. Please
refer to the Mechanical A&I LEBH0004 for other details regarding the ether start system. Please refer to the
Industrial Engine Price List for the appropriate parts.

Cold Starting Aid
If there are active faults on both the coolant temperature sensor and the inlet air temperature sensor, the ECU
will not activate the ether injection system. If there is an active fault on either the air temperature sensor or the
coolant temperature sensor, the valid sensor will be used in the ether control strategy. If both the air temperature
and coolant temperature sensor are valid, then the coldest temperature will be used. If both sensors are valid,
then usage of a block heater will not affect the ether control strategy.
The ether control strategy establishes ether injection durations based on temperature and altitude. The
temperature threshold is not programmable by the customer. If the temperature is below the threshold [0°C (32°F)
at sea level] and an attempt is made to start the engine, the ether solenoid control will be enabled
until the engine rpm reaches 50 rpm less than low idle. If the engine starts or a condition occurs that prevents
fuel from being injected, the ether solenoid control will be inhibited.
Ether will only be injected while engine speed is greater than zero. Ether will not be injected prior to cranking
the engine.
14.2.2 Ether Start Configuration

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

The continuous flow ether system is available as an optional attachment on the Industrial Engine Price List. The
component in the ether system that controls ether quantity and spray angle is the atomizer. The atomizer has a
control orifice that is sized for a specific range of intake air flow. Be sure to order the correct ether system to
match the engine.
Note: E ther atomizer location is critical to proper operation of each engine model’s cold start strategy. For proper
ether atomizer location, specific to each engine model, consult with the application support center.
The ECU can activate the ether control valve solenoid with a direct connection from ECU to the solenoid. Older
systems required the use of a relay to switch battery supply to the solenoid, but the relay is no longer required
due to more efficient solenoids and the higher current capability of the ECU driver.
Note: T he ECU will source 2.0 amps at normal operating conditions. At cold operating conditions, the ECU may
source as low as 1.0 amp to the solenoid or relay. Cat Industrial Price List components have been selected
to operate in this 1.0 – 2.0 amp range.

Cold Starting Aid
C4.4 ACERT, C6.6 ACERT, and C7.7 ACERT Ether Start Installation:
Figure 14.4 Example Ether Control Valve
The mating connector for both the 12 and 24V ether solenoid
options available for the C4.4 ACERT and C6.6 ACERT
product range are shown in Figure 14.5. The part
numbers required for the ether solenoid connection are
also shown in Table 14.3. Figure 14.5 Mating Electrical Connector 155-2270

Cold Starting Aid
Component Cat Part Number Manufacturer Part Number

Ether Control Valve 24V 239-1134 N/A
Ether Control Valve 12V 260-1844 N/A
2 Way Plug Kit 155-2270 N/A
2 Way Plug 155-2269 DT06-2S-EP06
Wedge Lock 155-2261 W2S-P012
Sockets 9X-3402 0462-201-1631
Table 14.3 Mating Connection Part Numbers
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14.3 Cold Weather Regeneration Aid
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(C4.4 ACERT, C6.6 ACERT Engines Only)
14.3.1 Cold Weather Regeneration Aid Operation
For the applications wishing to operate at low idle for long periods of time at an ambient below -18°C a
regeneration aid is required. This regeneration aid is designed to allow the engine to passively regenerate when
required by elevating the engine speed from it current low idle position to a fixed speed of 1200 rpm. The engine
will only take control of engine speed if the associated wiring is completed and the engine determines that
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regeneration is required.
Increasing engine speed to 1200 rpm allows the engine control strategy to maintain the engine exhaust
temperatures required to activate passive regeneration of the engine DPF. This feature is available for C4.4 ACERT
and C6.6 ACERT engines and requires no specific configuration.
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14.3.2 Cold Weather Regeneration Aid Configuration

No configuration is required for this feature as all engine software contains the ability to increase engine speed
to aid regeneration when required.
14.3.3 Cold Weather Regeneration Aid Installation

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LSR strategy is enabled by taking Pin 46 of the engine ECU J1 connector to Pin 18 the ground switch return pin.
Example wiring is shown below in Figure 14.6.
Engine ECU
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Figure 14.6 Cold Weather Elevate Idle Wiring
This switch input can be enabled and disabled as required by the OEM. For example, the OEM could choose to
only enable this strategy when the operator is at the machine or the machine is in neutral etc.

Engine & CEM Indicators & Operator Displays
15.0 Engine & CEM Indicators & Operator Displays

15.1 Engine Management System Status Indication
The engine ECU is configured to monitor a number of core engine critical as well as application configurable
parameters. This monitoring system enables the engine to take actions such as warn the operator, derate the
engine or shutdown completely. The configuration of this system is discussed further in Section 16 of this document
and the remainder of this section is focused around the display of these engine monitoring system states.
It should be noted that due to the increased complexity of the engine system required to meet Tier 4 Interim
emissions regulations additional lamp outputs must be used to indicate the status of the CEM system. These
lamps are in addition to the mandatory core engine lamps. Table 15.1 gives an overview of the mandatory installed
indicators required for each Tier 4 engine family. Section 15.2 gives more details on the interaction between the
core engine and CEM indicators.
Note: W
hile the use of the hard wired lamp outputs are not mandatory, the indication of each of the following
lamp status is mandatory. Whether using a hardwired or J1939 driven system all status indicators must use
the CEM symbols shown in Section 15.2.1.
Engine Family Core Engine Lamps CEM Lamps

Engine Warning Lamp DPF Lamp
C7.1 ACERT Engine Shutdown Lamp HEST Lamp
Wait to Start Lamp Regen Inhibited Lamp
Engine Warning Lamp
C4.4 ACERT & C6.6 ACERT Engine Shutdown Lamp N/A
Wait to Start Lamp
Engine Warning Lamp DPF Lamp
C9.3 ACERT – C18 ACERT
Engine Shutdown Lamp HEST Lamp
<750 hp / 560 kW
Regen Inhibited Lamp
Table 15.1 Mandatory Engine and CEM Status Indicators
15.1.1 Engine Monitoring System Status Levels

The engine management system provides numerical codes to detail specific engine or CEM diagnostics and
system events. These codes are split into two categories, a system diagnostic code and an event code.
• D
iagnostic Code – A diagnostic code is raised when a malfunction with one or more of the engine or CEM
electronic components enters a fault condition.
• E vent Code – An engine event code is raised when one of more of the engine or CEM electronic components
measures a value, which is outside of a pre-configured threshold.

Each of these engine system codes has a severity applied to them, which corresponds to a physical engine action
and monitoring system status indicator display. These severity levels are defined by three levels:
• Level 1 – Warn only (no immediate action is required, the system may need attention soon).
• L evel 2 – Derate the engine by a specific error determined percentage (change application operation or
perform maintenance to the system).
• L evel 3 – Activate or advise an engine shutdown be implemented for engine protection (immediately perform a
safe application shutdown).

The remainder of this section deals specifically with the display of these engine states. For more information
regarding the configuration of these thresholds and the actual engines physical response to specific error levels
please refer to Section 16.

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

Indicator Level (3 = Most Severe) Stop Lamp Warning Lamp
Diagnostic 1 ON
2 FLASH
3 ON FLASH
Event 1 ON
2 FLASH
3 ON FLASH
Table 15.2 Hardwired Lamp Operation

Note: ON = Lamp on solid low severity, FLASH = Increase in severity

15.1.3 Data Link Driven J1939 Monitoring System Display

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

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

Warning (Amber) Protect (Amber)
140% 3715-31
Flash & Stop (Red) On Flash & Stop (Red) On
116% + 10 min. 3714-31 Warning (Amber) Flash Protect (Amber) Flash
116% 3719-0 Warning (Amber) Flash Protect (Amber) Flash
100% + Inhibit Sw. 3703-31 Warning (Amber) Flash Protect (Amber) Flash
100% 3719-16 Warning (Amber) Flash Protect (Amber) Flash
Table 15.4 Soot Loading – J1939 Diagnostics and Lamp Condition

15.2 Gauge Drivers

OEMs are increasingly selecting data link-driven intelligent displays for their applications instead of traditional
gauges and lamps directly driven from sensors or the engine ECU.
If a needle type analog gauge is required to display an engine parameter such as engine speed, oil pressure,
or coolant temperature, it is recommended that the OEM use a gauge or display that can use the parameters
broadcast by the ECU on the J1939 data link.
As an alternative, traditional single wire gauge “senders” may be used if a suitable tapping is available. If this
implementation is required, please contact the applications team to discuss requirements.
A traditional tachometer signal may be obtained from the “W” terminal of the alternator, although this will not be
as accurate as the value transmitted on the J1939 data link.
15.2.1 Data link Driven Intelligent Displays

J1939 enabled operator display/gauge units can be connected to the engine J1939 data link. Caterpillar offers
lamp information which conforms to the J1939 standard PGN and SPN messaging system. For more information
on the J1939 messages supported via the ECU J1939 data bus please refer to Section 19 of this document.
Devices that are connected to the J1939 data link should meet the following standard if the OEM does not intend
fitting the indicator lamps.
15.2.2 Minimum Functional Specification for J1939 Display

The following points describe the functional specification for the installation of an operator display:
• CEM lamps displayed if not discrete lamps installed.
• The display is always on when the engine is running.
• The display should be in the line-of-sight of the application operator during application operation.
• D
isplay of the whole J1939 fault code including Suspect Parameter Number (SPN), Failure Mode Indicator (FMI)
and occurrence number.
• Clear indication of what action, if any the operator is required to take.
• Display of engine speed.
• Audible or bright lamp warning when a new fault code is detected.
• T he scaling of any gauges (e.g. coolant temperature) should be such that the needle is not far to the right of
vertical when the engine is in normal operation (this would give the impression that the engine was abnormally
hot, when in fact, it is running within its design limits).
Caterpillar will under no circumstances change the engine J1939 implementation in order to resolve compatibility
issues with gauges or displays other than those supplied directly by Caterpillar.
Gauge manufacturers may contact the electronic applications team, however for information and assistance in
ensuring that their products are compatible with the engine ECU.
To support new standards and requirements, Caterpillar may add to the fault code table. Therefore, any active
engine fault codes including those not recognized or referenced should be displayed.

15.2.3 Customer Triggered Engine Fault Codes

The engine will raise fault codes (event codes) when its design limits are exceeded; for example, excessive
coolant temperature. The fault code algorithms are carefully designed and validated so that they do not cause
spurious codes when there is in fact no fault.
Some intelligent instrument clusters available on the market are also capable of raising fault codes themselves,
based on the information that the engine transmits on the J1939 data link, such as “engine coolant temperature.”
The application designer could set a limit that is more conservative than the warning threshold defined by
Caterpillar. This raises the possibility that the display will say that the engine has a fault when the engine is in fact
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running within its design limits. This is undesirable as it may result in a service technician being called to resolve
a problem when in fact, no problem exists. It will also cause damage to the reputation of Caterpillar and the OEM.
Caterpillar recommends therefore, that intelligent displays DO NOT have their own fault detection for engine over
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temperature/oil pressure etc., but that they use the fault codes generated by the engine sent within the J1939
“Diagnostic Message” (DM1).
15.3 Lamp Outputs

There are a number of lamp outputs available direct from the engine ECU. Some of these lamps are a mandatory
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requirement such as the engine stop lamp, while others are optional. Table 15.5 lists the lamp outputs available
from the engine ECU and which engine families they are applicable to.
Lamp Description Mandatory Installed Engine Family Pin Allocation

Shutdown Lamp All 28
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Warning Lamp All 29

Wait to Start Lamp (Cold Start Aid) C4.4 ACERT – C7.1 ACERT Only 19
Oil Pressure Lamp Optional (C4.4 ACERT – C7.1 ACERT Only) 36
DPF Lamp C7.1 ACERT – C18 ACERT<750 hp/560 kW 30
HEST Lamp C7.1 ACERT – C18 ACERT<750 hp 560 kW 31
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Regen Inhibited Lamp C7.1 ACERT – C18 ACERT<750 hp/560 kW 13

Table 15.5 Lamp Output Pin Allocation
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15.3.1 ISO Reference for CEM Symbols

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

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

High Exhaust System
System is underway and that emission ISO 7000-2844A
Temperature
Temperature system temps are elevated.
Engine Emission
Filter Active Indicates that a regeneration
DPF Inhibited Lamp ISO 7000-2947
Regeneration has been inhibited.
Inhibited
Table 15.6 ISO Specified CEM System Indicator Symbols

15.3.2 Indicator Lamps
Warning Shutdown
Lamp Lamp Lamp Description of What
Engine State
(Also known as (Also known as State Lamp Status is Indicating
Alert Lamp) Action Lamp)
When the keyswitch is moved to the
The keyswitch is in the ON
Lamp ON position, the lamps come on for
position but the engine has not
Check a period of 5 seconds and the lamps
yet been cranked.
On On will then go off.
With the engine in operation, there

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

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

The engine is operating but there
engine operation, this indicates
is one or more active diagnostic
Derate that the current engine operating
or event codes that have
condition is sufficiently serious to
Flash Off initiated an engine derate.
cause an engine derate.
If the amber warning lamp is
flashing and the red shutdown lamp
comes on during engine operation,
The engine is either shutdown or
this indicates one of the following
an engine shutdown is imminent.
conditions.
One or more monitored engine
If “shutdown” enabled. parameters have exceeded the
Shutdown
After a short period of time, the limit for an engine shutdown.
On engine will shut down. This pattern of lamps can be
Flash
If “shutdown” is NOT enabled. caused by the detection of a
serious active diagnostic code.
The Engine has reached a critical
point of operation and needs to be
shutdown by the operator.
Cycle the keyswitch from “Off”
to “On” twice within 3 seconds.
The codes will be flashing in
sequence. For example if the
flash code equals 133, the
diagnostic lamp flashes once,
Flash Flash codes through the diagnostic pause, flashes three times,
Codes lamp found in SIS OMM pause, and flashes three times.
Flash Off
After the complete code has
flashed, a three second pause
will take place before the next
code will begin to flash (if
another code is present).
Table 15.7 C4.4 ACERT – C18 ACERT Engine Lamp Logic

Warning Shutdown Regeneration Diesel

Lamp Lamp Active DPF
Particulate State Description
(Also known as (Also known as (Also known as Inhibited
Alert Lamp) Action Lamp) HEST Lamp) Filter
Lamp Check
On On On On On
No Faults Present
Off Off Off Off Off
High Exhaust Temperature

On During Active
Regeneration 3714-31
Off Off On Off Off
DPF Above 80% Soot loading,

warns the operator that
regeneration is required
Off Off Off On Off
Regeneration inhibited by operator,

application or Cat ET
Off Off Off Off On
DPF Above 100% Soot Loading,

engine power derates dependent on
soot load, regeneration required
Flash Off Off On Off
DPF Above 140% Soot Loading,

engine shutdown
Flash On Off On Off
Table 15.8 C7.1 ACERT – C18 ACERT <750 hp / 560 kW Engine

with Cat Regeneration System Lamp Logic

Shutdown
Warning Lamp
Lamp/Buzzer State Description
(Also known as Alert Lamp)
(Also known as Alert Lamp)
Lamp Check
On On
No Faults Present
Off Off
DPF Above 100% Soot Loading due to regeneration system

malfunction (covers loss of catalytic activity (sulphation),
high soot load, inability to achieve regeneration conditions, etc)
Flash Off
DPF Above 116% Soot Loading due to regeneration system

malfunction (covers loss of catalytic activity (sulphation),
high soot load, inability to achieve regeneration
Flash On conditions, etc) engine shutdown
Table 15.9 C4.4 ACERT – C6.6 ACERT Engine Aftertreatment Diagnostic Lamp Logic
15.3.3 Engine Shutdown Lamp (C4.4 ACERT – C18 ACERT)

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

The engine stop lamp is a mandatory installed item unless this function is displayed via a data link driven device.
There is no Cat ET configuration necessary for the Engine Stop Lamp to operate.
15.3.3.3 Engine Stop Lamp Installation
Lamp drivers are low side drivers and capable of 300 ma maximum current.

15.3.4 Engine Warning Lamp (C4.4 ACERT – C18 ACERT)

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

The engine warning lamp is a mandatory installed item unless this function is displayed via a data link driven
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device. There is no Cat ET configuration necessary for the Engine Warning Lamp to operate.
15.3.4.3 Engine Warning Lamp Installation
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15.3.5 Wait to Start Lamp (C4.4 ACERT – C7.1 ACERT)
15.3.5.1 Wait to Start Lamp Operation

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C4.4 ACERT – C7.1 ACERT engines are provided with a wait to start engine lamp driver within the ECU. The lamp is
a mandatory installed component, which is used to indicate to the operator that the engine is ready to start. The
lamp is controlled by the engine cold start strategy and while illuminated indicates that the engine should not be
started.
15.3.5.2 Wait to Start Lamp Configuration

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No configuration required.
15.3.5.3 Wait to Start Lamp Installation

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15.3.6 Low Oil Pressure Lamp (C4.4 ACERT – C7.1 ACERT)
15.3.6.1 Low Oil Pressure Lamp Operation

The low engine oil pressure lamp is used in conjunction with the engine monitoring system to indicate to the
operator that the engine oil pressure has dropped below a predefined threshold. Details of the threshold levels
are given in Section 16 of this document. The lamp will illuminate once this threshold is exceeded and remain on
until the pressure has stabilized again above the threshold level.
15.3.6.2 Low Oil Pressure Lamp Configuration

The Threshold level for the lamp activation are set within the engine software and are non-configurable. There is
no Cat ET configuration necessary for the Engine Stop Lamp to operate.
15.3.6.3 Low Oil Pressure Lamp Installation
Lamp drivers are low side drivers and capable of 300 ma Maximum current.
15.3.7 Maintenance Due Lamp

The maintenance due feature is only available via J1939 for C9.3 ACERT – C18 ACERT. The fixed I/O feature has
been removed for Tier 4 Interim on C4.4 ACERT – C18 ACERT engines.
Two Cat ET parameters must be configured in order to use this feature.

1. “Maintenance Indicator Mode” defaults to “Off.” It must be set to the desired method of indication.
2. PM 1 Interval should be set to either a number of hours or fuel volume.
Refer to the configurable parameters Section 18.2 and to the J1939 Parameters Section 15.4, Table 15.9 for details.
15.3.8 DPF Lamp (C7.1 ACERT – C18 ACERT <750 hp/560 kW)
15.3.8 DPF Lamp (C7.1 ACERT – C18 ACERT <750 hp/560 kw)
15.3.8.1 DPF Lamp Operation

The engine DPF lamp is required for the C7.1 ACERT – C18 ACERT engine range and is used to indicate that the
engine system DPF has reached a soot loading point at which regeneration is required (roughly 80% full). The
lamp will remain activated until a regeneration event begins and HEST Lamp is activated.
15.3.8.2 DPF Lamp Configuration

There is Cat ET configuration required for the DPF lamp. The Configuration Parameter “DPF Soot Loading
Indicator Installation Status” may default to “Not Installed” and must be programmed “Installed.”

15.3.8.3 DPF Lamp Installation
15.3.9 HEST Lamp (C7.1 ACERT – C18 ACERT <750 hp/560 kW)
15.3.9.1 HEST Lamp Operation
The HEST lamp (High Exhaust System Temperature) is activated when the exhaust system regeneration event is
first triggered.
The lamp will remain illuminated until the exhaust system regeneration event has completed. The HEST lamp is
required for the C7.1 ACERT – C18 ACERT < 750 engines with Cat Regeneration System aftertreatment.
Note: The HEST lamp will not operate if the engine exhaust temperature exceeds 450°C during normal operation.
15.3.9.2 HEST Lamp Configuration

There is Cat ET configuration required for the HEST lamp. The Configuration Parameter “High Exhaust System
Temperature Indicator Installation Status” must be programmed “Installed.”
15.3.9.3 HEST Lamp Installation

15.3.10 DPF Regeneration Inhibit Lamp (C7.1 ACERT – C18 ACERT

<750 hp/560 kW)
15.3.10.1 Regeneration Inhibit Lamp Operation

The regeneration inhibit lamp is only required for the C7.1 ACERT – C18 ACERT engines and is used to indicate to
the operator that the automatic regeneration function has been inhibited by:
• CEM interface switch within the application
• Cat ET “ARD Auto Regeneration Enable Status – Inhibited”
For more information on the operation of this switch and/or Cat ET please see Active Regeneration Operator
Interface Section 8.2.2 of this document.
15.3.10.2 Regeneration Inhibit Lamp Configuration

There is Cat ET configuration required for the regeneration inhibited lamp. The Configuration Parameter “DPF
Regeneration Inhibit Indicator Installation Status” must be programmed “Installed.”
15.3.10.3 Regeneration Inhibit Lamp Installation
Refer to Appendix A1 and A2 for lamp driver current capability.

15.4 Activation of J1939 Indicators

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

Engine warning Active Diagnostics N/A Byte 1 & 2 Used to display active
FECA (65226)
(All Engines) Trouble codes of DM1 engine diagnostics
Used to indicate engine
Engine shutdown Active Diagnostics N/A Byte 1 & 2
FECA (65226) shutdown or recommend
(All Engines) Trouble codes of DM1
engine shutdown
Engine Protect Active Diagnostics N/A Byte 1 & 2 Used to display active
FECA (65226)
(All Engines) Trouble codes of DM1 engine events
Wait to start
FEE4 (65252) Shutdown 1081 Wait to start lamp
(All Engines)
Low Oil Pressure Not available*
Maintenance Due
Not available*
ID 253, no action
Maintenance Due FECO ID 32, “Engine Used to display oil
911
C9.3 ACERT – C32 ACERT (65216) Oil – engine #1” change required
change required
DPF
3697 DPF Lamp Command
(C7.1 ACERT – C18 ACERT)
HEST Diesel Particulate
FD7C (64892) 3698 HEST Lamp Command
(C7.1 ACERT – C18 ACERT) Filter Control 1
Regeneration inhibited DPF inhibited due to
3703
(C7.1 ACERT – C18 ACERT) inhibit switch
Table 15.10 J1939 Indicator SPN’s
*C4.4 ACERT – C7.1 ACERT Low oil pressure and maintenance due indicators are not available via the J1939
network. To activate the oil pressure lamp the corresponding DM1 fault code should be used (100-1). The
maintenance due function requires the machine to control the indictor activation.

Engine Monitoring System
16.0 Engine Monitoring System

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

Section
Parameters (Least Severe) (Moderate Severity) (Most Severe)(1)
Low Engine Oil Pressure 16.2.8 • • •
High Coolant Temperature 16.2.7 • • •
Engine Overspeed 16.2.10 • •
High Intake Air Temperature 16.2.9 • • •
Low Coolant Level 16.2.2 • • •
High Fuel Temperature 16.2.11 • • •
Fuel Filter Restriction, C9.3 ACERT only 16.2.12 •
High Auxiliary Temperature 16.2.4 • • •
High Auxiliary Pressure 16.2.5 • • •
•
High Exhaust Temperature none
(Not Programmable)
Air Filter Service Indicator 16.2.1 • •
Oil Level Switch (certain engines only
16.2.6 •
refer to 16.2.6 for details)
Water In fuel 16.2.3 •
• • •
% Ash Loading (Refer to Section 8.3) 8.3
(Not Programmable) (Not Programmable) (Not Programmable)
If the shutdown is turned OFF on ET, the entire processing of the parameter shutdown will be turned OFF.
(1)
Meaning no code no lamp and no injection inhibit for that parameter.

