CAT Starting - Charging Systems A - I Guide Release 2.0

Confidential Green Release 2.
Starting and Charging System Application

Installation Guide
Release 2.0
July 2007
All Printed Copies are Uncontrolled
Page 1 of 51 Electronic Applications Starting And

Charging Application Guide
Confidential Green Release 2.0
Version control
Version Date of
Description of Change
Number Release
1.0 05/06/2008 Initial Draft Sent for approval (Caterpillar RE
Team)
2.0 21/07/2008 RE Approval Full Version Released
Note: Paper copies are uncontrolled. Please refer to Caterpillar

PowerNet for the latest version information

Terminology
CCA Cold Cranking Amps is the specification that tells you how
much current a battery can produce for 30 seconds at a
temperature of 0°C and not have the voltage on any of
the individual cells drop below 1.2V (7.2V for a 6 cell
automotive battery). CCA is calculated at a temperature
of –18°C.
Current Density Is a measure of the current flow through a cable cross
section and is used to calculate minimum cable cross
section requirements.
Reserve Capacity Defined as the number of minutes that a 12V battery can
produce a 25A load at 25°C and maintain a minimum
terminal voltage of 10.5V.
Ampere Hours A unit of electrical capacity, that tells you how much
power the battery will store. It is the current that the
battery can provide without the voltage falling below
1.75V per cell, measured over a 20hour period.
BCI Battery Council International method of classifying
batteries into numbered group sizes according to their
voltage, maximum overall dimensions, terminal
arrangement and special feature that effect battery fit.
Stall Current Defined as the maximum current drawn by the starter
motor when the speed is 0 and the torque is a maximum.
Excitation Current Current required to generate the magnetic field across the
alternator rotor to produce an alternator output.
Direct Current (DC) Defined as an electric current that moves in one direction
with a constant strength. Sources of DC include batteries
and can be generated from AC via a rectifier.
Alternating Current An electric current that repeatedly changes it’s direction
and strength. Current is generally produced by rotating
magnetic field components such as alternators.

Table Of Contents
Version control...............................................................................................2
Terminology ...................................................................................................3
Table Of Contents ..........................................................................................4
Figures............................................................................................................6
1.0 Introduction and Purpose...................................................................7
1.1 Applications Engineering Contacts ...............................................7
1.2 Safety................................................................................................7
1.3 Warnings ..........................................................................................8
1.3.1 Welding ..........................................................................................8
1.3.2 Electrostatic Paint Spraying ...........................................................8
1.3.3 Jump Starting .................................................................................8
2.0 Starter...................................................................................................9
2.1 Starter Motor Basics........................................................................9
2.2 Wiring Schematic...........................................................................10
2.3 Failure Modes ................................................................................11
2.4 Performance Considerations........................................................12
2.4.1 Temperature Effects.....................................................................13
2.4.2 Optimising Cold Start Performance..............................................14
2.4.3 Battery Sizing ...............................................................................15
2.4.4 Circuit Resistance ........................................................................17
2.5 Mechanical Installation Considerations ......................................18
2.5.1 Parasitic Loading .........................................................................18
2.5.2 Clearances...................................................................................19
2.5.3 Tightening Torques ......................................................................19
2.5.4 Vibrational Loading ......................................................................19
2.6 Electrical Installation Considerations..........................................20
2.6.1 Cable Sizing.................................................................................20
2.6.2 Cable Support and Routing..........................................................21
2.6.3 Grounding ....................................................................................21
2.6.4 Starter Solenoid and Control........................................................22
2.7 Operational Considerations..........................................................23
2.7.1 Extended Cranking.......................................................................23
2.7.2 Special Applications .....................................................................23
2.8 Environmental Considerations.....................................................23
2.8.1 Fluid and Dust protection .............................................................23
2.8.2 Heat Protection ............................................................................24
2.9 Auxiliary Components...................................................................25
2.9.1 Starter Motor Relay ......................................................................25
2.9.2 Use of Magnetic Switches............................................................25
2.9.3 Battery Disconnect Switch ...........................................................25
3.0 Alternator ...........................................................................................26
3.1 Theory of Operation ......................................................................26
3.2 Circuit Schematic Diagram ...........................................................27
3.3 Key Failure Modes .........................................................................28
3.4 Performance Considerations........................................................29
3.4.1 Temperature Effects.....................................................................30
3.4.2 Calculating Alternator Load..........................................................31
3.4.3 Alternator Battery Charge Rate....................................................31
3.5 Mechanical Installation Requirements.........................................32