Table 16.1
The timing for when the ECU takes action is based on set point and time delay settings. A set point and time
delay is defined for each monitored parameter action level available for a monitored parameter. The set point
is the lower (or upper) limit of a monitored parameter’s normal operating range. The delay time is how long the
monitored parameter must exceed the set point before the ECU will take the programmed action (warning, derate,
or shutdown). Not all set points and delay times can be configured for each monitored parameter.
The action level, set point, and time delay settings are configured in the Monitoring System Configuration screen
in Cat ET. The customer does not have the option to change some of the monitoring system settings for certain
monitored parameters. The parameter settings that cannot be configured will default to the setting programmed in
the factory. See the subsections within Engine Monitoring and Protection section for each of the monitored
parameters for more information on configuring the monitoring system.
The following actions are taken by the ECU when a warning, derate, or shutdown condition is detected:
• ECU logs an event code
• Event code information is broadcast on the J1939 CAN data link
• Event code is available for display on Cat ET
• Warning lamp is turned “ON”
• Stop lamp is turned “ON”
• ECU performs specified derate or shutdown action

The monitoring system will reduce rated power when derate or shutdown action is specified. The rated power is
reduced as a percentage from the rated power at a given engine speed. The percent derate can be a percentage
drop from the rated power curve or a percent reduction towards a default power curve. When using a default
curve, the default curve is typically set to 50 percent of the rated power curve. Figure 16.1 illustrates the power
derate using a default power curve.
Figure 16.1: Torque Curve Derate Curve
The power rating is limited in a derate condition, so this does not affect performance unless the power demand
is for rated power. In other words, if you have a 10 percent derate but you are only using 10 percent of the rated
power, you will have no change in operation.
Note: C
at ET may allow the Derate Set Point Range to be programmed even though the configuration charts
may indicate that it is “Not Programmable.” If the set point in Cat ET is altered, this will only change the
parameter threshold which a fault code is logged. The programmed value will not change parameter
threshold at which the engine actually takes action in Derate.
Cat ET Engine Shutdown functionality is as follows: If the shutdown is turned “OFF” on ET, the entire processing
of the parameter shutdown will be turned “OFF.” Meaning no code no lamp and no injection disable for that
parameter.
Note: F or the monitoring system configuration parameters, the software for industrial engines equates the option
“Least Severe (1)” to Warning, “Moderate Severity (2)” to Derate, and “Most Severe (3)” to Shutdown.
16.2 Engine Monitoring & Protection

16.2.1 Air Filter Service Indicator – Air Intake Restriction Switch
16.2.1.1 Air Intake Restriction Switch Operation
The air filter restriction switch indicates that the air intake circuit is restricted. The switch is installed or piped to
the air filter housing or air induction pipe so that it is monitoring clean air (between the air filter and the engine). A
normally open air filter restriction switch is available within the Cat part system for order where required.

Upon indication of a blocked intake the ECU will raise an event code and activate the engine warning and derate
lamp. Air Intake switch will NOT provide shutdown capability.
Note: Air Intake Restriction Switch trip point must be chosen per Tier 4 C9.3 ACERT – C18 ACERT <750 hp/
560 kW Field Test Procedure Section 10.0.
Service Tool Description J1939 Description Status SPN FMI Engine Action
Engine Air Filter Warning 107 15 Warning Lamp Only
Air Intake Restriction
1 Differential Derate 107 16 Engine % Derate
Switch
Pressure Shutdown N/A N/A N/A
Table 16.2
16.2.1.2 Air Intake Restriction Switch Configuration

To enable the operation of this switch the configuration of the Air Filter Restriction switch must be altered within the
service tool from ‘Not Installed’ to ‘Installed.’ Once installed the following configuration alterations can be made.
Engine monitoring modes can be altered within the Cat ET service tool to provide the required level of protection
and monitoring i.e. Warning and Derate.
Note: The engine must be running at engine speeds at or above low idle for 60 seconds before the above time
delay is triggered.
16.2.1.3 Air Intake Restriction Switch Installation

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

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

16.2.2.2 Coolant Level Sensor Configuration

To enable the operation of this switch the configuration of the “Coolant Level Sensor” must be altered within the
service tool from “Not Installed” to “Installed.” Once installed the following configuration alterations can be made.
Engine monitoring modes can be altered within the service tool to provide the required level of protection and
monitoring, Warn (1), Derate (2) or Shutdown (3).
Note: The engine must have its switch power turned on for 10 seconds before the above time delay is triggered.
The configuration of the switch cannot be altered from normally closed to normally open.
Note: All Coolant level switches supplied by Caterpillar are normally closed.
16.2.2.3 Coolant Level Sensor Installation

This sensor is customer-installed. Refer to Section 7 – “Customer-installed Sensors” for installation details.
16.2.3 Water in Fuel Trap Switch (C4.4 ACERT – C7.1 ACERT Only)
16.2.3.1 Water in Fuel Trap Switch Operation
The water in fuel trap switch indicates that the fuel water trap is full. Typically a switch is installed in the bottom
of the water trap. During normal engine operation the switch is immersed in diesel fuel. As water collects and
reaches the maximum level the water enables a conductive path between electrodes (normally open switch).
Some fuel filter options offer a standard pre-installed switch from the factory.
Water in Fuel Switch Water In Fuel Indicator Derate N/A N/A N/A
Shutdown N/A N/A N/A
Table 16.4
16.2.3.2 Water in Fuel Trap Switch Configuration

The water in fuel switch is a mandatory item, which is always installed. No configuration is required.

16.2.3.3 Water in Fuel Trap Switch Installation

16.2.4 Auxiliary Temperature Sensor

16.2.4.1 Auxiliary Temperature Sensor #1 & #2 Operation
The auxiliary temperature sensor feature is provided so the engine can monitor any external temperature within
the sensor’s range at measurement and provide that temperature information on the J1939 CAN data link.
These sensors can be used as inputs to the ECU driven Fan Strategy. The ECU can also protect the system from
excessive temperature by taking any action configured within the engine monitoring system.
m
High Auxiliary Auxiliary
Derate 441 16 Engine % Derate
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Temperature Temperature #1
High Auxiliary Auxiliary
Derate 442 16 Engine % Derate
Temperature #2 Temperature #2
Table 16.5
es
16.2.4.2 Auxiliary Temperature Sensor #1 & #2 Configuration
One parameter must be configured within the service tool prior to using an auxiliary temperature sensor. Within
the configuration screen the default setting for the “Auxiliary Temperature Sensor Installation Status” and
“Auxiliary Temperature Sensor #2 Installation Status” is “Not Installed.” This must be configured to “Installed”
uid
before the sensor input can be used.
Coupled with this is the ability to alter the programmable monitoring system parameters to establish the required
level of protection. The programmable limits are shown below.
Action Default Value De-bounce Range Set Point Range

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Warning Off 1 to 120 Sec 0°C to 140°C

Derate Off 1 to 120 Sec 0°C to 140°C
Shutdown Off 1 to 120 Sec 0°C to 140°C
all
Table 16.6

In summary the customizable monitoring system factory defaults are as follows:

• T he ECU action for an event code defaults to “Off” for warning and “Off” for derate and shutdown. All actions
can however be programmed to “On” or “Off.”
• The default time delay for the monitoring system is set to 4 sec.
• Default Temp see below.
Note: T he engine must be running at engine speeds at or above low idle for 10 seconds before the above time
delay is triggered.
16.2.4.3 Auxiliary Temperature Sensor #1 & #2 Installation


16.2.5 Auxiliary Pressure Sensor

16.2.5.1 Auxiliary Pressure Sensor Operation
The auxiliary pressure sensor feature is provided so the engine can monitor any external pressure within
measurement range and provide that pressure information on the j1939 CAN data link. The ECU can also protect
the system in the event of excessive pressure by taking any action configured within the engine monitoring
system as shown below in Table 16.7.
Auxiliary Pressure Auxiliary Pressure #1 Derate 1387 16 Engine % Derate
Table 16.7
16.2.5.2 Auxiliary Pressure Sensor Configuration
One parameter must be configured within the service tool prior to using an auxiliary pressure sensor. Within
the configuration screen the default setting for the auxiliary pressure sensor is “Not Installed.” This must be
programmed to “Installed” before the sensor input can be used.
Once the sensor parameter has been programmed to “Installed,” the monitoring system parameters shown in
Table 16.8 can be programmed to the desired level of protection.
Action Default Value De-bounce Range Set Point Range

Warning Off 1 to 120 Sec 0 kPa to 3000 kPa
Derate Off 1 to 120 Sec 0 kPa to 3000 kPa
Shutdown Off 1 to 120 Sec 0 kPa to 3000 kPa
Table 16.8
In summary the customizable monitoring system factory defaults are as follows:

• The ECU action for an event code defaults to “Off” for warning and “Off” for derate and shutdown. All actions
can however be programmed to “On” or “Off.”
• The default Set Point Pressure is 1500 kPa.
• The default time delay for the monitoring system is set to 4 sec. for Warning, 3 sec. for Derate and Shutdown.
delay is triggered.

16.2.5.3 Auxiliary Pressure Sensor Installation

16.2.6 Oil Level Switch (C6.6 ACERT & C7.1 ACERT Only)
No longer offered.
16.2.7 High Coolant Temperature

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

Severity L1 109 0
110 0
Severity L2 111 25
112 50
113 75
Severity L3 114 100
115 100
Table 16.9 Coolant Temperature Monitoring Mode Derate Operation
Once the engine ECU detects that the engine coolant temperature has exceeded one or more of the defined
threshold limits a corresponding event code is raised as shown below.
Service J1939 SPN FMI Event Engine Action

Status
Tool Description Description (J1939) (J1939) Code (If Enabled)
Severity L1 110 15 E361-1 Warning Lamp Only
High Engine Coolant Engine Coolant
Severity L2 110 16 E361-2 Engine % Derate
Temperature Temperature
Severity L3 110 00 E361-3 Engine Shutdown
Table 16.10 Coolant Temperature Monitoring
16.2.7.2 High Coolant Temperature Configuration

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

Severity L1 85°C 109°C
Table 16.11 C4.4 ACERT – C7.1 ACERT Coolant Temperature Monitoring Mode Configuration

Monitoring Mode Level Trip Threshold Min Trip Threshold Max Default
Severity L1 85°C 113°C 109°C
Table 16.12 C9.3 ACERT Coolant Temperature Monitoring Mode Configuration
Table 16.13 C13 ACERT – C18 ACERT Coolant Temperature Monitoring Mode Configuration
delay is triggered.
16.2.7.3 High Coolant Temperature Installation

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

16.2.8.1 Engine Oil Pressure Monitoring Mode Operation
Engine oil pressure is automatically monitored by the engine ECU to protect the engine from operating without
sufficient oil pressure, as low oil pressure could lead to catastrophic engine failure. The minimum oil pressure is
defined as a function of engine speed, which is factory set and non-configurable. Once these values are tripped
the engine will raise an appropriate event code and take appropriate action. The table on the following page
shows the oil pressure trigger levels for each monitoring mode configuration.

Low Oil Pressure Trip Point for Severity Level 1 & 3 (kPa)
C9.3 ACERT C13 ACERT C15 ACERT C18 ACERT
Eng Speed Level 1 Level 3 Level 1 Level 3 Level 1 Level 3 Level 1 Level 3
Warning Shutdown Warning Shutdown Warning Shutdown Warning Shutdown
0 0 0 0 0 0 0 0 0
600 – – 53 43 81 45 81 45
700 38 28 – – 81 45 81 45
800 48 38 53 43 – – – –
1200 – – 174 154 210 175 210 175
m
1400 128 93 200 175 235 195 235 195
1600 – – – – 264 232 264 232
1700 148 113 235 205 – – – –
.co
2100 163 128 263 228 – – – –
2200 – – – – 305 270 305 270
2400 163 128 – – – – – –
Table 16.14 Oil Pressure Monitoring Mode Operation
Note: I f the engine is configured to Derate, then the Level 2 Derate begins when the Level 3 trip point is reached.
es
The engine is then derated for 4 seconds and then shutdown if so configured.
Service Tool J1939 SPN FMI Event Engine Action

Status
Description Description (J1939) (J1939) Code (If enabled)
Severity L1 100 17 E360-1 Warning Lamp Only
uid
Low Engine Oil Engine Oil

Severity L2 100 18 E-360-2 Engine % Derate
Pressure Pressure
Severity L3 100 01 E360-3 Engine Shutdown
Table 16.15 Oil Pressure Monitoring
16.2.8.2 Engine Oil Pressure Monitoring Mode Configuration

The low engine oil pressure monitoring mode is a factory set monitoring mode which has fixed thresholds that
-g
can not be adjusted.

all
Note: T he engine must be running at engine speeds at or above low idle for 35 seconds before the above warning
time delay is triggered. It must be running at engine speeds at or above low idle for 10 seconds before the
above derate or shutdown time delay is triggered.

16.2.8.3 Engine Oil Pressure Monitoring Mode Installation

No installation is required for the engine oil pressure monitoring function.
16.2.9 Intake Manifold Temperature

16.2.9.1 Intake Manifold Temperature Monitoring Mode Operation
The engine intake manifold air temperature is monitored by the engine management system to ensure that the
engine remains emissions compliant when high intake manifold temperatures are measured. The values shown
below are factory set values, where the max temperature is set to 129°C. This value is non-configurable. The
% Derate will change with rating. Table below reflects an example % Derate.
Parameter Temperature °C De-rate %

Severity L1 123 0
Severity L2 125 0
126 20
127 30
128 40
129 50
Table 16.16 C4.4 ACERT – C7.1 ACERT
Intake Manifold Temperature Monitoring Mode Derate Operation Example
Parameter Temperature °C De-rate %

Severity L1 115 0
Severity L2 120 0
121 20
122 30
123 40
124 50
Table 16.17 C9.3 ACERT – C18 ACERT
Intake Manifold Temperature Monitoring Mode Derate Operation Example
Note: Values in the charts above may vary for different ratings.
Once the engine ECU detects that the engine intake manifold air temperature has exceeded one or more of the
defined threshold limits a corresponding event code is raised as shown below.
Service Tool SPN FMI Event Engine Action

J1939 Description Status
Description (J1939) (J1939) Code (If Enabled)
High Intake Manifold Intake Manifold Air Severity L1 105 15 E539-1 Warning Lamp Only
Air Temperature Temperature Severity L2 105 16 E539-3 Engine Derate
Table 16.18 Intake Manifold Temperature Monitoring

16.2.9.2 Intake Manifold Temperature Monitoring Mode Configuration

Using the Cat ET service tool the following parameters can be configured.
The maximum intake manifold temperature limit is set within the ECU software and can not be adjusted however
the trigger points for Severity L1 and Severity L2 functions can be configured below this value within the following
range shown below.
Engine Range Monitoring Mode Level Trip Threshold Min Trip Threshold Max
All Severity L1 100°C 123°C
All Severity L2 100°C 125°C
Table 16.19 Intake Manifold Temperature Monitoring Mode Configuration
The engine must satisfy these requirements before the above delay time is triggered:
1. Running at an engine speed at or above low idle for 180 seconds

2. Coolant must be greater than 60°C/140°F
3. Air Inlet Temp must be greater than 100°C/212°F
16.2.9.3 Intake Manifold Temperature Monitoring Mode Installation

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

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

Engine Overspeed Engine Speed Severity L1 190 15 E362-1 Warning Lamp Only
Engine Overspeed Engine Speed Severity L3 190 00 E362-3 Engine Shutdown
Table 16.20 Engine Overspeed Monitoring

16.2.10.2 Engine Overspeed Monitoring Mode Configuration

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

C4.4 ACERT, C6.6 ACERT, C7.1 ACERT 2600 rpm 3000 rpm
2600 rpm (L1)
C9.3 ACERT – C15 ACERT 1800 rpm
2800 rpm (L3)
2500 rpm (L1
C18 ACERT 1800 rpm
2700 rpm (L3)
Table 16.21 Engine Overspeed Monitoring Mode Configuration
16.2.10.3 Engine Overspeed Monitoring Mode Installation

No installation is required for the engine overspeed monitoring function.
16.2.11 High Fuel Temperature

16.2.11.1 High Fuel Temperature Operation
C9.3 ACERT – C18 ACERT engines have a fuel temperature sensor included in the standard sensor package.
Fuel temperature is monitored to adjust fuel rate calculations and to make fuel temperature power corrections
when fuel temperatures exceed 30°C (86°F) to provide constant power. The fuel temperature measured by the
ECU is compared to a maximum fuel temperature limit configured in the monitoring system for fuel temperature

monitoring. The maximum fuel temperature is checked for each ECU action level configured in the monitoring
system. If the fuel temperature is above maximum fuel temperature for the specified action level delay time,
then the ECU takes the appropriate action to respond to the fault condition. Once the fault is detected, the ECU
illuminates the warning and diagnostic lamps and logs the appropriate event code from the following table for
the action taken.
Service Tool J1939 SPN FMI Event Engine Action
Status
Description Description (J1939) (J1939) Code (If Enabled)
Severity L1 174 15 Warning Lamp Only
High Fuel
High Fuel Temperature Severity L2 174 16 Engine % Derate
Temperature
Severity L3 174 00 Engine Shutdown
16.2.11.2 High Fuel Temperature Configuration

The high fuel temperature threshold settings are available for adjustment within Cat ET for all monitoring system
severity levels. There is however upper and lower limits outside of which the thresholds can not be set these are
shown below.
Trip Delay for each level is configurable from 1-120 seconds. It defaults to 30 seconds for Warning, 10 seconds for
Derate and 10 seconds for Shutdown.
Note: T he engine must be running at engine speeds at or above low idle for 185 seconds before the above time
delay is triggered.
16.2.11.3 High Fuel Temperature Installation


16.2.12 Fuel Filter Restriction C9.3 ACERT Only

16.2.12.1 Fuel Filter Restriction Operation
C9.3 ACERT engines monitor fuel filter restriction and take action on this differential pressure measurement.
High Fuel Severity L1 5584 15 Warning Lamp Only
Fuel Filter Restriction
Temperature Severity L2 5584 16 Engine % Derate
m
16.2.12.2 Fuel Filter Restriction Configuration
The fuel filter restriction threshold settings are available for adjustment within Cat ET for all monitoring system
severity levels. There is however upper and lower limits outside of which the thresholds can not be set these are
shown below.
.co
Severity L1 60% 80% 70%
Severity L2 70% 130% 100%
Severity L3 N/A N/A N/A
This parameter has a 300 second delay at start up and the trip delay is 1 second for both warning and shutdown.
es
uid
-g
all
16.2.12.3 Fuel Filter Restriction Installation

16.3 CEM Monitoring & Protection

All details regarding the CEM system and the engines response to Ash (Sect. 8.3 Only) and DPF soot loading are
cover in Sections 6, 8, and 15 of this document.

Data Link Support
17.0 Data Link Support

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

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

This is a summary of some of the key points and answers to frequently asked questions relating to design of a
J1939 compatible network. It is intended to give a design overview and does not in any way replace or contradict
the recommendations or design criteria contained within the SAE J1939 standard documents.
17.1.2 Physical Layer

• The data rate is 250K bits/sec.
• Twisted pair cable, of a 120 Ohm impedance characteristic, should be used throughout. Note that most
commercially available twisted pair cable is not suitable.
• It is recommended that this cable is shielded (as per J1939-11) and that the screen is grounded at a central
point in the network. Unshielded twisted pair cable is used by some application manufacturers, however (as
per J1939-15), offering lower cost but lower immunity to electromagnetic noise.
• The bus is linear and should be terminated with 120 Ohm resistors at either end. It is a common mistake to use
one 60 Ohm resistor instead of two 120 Ohm resistors. This does not work correctly however.
• Maximum bus length is 40 m.
• Maximum number of network nodes is 30 for J1939-11 and 10 for J1939-15.
• The terminating resistors should not be contained in network nodes.
• Network nodes are connected to the bus via stubs of maximum recommended length 1 m (J1939-11) or
3 m (J1939-15).

Data Link Support
17.1.3 Network Layer

• J1939 recommends a bit sample point of 87 percent. This relatively late sampling point, which gives the best
immunity to noise and propagation delay. It does restrict the size of the software jump width (SJW), however.
• All nodes must have the same bit timing.
• Accurate bit timing is essential (4 ms +/- 0.2 percent).
• It is recommended that the average busload is not greater than 40 percent.
• Hardware filtering (masking) of CAN messages should be used under high busload limit demands on
processors.
• The engine ECU always assumes a fixed address zero. It will not change its address in the arbitration process
described in J1939-81.
• The multi 7 packet protocol (described in J1939-21) is used for sending messages with more than eight bytes of
data. In the Caterpillar application this will be used principally for the diagnostic messages DM1, DM2 and DM3.
• Information maybe broadcast or requested at regular intervals. For example, the engine will broadcast its
“current speed” every 20ms but it will only send “hours run” information if another node requests it. 17.1.4
Application Layer.
• Data link messages are used by devices on the CAN bus for monitoring and display of engine information or as
control interface between integrated control modules.
• Messages on the J1939 data link are sent in packets of logically grouped system information. These packets,
or data link strings, are referenced by the Parameter Group Number (PGN) that is assigned to each message
by the SAE standard.
• The messages (PGN’s) supported by the ECU are only a subset of the messages described in J1939-71 and
J1939-73.
• Some PGN’s may be partially supported i.e. only those bytes for which the ECU has valid data will be
supported.
• Unsupported data bytes are generally sent as FF (hex) and incorrect or invalid information is sent as FE.
17.2 SAE J1939/11 – Physical Layer Data Bus Wiring

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

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

The SAE J1939 data link is used to communicate engine information to an SAE J1939 compatible display or other
desired SAE J1939 compatible modules. Refer to SENR9764 “Installation Guide for Industrial Electronic Engine
Displays” for more information on connecting J1939 displays to Cat industrial engines. The illustration in Figure 17.2
shows two J1939 modules properly connected to the J1939 data bus. The key components to note are as follows:
• The total length of the data link between terminal resistors must not exceed 40 m (130 ft).
• L ength of each branch, or stub length, must not exceed 1 m (3.3 ft). Reference cable assembly (Cat part number
165-0200) that is .15 m long with Deutsch DT 3 pin plug on one end and J1939 signal and shield wires with
appropriate crimped socket on the other end for insertion into J1939 module connector.
• A
ll splices and end nodes can be implemented using a connector tee. (Reference Deutsch DT receptacle
assembly – Cat part number 133-0970).
• T wo terminal resistors must be installed. One resistor is required at each end of the data link in order to ensure
proper operation. These two terminal resistors are critical for the proper operation of the network. (Reference
Deutsch DT plugs with integrated termination resistor – Cat part number 174-3016).

Data Link Support
ECU
Figure 17.2 J1939 Multiple Module Installation Examples
(1) Two terminal resistors are required optional customer harness provides the resistor at the ECU if installed
(2) Maximum stub length = 1 m (3.3 ft)
(3) Fabricate 153-2707 cable to length
Note: I f the requirements for J1939 data link connections are met, any number of display modules or service tool
connectors may be connected to the J1939 data link.
Note: O
ne terminal resistor for the J1939 data link is included in the optional customer harness. If the optional
customer harness is not present, two terminal resistors must be installed. Any J1939 data link must have a
terminal resistor at each end of the data link.
Note: A
terminal resistor is required at the terminal ends of the data link cable. A terminal resistor is not required
at each node on the data link.