3.5.1 Belt Tensioning ............................................................................32
3.5.2 Shaft Loading...............................................................................32
3.5.3 Tightening Torques ......................................................................33
3.5.4 Clearances...................................................................................33
3.5.5 Vibration Loading .........................................................................33
3.6 Electrical Installation Requirements ............................................34
3.6.1 Cable Sizing.................................................................................34
3.6.2 Cable Routing and Support..........................................................34
3.6.3 Alternator Excitation .....................................................................34
3.6.4 Tachometer Connection...............................................................35
3.6.5 Grounding Requirements .............................................................37
3.7 Operational Installation Requirements ........................................37
3.7.1 Special Application Considerations ..............................................37
3.8 Environmental Considerations.....................................................37
3.8.1 Fluid and Dust Protection.............................................................37
3.8.2 Heat Protection ............................................................................37
4.0 Key Parameters At A Glance............................................................39
5.0 Installation Testing............................................................................40
5.1 PC Based Oscilloscope Testing - Starting Circuit ......................40
5.1.1 Hardware Set-up ..........................................................................41
5.1.2 Software Activation ......................................................................42
5.2 Alternative Method of Testing – Starting Circuit.........................45
5.2.1 Calculating Circuit Resistance .....................................................47
5.2.2 Total Circuit Voltage Drop ............................................................48
5.2.3 Battery Disconnect Switch Resistance.........................................48
5.2.4 Mean Cranking Current................................................................49
Appendices...................................................................................................50

Figures
Figure 1 Starter Motor Cross-Section ............................................................................9
Figure 2 Standard Starter Motor Wiring Schematic ....................................................10
Figure 3 Starter Motor Performance Curve .................................................................12
Figure 4 Starter Performance Due to Temperature......................................................14
Figure 5 Maximum Battery CCA Rating for Starter Motor ........................................16
Figure 6 Battery Rate of Discharge Due to Temperature ............................................16
Figure 7 Effects of Cable Resistance On Voltage Drop ..............................................18
Figure 8 Starter Motor Terminal Tightening Torques .................................................19
Figure 9 Total Circuit Resistance in Relation to CSA and Length..............................20
Figure 10 Recommended Starter Motor Grounding ....................................................21
Figure 11 Starter Motor Solenoid Characteristics .......................................................22
Figure 12 Solenoid Orientation....................................................................................24
Figure 13 Alternator Cross-section..............................................................................26
Figure 14 Standard Alternator Circuit Wiring Schematic ...........................................27
Figure 15 Alternator Performance Curve ....................................................................29
Figure 16 Alternator Family Comparison....................................................................30
Figure 17 Temperature Effects on Alternator Output..................................................30
Figure 18 Alternator Positioning .................................................................................32
Figure 19 Cable Routing and Support .........................................................................34
Figure 20 Alternator Excitation Requirements ............................................................35
Figure 21 Example Alternator W Terminal Output .....................................................36
Figure 22 Pulley Ratio’s ..............................................................................................36
Figure 23 Circuit Resistance Test Circuit....................................................................46
Figure 24 Battery Disconnect Switch Test Circuit ......................................................49
Figure 25 Correct Measurement of Circuit Current.....................................................50

1.0 Introduction and Purpose

This document provides the information required to ensure the correct
specification, installation and testing of the engine starting and charging
systems. The information contained within this document covers the
Caterpillar 1104 and 1106D product offering. Caterpillar expects that there
will be some additions and modifications to this document as the engine
program development continues, and as OEM requests for information not
currently addressed are added. The information herein is the property of
Caterpillar Inc. and / or its subsidiaries. Without written permission, any
copying of transmission to others, and any use except that for which it is
loaned is prohibited.
Please note that all paper copies are uncontrolled. For the latest copy
please visit Caterpillar.com.
1.1 Applications Engineering Contacts

In the event of the information contained within this document being
incomplete/incorrect, or further details are required please contact your
Applications Engineer.
Electronic Applications Engineering

Telephone +44 1733 584168
E-mail: Electrical_Application_Team_Inbox@Caterpillar.com
1.2 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 recognising potentially hazardous situations before it
occurs. A person must be alerted 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. Caterpillar dealers will have the most current information.
Improper operation, maintenance or repair of this product or its individual

systems may be dangerous and could 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 contained within this publication and on the
product are not all inclusive. If a tool, procedure, 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 or made unsafe by the procedures
that are used.
1.3 Warnings
The following warnings are general warnings
1.3.1 Welding
Welding can cause damage to Engine system electrics and electronics. To
protect against this the following precautions should be taken before and
during welding:
• Turn the engine off and place the keyswitch in the OFF position.
• Disconnect the negative cable from the battery or if the system is
installed with a battery disconnect switch, open the switch.
• Clamp the ground cable of the welder to the component that will be
welded. Place the clamp as close as possible to the weld.
• Protect any electrical equipment from weld debris and splatter.
DO NOT use electrical components in order to ground the welder. Do not use
the engine ECM, sensors or any other electrical / electronic components in
order to ground the welder.
1.3.2 Electrostatic Paint Spraying

The high voltages used in electrostatic paint spraying can cause damage to
the engine system electronics such as ECM and alternator diode packs. The
damage can manifest itself through immediate failure of components or by
weakening connections, causing them to fail at a later date.
The following precautions should be taken when using electrostatic paint

spraying techniques:
• Connect al 64 pins of the ECM J1 connector directly to the spray booth

ground.
• Connect the engine block to ground at 2 points. Ensure that good
screwed connections onto bright metal are used.
1.3.3 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 ECM.

2.0 Starter
2.1 Starter Motor Basics

The purpose of the engine starter motor is to provide enough rotational torque
to start an engine. The torque produced by the starter motor must be
sufficient to overcome any additional parasitic loading that may be applied to
the engine during starting.
The DC motor operates on the principle that a current carrying conductor

creates a magnetic field. If this field is placed into an external magnetic field it
will experience a force that is proportional to the current flowing in the
conductor and the opposing magnetic field.
All DC motors are constructed from 6 standard parts, a rotor, stator,

commutator, brushes and field magnets. The starter motor is fitted with fixed
permanent field magnets, or field coils and a wound rotor with each of the
windings terminating at the stator. The brushes are used to supply the high
current to the commutator, which in turn magnetises the rotor segments.
When the stator is magnetised i.e. the permanent magnets are polarised the
rotor will begin to turn and produce a high torque on the rotor shaft.
The engine starter motor is a basic DC motor with the addition of a geared
pinion, solenoid and actuator arm as shown in figure 1.
Figure 1 Starter Motor Cross-Section

In this case the field windings, commutator, brushes and rotor act in the same
way as with a standard DC motor configuration. The solenoid contains two
coils the first being a pull in coil and the second a hold in coil. On supply of
battery voltage the pull in coil and hold in coils are energised which operates
the solenoid providing battery voltage and current to the armature windings of
the starter motor. At the same time the solenoid operates the actuation arm,
which engages the geared pinion to the engine flywheel. Due to the large
current being supplied a strong magnetic field is setup between the armature
and the field windings providing the torque required to crank the engine.
2.2 Wiring Schematic

The diagram shown in figure 2 details the wiring schematic for a standard
engine starter motor and ignition circuit. It is recommended that the negative
connection to the starter motor is fed directly from the battery and grounding
should not be provided solely via the application chassis. Positive supply to
the starter motor must, be supplied by a single cable supplied directly from the
battery. All connections for ignition and vehicle electrics must not be taken
from the starter motor terminals and should be taken directly from the main
battery, as the high current and significant volt drop seen at the starter motor
terminals could cause damage to other system components.
Fuse
Key
Switch
ECM
Ignition
- + Supply
Battery
Start Relay
Battery
Starter
Disconnect
Solenoid
Switch
Starter Motor
Figure 2 Standard Starter Motor Wiring Schematic

2.3 Failure Modes
Failure Description Possible Causes

Slow Pinion Retraction Contact Caterpillar Contact Caterpillar
Applications Applications
Engineering Engineering
Broken output shaft Starter motor pinion • Excessive current
broken draw as a result
of exceeding
Battery
specification limit
for starter motor.
• Incorrectly
selected starter
motor.
• High parasitic
load on starting
Electrical Overload Excessive current • Extended engine
applied to motor causing cranking beyond
heat damage current rating for
each starter
motor.
Broken drive sleeve Contact Caterpillar Contact Caterpillar
Applications Applications
Engineering Engineering
Broken nose bracket Starter nose casting • Starter motor
bracket fractured or subjected to high
broken levels of impact
loading e.g.
engine miss fire
situation
No fault found / • Damage in transit
Customer abuse • Customer
attempted repair
• Incomplete
diagnostics.
Note: The reasons for failure shown above are a selection of common
reasons for failure and are not exclusive to the faults shown. A
high number of reasons can be associated to each failure mode
and so in the event of a starter motor failure a full investigation
must be carried out.