Data Link Support
17.3 J1939 Supported Parameters for C4.4 ACERT – C7.1 ACERT

17.3.1 J1939 Supported Parameters Quick Reference
PGN
Identification Description SPN Parameter
Decimal Hex
TSC1 0 0 Torque Speed Control
695 Override Control Mode
897 Override Control Mode Priority
898 Requested Speed/Speed Limit
m
518 Requested Torque/Torque Limit
EEC2 61443 F003 Elec Engine Controller 2
558 Accelerator Pedal 1 Low Idle Switch
2970 Accelerator Pedal 2 Low Idle Switch
.co
91 Accelerator Pedal Position 1
92 Engine Percent Load At Current Speed
29 Accelerator Pedal Position 2
EEC1 61444 F004 Elec Engine Controller 1
512 Drivers Demand Engine – Percent Torque
513 Actual Engine Percent Torque
190 Engine Speed
es
2432 Engine Demand – Percent Torque
TCW 65174 FE96 Turbocharger Wastegate
1188 Turbocharger 1 Wastegate Drive
AUXIO 65241 FED9 Auxiliary Discrete Io State
uid
701 Auxiliary I/O 1

702 Auxiliary I/O 2
703 Auxiliary I/O 3
704 Auxiliary I/O 4
705 Auxiliary I/O 5
706 Auxiliary I/O 6
707 Auxiliary I/O 7
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708 Auxiliary I/O 8

709 Auxiliary I/O 9
710 Auxiliary I/O 10
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1083 Auxiliary I/O Channel #1
1084 Auxiliary I/O Channel #2
SOFT 65242 FEDA Software Identification
965 Number of Software Identification Fields
234 Software Identification
Engine Fluid Level/
EFL/P2 65243 FEDB
Pressure 2
157 Injector Metering Rail 1 Pressure

Data Link Support
PGN
Decimal Hex
EEC3 65247 FEDF Elec Engine Controller 3
514 Nominal Friction – Percent Torque
515 Engines Desired Operating Speed
Estimated Engine Parasitic Losses –
2978
Percent Torque
EC 65251 FEE3 Engine Configuration
188 Engine Speed at Idle Point 1
539 Percent Torque at Idle Point 1
528 Engine Speed at Point 2
540 Percent Torque at Point 2
532 Engine Speed at High Idle, Point 6
544 Reference Engine Torque
SHUTDOWN 65252 FEE4 Shutdown
2812 Engine Overspeed Test
1081 Wait to Start Lamp
HOURS 65253 FEE5 Engine Hours/Revolutions
247 Total Engine Hours
LFC 65257 FEE9 Fuel Consumption
250 Total Fuel Used
ET1 65262 FEEE Engine Temperature
110 Engine Coolant Temperature
Engine Fluid Level/
EFL/P1 65263 FEEF
Pressure
100 Engine Oil Pressure
PTO 65264 FEF0 PTO Information
980 Pto Enable Switch
984 Pto Set Switch
983 Pto Coast/Decelerate Switch
982 Pto Resume Switch
981 Pto Accelerate Switch
LFE 65266 FEF2 Fuel Economy
183 Fuel Rate
IC 65270 FEF6 Inlet/Exhaust Conditions
102 Boost Pressure
105 Intake Manifold Temperature
106 Air Inlet Pressure
VEP 65271 FEF7 Vehicle Electrical Power
168 Electrical Potential (Voltage)
158 Battery Potential (Voltage) Switched

Data Link Support
PGN
Decimal Hex
Operator Primary
ISCS 64968 FDC8
Intermediate Speed
Operator Primary Intermediate Speed
2892
Select State
Off Engine Control
OHECS 64971 FDCB
Selection
2882 Alternate Rating Select
2881 Alternate Droop Accelerate 1 Select
2879 Alternate Droop Accelerator 2 Select
2886 Alternate Droop Remote Accelerator Select
Off Highway Engine Control
OHCSS 64967 FDC7
Selection Rate
2888 Alternate Rating Select State
2889 Alternate Droop Accelerator 1 Select State
2893 Alternate Droop Accelerator 2 Select State
Alternate Droop Remote Accelerator
2894
Select State
Service Information
SERV 65216 FEC0 (Maintenance Indicator
Feature)
911 Service Component ID
914 Service Distance
915 Service Delay/Calendar Time Based
916 Service Delay/Operational Time Based
Active Diagnostics
DM1 65226 FECA
Trouble Codes
987 Protect Lamp
623 Stop Lamp
624 Warning Lamp
1214 Spn
1215 Fmi
1216 Occurrence Count
1706 Spn Conversion Method
3040 Amber Warning Lamp Flash
3041 Protect Lamp Flash
Previously Active
DM2 65227 FECB
Diagnostic Trouble Codes
1214 Spn
1215 Fmi
1216 Occurrence Count
1706 Spn Conversion Method
Diagnostic Data Clear/
DM3 65228 FECC Reset of Previously Active
DTCs

Data Link Support
PGN
Decimal Hex
Transport Protocol –
TP.CM_BAM 60416 EC00
Connection Management
Transport Protocol - Data
TP.DT 60160 EB00
Transfer
61184 EF00 Proprietary A
59392 E800 Acknowledge
59904 EA00 Request PGN
Aftertreatment Historical
AHI1 64920 FD98
Information
3522 Aftertreatment 1 Total Fuel Used
3523 Aftertreatment 1 Total Regeneration Time
3524 Aftertreatment 1 Total Disabled Time
Aftertreatment 1 Total Number of
3525
Active Regenerations
AMB 65269 FEF5 Ambient Conditions
108 Barometric Pressure
172 Engine Air Inlet Temperature
AAI 65164 FE8C Auxiliary Analogue
441 Auxiliary Temperature 1
442 Auxiliary Temperature 2
1387 Auxiliary Pressure #1
1388 Auxiliary Pressure #2
CM1 57344 E000 Cab Message 1
Diesel Particulate Filter Regeneration
3695
Inhibit Switch
Diesel Particulate Filter Regeneration
3696
Force Switch
Engine Speed Sensor
ESSI 61473 F021
Information
4201 Engine Speed 1
723 Engine Speed 2
4204 Engine Speed Sensor 2 Timing Pattern Status
4203 Engine Speed Sensor 1 Timing Pattern Status
AT1S 64891 FD7B Aftertreatment 1 Service
3719 Diesel Particulate Filter 1 Soot Load Percent
3720 Diesel Particulate Filter 1 Ash Load Percent
Diesel Particulate Filter 1 Time Since Last
3721
Active Regeneration
Diesel Particulate Filter
DPFC1 64892 FD7C
Control 1
3697 Diesel Particulate Filter Lamp Command
3700 Diesel Particulate Filter Active Regeneration
Diesel Particulate Filter Active Regeneration
3703
Inhibited Due To Inhibit Switch

Data Link Support
PGN
Decimal Hex
Exhaust System High Temperature
3698
Lamp Command
Aftertreatment 1
AT1IG2 64948 FDB4
Intake Gas 2
Aftertreatment 1 Diesel Particulate Filter
3242
Intake Gas Temperature
Engine Throttle/Fuel
TFAC 61466 F01A
Actuator Control Command
3464 Engine Throttle Actuator 1 Control Command
Electronic Brake
EBC1 61441 F001
Controller 1
970 Engine Auxiliary Shutdown
ET3 65129 FE69 Engine Temperature 3
Engine Charge Air Cooler
2630
Outlet Temperature
17.3.2 J1939 Parameters – Detailed Descriptions

Note: T he PGN numbers are written in some documents in decimal form (e.g. 61444). This document will use the
Hexadecimal form (e.g. F004) as it is easier to remember and simpler to decode when using tools to analyze
traffic on the CAN J1939 bus.
17.3.2.1 Sending Messages to the Engine ECU

The engine ECU supports a large number of different J1939 PGN’s and SPN’s including messages such as TSC1,
OHECS, DM1 etc. Some of these messages are requests from external devices such as TSC1 and others are
generated on transmitted by the ECU itself. Messages intended to be sent to the engine ECU require that the
correct source and destination addresses are used.
17.3.2.1.1 Source Addressing

The source address is used to identify different components and electronic control modules on a CAN bus,
source address assignment is given in appendix B of SAE J1939. Engine #1 source address is 00, and the service
tool source address is F0. Preferred J1939 source addresses vary between industry groups, when designing a
system, check tables B1-B7 in the SAE J1939 standard to ensure the correct source address is allocated. The ECU
will accept messages from modules with any source address as long as it is different to the source address of the
engine ECU.
17.3.2.1.2 Configurable ECU Source Addressing

For applications requiring the use of multiple engines during operation there is the option for the engine ECU
source address to be modified from the default setting of 00. This can be modified using the ET service tool.

Data Link Support
17.3.2.1.3 Destination Addressing

For messages controlling the engine functionality, such a TSC1 and OHECS, the engine will only respond to these
messages when sent with a destination address of 00 (unless the ECU address has been changed using the
service tool).
The Request PGN message is also sensitive to the population of the destination address field. When the engine #1
destination 00 is requested, then the engine ECU responds with the RTS Transport protocol message, and will not
release the requested information until the handshake message CTS is returned.
When the global destination is given for a Request PGN message FF (Global), then the engine ECU responds by
m
sending the requested message. If the message is larger than 8 bytes then it will be released via the Transport
Protocol BAM message. When the global destination is used, there is no need to use the RTS/CTS protocol.
17.3.2.2 J1939-71 – TSC1 Operation
.co
17.3.2.2.1 Torque Speed Control (TSC1) Operating Principles
The TSC1 message is a J1939 PGN designed to allow the Torque/Speed control of an engine via the CAN bus. This
message can be used by any electronic control module to request or limit the engine speed / torque output. Some
of the features primary uses are; direct engine speed control via a machine controller (removes the need for a fixed
throttle connection to the engine ECU), or the limiting of engine speed / torque during transmission gear changes.
es
The OEM is responsible for ensuring that the implementation of TSC1 speed control is safe and appropriate for
the engine and machine. Furthermore, it is necessary for the OEM to perform a risk assessment validation of the
machine software and hardware used to control the engine speed via TSC1.
17.3.2.2.1.1 Engine Speed Control

uid
When correctly configured the speed control feature of the TSC1 message will directly control the engine speed.
This means that desired engine speed will be set to the value contained within the TSC1 message. The engine
will then respond to this request and attempt to reach the desired engine speed value. It should be noted that
the TSC1 speed control message will override all other engine speed demand inputs such as analogue and PWM
throttles. The only speed input available, which is not overridden by the TSC1 message, is the intermediate engine
speed feature as, described in Section 9 of this guide.
-g
17.3.2.2.1.2 Engine Torque Control

TSC1 torque control offers the user the same type of function as the speed control feature but with the input
being a torque control value. By controlling engine torque output the controlling device is actually requesting an
all
engine delivered fuel quantity from the engine ECU. Care must be taken when operating this mode as controlling
engine fuelling can lead to unpredictable engine behavior (and speed) especially when implemented under
transient load conditions.
Note: T his feature must not be implemented without consulting the applications engineering department and a full
FMEA/risk assessment must be carried out by the customer.

Data Link Support
17.3.2.2.1.3 Engine Speed Limiting

Engine speed limiting is a feature, which enables a machine controller to request a physical engine speed limit
value as opposed to a speed control. Under this configuration the additional throttle inputs available on the
machine will remain active, only up until the TSC1 transmitted speed limit is reached.
For example; if the TSC1 message is set to speed limit with a value of 1800 rpm, the operators foot throttle will
remain active and the engine will respond to any speed requests form the pedal. However if an engine speed
above 1800 rpm is requested then the engine speed will not respond and be limited to 1800 rpm.
17.3.2.2.1.4 Engine Torque Limiting

The Engine Torque limiting function, when configured limits the max torque output of the engine to a value
determined as a percentage of the max available torque for the particular rating curve being operated. Figure
below shows an example of an engine torque curve and the resulting engine response once an 80 percent torque
limit is transmitted via TSC1. As with the speed limiting function the engine will operate as normal while the
engine torque requirement is less than 80 percent but will limit the engine torque output to 80 percent.
Figure 17.3 TSC1 Torque Limiting Operation

Data Link Support
17.3.2.2.2 Torque Speed Control (TSC1) Message Configuration & Control

The Torque/Speed control #1 (TSC1) PGN allows electronic control devices connected to the CAN network to
request or limit engine speed. This feature is often used as part of a closed loop engine control system with
broadcast message parameters such as engine speed (EEC1). Usage is particularly common in machines that
have complex hydraulic systems.
Default
Identifier Rate (msec) PGN R1 DP Source Destination
Priority
0C 00 00 xx 10 000000 3 0 0 See Notes 00
R
L
e B S U Range N
S B e Resolution
c y t n o
e Parameter Name i n (unit/bit)
e t a i t
n t g
i e t t e
d t Min Max
v e s
h
e
X Override Control Mode (spn 69 5) 1 1 2
X Override Disabled 00
X Speed Control 01
X Torque Control 10
X Speed/Torque Limit Control 11
Reque sted S pee d Control
3 2
Conditions ( spn 696)
Override Control Mode Priority A
X 5 2
(spn 897)
X Highest Priority 00 A
X High Priority 01 A
X Medium Priority 10 A
X Low Priority 11 A
Not Defined 7..8
Reque sted S pee d /Spe ed Limit rpm 0.125 0 8032
X 2 1 16
(spn 8 98)
Reque sted Torque / Torque Limit 4 1 8 % 1 -125 +125 B
X
(spn 5 18)
17.3.2.2.2.1 ECU Response Time To TSC1 Request

The mean response time for the ECU to alter the desired speed following a TSC1 request is 52 ms +/-5 ms. Note,
there will be a further delay in the engine’s actual speed response due to the driving of mechanical components.
If TSC1 response time is critical to transmission development and operation, contact your Electronic Applications
Engineer.
17.3.2.2.2.2 TSC1 Configuration (C4.4 ACERT – C7.1 ACERT Only)

TSC1 is always available as a speed demand input, and given that a J1939 Diagnostic Code is not active, the
engine will prioritize the TSC1 request above all other speed demand inputs. In effect, TSC1 overrides all other
configured throttle inputs.
There are currently 2 TSC1 fault-handling options available in the service tool, these are described as “TSC1
Continuous Fault Handling: Disabled or Enabled.”
17.3.2.2.2.3 TSC1 Continuous Fault Handling: [Disabled] (Default) (C4.4 ACERT – C7.1 ACERT Only)
This mode is also known as Transient fault detection, it is suitable for applications where there is more than one
throttle input into the ECU, for instance, in a wheeled excavator where the analogue throttle is used to control
road speed, but TSC1 is used to control the machine hydraulics. The TSC1 message will override any other speed
demand such as PWM throttle pedal. TSC1 override is switched on and off using the Override Control Mode SPN.

sees that TSC1 messages have stopped, for 90ms or more, and TSC1 has not
been terminated correctly then
All the ECMand
manuals will recognize
user this as a fault, a J1939
guides at all-guides.com
Diagnostic code will be raised and the ECM will not accept any TSC1 speed Data Link Support
requests for the remainder of the key cycle.
17.3.2.2.2.5
17.3.2.2.2.4 TSC1 Continuous
End of Transmission Fault(C4.4
– Fault Detection Handling: [Enabled]
ACERT – C7.1 ACERT Only)
This mode is also known as Continuous fault detection,
The ECU needs to differentiate between the end of a transmission by it is suitable
another for and an intermittent
controller
applications
failure. The ECUwhere
expects,either TSC1
therefore, thatiswhen
the only throttlenoused
a controller orwishes
longer wheretoTSC1
demand is engine speed then it
will terminate with at least one message with the Control Override Mode SPN set to 00. /Ifspeed
continuously used to limit the top engine speed. The TSC1 speed control the engine sees that
limit cannot be switched off using the Override Control Mode SPN. For instance,
TSC1 messages have stopped, for 90ms or more, and TSC1 has not been terminated correctly then the ECU will
in a wheeled
recognize this asexcavator the Diagnostic
a fault, a J1939 analoguecode throttle is connected
will be raised and the to ECU
the will
machine ECM
not accept any TSC1 speed
that sends the TSC1 message
requests for the remainder of the key cycle.to control road speed, and to control the machine
hydraulics. When TSC1 Continuous Fault Handling is active, other throttles will
be permanently
17.3.2.2.2.5 over-ridden,
TSC1 Continuous and will [Enabled]
Fault Handling: only become available
(C4.4 ACERT if aACERT
– C7.1 TSC1 fault is
Only)
detected.
This mode is also known as Continuous fault detection, it is suitable for applications where either TSC1 is the
only throttle used or where TSC1 is continuously used to limit the top engine speed. The TSC1 speed control /
17.3.2.2.2.6
speed limit cannot Rating and
be switched off Droop
using theControl
Override Control Mode SPN. For instance, in a wheeled excavator
the analogue throttle is connected to the machinecomplimentary
In addition to Torque Speed Control, the ECU that sends themessage ‘OHECS’
TSC1 message to control road speed,
allows droop and rating selection over J1939 with a similar effect to the hard-
and to control the machine hydraulics. When TSC1 Continuous Fault Handling is active, other throttles will be
wired ‘Mode Selection’ feature. The OHECS PGN is described later in
permanently over-ridden, and will only become available if a TSC1 fault is detected. this
section.
17.3.2.2.2.6 Rating and Droop Control (C4.4 ACERT – C7.1 ACERT Only)
In addition to Torque Speed Control, the complimentary message ‘OHECS’ allows droop and rating selection over J1939
with a similar effect to the hard-wired “Mode Selection” feature. The OHECS PGN is described later in this section.
17.3.2.3 J1939 Engine ECU Transmit PGN Support

This section describes the format and function of the most popular J1939 data link PGN/SPN’s. For further
information regarding any of the supported parameters which are not described here please contact the
applications engineering department.
17.3.2.3.1 Electronic Brake Controller 1 (EBC1) (61441)

The EBC1 message is normally used to control a machine braking system. The auxiliary engine shutdown switch
SPN allows and external component on the J1939 network to shutdown the engine without using the keyswitch and
sending the ECU into sleep mode. The resulting stop should not be used as a safety related fail-safe stop function.
Default
Priority
0C F0 01 XX 100 61441 6 ? 0 Note A 00
R
L S
e B U Range
S B e Resolution N
c y t n
e Parameter Name i n (unit/bit) o
e t a i
n t g t
i e t t
d t Min Max e
v e s
h
e
Engine Auxiliary Shutdown
(SPN 970) 4 5 2 4 states/2
X 00 state 0 3
Off bit
On 01
Error 10
Not Available 11

Data Link Support
17.3.2.3.2 Electronic Engine Controller 2 (EEC2) (61443)

EEC2 identifies electronic engine control related parameters; including pedal position and IVS status for throttle 1
and 2 as well as the percent load at the current engine speed.
Note: T he name accelerator pedal is not always accurate for off-highway machines. Accelerator pedal 1 refers
to any pedal, lever or device that uses either the analogue 1 or PWM 1 throttle input. Likewise, accelerator
pedal position 2 refers to any device using the throttle 2 input.
Default
Priority
0C F0 03 XX 50 00F003 3 0 0 00 –
R
L S U
S e B Range N
B e t n
e c y Resolution o
i n a i
n e Parameter Name t (unit/bit) t
t g t t
d i e e
t e s Min Max
v
h
e
X Accelerator P edal Low Idle Switch 1 1 2 state 4 states/2 0 3 C
1 (spn 558) bit
X Accelerator pedal not in low idle 00
condition
X Accelerator pedal in low idle condition 01
X Error indicator 10
X Not available or not installed 11
Accelerator Pedal Kickdown Switch 3 2
X Accelerator P edal Low Idle Switch 1 7 2 state 4 states/2 0 3 A
2 (spn 297 0) bit
X Accelerator pedal not in low idle 00
condition
X Accelerator pedal in low idle condition 01
X Error indicator 10
X Not available or not installed 11
X Accelerator P edal P osition 1 (spn 2 1 8 % 0.4%/bit 0 100
91)
X Percent Loa d at Curre nt Spe ed 3 1 8 % 1%/bit 0 125 B
(spn 9 2)
Remote Accelerator 4 1 8
X Accelerator P edal P osition 2 (spn 5 1 8 % 0.4%/bit 0 100 A
29)
Note A: A
ccelerator pedal low idle 2 and accelerator pedal position 2 are new parameters only recently defined
by The SAE. The start byte/bit of accelerator pedal low idle switch 2 is still to be defined.
Note B: P
ercent load at current speed is estimated from the steady state engine calibration maps. This parameter
is not accurate at low loads or during transient conditions.
Note C: When there is a discrepancy between the pedal position and the idle validation switch position the
accelerator pedal low idle switch parameter will be transmitted as 10 (error state) and the accelerator
pedal position will be transmitted as FE (error state). However, if a pedal is not configured then it will be
transmitted as not supported. This applies to both accelerators 1 and 2.

Data Link Support

EEC1 identifies the electronic engine control related parameters including engine torque mode, actual engine
percent torque, actual engine speed, drivers demand engine percent torque.
Default
Priority
0C F0 04 XX 20 00F004 3 0 0 00 –
R
L S U
S e Range
m
B B e t n N
e c Resolution
Parameter Name y i n a i o
n e t (unit/bit) t
t g t t
d i
e t e s Min Max e
v
h
e
.co
Engine Torque Mode (SPN899) 1 1 4 state 16 states/4 0 15 B
bit
Low Idle Governor 0000 B
Accelerator Pedal 1 0001 B
Cruise Control 0010
PTO Governor 0011 B
Road Speed Governing 0100
ASR Control 0101
0110
es
Transmission Control B
ABS Control 0111
Torque Limiting 1000 B
High Speed Governor 1001 B
Brake System 1010
Not defined (1011 – 1101)
Other 1110
uid
Not available 1111

Not Defined 5..8
X Drivers De mand Engine - 2 1 8 % 1%/bit 0 125
Percent Torque (SPN 512)
X Actual E ngine - Percent T orque 1 8
3 % 1%/bit 0 125
(SPN 513)
X Engine Spee d (SPN 19 0) 4 1 16 rpm 0.125rpm/bit 0 8,031.875
Source Address of Controlling Device 6 1 8 None 1 0 253
for Engine Control (SPN 1483)
-g
Engine Starter Mode (SPN 1675) 7 1 4

X Engine de mand – perce nt torque 8 1 8 % 1%/bit 0 125
(SPN 2432)
all
Note A: T he J1939 standard describes the frequency of transmission of this PGN as engine speed dependant. The
ECU actually transmits the message every 20 ms, however, irrespective of engine speed.
Note B: D
uring the engine cranking cycle while the ECU is detecting engine position and speed, engine speed is
transmitted as FE00 or “Unavailable.” When this value is converted to engine speed it gives the value of
8128 rpm.

Data Link Support
17.3.2.3.4 Turbocharger Wastegate (TCW) (65174)

TCW contains the SPN, turbocharger 1 wastegate drive. This transmitted value directly equates to the PWM duty
cycle of the smart wastegate solenoid. A value of 0% represents fully closed and a value of 100% represents
fully open. Due to the fact that the wastegate is also intake manifold pressure dependent, this value does not
necessarily align to the actual position of the smart wastegate.
Default
Priority
18FE9600 100 FE96 6 0 0 00 –
R
L
S e B S U Range
B e N
e c y t n Resolution
Parameter Name i n o
n e t a i (unit/bit)
t g t
d i e t t
t Min Max e
v e s
h
e
Turbocharger 1 Wa ste gate Drive % 0.4%/bit 0 100
X 1 1 8
(spn 1 188)
Turbocharger 2 Wa ste gate Drive 2 1 8
Turbocharger Wa ste gate Act
Control Pressure 5 1 8

Data Link Support
17.3.2.3.5 Auxiliary Discrete IO State (AUXIO) (65241)

The AUXIO PGN is used to transmit the status of all the customer side switch inputs and two of the analogue voltage
inputs of the engine ECU, irrespective of whether the input is used by the ECU for an application software feature.
The spare inputs of the ECU are available for use by the machine designer as additional input channels for non-
engine systems. The table below indicates the inputs, the switch connectors and the associated J1939 SPN.
Default
Priority
18FE9D900 Note A FED9 6 0 0 00 –
R
L
S e B S U Range
B e N
t g t
d i e t t
t Min Max e
v e s
h
e
X Auxiliary I/O #04 (spn 704) 1 1 2 B
Auxiliary I/O #16 (spn 716) 4 1 2 B
X Auxiliary I/O Channel #1 (spn 1083) 5,6 1 16 0 64255 C
X Auxiliary I/O Channel #2 (spn 1084) 7,8 1 16 0 64255 C
Note A: The message will be sent at a frequency of 100ms, and additionally when any of the supported switch
inputs (SPNs 701 through 716) change state.
Note B: Each of the switch inputs is transmitted as 00 if it the switch is open (or not connected) and 01 if it is closed.
Note C: The analogue channels are scaled at 0.955V per bit with a 0.5V offset. For example, a voltage of 2.5V would
be transmitted as (2.5V – 0.5 v offset)/0.000955 volts/bit = 209410 or 82E16.