2.4 Performance Considerations
The starting performance of an engine can be severly effected by the incorrect

specification of the starting system. The starting system includes batteries,
starter motor, cabling and all other components present in both the main
current supply circuit and the starter control circuit. The two main factors that
effect the performance of the starting system are;
• Application parasitic loading on start-up

• Minimum ambient temperature expected for vehicle operation
Caterpillar recommends that the engine starter motor and the system around
it is specified to ensure that the starter motor mean cranking current is
situated to the left hand side of the peak power curve as displayed in figure 3
The operational bands indicate the upper and lower current readings for the
maximum allowable mean current during system design. These max, min and
mean values are taken from the Starter motor current waveform measured
during cranking. Here it can be seen that for a given starter motor the peak
current will be drawn during the compression stroke of the engine and the
minimum during the expansion stroke. The mean point between these two
peaks should be plotted along with the min and max current readings to
ensure that the starter circuit operates within the specified limits. It should be
noted that figure 3 indicates a current limit for system design and not a design
recommendation. A max current rating less than that shown in figure 3 is
acceptable if the mean current meets the Applications cranking requirements.
12 4500
Power 4000
10
Power output & speed [Watt & rpm]
Torque x10 & Voltage [Nm & Volt]
3500
Torque
8 Voltage 3000
2500
6
2000
Speed
4 1500
1000
2
500
0 0
0 300 600 900 1200 1500 1800
Current [Amps]
Figure 3 Starter Motor Performance Curve
The starter motor curve indicates the relationship between both speed –
voltage and current – torque. Their overall impact on the effective power
output of the starter is a function of both speed and torque. The trade off
present between pinion speed and delivered torque ensures that a full
understanding of the worst case application starting parasitic must be

completed. This ensures that the correct starter motor is selected to give
reliable engine starting.
The following points should be observed when designing / specifying the

engine starting system, to ensure optimum performance.
• Keep overall circuit resistance to a minimum <1.7mOhm for 12V and

<3.4mOhm for 24V systems, as this will help to increase cranking
speed during cold starting.
• Reduce torque required to crank engine where possible by using
thinner oils and minimising application parasitic loads.
• Use max allowable battery size where possible.
• If there is more than one starter motor option available always use the
largest available.
• Try to increase the min required operating temperature where possible.
• 24V systems will give better starting performance than 12V so should
be used where possible.
• Check ring gear / pinion ratio as this will effect cranking speed and
torque.
• Always aim to achieve a minimum mean cranking speed of 100rpm at
the lowest required temperature.
2.4.1 Temperature Effects

Ambient temperature is a key aspect for consideration when specifying an
engine starting system. Starter, battery and cable configurations designed for
starting in an ambient of 20°C can be significantly different to those required
for starting in a –20°C ambient. For this reason it is critical that the specified
engine starting system is based upon engine loads in the lowest expected
ambient temperature the machine will operate. The effects of temperature on
the key system components, are detailed below.
Battery : Reduced electrolyte temperature causes an increase in the

internal resistance of the battery resulting in reduced starting
performance. Typically battery performance drops by around
40% between 20 and –20°C.
Engine : The main increase in torque required to crank the engine is oil
viscosity. Typically keeping the oil the same, the torque required
almost doubles between 20 and –20°C. This is for a bare
engine only and will increase with parasitic loading.
Starter : The starter motor performance improves with a reduction in

temperature due to a reduction in copper resistance in the order
of 4% for every 10°C reduction in temperature. However it
should be noted that, the reduction in resistance benefits are
offset by the increased viscosity of the grease and oils used
within the starter motor.

Taking all of these aspects into account figure 4 Shows the relationship
between ambient temperature, available cranking power and the required
cranking power.
Cranking Power Temperature (°C) Cranking Power

Available Required
100% 25 100%
85% 0 165%
65% -18 250%
Figure 4 Starter Performance Due to Temperature
Taking these temperature effects into account it is therefore important to

ensure the starting system is designed to take account of the worst case
power and torque requirements during cranking.
2.4.2 Optimising Cold Start Performance