Data Link Support
Table of Input Pins to SPNs

Input name ECU J1 Connector Pin J1939 SPN
SWG1 7 701
SWG2 22 702
SWG3 23 703
SWG4 40 704
SWG5 41 705
SWG6 44 706
SWG7 45 707
SWG8 46 708
SWG9 49 709
SWG10 54 710
SWG11 56 711
SWG12 58 712
SWG13 60 713
SWB1 62 714
SWB2 64 715
AIN_ACT5 15 1083
AIN_ACT4 16 1084
17.3.2.3.6 Software Identification (SOFT) (65242)

The software identification PGN is requested via the request PGN message, the message includes the software
part number and the software version release date. This PGN has more than 8 bytes of data; therefore the
message content is returned using the transport protocol. The message format is shown below.
ASCII code as follows:
02 SWPN:1234556701*SWDT:MAY05*
Software part number (SWPN) will be of the form 123456701
Software release date (SWDT) will be of the form MAY05
Default
Priority
18FEDA00 On Req FEDA 6 0 0 00 –
R
L
S e B S U Range
e N
e c B t n Resolution
y n o
e Parameter Name i a i (unit/bit)
n t g t
d i t t t
e t Min Max e
v e s
h
e
Number of software identification 0 250 A
X 1 1 8
fields (spn 96 5)
X Software Identification (spn 2 34) 2 1 N ASCII 0 255 B
Note A: The number of software identification fields will be transmitted as “02.”

Note B: The software identification is ASCII text, with the fields delimited by a “*.”
R
At the
e
time of document release this parameters wasL notSyet available
U via J1939. Range
S B e N
y n o
n t g t
d i t t t
e t e
274 v C4.4 ACERT – C18 A Ce ER T
s t i er 4 I Min
N T E Max
RIM en g i ne s
h
e
R
L
Data Link Support
S e B S U Range
e N
y n o
Parameter Name i a i (unit/bit)
n e t g t
17.3.2.3.7
d i Engine Fluid Level/Pressure 2 (EFL/P2)
e
t(65243) t
t
t
Min Max e
v e s
EFL/P2e
includes the injector metering rail 1 pressurehSPN, which indicates the gauge pressure of the fuel in the
high pressure
Numberfuel rail.
of software identification 0 250 A
X 1 1 8
fields (spn 96 5)
X Software Identification (spn 2 34) 2 1 N DefaultASCII 0 255 B
Priority
18FEDB00 500 FEDB 6 0 0 00 –
R
L
S e B S U Range
B e N
t g t
d i e t t
t Min Max e
v e s
h
e
Injector Control Pressure 1 1 16
X Injector M etering Rail 1 Pressure 3 1 16 Mpa 1/256Mpa/Bit 0 251
(spn1 57)
Injector Timing Rail 1 Pressure 5 1 16
Injector Metering Rail 2 Pressure 7 1 16

EEC3 identifies the electronic engine control related parameter, engine desired operating speed as well as the
estimated nominal friction torque % and the estimated parasitic losses as a torque %. Engine desired operating
speed is calculated as requested speed demand from the throttle input i.e. the speed at which the engine would
run if all load were removed and the current speed demand conditions maintained.
Both nominal friction torque and the estimated parasitic losses SPN’s are calculated within the engine ECU and
are approximations only.
Default
Priority
18 FE DF 00 250 FEDF 6 0 0 00 –
R
L
S e B S U Range
e N
Parameter Name y n o
e i a i (unit/bit)
n t g t
d i t t t
e t Min Max e
v e s
h
e
X
Nominal friction – Percent Torque 1 1 8 % 1%/bit -125 +125 B
(spn 5 14)
Engine ’s De sired O perating Speed 2 1 16 Rpm .125rpm/bit 0 8031.875 A
X
(spn 5 15)
Engines Operating Speed Asymmetry 4 1 8 1/bit
Ratio 0 250
Adjustment (spn 519)
X Estimated E ngine Para sitic Losses 5 1 8 % 1%/bit -125 +125 B
- Percent T orque (spn 29 78)
Note A: Engine desired operating speed will be the speed at which the engine would run if all load were removed
and current speed demand conditions maintained.
Note B: At time of document release both SPN 514 & 2978 where not being transmitted on the CAN Bus.

Data Link Support
17.3.2.3.9 Engine Configuration (EC) (65251)

The engine configuration PGN describes the stationary behavior of the engine via an engine speed torque map,
by transmitting both the torque and speed values at several points on the torque curve. This map is only valid for
steady state engine operation and with maximum boost pressure. The values will change if a different torque curve
is selected or to reflect the engine entering a derate condition due to excessive engine coolant temperature for
example. This PGN is more than 8 bytes long and so it will always be transmitted via the transport protocol.
Default
Priority
See Note A See Note B FEE3 6 0 0 00 –
m
R
L
S e B S U Range
e N
e c B t n
y n Resolution o
e Parameter Name i a i
n t g (unit/bit) t
t
.co
d i e t t
t Min Max e
v e s
h
e
X Engine Spee d at I dle, P oint 1 1 1 16 Rpm 0.125rpm/bit 0 8031
(spn 1 88)
X Percent Torque at Idle, Point 1 3 1 8 % 1%/bit -125 +125
(spn 5 39)
X Engine Spee d at P oint 2 (spn 4 1 16 Rpm 0.125rpm/bit 0 8031 D
528)
X Percent Torque at Point 2 ( spn 6 1 8 1%/bit -125
es
% +125 D
540)
X Engine Spee d at P oint 3 (spn 7 1 16 Rpm 0.125rpm/bit 0 8031
529)
X Percent Torque at Point 3 ( spn 9 1 8 % 1%/bit -125 +125
541)
530)
uid

542)
531)
543)
X Engine Spee d at High Idle, 16 1 16 Rpm 0.125rpm/bit 0 8031 D
Point 6 ( spn 532)
Gain (KP) of the Endspeed Governor 18 1 16 %/rpm 0.0007813%/rpm/bit 0 50.2
(spn 545)
-g
X Reference Engine Torque (spn 20 1 16 Nm 1Nm/bit 0 64255 C

544)
Maximum Momentary Engine 22 1 16 Rpm 0.125rpm/bit 0 8031
Override Speed, Point 7 (spn 533)
Maximum Momentary Override Time 24 1 8 S 0.1sec/bi t 0 25
Limit (spn 534)
Requested Speed Control Range 0
all
25 1 8 Rpm 10rpm/bit 2500

Lower Limit (spn 535)
Requested Speed Control Range 26 1 8 Rpm 10rpm/bit 0 2500
Upper Limit (spn 536)
Requested Torque Control Range 27 1 8 1%/bit
% -125 +125
Lower Limit (spn 537)
Requested Torque Control Range 28 1 8 1%/bit
% -125 125
Upper Limit (spn 538)
Engine Default Torque Limit (SPN 33 1 16 1Nm/bit
Nm 0 64,255
1846)
Note A: This PGN is sent every five seconds but also whenever there is a change in active torque limit map.
Note B: Engine reference torque is the advertised bare engine torque of the highest “enabled” rating in the box.
That is the highest rating that can be selected via mode switches or J1939, whilst the engine is running.
Note C: As
both point 2 and point 6 are supported, and Gain (Kp) of Endspeed Governor is not, the support of this
message conforms to Engine Configuration Characteristic Mode 1 as described in the J1939-71 specification.

Data Link Support
17.3.2.3.10 Shutdown (SHUTDOWN) (65252)

The shutdown PGN contains the SPN wait to start lamp output. This indicates that the engine is too cold to
start and the operator should wait until the signal becomes inactive (turn off). The engine overspeed test is also
supported which is to be used verify the engine overspeed protection strategy.
Default
Priority
18 FE EF 00 1000 FEE4 6 0 0 00 –
R
e L Range
S B S U N
c B e
e y t n Resolution o
e i n
n Parameter Name t a i (unit/bit) t
i t g
d e t t e
t Min Max
v e s
e h
Idle shutdown has shut down engine 1 1 2

(spn 593)
Idle shutdown driver alert mode (spn 594) 3 2
Idle shutdown timer override (spn 592) 5 2
Idle shutdown timer state (spn 590) 7 2
Idle shutdown timer function (spn 591) 7 2
A/C high pressure fan switch (spn 985) 3 1 2
Refrigerant low pressure switch (spn 875) 3 2
Refrigerant high pressure switch (spn 605) 5 2
Wait to start lamp ( spn 108 1) State 4 states/2 0 3
X 4 1 2
bit
X Off 00
X On 01
Engine protection system has shut down
5 1 2
engine (spn 1110)
Engine protection system approaching
3 2
shutdown (spn 1109)
Engine protection system timer override
5 2
(spn 1108)
Engine protection system timer state (spn
7 2
1107)
Engine protection system configuration
6 7 2
(spn 1111)
Engine Alarm Acknowledge 7 1 2
Engine Alarm Output Command status 7 3 2
Engine Air Shutoff Command Status 7 5 2
Engine O verspee d Te st (spn 28 12) State 4 states/2
X 7 7 2 0 3
bit
X Engine Overspeed Test Not Active 00
X Engine Overspeed Test Active 01
Engine Air Shutoff Status 8 1 2
PTO Shutdown Has Shutdown Engine 8 3 2
Coolant Level Engine Protection
8 5 2
Shutdown Status
R
L
S e B S U Range N
B e
e c y t n Resolution o
i n
n e Parameter Name t a i (unit/bit) t
t g
d i e t t e
t Min Max
v e s
h
e
X Total e ngine hours ( spn 247) 1 1 32 Hr 0.05hr/bit 0 210,554,060
E L E CTotal
T Rengine
O Nrevolutions
I C S a p p lic 5a tion
1 32 a Rev
nd inst
1000r/bit a 0ll 4,211,081,215,000
a tion G U I D E 277
shutdown (spn 1109)
Engine protection system timer override
5
All manuals and 2
user guides at all-guides.com
(spn 1108)
Data Link Support
Engine protection system timer state (spn
1107)
7 2
Engine protection system configuration
6 7 2
(spn 1111)
Engine Alarm Acknowledge 7 1 2
17.3.2.3.11 Engine
Engine AlarmHours/Revolutions
Output Command status(HOURS) 7 (65253)
3 2
HOURS Engine
PGN contains
Air Shutoff the PSN Status
Command total engine 7hours.5 The 2 SAE defines this PGN as being sent on request. However,
4 states/2
there
X are someOgauges
Engine verspee dand displays
Te st (spn 28 on
12) the 7market,
7 which require
2 State this
bit to be broadcast. Consequently this
0 3
message
X is broadcast
Engine Overspeed at a Not
Test lowActive
update rate, to ensure compatibility
00 with these devices.
X Engine Overspeed Test Active 01
Note: This PGN
Engine Air broadcast
Shutoff Statusis only available on 8 Prod
1 42 and below. Starting with Prod 5 and above this message will
PTO Shutdown Has Shutdown Engine 8 3 2
not be broadcast.
Coolant Level Engine Protection
8 5 2
Shutdown Status
Default
Priority
18 FE E5 00 1000 FEE5 6 0 0 00 –
R
L
S e B S U Range N
B e
i n
t g
d i e t t e
t Min Max
v e s
h
e
X Total e ngine hours ( spn 247) 1 1 32 Hr 0.05hr/bit 0 210,554,060
Total engine revolutions 5 1 32 Rev 1000r/bit 0 4,211,081,215,000
17.3.2.3.12 Fuel Consumption (LFC) (65257)

The fuel consumption PGN contains the SPN total fuel used. Total fuel used is an accumulative value, which is not
reset upon key cycle. This parameter is calculated from standard test fuel at standard test temperatures. The
characteristics of most fuels in the field will differ from the test fuel, particularly at very high or very low temperatures.
It is recommended, therefore, that this value is taken to be an indication only of the fuel used by an engine.
Default
Priority
18 FE E9 00 On Req 00FEE9 6 0 0 00 –
R
L S U
S e B Range
B e t n N
e c y Resolution
Parameter Name i n a i o
n e t (unit/bit)
t g t t t
d i e
t e s Min Max e
v
h
e
Trip fuel (spn 182) 1 1 32 L 0.5l/bit 0 2,105,540,607
X Total fuel used ( spn 250) 5 1 32 L 0.5l/bit 0 2,105,540,607
R
L S U
S e B Range N
B e t n
e c y Resolution o
Parameter Name i n a i
n e t (unit/bit) t
t g t t
d i e e
t e s Min Max
v
h
e
Engine Coolant Te mperature ( spn
X 1 1 8 deg C 1DegC/bit -40 210
110)
Fuel Temperature 2 1 8 deg C 1 -40 210
Engine Oil Temperature 3 1 16 deg C .03125 -273 1735
Turbo Oil Temperature 5 1 16 deg C .03125 -273 1735
278 C 4 Temperature
Engine Intercooler .4 ACERT – 7C 1 18 8A CER T Ct
deg i1 er 4 I-40N T E210
RI M en g i ne s
Engine Intercooler Thermostat Opening 8 1 8 % .4 0 100
Data Link Support
R
L S U
S e B Range
B e t n N
17.3.2.3.13
e c EngineParameter
Temperature
Name
(ET1) (65262)
y
i n Resolution o
n e t a i
ET1 contains
i the SPN engine coolant temperature,
e
t g thist SPN tcontains the engine coolant temperature
(unit/bit) t as sensed
d t Min Max
by the
v engine control system.
h
e s e
e
Trip fuel (spn 182) 1 1 32 DefaultL 0.5l/bit 0 2,105,540,607
X Identifier
Total fuel usedRate( spn
(msec)
250) PGN5 1 32 L 0.5l/bitR1 0 DP Source
2,105,540,607 Destination
Priority
18 FE EE 00 1000 FEEE 6 0 0 00 –
R
L S U
S e B Range N
B e t n
e c y Resolution o
n e t (unit/bit) t
t g t t
d i e e
t e s Min Max
v
h
e
Engine Coolant Te mperature ( spn
X 1 1 8 deg C 1DegC/bit -40 210
110)
Fuel Temperature 2 1 8 deg C 1 -40 210
Engine Oil Temperature 3 1 16 deg C .03125 -273 1735
Turbo Oil Temperature 5 1 16 deg C .03125 -273 1735
Engine Intercooler Temperature 7 1 8 deg C 1 -40 210
Engine Intercooler Thermostat Opening 8 1 8 % .4 0 100
17.3.2.3.14 Engine Fluid Level / Pressure (EFL/P1) (65263)

EFL/P1 contains the SPN engine oil pressure. This SPN contains the oil pressure as sensed by the engine
control system.
Default
Priority
18 FE EF 00 500 FEEF 6 0 0 00 –
R
L S U
S e B Range N
B e t n
e c y Resolution o
n e t (unit/bit) t
t g t t
d i e e
t e s Min Max
v
h
e
Fuel Delivery Pressure 1 1 8 KPA 4 0 1000
Extended Crankcase Blow-by Pressure 2
Engine Oil Level 3 1 8 % .4 0 100
X Engine Oil Pressure ( spn 100) 4 1 8 KPa 4kPa/bit 0 1000
Crankcase Pressure 5 1 16
Coolant Pressure 7 1 8 kPa 2 0 500
Coolant Level 8 1 8 % .4 0 100
R
L S U
e B Range N
S B e t n
c y Resolution o
e Parameter Name i n a i
e t (unit/bit) t
n t g t t
i e e
d t e s Min Max
v
h
e
Power Takeoff Oil Temperature (spn 90) 1 1 8
Power Takeoff Speed (spn 186) 2 1 16
Power Takeoff Set Speed (spn 187) 4 1 16 RpmRpm 0 8031
4 states/2
EXL E CPTO
T REnable
O N Switch
I C S(spna980)
p p lic a 6tion
1 2 a n dstate
inst
bit
a ll a
0 tion
3 GUIDE 279
X Off 00
L S U
S e B Range N
B e t n
e c All manuals
y and user guides at Resolution
all-guides.com o
n
Data Link Support
e Parameter Name i a i
n t g (unit/bit) t
i t t t
d e t Min Max e
v e s
h
e
Fuel Delivery Pressure 1 1 8 KPA 4 0 1000
Extended Crankcase Blow-by Pressure 2
17.3.2.3.15 PTO information (PTO) (65264) 3 1 8 % .4
Engine Oil Level 0 100
The
X PTO message
Engine is transmitted
Oil Pressure by the engine
( spn 100) 4 ECU
1 8to indicateKPa
the current
4kPa/bit state0of the1000
PTO mode software feature.
Crankcase Pressure 5 1 16
Coolant Pressure 7 1 8 Default kPa 2 0 500
Identifier
Coolant Level Rate (msec) PGN 8 1 8 % .4 R1 0 DP 100 Source Destination
Priority
18FEF000 100 FEF0 6 0 0 00 –
R
L S U
e B Range N
S B e t n
c y Resolution o
e Parameter Name i n a i
e t (unit/bit) t
n t g t t
i e e
d t e s Min Max
v
h
e
Power Takeoff Oil Temperature (spn 90) 1 1 8
Power Takeoff Speed (spn 186) 2 1 16
Power Takeoff Set Speed (spn 187) 4 1 16 Rpm Rpm 0 8031
X PTO Enable Switch (spn 980) 6 1 2 state 4 states/2 0 3
bit
X Off 00
X On 01
X Error 10
X Not Available 11
Remote PTO preprogrammed Speed 6 3 2
Control Switch (spn 979)
Remote PTO variable Speed Control 6 5 2
Switch (spn 978)
X PTO Set Switch (spn 984) 7 1 2 state 4 states/2 0 3 A
bit
X Off
X On
X Error
X Not Available
X PTO Coast/Decelerate Switch (spn 983) 7 3 2 state 4 states/2 0 3 A
bit
X Off 00
X On
X Error
X Not Available
X PTO Resume Switch (spn 982) 7 5 2 state 4 states/2 0 3 A
bit
X Off 00
X On 01
X Error 10
X Not Available 11
X state 4 states/2
PTO Accelerate Switch (spn 981) 7 7 2 0 3 A
bit
X Off 00
X On 01
X Error 10
X Not Available 11
Note A: Some of the PTO mode switch inputs on the ECU have dual functions. For example, one button provides
both SET and LOWER functions and another button provides both RAISE and RESUME functions. When
the SET/LOWER button is pressed, both SPN 984 and SPN 938 will go to the active state, for at least one
message transmission. Similarly, when the RAISE/RESUME button is pressed then both SPN 982 and SPN
981 will go to the active state.
As per normal J1939 protocol ‘10’ and ‘11’ should be used to signify “unsupported” and “fault,” respectively. As
such support for these SPNs should only be seen when PTO mode is configured to be “on.”

Data Link Support
17.3.2.3.16 Fuel Economy (LFE) (65266)

LFE contains the PGN fuel rate. This parameter is not a direct measurement it is calculated from a standard test
fuel at standard test temperatures. The characteristics of most fuels in the field will differ from the test fuel,
particularly at very high or very low temperatures. It is recommended, therefore that this value is taken to be an
indication only for the fuel used by an engine.
Default
Priority
18 FE F200 100 FEF2 6 0 0 00 –
m
R L
S e e S U Range
B N
e c B t n
y n Resolution o
n e Parameter Name i a i
t g (unit/bit) t
d i t t t
e t Min Max e
.co
v h e s
e
X Fuel Rat e (sp n 18 3) 1 1 16 L/hr 0.05l/h/bit 0 3212
Instantaneous Fuel Economy 3 1 16 km/kg 1/512 0 125.5
Average Fuel Economy 5 1 16 km/kg 1/512 0 125.5
Throttle Position 7 1 8 % .4 0 100
17.3.2.3.17 Inlet / Exhaust Conditions (IC) (65270)

es
IC1 contains the SPN’s boost pressure, intake manifold temperature and air inlet pressure. All of these
parameters are broadcast as sensed by the engine control system.
Default
Priority
uid
18 FE F6 00 500 FEF6 6 0 0 00 –
R
L S U Range
S e B N
B e t n
e c y Resolution o
i n a i
n e Parameter Name t (unit/bit) t
t g t t Min Max
d i e e
t e s
v
-g
h
e
Particulate Trap Inlet 1 1 8 kPa 0.5kPa/bit 0 125
Pressure
X Boost Pre ssure 2 1 8 kPa 2kPa/bit 0 500 B
(spn 1 02)
all
Intake Ma nifold 3 1 8 deg C 1DegC/bit -40 210

X Temperature ( spn
105)
X Air Inlet Pre ssure 4 1 8 kPa 2kPa/bit 0 500 A
(spn 1 06)
Air Filter Differential 5 1 8 kPa 0.05kPa/bit 0 12.5
Pressure
Exhaust Gas 6 1 16 deg C 0.03125DegC/bit -273 1735
Temperature
Coolant Filter 8 1 8 kPa 0.5kPa/bit 0 125
Differential Pressure
Note A: Inlet air pressure will be supported as the absolute pressure as measured by the inlet manifold pressure
R
sensor.
L
S U Range
S eB: Boost pressure will be calculated from
Note B inlet
B emanifold temperature.
ResolutionBoost pressure will never be
N
c t n o
y n
e transmitted as a negative
Parameter Name number, even ithough a
a slight
i depression
(unit/bit) at the inlet is possible for some
n e t t g t
i engines when running at low idle speed.
e t
t t e
d Min Max
v e s
h
e
E L E CNet
T Battery
R O NCurrent
ICS 1 1 16
a p p lic a tion a n d Ampinst
1A/bit
a ll-125 125
a tion GUIDE 281
Alternator Potential (Voltage) 3 1 16 V 0.05V/bit 0 3212
Electrical Potential (Voltage) ( spn
d i e e
t e s
v
h
e All manuals and user guides at all-guides.com
Data Link Support
Particulate Trap Inlet
Pressure
1 1 8 kPa 0.5kPa/bit 0 125
X Boost Pre ssure 2 1 8 kPa 2kPa/bit 0 500 B

(spn 1 02)
Intake Ma nifold 3 1 8 deg C 1DegC/bit -40 210
X
17.3.2.3.18 Vehicle
TemperatureElectrical
( spn Power (VEP) (65271)
105)
VEP contains Airthe
InletSPN’s electrical potential and battery potential. Electrical potential and battery potential
Pre ssure
X 4 1 8 kPa 2kPa/bit 0 500 A
parameters(spnare 1both
06) supported with the same value, which is the voltage measured between the battery (+) and
Air Filter Differential
battery (-) terminals
Pressure of the ECU.
5 1 8 kPa 0.05kPa/bit 0 12.5
Exhaust Gas 6 1 16 deg C 0.03125DegC/bit -273 1735
Temperature Default
Identifier Rate (msec) 8
Coolant Filter PGN R1 DP Source Destination
Differential Pressure
1 8 Priority
kPa 0.5kPa/bit 0 125
18 FE F7 00 1000 FEF7 6 0 0 00 –
R L
e S U Range N
S B B e Resolution
c t n o
e Parameter Name y i n (unit/bit)
e a i t
n t t g
i t t e
d e t
v e s Min Max
h
e
Net Battery Current 1 1 16 Amp 1A/bit -125 125
Alternator Potential (Voltage) 3 1 16 V 0.05V/bit 0 3212
Electrical Potential (Voltage) ( spn V 0.05V/bit 0 3212
X 5 1 16
168)
Battery Potential (Voltage), V 0.05V/bit 0 3212
X 7 1 16
Switched (spn 158)

Data Link Support
17.3.2.3.19 Operator Primary Intermediate Speed (ISCS) (64968)

This PGN is used to describe the logical state of the throttle position switch input (also known as multi-position
throttle switch).
Default
Priority
18FDC800 1000 FDC8 6 0 0 00 –
R
L
S e B S U Range N
B e
Parameter Name i n
n e t a i (unit/bit) t
t g
d i e t t e
t Min Max
v e s
h
e
16
X Operator Primary I ntermediate 1 1 4 state 0 15
states/4
Speed S ele ct State ( spn 289 2)
bit
Intermediate speed not requested 0000 A
X Logical Position 1 0001
X Logical state 13, 14, 15 or 16 1101 B
Reserved 1110
X Not ava ilable 1111 C
Note A: “Intermediate Speed Not Requested” state is not supported. Note however, that on most applications
where throttle position switch is used, logical position 1 will be all four switches in the open position and
will equate to engine idle.
Note B: There are only 13 states available but 16 possible combinations of the four switch inputs. No known
application has used more than 10 states however, or is expected to use more than 10 states in the future,
so this is not envisaged that this will cause a problem. If 16 states are use then logical states 14, 15 and
16 will be transmitted as 13.
Note C: If the throttle position switch is not configured on an application then the ECU will send 11112 not available.

Data Link Support
17.3.2.3.20 Off Highway Engine Control Selection State (OHCSS) (64967)

OHCSS broadcasts the SPN’s corresponding engine rating select and droop select. When the engine is controlled
by the hard-wired mode selection, then OHCSS will contain this data. However, when the OHECS PGN is used to
control rating and droop select, the OHCSS message will mirror the override information.
Default
Priority
18FDC700 500 FDC7 6 0 0 00 –
R
L S U
S e B Range N
B e t n
e c y
Parameter Name i n Resolution o
e a i
n t g (unit/bit) t
i t t t
d e t e
v e s Min Max
h
e
Auxiliary Governor State 1 1 2
Multi-Unit Synch State 1 3 2
Alternate Low Idle Select State 1 5 2
Alternate R ating Sele ct State (spn 256
X 2888) 2 1 8 state states/8 0 255
bit
X Alternate Droop Acce lerator 1 3 1 4 A
Select State (spn 2 889)
Alternate Droop Acce lerator 2 3 5 4 A
X
Alternate Droop Re mote A
X Accelerator S ele ct State ( spn 4 1 4
2894)
Alternate Droop Auxiliary Input Select 4 5 4 A
State
Note A: These spns are populated in the same manner as those transmitted within the OHECS message.
R
e L S U
S B e Range N
c B t n
e y i n Resolution o
n e Parameter Name t a i t
t g (unit/bit)
d i t t e
e t Min Max
v e s
e h
X Service Component Identification 1 8

(SPN 911)
X Service Dista nce (SPN 914) 2 16
(SPN 912)
X Service Dela y/Cale ndar Time 5 8
Based (SPN 915)
(SPN 913)
Service Dela y/ Operational Time -
X 7 1 16 hours 1hr/bit 32,127 32,128
Based (SPN 916)

Multi-Unit Synch State 1 3 2
Alternate Low Idle Select State 1 5 2
X
Alternate R ating Sele ct State (spn
2888) 2 1 8 state
256
states/8
bit
Data Link Support
0 255
X Alternate Droop Acce lerator 1 3 1 4 A

Alternate Droop Acce lerator 2 A
17.3.2.3.21
X Service Information (Maintenance
3 Indicator
5 4 Feature) (SERV) (65216)
Transmitted with the service
Alternate Droop Re mote component identification that has the nearest time until the nextA service inspection.
X Accelerator S ele ct State ( spn 4 1 4
2894)
Default
Identifier Rate
Alternate Droop (msec)
Auxiliary Input Select PGN4 5 4 R1 DP Source
A Destination
State Priority
18FEC000 On Request FEC0 6 0 0 00 –
R
L
S e B B e
S U Range N
e c y i n
t n Resolution o
n e Parameter Name t t g
a i
(unit/bit) t
d i e t
t t
Min Max e
v e s
e h

(SPN 911)
X Service Dista nce (SPN 914) 2 16
(SPN 912)
X Service Dela y/Cale ndar Time 5 8
Based (SPN 915)
(SPN 913)
Service Dela y/ Operational Time -
X 7 1 16 hours 1hr/bit 32,127 32,128
Based (SPN 916)
Note: T here are two acceptable formats for the Service PGN. Format 1 has only 8 bytes of data and reports the
component most in need of service for each of the three categories. Format 2, however, uses the transport
layer as necessary in order to repeat these 8 bytes of service component information until all supported
service components in each category have been transmitted.
17.3.2.3.22 Aftertreatment 1 Historical Information (AT1HI) (64920)

All aftertreatment historical information is transmitted by the engine ECU via PGN FD98. This message is sent on
request only.
Default
Priority
18FD9800 Request 64920 6 0 0 00 –
R L S U Range
e B e N
S B t n Resolution
c y n o
e t g
n t t t t
i e t e
d e s Min Max
v h
e
X Aftertreatment 1 Tota l Fue l 1 32 L 0.5L/bit 0 2,105,540,607.5
Used (SPN 3522)
Aftertreatment 1 Tota l
X Regeneration Time (SPN 3523) 5 32 sec 1sec/bit 0 4,211,081,215
Aftertreatment 1 Tota l Disa ble d
X 9 32 sec 1sec/bit 0 4,211,081,215
Time (SPN 3524)
Aftertreatment 1 Tota l Number
X of Active Regenerations 13 32 count 1 count/bit 0 4,294,967,295
(SPN 3525)

R
L S U
R L S U Range
e B e N
S B and tuser guides
All manuals n Resolution
at all-guides.com
Data Link Support
c y n o
e t g
n t t t t
i e t e
d e s Min Max
v h
e
X Aftertreatment 1 Tota l Fue l 1 32 L 0.5L/bit 0 2,105,540,607.5
17.3.2.3.23
UsedAmbient Conditions (AMB) (65269)
(SPN 3522)
The ambient condition1 PGN
Aftertreatment Tota l contains the barometric pressure and the air inlet temperature sensor readings from
X Regeneration Time (SPN 3523) 5 32 sec 1sec/bit 0 4,211,081,215
the engine ECU. The air inlet temperature is transmitted as the value read by the air inlet temp sensor and not
Aftertreatment 1 Tota l Disa ble d
9 sec 1sec/bit 0 4,211,081,215
X derived ambient temp when the offset
the Time (SPN 3524) has 32
been applied. The calculated ambient temperature value is not
transmitted on the J1939
Aftertreatment datalink.
1 Tota l Number
X of Active Regenerations 13 32 count 1 count/bit 0 4,294,967,295
(SPN 3525)
Default
Priority
18FEF500 1000 65269 6 0 0 00 –
m
R
e L S U
S B e Range N
c B t n Resolution
e y n o
n t t
i t g t t
d
.co
e t Min Max e
v e s
h
e
X Barometric Pre ssure (SPN 108) 1 1 8 kPa 0.5kPa/bit 0 125
Cab Interior Temperature (SPN 170) 2 1 16
Ambient Air Temperature (SPN 171) 4 1 16
Engine Air Inlet Te mperature 6 1 8 Deg 1DegC/bit -40 210 -40
X (SPN 172) C DegC
offset
es
Note: As of Aug 2011 this parameter is not yet transmitted on the CAN bus.
17.3.2.3.24 Auxiliary Analogue (AAI) (65164)

The auxiliary analogue message contains information measured from the customer optional auxiliary temperature
and pressure sensors. These sensors must be enabled within Cat ET service tool to enable these messages. This
uid
message is also available on request only.
Default
Priority
1CFE8C00 Request 65164 7 0 0 00 –
-g
R L
S U
S e B
B e Range N
t n
e c y
i n Resolution o
a i
n e Parameter Name t
t g (unit/bit) t
t t
d i e t Min Max e
e s
all
v h
e
X Auxiliary Te mperature 1 (SPN 441) 1 8 DegC 1DegC/bit -40 210 -40 DegC
Offset
Auxiliary Temperature 2 (SPN 442) 2 8 DegC 1DegC/bit -40 210 -40 DegC
Offset
X Auxiliary Pre ssure #1 (SPN 1 387) 3 8 kPa 16kPa/bit 0 4000
Auxiliary Pressure #2 (SPN 1388) 4 8 kPa 16kPa/bit 0 4000
Auxiliary Level (SPN 3087) 5 16 mm 0.1mm/bit 0 6,425.5
R L
e B S U Range N
S B e
c y t n Resolution o
e i n
e Parameter Name t a i (unit/bit) t
n t g
i e t t e
d t Min Max
v e s
h
e
X 286 Engine C4.4
Spee d 1 (SPN 4 201)
A C E R T2 – C161 8 A CrpmE R0.5rpm/bit
T t i er0 4 32,127.5
INTERIM en g i ne s
X Engine Spee d 2 (SPN 7 23) 2 16 rpm 0.5rpm/bit 0 32,127.5
L
e B S U Range N
S B e guides
c All manuals
y and user t n
at all-guides.com
Resolution o
e n
n
d
e
i
Parameter Name t
e
i
t g
t
a
t
i
t
(unit/bit)
Min Max
Data Link Support t
e
v e s
h
e
X Auxiliary Te mperature 1 (SPN 441) 1 8 DegC 1DegC/bit -40 210 -40 DegC
17.3.2.3.25 Engine Speed Sensor Information (ESSI) (61473) Offset
-40 DegC
This PGN is used Temperature
Auxiliary to assist diagnosis of engine2 speed 8sensor faults
2 (SPN 442) DegC and is not required
1DegC/bit -40 for operator
210
Offset display. The
message
X isAuxiliary
transmitted on request
Pre ssure #1 (SPNonly.
1 387) 3 8 kPa 16kPa/bit 0 4000
Auxiliary Pressure #2 (SPN 1388) 4 8 kPa 16kPa/bit 0 4000
Auxiliary Level (SPN 3087) 5 Default mm
16 0.1mm/bit 0 6,425.5
Priority
00 F0 21 00 On Request 61473 6 0 0 00 –
R L
e B S U Range N
S B e
e i n
e Parameter Name t a i (unit/bit) t
n t g
i e t t e
d t Min Max
v e s
h
e
X Engine Spee d Sensor 2 Timing 7 5 2 state 4 states/2 0 3
Pattern Status (SPN 4 204) bit
X Not OK 00
X OK 01
X Error 10
X Not Available 11
Engine Spee d Sensor 1 Timing 4 states/2
X 7 7 2 state 0 3
Pattern Status (SPN 4 203) bit
X Not OK 00
X OK 01
X Error 10
X Not Available 11
Note: This message is not currently enabled within the engine software at the time of document release.
17.3.2.3.26 Aftertreatment 1 Service (AT1S) (64891)

Engine DPF soot load % is transmitted using the AT1S PGN. This message is transmitted on request for the
engine ECU.
Default
Priority
00 FD 7B 00 On Request 64891 6 0 0 00 –
R
L
S e B e
S U Range
N
n e i a i (unit/bit)
t t g t
d i e t
t t
e
v e s Min Max
h
e
X Diesel P articulate Filter 1 Soot 1 1 8 % 1%/bit 0 250
Load P erce nt (SPN 371 9)
X Diesel P articulate Filter 1 Ash 2 1 8 % 1%/bit 0 250 A
Diesel P articulate Filter 1 Time
X Since Last Active Regeneration 3 1 32 sec 1sec/bit 0 4,211,081,215
(SPN 3721)
Note A: T he C4.4 ACERT and C6.6 ACERT are designed with a fit for life DPF. For this reason it is not recommended
R
that the Ash Load % is displayed to an operator.
L
S e S U Range
c B B e N
e n t n Resolution
Parameter Name y i o
EnL Ee CTRONICS a p p lic a tion
t t g a an d i inst a ll a tion tG
(unit/bit) UIDE 287
d i t t
e t Min Max e
v e s
Data
R
S e
Link Support B
L
e
S U Range
N
t t g t
d i e t
t t
e
17.3.2.3.27
v Diesel Particulate Filter Control 1 (DPFC1)
e (64892)
s Min Max
h
e
This message
Diesel Pis also shown
articulate Filter a1 PTC1
Soot in 1some documentation and indicates the status of the regeneration system
X 1 8 % 1%/bit 0 250
and the condition of the system indicators. This message is transmitted by the engine ECU. The transmission of
Diesel P articulate Filter 1 Ash
the
X indicator
Load Poutputs conforms
erce nt (SPN 372 0) to the sequence shown in section 14.0 of this document.
2 1 8 % 1%/bit 0 250 A
Diesel P articulate Filter 1 Time

3 1 32 sec 1sec/bit 0 4,211,081,215
X Since Last Active Regeneration Default
Identifier
(SPN 3721) Rate (msec) PGN R1 DP Source Destination
Priority
00 FD 7C 00 Note E 64892 6 0 0 00 –
R
L
S e S U Range
B e N
t t g t
d i t t
e t Min Max e
v e s
h
e
X Diesel P articulate Filter Lamp 1 1 3 state 8 states/3 0 7 A
Command (SPN 3 697) bit
Off 000
On - Solid 001
X Diesel P articulate Filter Active 2 3 2 state 4 states/2 0 3 B
Regeneration Status (SPN 37 00) bit
Not Active 00
Active 01
Regeneration Needed 10
Not Available 11
Diesel Particulate Filter Status (SPN 5 8 states/3
2 3 state 0 7
3701) bit
Regeneration Not Needed 000
Regeneration Needed – Lowest Level 001
Regeneration Needed – Moderate Level 010
Regeneration Needed – Highest Level 011
Diesel P articulate Filter Active
3 3 2 state 4 states/2 0 3 C
X Regeneration Inhibited Due to
bit
Inhibit Switch (SPN 3 703)
Not Inhibited 00
Inhibited 01
Reserved 10
Not Available 11
Exhaust Syste m High Te mperature 3 8 states/3
X 7 3 state 0 7 D
Lamp Command (SPN 36 98) bit
Off 000
On – Solid 001
Note A: SPN 3697 is the DPF Lamp. This lamps primary function is to indicate that the DPF soot load has exceeded
80 percent.
Note B: SPN 3700 indicate the status of the regeneration system i.e. whether a regen is needed and when it is
active. This SPN is not mandatory as the function is incorporated into the operation of the DPF lamp and
the HEST lamp.
Note C: S
PN 3703 is the regeneration disabled lamp. This lamp is illuminated when the active regeneration system
has been inhibited by the operator using the Inhibit switch. This lamp will be illuminated whenever the
disabled function is active.
Note D: SPN 3698 is the HEST lamp. The HEST lamp is illuminated when a regeneration is initiated and while the
DPF temp is above 450°C. The HEST lamp will turn off once a regen is completed or interrupted.
Note E: Transmission rate for this message is 1 sec or when there is a change in state. Message will not be
transmitted any faster than 100 msec.

Data Link Support
17.3.2.3.28 Aftertreatment 1 Intake Gas 2 (AT1IG2) (64948)

The Aftertreatment 1 DPF Intake Gas 2 PGN provides information on the exhaust gas temperature at the inlet of
the DPF.

Default
Priority
00 FD B4 00 500 64948 6 0 0 00 –
R L
S e B S U Range N
B e Resolution
e c y t n o
i n (unit/bit)
t g
d i e t t e
t Min Max
v e s
h
e
Aftertreatment 1 Diesel
X Particulate Filter Intake Ga s
R L
Temp erature (SPN 324 2)
S e B1 S U Range N
Aftertreatment 1 Exhaust Gas B1 e
16 DegC 0.03125DegC/bit
Resolution -273 1734.96875
e c y t n o
Temperature 1 (SPN 3241) i n (unit/bit)
Exhaust Gas Temperature 1 t1 g5
d i
Preliminary FMI (SPN 3243) e5 t
t t
Binary Binary 0
Min
31
Max e
v e s
h
e
Aftertreatment 1 Diesel
17.3.2.3.29
X Engine
Particulate Temperature
Filter Intake Ga s 3 (ET3) (65129)
This PGN and SPN is to be used in1 conjunction
Aftertreatment 1 Exhaust Gas 1 16
with the hydraulic fan control strategy. Once a charge air
DegC 0.03125DegC/bit -273 1734.96875
R Temperature 1 (SPN 3241)
cooler temperature sensor has been installed, L
S it’sUvalue will be transmitted via SPN 2630. The charge air cooler
Range
S e Exhaust Gas Temperature 1 B N
temperature
c is an optional sensor 1B 5edoes
5which t not come
Binary
n supplied
Resolution
Binary with
0 every 31
engine. o
e R Preliminary FMI (SPN 3243) y n
ee Parameter Name i L aS iU (unit/bit)
nS tB g Range t
N
de ic ey tB te tt tn Resolution eo
ve n ea si Default Min Max
n Identifier Rate (msec)
Parameter Name iPGN
h (unit/bit) R1 DP Source Destination
t t
e t g t t Priority
d i Aftertreatment 1 Diesel e t Min Max e
X v Particulate Filter Intake Ga s e s
00eFE 69 00 1000 65129
h 6 0 0 00 –
Engine Charge Air Cooler
X Aftertreatment 1 Exhaust Gas 17 11 16
16 DegC 0.03125DegC/bit
DegC 0.03125DegC/bit -273
-273 1734.96875
1734.96875
Outlet Te mpera ture (SPN 2630)
R Temperature 1 (SPN 3241) L
e Exhaust Gas Temperature 1 S U Range
S 5B 1B 5e N
e c Preliminary FMI (SPN 3243) y t Binary
n Binary
Resolution 0 31
o
i n (unit/bit)
t g
d iR e t t e
tL Min Max
eS sU
S ve B h Range N
e B e t n Resolution
e c y n o
e EngineParameter Name
Charge Air Cooler i a i (unit/bit)
Xn 7 t 1 t 16g DegC 0.03125DegC/bit -273 1734.96875 t
d i Outlet Te mpera ture (SPN 2630) e t t e
t Min Max
v e s
h
Re
L
17.3.2.3.30
X e
S Engine
Throttle Actuator 1 Actuator Control
B3 1 e16 S Command
U% (TFAC) (61466)
0.0025%/bit 0 Range
160.6375% N
Control Command (SPN 3464) B t n Resolution
c
R
Thiseemessage
e is used
Parameter Name
to transmit throttle
y
i npedal
L aS number
iU 1 percent
(unit/bit) demand. A throttle opedal demand
Range
of 0 equals
S n tB g e Nt
low
ed cidle
i and 100 percent equals high ey idle
tB speeds.
tn
tt tn Resolution
Min Max oe
v
e Parameter Name t i e a s i (unit/bit)
n hg t
t t t
d ie e t Default Min Max e
v Engine Charge Air Cooler e s
X Identifier Rate (msec) 7 1PGN 16h DegC 0.03125DegC/bit -273 R1 1734.96875
DP Source Destination
e Outlet Te mpera ture (SPN 2630) Priority
Engine Throttle Actuator 1
X 3 1 16 % 0.0025%/bit 0 160.6375%
00 FOControl
1A 00Command (SPN 50 3464) 61466 4 0 0 00 –
R
L
S e B S U Range N
B e Resolution
e c y t n o
i n
t g
d i e t t e
t Min Max
v e s
h
e
X 3 1 16 % 0.0025%/bit 0 160.6375%
Control Command (SPN 3464)

Data Link Support
17.3.2.4 J1939 Engine ECU Receive PGN Support

17.3.2.4.1 Cab Message 1 (CM1) (57344)
The cab message 1 PGN is to be used by those applications wishing to control the C7.1 ACERT force and inhibit
regeneration features by J1939. Transmission of these SPN’s should be made when a regeneration force/inhibit
has been requested by the operator.
Default
Priority
00 E0 00 00 Note A & B 57344 6 0 0 – 00
R
L
e B S U Range N
S B e
e Parameter Name i n
e t a i (unit/bit) t
n t g
i e t t e
d t Min Max
v e s
h
e
X Requested Percent Fan Speed (SPN 986) 1 1 8 % 0.4%/bit 0 100
X Diesel Particulate Filter Regeneration
6 1 2 state 4 states/2 0 3 A
Inhibit Switch (SPN 3695) bit
Not Active 00
Active 01
Error 10
Not Available 11
Diesel Particulate Filter Regeneration 4 states/2
X 6 3 2 state 0 3 B
Force Switch (SPN 3696) bit
Not Active 00
Active 01
Error 10
Not Available 11
Note A: The use of the inhibit function via J1939 the message must be transmitted when a inhibit state is required for
more than 2 secs. It is therefore recommended that this message is sent to 5 secs after which transmission
can be ceased. The engine ECU will then react as described within Section 14 of this document.
Note B: Section 14 of this document describes the operation of the force regeneration feature. The use of the
force function via J1939 should be the same as the inhibit feature i.e. transmission of the message for
5 sec to enable a force regen. The only exception to this is when the first fire procedure of initiating
the ARD ignition test is to be activated using the FORCE input and not the Cat service tool. In this case,
the message must be sent for >15 sec for the test to initiate. Refer to Appendix G of LEBH0003 for more
information on the first fire procedure.
It should be noted that it is recommended that neither message be transmitted for longer than 20 sec to prevent
conflict of information to the engine ECU. It is also recommended that the customer puts into place mechanisms
to determine which state should be active when an operator presses both buttons in quick succession.

Data Link Support
17.3.2.4.2 Off Highway Engine Control Selection (OHECS) (64971)

OHECS is sent to the engine to select engine rating and droop percentage, in a similar way to the hardwired mode
switches. The J1939 request will have precedence over the hard-wired switch inputs to the ECU.
When the ECU receives this PGN, it will override the mode selection configuration and switch to the requested
rating and droop setting. The engine will remain in this new state until either another message is received with a
different rating and droop request, or until the keyswitch is cycled.
Default
Priority
m
18FDCBxx 500 FDCB 6 0 0 – 00
R
L
e B S U Range
S B e N
c y t n Resolution
.co
e Parameter Name i n o
e t a i (unit/bit)
n t g t
i e t t
d t Min Max e
v e s
h
e
Auxiliary Governor Switch 1 1 2
Multi-Unit Synch On/Off switch 1 3 2
Alternate Low Idle Switch 1 5 2
X Alternate Rating Select (spn 2882) 2 1 8 selection 1 selection/bit 0 255 A
es
Alternate Droop Accelerator 1 16 states/4
X 3 1 4 state 0 15
Select (spn 2881) bit
X Accel 1-Default Droop (default) 0000
Accel 1 –Alternate Droop 1 through 10 0001
-
X = 1% through 10% 1010
Accel 1 –Alternate Droop 11 1011
X
(Isochronous)
uid
Error 1110
X Not Available 1111
Alternate Droop Accelerator 2 16 states/4
X 3 5 4 state 0 15
X Accel 12-Default Droop (default) 0000
Accel 2 –Alternate Droop 1 through 10 0001
-
X = 1% through 10% 1010
Accel 2 –Alternate Droop 11 1011
X
-g
(Isochronous)
Error 1110
Alternate Droop Remote Accelerator 16 states/4
X 4 1 4 state 0 15
X Remote Accel-Default Droop (default) 0000
all
Remote Accel –Alternate Droop 1 0001

-
X through 10 = 1% through 10% 1010
Remote Accel Alternate Droop 11
X 1011
(Isochronous)
Error 0011
Alternate Droop Auxiliary Input Select 4 5 4
Note A: Ratings 1 to n are populated with all the ratings available in the ECU with “1” being the lowest and
“n” being the highest rating. If the ECU receives the “0” then the rating value entered through the mode
selection switches should be used.

Data Link Support
17.3.2.5 J1939-73 – Diagnostic Layer

17.3.2.5.1 Active Diagnostics Trouble Codes (DM1)
Default
Priority
See Note A See Note B 00FEC A 6 0 0 00 –
R
e L S U
S B e Range N
B
e c Parameter Name y n
t n Resolution o
i
n e t g
a i (unit/bit) t
i t t t
d e t Min Max e
v e s
e h
X Malfunction indicator lamp (SPN 1213) 1 7 2 C
X Protect lamp (SPN 987) 1 1 2 C
X Stop lamp (SPN 623) 1 5 2 C
X Warning lamp (SPN 624) 1 3 2 C
X SPN (SPN 1214) 3 1 19
X FMI (SPN 1215) 5 1 5
X R Occurrence Count (SPN 1216) 6 1 7
X e SPN conversion method (SPN 1706) 6 8 SL1 U
S B Range N
B e
e c Parameter Name y n
t n Resolution o
i
n eA: I f a single fault code is present thent DM1 will
Note g
bea senti as single message with the identifier
(unit/bit) t 18FECA00.
i t t t
v If there is more than one fault code presenttthene the sDM1 message will Minbe longer
Max than 8 bytes thus the
d e e
e transport protocol (BAM) will be used to send
R h the message.
X e Malfunction indicator lamp (SPN 1213) 1 7
L
2 S U Range C
S B e N
e
X
c This is different
Protect lamp (SPN 987) from Tier 2 functionality
y 1 2n the
1
Bwhere t transport
n protocol is used to send
Resolution o all DM1 messages,
C
n even
X i Stop if only
lamp (SPNone
623)fault code is active.1
t 5t 2
g t t
Ct
d
X Warning lamp (SPN 624) e 3 2t
1 Min Max Ce
v e s
X e SPN (SPN 1214) 3 h
1 19
17.3.2.5.2 Previously Active Diagnostic Trouble Codes (DM2)
X FMI (SPN 1215) 5 1 5
Malfunction indicator lamp (SPN 1213)
X Occurrence Count (SPN 1216) 6 1 7
Protect lamp (SPN 987)
SPN 6 8 1 Default
X Stop conversion
Identifier method (SPN 1706)
Rate (msec)
lamp (SPN 623) PGN R1 DP Source Destination
Warning lamp (SPN 624) Priority
X See Note A 1214)
SPN (SPN On Request FECB 3 1 19 6 0 0 00 –
X FMI (SPN 1215) 5 1 5
R
X e SPN conversion method (SPN 1706) 6 8 L
1 S U
S B e Range N
c B t n Resolution
e y n o
n t g t
i t t t
d e t Min Max e
v e s
e h
Malfunction indicator lamp (SPN 1213)
Protect lamp (SPN 987)
Stop lamp (SPN 623)
Warning lamp (SPN 624)
X SPN (SPN 1214) 3 1 19
X FMI (SPN 1215) 5 1 5
X SPN conversion method (SPN 1706) 6 8 1
Note A: Lamp support as per DM1

The information transmitted within DM2 is limited to the previously active trouble codes and is available only on
request. The data contained within the message shows all previously active trouble codes with an occurrence
count greater than 0. This message may be transmitted using the multi-packet transport protocol.

Data Link Support
17.3.2.5.3 Diagnostic Data Clear/Reset of Previously Active DTCs (DM3)

Default
Priority
See Note A On Request FECC 6 0 0 00 –
R
L
S e B S U Range N
B e
Parameter Name i n
n e t a i (unit/bit) t
t g
d i e t t e
t Min Max
v e s
h
e
X Reque st to clear fault codes B
Note A: This message is sent as a request PGN.

Note B: W
hen the ECU receives a DM3 message it will clear all diagnostic codes and also all event codes that
are not factory password protected.
Diagnostic codes are those that relate to faults of the electronic system (e.g. sensor failure). Event codes are
those where there is a problem with the engine operation (e.g. coolant temperature high warning).
Factory password protected event codes can only be cleared with the service tool.
17.3.2.6 J1939-21 – Simplified Descriptions

17.3.2.6.1 Transport Protocol – Connection Management (TP.CM_BAM))
Default
Priority
1CECFF00 – EC00 7 0 0 – –
Support as per J1939 – 21. Note that this mechanism is used principally as a multi-packet protocol for sending
messages larger than 8 bytes of data for example to send diagnostic messages DM1 and DM2 or for the engine
configuration PGN. This uses the Broadcast Announce Message (BAM) as shown in the example below:
17.3.2.6.2 Transport Protocol – Data Transfer (TP.DT)

Default
Priority
1CEBFF00 See Note A EB00 7 0 0 – –
Note A: If a module is required to decode any information that is sent via the transport protocol, then it must be
capable of receiving and processing messages with the same identifier within 50 ms.
17.3.2.6.3 Proprietary A
Default
Priority
18EF00xx – EF00 6 0 0 – –
This message is used for communication between the ECU and the service tool. It must not be used by any other
electronic system on the machine, as this may cause unpredictable operation when the service tool is connected.

Data Link Support
17.3.2.6.4 Acknowledge
Default
Priority
18E800xxxx – E800 6 0 0 – –
Both Acknowledge (ACK) and Negative Acknowledge (NACK) are supported as per the J1939 specification.
17.3.2.6.5 Request PGN

Default
Priority
18EA00xx – EA00 6 0 0 – 00
Supported as per the J1939 specification. This PGN is sent to the ECU to request parameters that are only sent
“on-request.” For example, if an electronic module on the machine requires engine hours information then it must
send a request PGN for the engine hours/revolutions PGN.
17.3.2.7 J1939-81 Network Management – Detailed Descriptions

The engine does support the network initialization requirements as outlined in Specification J1939-81.
This includes the claiming of addresses. The engine will always claim address zero and will not accept any
other address.
Most off-highway machines do not implement this section of the specification. If further information on this
subjected is required, however, then please contact the Electronic Applications Team Directly.
17.4 J1939 Supported Parameters C9.3 ACERT – C18 ACERT

17.4.1 SAE J1939 Supported Parameters Quick Reference
C9.3 ACERT – C18 ACERT Product Range Data link support table below shows PGN and SPN application
parameter support of J1939 broadcast data via fixed interval or on request:
Note: C
4.4 ACERT – C7.1 ACERT engines use PGN 65243 for engine fuel rail pressure instead of PGN 65263. Refer
to Section 17.3 above for C4.4 ACERT – C7.1 ACERT PGN/SPN Supported Parameter guide.
Note: C
4.4 ACERT – C7.1 ACERT engines no longer provide hard-wired output nor a J1939 message for
maintenance due lamp.

Data Link Support
PGN Range
Parameter Group Parameters Supported SPN Units Resolution
Dec Min Max
Engine Override Control Mode 695 binary 00b 11b
Engine Requested Speed/

898 rpm 0.125 0 8032
Torque/Speed Control Speed Limit
0
1 (TSC1)
Engine Requested Torque/
518 % 1 -125 125
Torque Limit
Override Control Mode Priority 897 binary 00b 11b
Electronic Brake Engine Auxiliary Shutdown

61441 970
Controller 1 (EBC1) Switch
Electronic
Transmission Output
Transmission 61442 191 rpm 0.125 0 8031
Shaft Speed
Controller 1 (ETC1)
Accelerator Pedal Position 1 91 % 0.4 0 100

Electronic Engine
61443 Engine Percent Load at
Control 2 (EEC2) 92 % 1 0 125
Current Speed
Electronic Engine Actual Engine – Percent Torque 513 % 1 -125 125

61444
Control 1 (EEC1) Engine Speed 190 rpm 0.125 0 8031
Auxiliary Temperature # 1 441 °C 1 -40 210
Auxiliary Analog 65164
Auxiliary Pressure # 1 1387 kPa 16 0 4000
Information
Auxiliary Temperature # 2 442
Engine’s Desired
515 rpm 0.125 0 8031
Electronic Engine Operating Speed
65247
Control 3 (EEC3) Nominal Friction –
514 % 1 -125 125
Percent Torque
Engine Hours/
65253 Engine Total Hours of Operation 247 hr 0.05 0 210,554,060
Revolutions
65257 Engine Total fuel used1 250 L 0.5 0 2,105,540,607

Fuel Consumption
Engine Trip Fuel 182
Engine Coolant Temperature 110 °C 1 -40 210
Engine Temperature 65262
Engine Fuel Temperature 174 °C 1 -40 210
Engine Fuel Delivery Pressure 94 kPa 4 0 1000
Engine Fluid Level/
65263 Engine Oil Pressure 100 kPa 4 0 1000
Pressure
Engine Coolant Level 111 % 0.4 0 100
Fuel Economy (Liquid) 65266 Engine Fuel Rate 183 L/hr 0.05 0 3212
This SPN does not include ARD fuel for C9.3 ACERT – C18 ACERT engines
1

Data Link Support
PGN Range
Dec Min Max
Engine Turbocharger
102 kPa 2 0 500
Inlet / Exhaust Boost Pressure
65270
Conditions Engine Intake Manifold 1
105 °C 1 -40 210
Temperature
Electrical Potential (Voltage) 168 V 0.05 0 3212
Vehicle Electrical
65271 Battery Potential (Voltage),
Power
m
158 V 0.05 0 3212
Switched
Engine Speed at Idle, Point 1 188 rpm .125 rpm/bit 0 8031
Percent Torque at Idle,
539 % 1%/bit -125 125
.co
Point 1
Engine Speed at Point 2 528 rpm .125 rpm/bit 0 8031
Percent Torque at Point 2 540 % 1%/bit -125 125
Engine Speed at Idle, Point 3 529 rpm .125 rpm/bit 0 8031
Percent Torque at Idle,
541 % 1%/bit -125 125
es
Point 3
Engine Configuration Engine Speed at Point 4 530 rpm .125 rpm/bit 0 8031
65251
Message
Percent Torque at Point 4 542 % 1%/bit -125 125
Engine Speed at Point 5 531 rpm .125 rpm/bit 0 8031
uid
Percent Torque at Point 5 543 % 1 -125 125

Engine Speed at High Idle, Point
532 rpm .125 0 8031
6
Reference Engine Torque 544 N•m 1 0 64255
Req. Speed Control Range Lower
535 rpm 10 rpm/bit 0 2500
-g
Limit
Req. Speed Control Range Upper
536 rpm 10 rpm/bit 0 2500
Limit
Engine Default Torque Limit 1846 N•m 1 N•m/bit 0 64255
all
Particulate Trap Regeneration

3695 4 states/2 bit 0 3
57344 Inhibit Switch
Cab Message 1
Particulate Trap Regeneration
3696 4 states/2 bit 0 3
Force Switch
Diesel Particulate Filter 1 Soot
3719 % 1%/bit 0 250
Aftertreatment 1 64891 Load Percent
Service Diesel Particulate Filter 1
3720 % 1%/bit 0 250
Ash Load Percent

Data Link Support
PGN Range
Dec Min Max
Particulate Trap Lamp Command 3697 8 states/3 bit 0 7
Diesel Particulate Filter

3700 4 states/2 bit 0 3
Active Regeneration Status
Diesel Particulate Filter Active

Regeneration Inhibited Due to 3703 4 states/2 bit 0 3
Inhibit Switch
Exhaust System High

3698 8 states/3 bit 0 7
Temperature Lamp Command
Diesel Particulate
64892 Diesel Particulate Filter Active
Filter Control 1 4 states/2 bit,
Regeneration Inhibited Due to 3711 0 3
0 offset
Low Exhaust Gas Temperature

4 states/2 bit,
0 offset
System Fault Active
4 states/2 bit,
Regeneration Inhibited due to 3714 0 3
0 offset
Temporary System Lockout
4 states/2 bit,
0 offset
Engine Not Warmed Up
Aftertreatment 1
64869 Aftertreatment 1 Fuel Pressure 2 4077 kPa 0.1 kPa/bit 0 6426
Fuel Control 2
Aftertreatment 1 Secondary Air
3837 kPa 0.1 kPa/bit 0 6426
Aftertreatment 1 Pressure
64877
Air Control 2 Aftertreatment 1 Secondary Air 0.2 kg/h per
3832 kg/h 0 12851
Mass Flow bit
Aftertreatment 1 Diesel Particulate Filter Intake
64908 3609 kPa 0.1 kPa/bit 0 6426
Gas Parameters Pressure 1
16 states/
Number of AETC data points 3559 ID 0 15
4 bit
Advertised Engine
64912 AETC Speed Value 3560 rpm .125 rpm/bit 0 8031
Torque Curve – AETC
AETC Torque Value 3561 N•m 1 N•m/bit 0 64255
Aftertreatment 1 Air
3487 % 0.0025%/bit 0 161
Aftertreatment 1 64927 Pressure Control
Air Control 1 Aftertreatment 1 Air Pressure
3488 % 0.4%/ bit 0 100
Actuator Position
Aftertreatment 1 Aftertreatment 1 Fuel

64929 3479 % 0.0025%/bit 0 161
Fuel Control 1 Pressure Control

Data Link Support
PGN Range
Dec Min Max
0.03125 deg
Aftertreatment 1
3241 °C C/bit, -273 -273 1735
Exhaust Gas Temperature 1
Aftertreatment 1 deg C offset
64948
Intake Gas 2

Aftertreatment 1 0.03125 deg
Diesel Particulate Filter 3242 °C C/bit, -273 -273 1735
Intake Gas Temperature deg C offset
ECU Identification ECU Part Number 2901 ID ASCII 0 255

64965
Information ECU Serial Number 2902 ID ASCII 0 255
Electronic Engine Engine Exhaust Gas

64981 2791 % 0.0025%/bit 0 161
Controller 5 Recirculation (EGR) Valve Control
Low Range Torque

65099 Transmission Torque Limit(1) 1845 N•m 1 N•m/bit 0 64255
Protection – LRTP
Engine Exhaust Gas 1/128 kPa/
Recirculation Differential 411 kPa bit, -250 kPa -250 252
Engine Pressure offset
65188
Temperature 2
0.03125 deg
Engine Exhaust Gas
412 °C C/bit, -273 -273 1735
Recirculation Temperature
deg C offset
a – Make = “CTPLR” 586 ID ASCII 0 255
Component b – Model = Engine bore size,

65259 587 ID ASCII 0 255
Identifier example “C15 ACERT”
c – Serial Number = Engine

588 ID ASCII 0 255
programmed serial number
Engine Fuel Delivery 4 kPa/bit,

5578 kPa 0 1000
Absolute Pressure 0 offset
Engine Fluid Level/
64735 Engine Filtered Fuel 4 kPa/bit,
Pressure 10 EFL/P10 5579 kPa 0 1000
Delivery Pressure 0 offset
Engine Filtered Fuel Delivery 4 kPa/bit,
5580 kPa 0 1000
Absolute Pressure 0 offset
0.03125 deg
Engine Engine Charge Air Cooler 1
65129 2630 °C C/bit, -273 -273 1735
Temperature 3 Outlet Temperature
deg C offset
Barometric Pressure 108 kPa 0.5 kPa/bit 0 125
Ambient Conditions 65269 0.03125 deg

Ambient Air Temperature 171 °C C/bit, -273 -273 1735
deg C offset

Data Link Support
PGN Range
Dec Min Max
Actuator Control 61466 3464 % 0.0025%/bit 0 161
Control Command
Command
Operator Primary Engine Operator Primary

16 states/
Intermediate Speed 64968 Intermediate Speed 2892 0 15
4 bit, 0 offset
Control state Select State
Engine PTO Governor 4 states/2 bit,

980 0 3
Enable Switch 0 offset

981 0 3
Accelerate Switch 0 offset
Power Takeoff Engine PTO Governor Resume 4 states/2 bit,

65264 982 0 3
Information Switch 0 offset
Engine PTO Governor Coast/ 4 states/2 bit,

983 0 3
Decelerate Switch 0 offset

984 0 3
Set Switch 0 offset
Trip Engine Running 0.05 hr/bit,

1036 0 210544060
Trip Time Time 0 offset
65200
Information 2 0.05 hr/bit,
Trip Idle Time 1037 0 210544060
0 offset
Trip Fuel Information 0.05 hr/bit,

65209 Trip Cruise Fuel Used 1005 0 210544060
(Liquid) 0 offset
The Cat ET configurable parameter “Transmission Default Torque Limit Reset.” is for use with PGN65099/
(1)
SPN1845 as defined by SAE J1939. This allows Cat ET to reset a torque limit invoked by SPN1845. Refer to
SAE J1939-71 for more details.

Data Link Support
17.4.2 Multiple engine J1939 Support Logic

Commercial applications that have more than one engine on J1939 data link may need to program a different
engine location. The following table provides the support logic to allow the customer to configure the “Engine
Location” with Cat Service Tool. The ECU will then alter the J1939 address for the ECU after power up.
Multiple Engine Support Logic

J1939 Source
Cat Data ECU Industry
Engine Location J1939 MID Address(local App ID
Link MID Instance Group
and global)

PORT 0 x 5601 0 x 21 1 0 x 0600 0 0
STARBOARD 0 x 0701 0 x 22 0 0 x 0600 6 0
CENTER 0 x 5701 0 x 24 239 0 x 0600 0 4
ENGINE_1 0 x 0701 0 x 24 0 0 x 0601 1 0
ENGINE_2 0 x 5601 0 x 21 1 0 x 0601 2 0
ENGINE_3 0 x 5701 0 x 22 239 0 x 0601 3 4
ENGINE_4 0 x 5801 0 x 23 240 0 x 0601 4 4
ENGINE_5 0 x 5901 0 x 25 241 0 x 0601 5 4
17.4.3 J1939 Section 71 – TSC1 Operation

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

Data Link Support
17.4.3.2 Engine Speed Control (State 01)

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

TSC1 torque control offers the user the same type of function as the speed control feature but with the input
m
being a torque control value. By controlling engine torque output the controlling device is actually requesting a
percentage value of torque on the torque curve resulting in an engine delivered fuel quantity from the engine ECU.
Care must be taken when operating this mode as controlling engine fuelling can lead to unpredictable engine
behavior (and speed) especially when implemented under transient load conditions.
17.4.3.4 Engine Speed/Torque Limiting (State 11)
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Engine speed or torque limiting is a feature, which enables a machine controller to request a physical engine
speed or torque limit value as opposed to a speed or torque control value.
Caution: TSC1 engine speed limiting and engine torque limiting are mutually exclusive in that both cannot be
es
used together.
17.4.3.4.1 Engine Speed Limiting

Under this configuration the additional throttle inputs available on the machine will remain active, only up until the
TSC1 transmitted speed limit is reached.
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For example; if the TSC1 message is set to speed limit with a value of 1800 rpm, the operator’s PWM foot throttle
will remain active and the engine will respond to any speed requests from the pedal while the engine speed is
below 1800 rpm. However, if an engine speed above 1800 rpm is requested then the engine speed will not respond
and will be limited to 1800 rpm.
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17.4.3.4.2 Engine Torque Limiting

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

The engine torque limiting function, when configured as constant torque limit, limits the max torque output of the
engine to a value determined as a percentage of the maximum available torque for the particular rating curve
being operated. Figure 19.0 shows an example of an engine torque curve and the resulting engine response
once an 80 percent torque limit is transmitted via TSC1. As with the speed limiting function the engine will operate
as normal while the engine torque requirement is less than 80 percent but will limit the engine torque output to
80 percent as indicated in the figure on the following page.

Data Link Support
17.4.3.4.2.2 Dynamic “Offset” Torque Limiting

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

Data Link Support
17.4.4 Torque Speed Control (TSC1) Message Configuration & Control

The Torque Speed Control #1 (TSC1) PGN “0” allows electronic control devices connected to the CAN network to
request or limit engine torque or speed. This feature is often used as part of a closed loop engine control system
with broadcast message parameters such as engine speed (Electronic Engine Control 1 – EEC1, PGN 61444).
Usage is particularly common in machines that have complex hydraulic systems. See the message table below
for details of TSC1 control features.
Default
Priority
OC 00 00 xx 10 000000 3 0 0 See Notes 00
R
e L S Range
S B e U N
c B t n o
e y n Resolution
e Parameter Name i a i t
n t g (unit/bit)
i t t t e
d e t Min Max
v e s
e h
X Override Control Mode (spn 69 5) 1 1 2
X Override Disabled 00
X Speed Control 01
X Torque Control 10
X Speed/Torque Limit Control 11
Reque sted S pee d Control
X 3 2
Conditions ( spn 696)
Override Control Mode Priority A
X 5 2
(spn 897)
X Highest Priority 00 A
X High Priority 01 A
X Medium Priority 10 A
X Low Priority 11 A
Not Defined 7..8
Requested Speed/Speed Limit Rpm 0.125 0 8032
X 2 1 16
(spn 898)
Requested Torque/Torque Limit
X 4 1 8 % 1 -125 +125 B
(spn 518)
Message Table for Torque Speed Control 1 (TSC1) PGN “0”
17.4.4.1 ECU Response Time to TSC1 Request

The mean response time for the ECU to alter the desired speed following a TSC1 request is 52 ms +/-5 ms.
Note: There will be a further delay in the engine’s actual speed response due to the driving of mechanical
components. If TSC1 response time is critical to transmission development and operation, contact your
electronic applications engineer.
17.4.4.2 TSC1 Configuration

TSC1 is available as a speed command input if SPN 695 is set to “01,” and given that a J1939 diagnostic code is
not active, the engine will prioritize the TSC1 request above all other speed command inputs. In effect, TSC1 over-
rides all other configured throttle inputs.
There are currently two TSC1 fault-handling options available in the service tool, these are described as “TSC1
Continuous Fault Handling: Disabled or Enabled.”
17.4.4.2.1 TSC1 Continuous Fault Handling: [Disabled] (Default)

This mode is also known as transient fault detection, it is suitable for applications where there is more than one
throttle input into the ECU, for instance, in a wheeled excavator where the analogue throttle is used to control
road speed, but TSC1 is used to control the machine hydraulics. The TSC1 message will override any other speed
demand such as PWM throttle pedal. TSC1 override is switched on and off using the override control mode SPN.

Data Link Support
17.4.4.2.1.1 End of Transmission – Fault Detection

The ECU needs to differentiate between the end of a transmission by another controller and an intermittent
failure. The ECU expects, therefore, that when a controller no longer wishes to demand engine speed then it
will terminate with at least one message with the control override mode SPN set to 00. If the engine sees that
TSC1 messages have stopped, for 90 ms or more, and TSC1 has not been terminated correctly then the ECU will
recognize this as a fault, a J1939 diagnostic code will be raised and the ECU will not accept any TSC1 speed
requests for the remainder of the key cycle.
17.4.4.2.2 TSC1 Continuous Fault Handling: [Enabled]

This mode is also known as continuous fault detection, it is suitable for applications where either TSC1 is the
only throttle used or where TSC1 is continuously used to limit the top engine speed. The TSC1 speed control/
speed limit cannot be switched off using the override control mode SPN. For instance, in a wheeled excavator
the analogue throttle is connected to the machine ECU that sends the TSC1 message to control road speed,
and to control the machine hydraulics. When TSC1 continuous fault handling is active, other throttles will be
permanently over-ridden, and will only become available if a TSC1 fault is detected.
17.4.4.3 Rating and Droop Control (C4.4 ACERT – C7.1 ACERT Only)
In addition to torque speed control, the complimentary message “OHECS” allows droop and rating selection over
J1939 with a similar effect to the hardwired “Mode Selection” feature.
17.4.4.4 J1939 “Cab Message 1” (CM1) PGN 57344

The DPF regeneration force/inhibit switch feature can be monitored using the J1939 information on the “Cab
Message 1” (CM1) PGN 57344, with “Particulate Trap Regeneration Inhibit Switch” SPN 3695 and “Particulate
Trap Regeneration Force Switch” SPN. These J1939 parameters are monitored to determine the state of
the switches.
Fault codes are generated if the switches are held longer than the time limit (one minute) a fault condition is logged
and status is set to “Faulty.” Both hardwired and J1939 CM1 message input is disabled when this fault occurs.
CM1 PGN and SPN command message description is provided in the tables below.
Default
Priority
O0 E0 00 00 Note A 57344 6 0 0 – 00
R L
S e S U Range N
B e
e c B t n
Parameter Na me y n Resolution o
n e i a i
t g (unit/bit) t
d i t t t Min Max
e t e
v e s
e h
Diesel Particulate Filter Regeneration 6 1 2 state 4 states/2 0 3
X
Inhibit Switch (SPN 3695) bit
Not Active 00
Active 01
Error 10
Not Available 11
Diesel Particulate Filter Regeneration 3 4 states/2 0 3
X 6 2 state
Force Switch (SPN 3696) bit
Not Active 00
Active 01
Error 10
Not Available 11

Data Link Support
17.5 Cat Data Link

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

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

It is accepted that the J1939 standard cannot meet all the diverse needs of the many specialized applications in
the off-highway market. The OEM may have to use a small number of proprietary messages on the same bus as
the J1939 messages. If a large number of proprietary messages are required for an application, the application
designer should consider the use of a CAN gateway to isolate the proprietary messages from the J1939 bus.
There is also a risk that OEM-defined messages will clash with some of the J1939 standard messages.

Tier 4 Interim Service Tool Features
18.0 Tier 4 Interim Service Tool Features

18.1 Introduction
At dealer.cat.com under the product support tab you will find the latest version Cat ET 2011A v1.0 available
for download. The following address will provide access: https://productsupportglobalcontent.cat.com/cda/
layout?m=19937&x=7
18.2 Cat ET Service Tool Features

You will also find a “What’s New” pdf audio and video show describing changes and enhancements from
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Cat ET 2009C.
18.2.1 System Configuration Parameters
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The following table provides a list of configuration parameters used for configuring a Tier 4 Interim engine to
application specific needs. Passwords may be required to program some of these parameters:
• Those parameters that are “Read Only” are not programmable.
• Those parameters that are “Factory” require Caterpillar authorization before programming.
• Those parameters that are “Customer” require customer password to be programmed.
• Those parameters that are “None” do not require passwords.
Note: A
ll of the parameters in this chart are explained throughout this document. Simply search the document for
the parameter name.
System Configuration Parameters

Available Range Required
Parameter Default
or Options Password
ECU Identification Parameters
Equipment ID Software Dependent Software Dependent Read Only
Engine Serial Number Software Dependent Software Dependent Read Only
ECU Serial Number Software Dependent Software Dependent Read Only
Software Group Part Number Software Dependent Software Dependent Read Only
Software Group Release Date Software Dependent Software Dependent Read Only
Software Group Description Software Dependent Software Dependent Read Only
Selected Engine Rating
Rating Number Software Dependent 1 Factory
Rated Power Software Dependent Software Dependent Read Only
Rated Peak Torque Software Dependent Software Dependent Read Only
Speed Control
Top Engine Limit (rpm) Software Dependent Software Dependent Read Only
Low Idle Speed (rpm) Software Dependent Software Dependent Read Only
High Idle Speed (rpm) Software Dependent Software Dependent Read Only
Engine Acceleration Rate (rpm/s) 10 to 2000 2000 None
Engine Speed Decelerating Ramp Rate 10 to 2000 2000 None
Engine Configuration Parameters
Not Installed
Ether Solenoid Configuration Not Installed Customer
Continuous Flow
Delayed Engine Shutdown
Enabled
Delayed Engine Shutdown Enable Status Inhibited None
Inhibited
Delayed Engine Shutdown Maximum Time (min) 0 to 10 5 None
General Information
Engine #1, Engine #2,
Engine Location Engine #1 None
Engine #3
Not Installed, Fuel Limiting

Engine Performance Run Out Control Configuration Not Installed None
Speed Drop
Engine Governor Mode Override Switch

Installed, Not Installed Not Installed None
Installation Status

General Information (continued)

Transmission Default Torque Limit Reset Reset, Not Reset Not Reset None
Air Filter Restriction Switch Installation Status Installed, Not Installed Not Installed None
Air Filter Restriction Switch Configuration Not Installed, Closed, Open Open None
Programmed “Low Idle”
Intermediate Engine Speed (rpm) 1100 None
to TEL
Air Shutoff Enabled, Inhibited Inhibited None
Air Intake Shutoff Detection Installation Status Installed, Not Installed Not Installed None
Coolant Level Sensor Installed, Not Installed Not Installed None
Engine Retarder Enable Command Enabled, Inhibited Inhibited None
Auxiliary Temperature Sensor Installation Status Installed, Not Installed Not Installed None
Auxiliary Temperature Sensor #2 Installation Status Installed, Not Installed Not Installed None
Auxiliary Pressure Sensor Installation Sensor Installed, Not Installed Not Installed None
Engine Governor Primary Mode Configuration Torque Control, Speed Control Speed Control None
DPF Regeneration Inhibit Indicator Installation Status Installed, Not Installed Not Installed None
DPF Soot Loading Indicator Installation Status Installed, Not Installed Not Installed None
High Exhaust System Temperature Indicator
Installed, Not Installed Not Installed None
Installation Status
DPF Regeneration Force/Inhibit Switch Installation Installed, Not Installed Not Installed None
Transmission Output Shaft Revolutions
0-65503 65503 None
Configuration
Throttle Configuration
Limp Home Desired Engine Speed (rpm) 600-1400 1200 None
Limp Home Engine Speed Ramp Rate (rpm/s) 10-500 200 None
Throttle Input Low Idle Duty Cycle Setpoint (%) 10 to 40 10 None
Throttle Input High Idle Duty Cycle Setpoint (%) 60 to 90 90 None
Throttle Input #2 Low Idle Duty Cycle Setpoint (%) 10 to 40 10 None
Throttle Input #2 High Idle Duty Cycle Setpoint (%) 60 to 90 90 None
Throttle Failure Mode Latch Enable Status Enabled, Inhibited Inhibited None
Throttle Lock
Throttle Lock Feature Installation Status Installed, Not Installed Not Installed Factory
Ramp/Up/Ramp Down
PTO Mode Set/Resume None
Set/Resume
Throttle Lock Engine Set Speed #1 (rpm) Min Low Idle to Max High Idle 600 None
Throttle Lock Engine Set Speed #2 (rpm) Min Low Idle to Max High Idle 600 None
Throttle Lock Increment Speed Ramp Rate (rpm/s) 10 to 600 400 None
Throttle Lock Decrement Speed Ramp Rate (rpm/s) 10 to 600 400 None
Throttle Lock Engine Set Speed Increment (rpm) 10 to 200 10 None
Throttle Lock Engine Set Speed Decrement (rpm) 10 to 200 10 None
Throttle Lock Engine Speed Limit (rpm) 1500 - Max High Idle Software Dependent None
Maintenance Parameters
Off, Man-Hour, Auto-Hour,
Maintenance Indicator Mode Off None
Man-Fuel, Auto-Fuel
100 to 750 Hrs or
PM 1 Interval 250 Hrs or 9463 L None
3785 to 28390 L

Aftertreatment Configuration
ARD Manual Inhibit Status Not Inhibited, Inhibited Not Inhibited None
Enabled, Automatic Low
ARD Auto Regeneration Enable Status Speed, Regeneration Only Enabled None
Inhibit
High Soot Load Aftertreatment Protection Varies Based on
Enabled, Inhibited Factory
Enable Status Application
Factory Installed Aftertreatment #1
Not Programmable 10 Character Factory
Identification Number
DPF #1 Soot Loading Sensing System
Not Programmable 2 Character Factory
Configuration Code
Fan Control
Engine Fan Control On, Off Off None
Direct Drive, Variable Pitch,

Engine Fan Type Configuration Variable Hydraulic Factory
Variable Hydraulic
Engine Cooling Fan Temperature Error Decreasing

0 to 100 20 None
Hysteresis (%)
Engine Cooling Fan Temperature Error Increasing
0 to 100 20 None
Hysteresis (%)
Engine Cooling Fan Current Ramp Rate (Amp) 0 to 1 0.1 None
Engine Cooling Fan Speed (Proportional) Gain
0 to 200 100 None
Percentage (% of Kp)
Engine Cooling Fan Speed (Integral) Stability
0 to 200 100 None
Percentage (% of Ki)
Top Engine Fan Speed 1000 to 2000 1500 Factory
Minimum Desired Engine Cooling Fan Speed 300 to 800 500 Factory
Engine Cooling Fan Solenoid Minimum Current 0.01 to 0.6 0.3 None
Engine Cooling Fan Solenoid Maximum Current 0.8 to 2.0 1.5 None
Engine Cooling Fan Solenoid Dither Frequency (Hz) 30 to 500 100 None
Engine Cooling Fan Solenoid Dither Amplitude
0 to 0.3 0.1 None
(Peak-to-Peak)
Reversing Fan Control
Engine Fan Reversing Feature Enabled, Inhibited Inhibited None
Engine Fan Manual Purge Enabled, Inhibited Inhibited None
Engine Fan Suspend Purge Enabled, Inhibited Inhibited None
Engine Fan Purge Cycle Interval (secs) 300 to 7200 1200 None
Engine Fan Purge Cycle Duration (secs) 50 to 600 250 None

Fan Temperatures
Engine Fan Control Charge Air Cooler Outlet
Enabled, Inhibited Inhibited None
Temperature Input Enable
Engine Cooling Fan Maximum Air Flow Charge Air
Software Dependent Software Dependent None
Cooler Outlet Temperature
Engine Cooling Fan Minimum Air Flow Charge Air
Cooler Outlet Temperature
Engine Cooling Fan Control Coolant Temperature
Input Enable Status
Engine Cooling Fan Maximum Air Flow
TBD TBD None
Transmission Oil Temperature
Engine Cooling Fan Minimum Air Flow Transmission
TBD TBD None
Oil Temperature
Engine Cooling Fan Control Hydraulic Oil
Temperature Input Enable Status
Engine Cooling Fan Maximum Air Flow Hydraulic Oil
TBD TBD None
Temperature
Engine Cooling Fan Minimum Air Flow Hydraulic Oil
TBD TBD None
Temperature
Engine Cooling Fan Control Auxiliary #1
25 to 600 25 None
Auxiliary #1 Temperature
Engine Cooling Fan Minimum Air Flow
25 to 600 25 None
Engine Cooling Fan Control Auxiliary #2
25 to 600 25 None
25 to 600 25 None
System Settings
System Operating Voltage Configuration (V) 12 Volt, 24 Volt 24 Customer
Full Torque Setting (FTS) -128 to 127 0 Factory
Full Load Setting (FLS) -128 to 127 0 Factory
Passwords
Customer Password #1 8 Characters or less None None
Customer Password #2 8 Characters or less None None
Security Parameters
No Access,
CAN Communication Protocol Write Security Seed and Key Access Read Only
Seed and Key Access
No Access,
CAN Communication Protocol Read Security Seed and Key Access Factory
Seed and Key Access

18.2.2 Product Status Report (PSR)

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

Cat service tool ET provides a feature that allows the technician to record and display real time parameter events
during application operating conditions. This feature is called the data log recorder and viewer. Details for
creating graphs and charts are in the help content of Cat ET service tool.

19.0 Appendices
Appendix A.1 – ECU J1 Connector Terminal Assignments
C9.3 ACERT – C18 ACERT < 750 hp/560 kW
J1 A4 E4V3.1 Function MEC Industrial/Petroleum
1 PWM Input #3 Throttle Position Sensor #2
2 Analog Sensor Power (+5V) Analog Sensor Power (+5V)
3 Analog Sensor Return Analog Sensor Return
4 Digital Sensor Power (+8V) Digital Sensor Power (+8V)
5 Digital Sensor Return Digital Sensor Return (use for PWM inputs)
6 Switch Input 16 Fan Reverse Switch
7 Switch Input 17 ARD Inhibit Switch
8 ATA/Cat Data Link (+) Cat Data Link (+)
9 ATA/Cat Data Link (-) Cat Data Link (-)
10 2.0A Dout 7 HS OPEN
11 2.0A Dout 8 HS Air Shutoff Solenoid
12 2.0A Dout 9 HS Ether Start Aid Solenoid
13 2.0A Dout 10 HS DPF Regeneration Inhibited Lamp
14 PWM Input #4 Electronic Fuel Pump Manual Prime Switch
15 Prog Analog 1 Auxiliary Pressure Sensor
16 Prog Analog 2 Auxiliary Temperature Sensor #1
17 Prog Analog 3 Inlet Air Temperature Sensor
18 Digital Sensor Return Digital Sensor Return (use for digital switched inputs)
19 2.0A Dout 11 HS Fan Reversing Solenoid Control
20 2.0A Dout 12 HS OPEN
21 2.0A Dout 1 HS/PWM 1 OPEN
22 Switch Input 1 AC Pressure SW
23 Switch Input 2 ARD Force Regen Switch/ C18 ACERT Fuel Priming Switch No Aft
24 DF PWM #3 + Timing Cal (+) (Phase 3 A4E4v2)
25 DF PWM #3 - Timing Cal (-) (Phase 3 A4E4v2)
26 Prog Analog 4 Auxiliary Temperature Sensor #2
27 Prog Analog 5 Flexxaire Pitch
28 .3A Dout 2 LS Shutdown (Red) Lamp
29 .3A Dout 3 LS Warning (Amber) Lamp
30 .3A Dout 4 LS DPF Lamp(Soot Loading)
31 .3A Dout 5 LS / PWM 5 HEST Lamp
32 Passive Speed 4 (+) Open
33 Passive Speed 4 (-) Open

Appendices
34 J1939 (-) J1939 (-)

35 Switch Input 6 Throttle Lock Speed 1&2 Selection
36 Speedo (+) Unused
37 Speedo (-) Unused
38 Tacho (+) Unused
39 Tacho (-) Unused
40 Switch Input 3 HD Jake Medium_High Switch Select
41 Switch Input 4 Throttle Lock Interrupt Switch/Multi Position Throttle Switch 1
42 J1939 Shield J1939 Shield
43 PWM Output 3 (+ Hi) Fan Solenoid
44 Switch Input 7 Remote Shutdown Switch
45 Switch Input 8 Jake Low_High Select Switch
46 Switch Input 9 LSR Enable Switch
47 Switch Input 10 HSR Enable Switch
48 + Battery + Battery Unswitched
49 Switch Input 11 Coolant Level Sensor
50 J1939 (+) J1939 (+)
51 PWM Output 3(- Lo) Fan Solenoid Return
54 Switch Input 12 Overspeed Verify Switch
56 Switch Input 13 Throttle Lock Enable Switch/Throttle Switch 2
57 + Battery DO NOT USE
58 Switch Input 14 Throttle Lock Ramp Up/Resume Switch/Throttle Switch 3
59 Switch Input 5 Governor Mode Switch/Intermediate Speed Switch
60 Switch Input 15 Throttle Lock Ramp Down/Set Switch/Throttle Switch 4
61 - Battery - Battery
62 + Battery Switch Input 1 Throttle Arbitration Switch
64 + Battery Switch Input 2 Inlet Air Restriction – Switch Based
66 PWM Input 1 Throttle Position Sensor #1
67 - Battery ASO Solenoid Common
68 PWM Input 2 Air Shutoff Engage
70 +Battery Switch Input 20 Keyswitch Input

Appendices
Appendix A.2: ECU J1 Connector Terminal Assignment

J1 Pin Function Assignment

1 Active Analogue/PWM In Analogue/PWM Throttle 2
2 5V Analogue Power Supply 5V Sensor Power
3 Analogue Return 5V Sensor Return
4 8V Digital Power Supply PWM Throttle Supply
5 Digital Return PWM Throttle Return
6 Unused Unused
7 GND Switch 1 ARD Regen Inhibit Switch
8 Cat Data Link + Cat Data Link +
9 Cat Data Link - Cat Data Link -
10 Dout: 2A Source 1 Fan Reversing Solenoid Control/Air Shut Off Solenoid
11 Dout: 2A Source / PWM ARD Main Fuel Valve
12 Dout: 2A Source 3 Ether Solenoid
13 Dout: 0.3A Sink/PWM 1 Regeneration Inhibit Lamp
14 Active Analogue/PWM In 2 Aftertreatment ID Signal
15 Active Analogue 1 (30 Hz) Aux Pressure Sensor
16 Passive Analogue 1 (30 Hz) Aux Temperature Sensor
17 Passive Analogue 2 (30 Hz) Air Inlet Temperature Sensor
18 GND Switch Return Digital Sensor Return (use for digital switched inputs)
19 Dout: 0.3A Sink/PWM 2 Wait to Start Lamp
20 Dout: 2A Source 2 Glow Plug Relay
21 Dout: 0.3A Sink/PWM 3 Cat Regeneration System Fuel Pump Relay
22 GND Switch 2 IVS Switch 1/Customer Fan Override
23 GND Switch 3 ARD Force Regeneration Switch
24 Passive Analogue 3 (30 Hz) Air Charge Cooler Outlet Temperature Sensor
25 Active Analogue 2 (30 Hz) Fuel Filter Differential Pressure Switch
26 Active Analogue 3 (30 Hz) DPF Inlet Temperature Sensor
27 Active Analogue 4 (30 Hz) Unused
28 Dout: 0.3A Sink/PWM 4 Shutdown Lamp
29 Dout: 0.3A Sink/PWM 5 Warning Lamp
30 Dout: 0.3A Sink/PWM 6 DPF Lamp
HEST Lamp/Cold Weather Pack Grid Heater Control (low temp
31 Dout: 0.3A Sink/PWM 7
regen system only)
32 Diff Speed + Fan Speed Sensor (Passive) +
33 Diff Speed - Fan Speed Sensor (Passive) -

Appendices
34 CAN A - J1939 -
35 Active Analogue 5 (30 Hz) Water In Fuel Switch
36 Dout: 0.3A Sink/PWM 8 Oil Pressure Lamp
37 CAN C + DPF Soot Sensor
38 CAN C - DPF Soot Sensor
39 CAN C Shield DPF Soot Sensor
40 GND Switch 4 IVS Switch 2/Throttle Arbitration 1
41 GND Switch 5 MPTS 1/PTO Disengage
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42 CAN A Shield Reserved
43 Curr. Cont. PWM 2 HS Hydraulic Demand Fan Solenoid + Hi
44 GND Switch 6 User Defined Shutdown Switch/PTO Speed 1 & 2 Select
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45 GND Switch 7 HSR Enable Switch
46 GND Switch 8 LSR Enable Switch
47 Active Analogue/PWM In 3 Open
48 Batt + ECU Power Supply
49 GND Switch 9 Coolant Level Switch
es
50 CAN A + Reserved
51 Curr. Cont PWM 2 LS Hydraulic Demand Fan Solenoid – Return
54 GND Switch 10 Fan Reverse Switch/Overspeed Verify Switch
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56 GND Switch 11 MPTS 2/PTO Mode ON/Off Switch
58 GND Switch 12 MPTS 3/PTO Mode Raise Resume
59 DOUT Return Actuator Driver Return
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60 GND Switch 13 MPTS 4/PTO Set/Lower/Intermediate Engine Speed

61 Batt - ECU Power Supply
62 Sw Batt 1 + Mode Switch 1
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64 Sw Batt 2 + Mode Switch 2/Air Inlet Restriction Switch
66 Active Analogue/PWM In 4 Analogue/PWM Throttle 1
68 Fan Speed In Air Shut Off Engage
70 Keyswitch Ignition Keyswitch

Appendices
Appendix B: Electronic Options Selection Form

The Electronic option selection process is currently under development for all Tier 4 products. At the time of
this document release further information is not available. If you have any questions please contact your
applications engineer.

Appendices
Appendix C: Mini-Industrial Power Display (MIPD) Pinout
The MIPD is compatible with the following:

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

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

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

Appendices
Appendix D: Hydraulic Fan Control Calibration Procedure

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

The calibration applies to hydraulic driven fans and the proportional valves only. The ECU will not control
hydraulic motors.
• B
efore the fan can be calibrated several items must be met first.
– The fan must be in its production configuration.
– All sheet metal/enclosures around the engine or any other components which might affect cooling fan airflow
must be in production location. This also applies, but is not limited, to coolers, fan shrouds and belts.
– Ambient temperature must be at least 20°C (68°F) with no upper limit.
– Hydraulic oil must be at operating temperature.
• Altitude considerations are still under investigation.
Please make sure the following values are known from the Proportional Valve before the calibration begins.
The values will be used to program the ECU.
• Voltage
• Current Range
• Dither and Dither Amplitude
• Pressure Range
You will need to make sure you have an accurate way to measure fan speed that is separate from the ECU.
While calibrating the fan, you must be able to read the fan speed. This is so that you can adjust the current to the
proportional valve that controls the flow to the pump spinning the fan. An example of a device that can be used
to measure fan speed is the photo multi-tach II, Cat part number 9U-7402. Other examples are optical or laser
tachometers (http://uk.rs-online.com/web/op/all-products/). Feel free to use the device that best suits your needs.

Appendices
After you have Cat ET connected to the ECU click on the Status button and then click on “Fan Control” to
check to see if the value next to “Engine Fan Type Configuration (J),” is “Variable Hydraulic.” (Figure 1)
Figure 1
If it does not, click the configuration tool button and choose “Fan Control.” Turn the “Engine Fan Control”
value to “On” and change the “Engine Fan Type Configuration” to “Variable Hydraulic.” You will also need to
program the minimum and maximum current along with the dither frequency and amplitude. This information is
from the proportional valve. (Figure 2)

Figure 2
Now the variable hydraulic fan drive can be calibrated in Cat ET. Click “Service” at the top of the window, then
“Calibrations” (Figure 3) to bring up the screen in Figure 4.
Note: The minimum current value may need to be adjusted depending on the harness length due to added
resistance in the line.

Appendices
m
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Highlight the “Engine Cooling Fan Calibration,” then click the “Start” button at the bottom of the screen.
Please read and follow any warning screens that may pop up before proceeding.
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Figure 4
Once all warning windows have been read and the “OK” button pressed, the window in Figure 6 will display.

Appendices
Figure 5
Make sure that both boxes are checked and then press the “Begin” button.
Figure 6
Next, you will get the screen in Figure 7. Make sure to read and follow the instructions.

Appendices
Figure 7
This is part of the procedure where the actual fan speed is required. As the screen says, you will need to set the
engine speed to the desired rpm (this is a variable that is still being investigated as to what generates this value).
When the engine is at the speed indicated, click the “Next” button.
Figure 8
Now using the device selected, read the fan rpm while using the arrow buttons to adjust the solenoid current
which in turn changes the fan speed. This should be done until the fan speed is within 50 rpm of the indicated
speed, then click the “Next” button.

Appendices
Figure 9
If everything is done correctly, the window in Figure 9 should show that the calibration was successful. Press the
“Continue” button.
Figure 10
Again, follow the instructions on the screen. Place the engine at the desired speed and click the “Next” button.

Appendices
Figure 11
Use the arrow buttons to adjust the solenoid current again to within 50 rpm of the indicated fan speed, then
click the “Next” button.
Figure 12
With everything done correctly, the window in Figure 12 should show that both speed calibrations were
successful and the calibration is complete. It is a good practice to check the fan speed in Cat ET with the device
used to read the fan speed during calibration.

Appendices
Appendix E: Commercial Engine Cooling Fan Summary
Commercial Engine Cooling Fan Summary

Engine cooling fan selection logic determines the type of the fan at the runtime through ET configuration and
selects the corresponding fan type.
Engine cooling fan datalink support feature provides runtime configuration and other datalink output parameters
support for commercial integrated fan strategy.
m
Feature List # Feature Name
969 Cooling Fan Datalink Support
685 Cooling Fan Selection
837 Fan Temp Input
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884 Flexxaire Fan – Proportional
1069 Commercial Variable Hydraulic Demand Fan
406 Reversing Fan
345 Demand Fan – PDA Output
343 Fan Calibration
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424 Fan Datalink Override
1465 Fan Interface Arbitration
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Figure 1

Appendices
Fan Temperature Error

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

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

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

(ceal fan temperature error)
end
Figure 2
Fan Calibration
Engine cooling fan calibration feature determines the fan current commands that cause the fan to run at the
maximum fan speed target and the minimum fan speed target. This feature links fan current command to fan
speed in order to accurately control the cooling of the engine.
On initial calibration the engine sets the current override to the nominal current to provide a starting point on
the slider bar in ET. There is a nominal current value for each calibration target. For example, when the engine
is performing a minimum fan speed calibration the minimum nominal current used as the starting point. On
subsequent calibrations, the engine will use the corresponding calibrated values for the starting points.
Fan current will increment or decrement as requested by the engine operator via calibration keystrokes on ET.
A large or small step in current can be made in order to quickly and accurately run the calibration. When the
desired fan speed is achieved the corresponding current will be stored battery-backed memory.

Appendices
Variable Hydraulic Demand Fan Control

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

The reversing fan feature reverses the flow of air from the cooling fan to purge debris from the radiator and the
screens. The reversing fan control strategy is a purely open loop fixed cycle control strategy.
Figure 3
Purge Suspend
Both auto and manual reversing can be suspended independently by datalink inputs. When manual purges are
suspended the switch will no longer initiate a purge cycle. When auto purges are suspended the purge cycle is
stopped, preventing the next purge from starting. If a purge is currently active it will complete its cycle before
suspending. When auto purges are no longer suspended, the cycle will restart at the beginning of the purge interval.

Appendices
Hydraulic Oil Temperature Check

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

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

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

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

Appendices
Engine Cooling Fan Solenoid Driver

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

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

Appendices
Fan Temperatures
Engine Fan Control Charge Air Cooler Enabled
Disabled None
Outlet Temperature Input Enable Disabled
Charge Air Cooler Outlet Temperature
Charge Air Cooler Outlet Temperature
Engine Cooling Fan Control Coolant Enabled
m
Disabled None
Temperature Input Enable Status Disabled
TBD TBD None
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TBD TBD None
Engine Cooling Fan Control Hydraulic Enabled
Disabled None
Oil Temperature Input Enable Status Disabled
TBD TBD None
Hydraulic Oil Temperature
es
TBD TBD None
Hydraulic Oil Temperature
Engine Cooling Fan Control Auxiliary Enabled
Disabled None
#1 Temperature Input Enable Status Disabled
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25 to 600 25 None
25 to 600 25 None
Engine Cooling Fan Control Auxiliary Enabled
Disabled None
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#2 Temperature Input Enable Status Disabled

25 to 600 25 None
all
25 to 600 25 None

Appendices
FAN Configuration Factory Password Customer Default

Min Max
Parameter Protected Password Value
PDA Solenoid Parameters

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

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

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

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

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

The service tool should be able to override the PDA current desired output. The override current is limited by the
proportional driver hardware limits.
Calibration Requirement
Initial calibration: When keyswitch is turned on, initial calibration occurs. After the startup delay, the software
should initiate a reverse cycle. Go to full reverse (full hydraulic pressure), hold for the full reverse time and then
return to full default (no hydraulic pressure) for sensor cal delay time. Note the highest and lowest voltages
provided by the sensor during this cycle. The highest voltage corresponds to full default pitch and the lowest
voltage corresponds to full reverse pitch.
Calibration process: Send maximum default reverse current on output valve causing fan to operate at reverse
pitch. Take a reading of pitch sensor input. This will be the “reverse pitch voltage.” Send minimum default forward
current on output to the valve causing fan to operate at full pitch. Take a reading of pitch sensor input. This will be
the “full pitch voltage.” Use these values as a scale to calibrate pitch voltage and the pitch angle values.
Note: I n the case of the Flexxaire fan model 568, full default pitch is 30° and full reverse pitch is -30°, or we can
think of it in terms of +100% and -100%.
During operation: The output of the sensor changes slightly due to the temperature of the sensor. This means
that after startup, the fan and sensor will warm up with the machine and the sensor output will change. For this
reason, we recommend performing the same calibration procedure as was performed at startup whenever the
fan normally reverses; during the reverse cycle record the highest and lowest voltages and use those going
forward. The sensor has onboard temperature compensation, but temperature changes still have some effect.

Appendices
Radiator Purging
Radiator purging is enabled only when the “Engine Fan Reversing Feature Status” is enabled. Purging is when
the fan’s function is not to cool the engine, but is to clear dirt and debris from the radiator. The fan is in a purging
state if the pitch of the fan blades is between neutral and full reverse pitch. Purging can only occur when the
engine is running.
Upon the request for a purge, the fan blades can be sent to full reverse pitch (maximum purging capacity) by
overriding current to maximum default reverse current and overriding current limits to minimum default forward
current and maximum default reverse current for defined “purge duration.” Once a purge cycle is complete,
current limits are reset to default values. Output current will be limited to maximum default forward current to
bring the fan blades to the maximum cooling position or full cooling pitch.
Radiator purge operation: Purging can be initiated in three ways. It can be done manually using the operator’s fan
reversing switch, periodically based on a user defined timer (purge interval) or depending on temperature inputs.
Each one of these methods should be configurable.
Figure 4
Time trigger: This causes reverse cycles to happen at regular intervals. The periodic purges can be configured
using Cat ET service tool.
• The purge interval between reverse cycles is configurable through service tool.
• The purge duration of reversal is configurable through service tool.

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

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

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

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

This feature applies to manual reversing fan and also time based reversing fan. It requires a certain amount
of time to elapse since the end of the last manual reversing fan cycle. It prevents machine operators from
requesting a reversing fan cycle consecutively without an interval in between.
Note: T o allow the operator to toggle the reversing fan switch and leave the machine before the minimum purge
interval is up and still get a purge, the control must be configured to enable reversing fan switch latch.
Note: T his minimum interval time delay also applies between the last auto purge and manual request from the
operator.

Appendices
Appendix F: Fleet Configuration
Purpose
The fleet configuration function allows for copying configuration data from one engine’s ECU to another.
This feature allows an engine’s configuration to be copied and then used on successive installations. Fleet
configuration provides the ability to load the parameters from the ECU, program the parameters to the ECU, load
the parameters from a file, and save the parameters to a file.
All configuration parameters are displayed by category. Each category item is preceded by a check box and a “+”
or “-“ symbol.
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Instructions
To load the data from the ECU:
1. Connect Caterpillar Electronic Technician (Cat ET) to the ECU you want to copy.
2. Select Copy Configuration from the Service menu, and then select Fleet Configuration from the sub-menu.

Appendices
3. If there is no recently loaded data available the “No data is available. Load from the ECU now?” box is
displayed.

Appendices
4. Press “Yes” to load the data from the ECU.

Note: If there is data from another ECU on your computer, the following box will appear. Since this is not the
correct file for your ECU since you just configured it, press the “Cancel” button.
5. The box below is displayed; Press “Yes” to load data from the ECU.

Appendices
6. As the data is loading from the ECU, the “Loading data from ECU…” progress bar is displayed.
7. When the data has been successfully loaded, “The data has been successfully loaded…” message box is
displayed.
8. Press “OK.” The Fleet Configuration screen is displayed with the “Program ECU” and “Save to File” push
buttons enabled.
Note: The data must be saved to a file before you can disconnect from Cat ET, or the data is lost.

Appendices
9. Press the “Save to File” button and the “Save As” box will open. Name and save the file.

Appendices
To load data from a file:

1. Connect Cat ET to the ECU to be programmed.
2. Select Copy Configuration from the Service menu, and then select Fleet Configuration from the sub-menu.
m
.co
es
3. If there is no recently loaded data available, the “No Data is available …” message box is displayed.
uid
4. Press “No” that you do not want to load data from the ECU. The Fleet Configuration screen is displayed.
-g
all
5. Press the “Load from File” button. The File Management dialog box is displayed.
Note: I f you press the “Load from File” button with unsaved data on the Fleet Configuration screen, a message
box is displayed asking if you want to save the changes.

Appendices
6. From the File Management dialog box, highlight the file from the Files list box, and then highlight the Fleet
Configuration document that you want to load from the Documents list box.
7. Open the document. As the data loads, a progress bar displays. Then, the Fleet Configuration message box is
displayed.

Appendices
8. Press “OK.” The Fleet Configuration screen is displayed with the new file data.

Appendices
To Program the ECU:

Note: The data must be loaded from a file before you can program an ECU.
1. Press the “Program ECU” button. The ECU Selector dialog box displays if there is more than one ECU present.
2. Highlight the ECU and press “OK.” The “Please wait…” message box displays. Then the “Testing ECU…”
progress bar is displayed.
3. When the data has been successfully uploaded, the “Programming complete.” message box is displayed.
Press “OK.”

Summary of Revisions
Summary of Revisions: Changes from LEBH0005-00

to LEBH0005-01
Rev -01
Description Section .pdf page
#
Changed “IOPU – Industrial Open Power Unit” to “IPU – Industrial Power Unit” in
1.4 10
Section 1.4 and also throughout the guide.
Updated schematic so that it is more clear, no changes to the actual schematic 6.3.2.1 106
Figure
Added Information to Note A 108
6.14
Updated ARD pump power on schematic, changed it to feed from Relay Load not Relay Control 6.3.2.2 114
Corrected P-clip reference from Figure 6.27 to 6.29 and added: Cat part number 349-0951 6.4.1.3 130
Added: “The air intake restriction switch input is used to provide a warning and/or derate if engine
7.1.1 134
speed is above 1400 rpm and boost pressure is greater than 70 kPa.”
Updated the WIF sensor to 363-5084 7.3.3 137
Changed to correct LSR and HSR pinouts from: “It is strongly recommended that the OEM enable
both of these modes of operation. This is done by connecting ECU J1/P1 input pins 46 and 47 to
3.4
Digital Sensor Return pin 18.” to: “It is strongly recommended that the OEM enable both of these
modes of operation. This is done by connecting ECU J1/P1 input pins.”
C9.3 ACERT – C18 ACERT: 46 (LSR) and 47(HSR) to Digital Sensor Return pin 18, C7.1 ACERT: 45
8.2.2 143
(LSR) and 47 (HSR) to Digital Sensor Return pin 18
Changed from: “C9.3 ACERT <80/400, C13 ACERT, C15 ACERT, C18 ACERT <100/400” to
“C9.3 ACERT, C13 ACERT, C15 ACERT, C18 ACERT <200/torque value not available at time of 8.2.3.1 145
publishing.” This change was made to the regeneration strategy with Prod 6 software.
Changed text from: “By doing so the OEM accepts the speed control concessions required to use
LSR. LSR will not operate if this connection is not made. Further, LSR events may occur without
LSR enable connected to the digital sensor return. However, in this case LSR will only occur when
the engine enters the LSR speed and load window. During these regens the engine will not elevate
engine speed. Connecting LSR enable to the digital sensor return is required in order to enable full
LSR functionality. When this occurs, the HSR enable input is connected to digital sensor return and 8.2.3.1
therefore the 1000 rpm minimum speed limit will be invoked.” to: “By doing so the OEM accepts the item #3 145
speed control concessions required to use full LSR functionality. LSR will not elevate engine speed note
if this connection is not made. If the HSR enable pin is connected to J1 – Pin 18 then LSR events
may occur without LSR enable connected to the digital sensor return. However, in this case LSR
will only occur when the engine enters the LSR speed and load window. During these regens, the
engine will not elevate engine speed. Further, since the HSR enable input is connected to digital
sensor return the 1000 rpm minimum speed limit will be invoked. Refer to 8.2.3.2.”
Changed note in reference to 1000 rpm minimum speed under Item #3 to be: “By doing so the OEM
accepts the speed control concessions required to use full LSR functionality. LSR will not elevate
engine speed if this connection is not made. If the HSR enable pin is connected to J1 – Pin 18 then 8.2.3.1
LSR events may occur without LSR enable connected to the digital sensor return. However, in this item #3 145
case LSR will only occur when the engine enters the LSR speed and load window during these note
regens, the engine will not elevate engine speed. Further, since the HSR enable input is connected
to digital sensor return the 1000 rpm minimum speed limit will be invoked. Refer to 8.2.3.2."
Changed Step 2 from “Engine Load” to: “Acceptable Engine Load at Low Idle” 8.2.3.1 145
Changed Text from “Does application fall within required engine load” to “Does application fall
8.2.3.1 145
within required engine load at low idle”
Inserted a diagram to aid in understanding LSR speed control functionality 8.2.3.1 145

Removed note in reference to 1000 rpm minimum speed and added new list of regen termination
8.2.3.2 147
conditions to clarify HSR regen termination behavior.
Added: “This minimum speed increase will take place in the background while the engine is
operating at speeds in excess of 1000 rpm. When the engine speed is reduced, the speed will then 8.2.3.2 147
be held at 1000 rpm.”
Removed text: “Both methods for stopping HSR…..” replaced with updated details. 8.2.3.2 147
Changed last bullet from: “Force/inhibit switch in auto mode – inhibit mode is latched until force
mode is depressed even if it was returned to auto position after Inhibit depressed and keyswitch
8.2.4.1 148
cycled.” to: “Force/inhibit switch in auto mode – inhibit mode is latched until force mode is
depressed or the keyswitch is cycled.’
m
Removed Y axis label: “80 mm3 = ~400 N•m” and replaced with: “LSR maximum engine load
8.2.4.1 149
at Low Idle”
Changed sentence from: “Once an automatic HSR regen has been initiated at > 1400 rpm the
system will continue to regen, assuming operating parameters allow it, at engine speeds as low
8.2.5.1 150
.co
as 1400 rpm.” to: “Once an automatic HSR regen has been initiated at > 1400 rpm the system will
continue to regen, assuming operating parameters allow it, at engine speeds as low as 1000 rpm.”
Changed last bullet from: “Force/inhibit switch in auto mode – inhibit mode is latched until force mode
is depressed even if it was returned to auto position after inhibit depressed and keyswitch cycled.”
8.2.5.1 151
to: “Force/inhibit switch in auto mode – inhibit mode is latched until force mode is depressed or the
keyswitch is cycled.”
Modified the HSR Regeneration Configuration section to provide more details on the new
es
8.2.5.2 152
configurable parameter, “High Speed Regeneration Minimum Engine Speed Configuration Code”
Table 8.2 labeled the switch in the table as 24V, added the 12V version 8.2.7.3 154
Updated Color Chart, Table 8.3 8.3 155
Changes text from: “Refer to Section 8.2.3.1 item 3 and Section 8.2.3.2 for additional detail on speed
control for the LSR and HSR strategy.” to: “Refer to Section 8.2.3.1 item 3 and Section 8.2.3.2
uid
8.3 156
for additional detail on speed control for the LSR strategy, HSR strategy and Drop To Idle (DTI)
protection.”
Added text: “Note: Following a cold start the engine will operate in Cold Mode until the following
typical conditions are satisfied. (Refer to the engine specific troubleshooting guide found in SIS
Web for the most current information.)
- Coolant temperature is > 20°C (68°F)
- Coolant temperature is > than 40°C (104°F) and NRS gas temperature is less than 40°C (104°F)
-g
- Coolant temperature is > than 80°C (176 F) and NRS gas temperature is less than 35°C (95°F)
Once coolant temperature is > 80°C (176°F) regardless of NRS gas temperature, no Cold Mode 9.1 158
strategy will be active.
During this time engine power availability may be less than advertised. If the engine is started with
the above conditions immediately satisfied, then there will still be a one minute time period during
all
which the engine will be power limited. After this one minute delay the engine will then be capable
of producing full power assuming that no other derate is invoked.”
In order avoid confusion over Intermediate Engine Speed functionality and since all software
is available now as Prod 6, updated this text from: “Prod 5.4/5.5 software releases will alter
intermediate engine speed inputs to replicate Tier 3 override functionality for C9.3 ACERT – C18
12.0 177
ACERT. For C9.3 ACERT – C18 ACERT all Prod 5.5 and newer software will allow intermediate
engine speed to override TSC1.” to “Intermediate Engine Speed replicates Tier 3 feature override
functionality for C9.3 ACERT – C18 ACERT.”
Changed top bullet just below 12.2.2 heading from: “Any signal duty cycle outside the acceptable
signal duty cycle range will result in a fault logged and engine speed will be “latched” at the Low
Idle Speed. This sensor input will be locked out until keyswitch is cycled.” to: “Any signal duty cycle 12.2.2 182
outside the acceptable signal duty cycle range will result in a fault logged and engine speed will be
“latched” at the current engine speed. This sensor input will be locked out until keyswitch is cycled.”

Removed statement: Beginning with production software second quarter 2011 this latching feature
12.2.2 182
can be configured “Off” using Cat ET service tool.”
Added text: “The limp home strategy will take the following action:
- If engine speed is above 1200 rpm, the engine will go to the configured limp home speed. 12.3.1.1 184
- If engine speed is below 1200 rpm, the engine will go to the configured low idle speed”
Added text: “The limp home strategy will take the following action:
- If engine speed is above 1200 rpm, the engine will go to the configured limp home speed. 12.3.1.3 189
Changed from: “The ECU will interpret throttle signals between a PWM duty cycle of
5 percent or less, or 95 percent or more, as invalid and consequently the engine will default to low
idle and log a diagnostic code.” to: “The ECU will interpret throttle signals between a PWM duty
cycle of 5 percent or less, or 95 percent or more, as invalid and consequently invoke the limp home 12.3.2.2 190
strategy and log a diagnostic code. The limp home strategy will take the following action:
- If engine speed is above 1200 rpm, the engine will go to the configured limp home speed.
Changed from: “An open circuit to Pin 62 will default to Throttle #1. A closed circuit to Pin 62 from
+Bat will select Throttle #2.” to: “An open circuit to Pin 62 for C9.3 ACERT – C32 ACERT or Pin 40 for
12.7.1 204
C4.4 ACERT – C7.1 ACERT will default to Throttle #1. A closed circuit to one of these pins from +Bat
will select Throttle #2.”
Corrected this statement from: “The low idle speed defaults to 750 and can be programmed to any
value between 700 and 1400 step size of 10 rpm.” to “The low idle speed defaults to 750 and can be 12.10.1.2 206
programmed to any value between 700 and 1200 rpm step size of 10 rpm.”
Updated section to include configurability of Low Idle for C9.3 ACERT – C18 ACERT 12.10 205/206
Changed text under “Speed Droop and Fuel Limiting brief explanation:” from “When configured
to speed droop the engine will operate much like a Tier 3 C7 ACERT – C32 ACERT.” to “When 12.10.3.2.2 209
configured to Fuel Limiting the engine will operate much like a Tier 3 C7 ACERT – C32 ACERT.”
Changed text under "Speed Droop and Fuel Limiting brief explanation:" from: "When configured to
fuel limiting the engine does not chose a speed based on directly load between high idle and TEL.."
12.10.3.2.2 209
to "When configured to speed droop the engine does not chose a speed based on directly load
between high idle and TEL."
Changed text: “Please refer to the Mechanical A&I LEBH4623 for more details regarding
the ether start system.” to “Please refer to the Mechanical A&I LEBH0004 for other details 14.2.1 223
regarding the ether start system.”
Add Cat ET Monitoring system set up screen shots 16 244-255
Add start up delay time for Monitoring System Parameters 16 several
Inserted: “(1) this SPN does not include ARD fuel for C9.3 ACERT – C18 ACERT engines.”
17.4.1 294
referencing PGN 65257 SPN 250
“Engine Speed Decelerating Ramp Rate” Required Password column corrected, used to read
18.2.1 307
“Read Only” changed to “None”
“Engine Acceleration Rate (rpm/s)” Required Password column corrected, used to read “Read
18.2.1 307
Only” changed to “None”
Changed Default for “High Soot Load Aftertreatment Protection Enable Status” from “Enabled” to
18.2.1 309
“Varies based on Application”
Appendix
Changed Pin 47 description from: “HSR Speed Limit Switch” to “HSR Enable Switch” 314
A.1
Appendix
Changed Pin 68 description from “Fan Speed Sensor” to “Air Shutoff Engage” 316
A.2
Appendix
Inserted appendix for Fleet Configuration instructions 336-344
F

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

Rating ranges listed include the lowest and highest available for a
specific engine or family of engines. Load factor and time at rated load
and speed will determine the best engine/rating match.
CAT, CATERPILLAR, their respective logos, acert, MEUI, “Caterpillar Yellow” and the
“Power Edge” trade dress, as well as corporate and product identity used
herein, are trademarks of Caterpillar and may not be used without permission.
LEBH0005-01 (4-13) ©2013 Caterpillar

All rights reserved.

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Cat® C4.4 ACERT™ - C18 ACERT

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

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

3.0 Customer System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

4.0 Power and Grounding Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60

5.0 Connectors and Wiring Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73

6.0 Connecting Engine to CEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88

7.0 Monitored Inputs for Customer-installed Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134

8.0 Regeneration System & Operator Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140

9.0 Starting and Stopping the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158

10.0 Engine Retarding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166

11.0 Engine Cooling Fan Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168

12.0 Engine Speed Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177

4 C4.4 ACERT – C18 ACERT t i er 4 INTERIM en g i ne s

14.0 Cold Starting Aid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218

15.0 Engine & CEM Indicators & Operator Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227

16.0 Engine Monitoring System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241

17.0 Data Link Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257

19.0 Appendices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 313

Summary of Revisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 345

ELECTRONICS a p p lic a tion and inst a ll a tion G U I D E 5

6 C4.4 ACERT – C18 ACERT t i er 4 INTERIM en g i ne s

1.0 Introduction and Purpose

1.2 Electronic Applications Contacts

ELECTRONICS a p p lic a tion and inst a ll a tion G U I D E 7

1.3.1 Warning – Welding

8 C4.4 ACERT – C18 ACERT t i er 4 INTERIM en g i ne s

1.3.2 Warning – Electrostatic Paint Spraying

Warning: Painting the CEM is prohibited.

1.3.3 Warning – Jump Starting

1.3.4 Warning – High Voltage Injectors

1.3.5 Warning – Replacement Parts

ELECTRONICS a p p lic a tion and inst a ll a tion G U I D E 9

The terminology used throughout this document will be as follows:

AMOX Ammonia Oxidation Catalyst

10 C4.4 ACERT – C18 ACERT t i er 4 INTERIM en g i ne s

MAF Mass Air Flow

ELECTRONICS a p p lic a tion and inst a ll a tion G U I D E 11

2.0 Engine & CEM Component Overview

12 C4.4 ACERT – C18 ACERT t i er 4 INTERIM en g i ne s

2.1 Engine Control Unit (ECU)

2.1.1 Engine Connector (J2/P2)

2.1.1.1 CEM Connector

CEM connection reference:

2.1.2 Customer Connector (J1/P1)

ELECTRONICS a p p lic a tion and inst a ll a tion G U I D E 13

2.2 Software Flash File

2.3 Engine Sensor Details

2.3.1 Fuel System

2.3.1.1 MEUI Injector (C13 ACERT – C18 ACERT)

2.3.1.2 Common Rail Injector

2.3.1.3 Secondary Fuel Filter Differential Pressure Sensors

14 C4.4 ACERT – C18 ACERT t i er 4 INTERIM en g i ne s

2.3.1.4 Secondary Fuel Filter Outlet Pressure Sensor

2.3.1.6 Fuel Rail Pressure Sensor (Common Rail System)

2.3.1.7 Fuel Temperature Sensor

2.3.1.8 Fuel Pump Solenoid

2.3.1.9 Water in Fuel Switch (Customer-installed)

2.3.2 Dual Speed Timing Sensors

ELECTRONICS a p p lic a tion and inst a ll a tion G U I D E 15

2.3.3 Compression Brake Solenoids

2.3.4 Barometric Pressure Sensor