Efforts to improve cold start performance should not be made by routinely
increasing the size of the battery. In instances of high torque starting
conditions when cold, the whole starter circuit will require analysis to ensure
cables; batteries and starter motors are sized accordingly. Special
consideration must be made to the starter motor maximum CCA ratings as
stated by the manufacturer. Under no circumstances should the maximum
CCA rating of the starter motor be exceeded as this could lead to starter
motor failure and invalidate component warranty.
To ensure optimum engine performance at all times, as a minimum the

system design should be configured to meet the parameters outlined below.
Failure to do so will result in engine starting problems.
Test Setup
Parameter Requirement Justification
Battery state of charge 75% Allows for battery deterioration &
increased terminal resistance over time.
Suppliers and IPSD align with 75% SOC
Oil Viscosity -15°C 15W40 Oil specification defined by IPSD Oil &
-20°C 10W40 Cooling Team
-25°C 5W30
Engine Speed
Mean cranking speed with 100rpm Starting Performance requirement

glowplugs
Mean cranking speed without 130rpm Starting Performance requirement
glowplugs
Top Dead Centre Speed for 60rpm Starting Performance requirement
electronic engines
Top Dead Centre Speed for 40rpm Starting Performance requirement
mechanical engines
Electrical
Battery CCA Dependant on starter To prevent mechanical damage, refer to
motor specific limit for each starter from
Applications Engineer
Starter motor mean cranking Dependant on starter To prevent electrical damage, refer to
current at worst case loading motor specific limit for each starter from
Applications Engineer
Minimum battery voltage at 1st 6.0V Below 6.0V the ECM may not provide a
compression successful start
Minimum battery voltage at any 7.3V Below 7.3V the ECM may not provide a
time after 1st compressoin successful start
during cranking

Caterpillar recommends that a full cold start study of the engine and
application is conducted before final application sign off to ensure starter
reliability during cold ambient conditions. Please contact your local
Applications Engineer for details of cold test requirements and facilities
available at our Manufacturing facility in Peterborough England.
2.4.3 Battery Sizing

A common misconception is that increasing the size of the application battery
is the most efficient and cost effective way of improving engine starting
capability. While increasing the size and current output (As long as it does not
exceed the maximum CCA rating of the starter motor) of the battery will
provide starting benefits i.e. more torque to over come parasitic loads etc
other factors such as, minimising voltage drop in the circuit can be more cost
effective. If the application battery is to be changed care must be taken to
ensure that the starter motor maximum CCA rating is not exceeded and that
the cabling, along with all peripheral components are suitably increased in
current rating too. Minimising voltage drop in the system and increasing the
supplied current to the starter motor has the following effects on both pinion
speed and delivered torque.
• Speed is a function of voltage therefore a larger capacity battery is able

to maintain voltage level for longer so a higher speed can be achieved.
• Torque is a function of current. Greater current availability from the
battery means that greater torque can be achieved.
CCA function and rating for starter motor
The CCA rating of a battery describes the maximum current it is capable of

supplying to a starter motor for 30 seconds at 0°C before the battery voltage
drops below 7.2V. As previously stated the main function of the battery is to
supply enough voltage and current to enable the engine to maintain a mean
cranking speed of 100rpm. In some cases, such as an application requiring
less harsh cold starting capabilities of for instance –5°C as opposed to –25°C,
the battery size can be optimised.
In these instances it may be possible to reduce the size of the battery to

provide cost savings without compromising the engine starting performance.
Caterpillar recommends however that the battery max CCA ratings shown in
figure 5 should be observed for all application requiring cold starting to –20 or
-25°C.
For Caterpillar to recommend a smaller battery size a full evaluation of the

application parasitic loading and starting requirements must be carried out.
For more information please contact your Applications Engineer.
Under no circumstances should the CCA rating of the battery exceed the CCA
rating of the starter motor. Increasing the CCA rating above the capacity of
the starter will result in a higher torque at the starter motor pinion than is
supported by the hardware. This may result in pinion fracture and or starter
motor failure and invalidate the component warranty.

Production Voltage Power Battery

Part No. CCA
pn V kW SAE
2873K405 12 3.0 950

2873K404 12 3.0 950
2873K409 12 2.7 1500
2873K416 12 4.0 1900
2873K408 24 4.5 750
2873K407 24 4.5 750
2873K406 24 4.5 750
2873K415 24 5.5 950
2873K414 24 8.0 1200
2873K413 24 8.0 1200
2873K412 12 5.0 2400
2873K621 12 3.2 950
2873K624 12 3.2 950
2873K627 12 3.2 950
2873K601 12 4.0 2410
2873K604 12 4.0 2410
2873K607 12 4.0 2410
2873K115 12 6.0 1800
Figure 5 Maximum Battery CCA Rating for Starter Motor
Discharge characteristics when cold
Due to the internal configuration of a standard lead-acid cell battery, a

reduction in temperature will result in an increase in the battery’s internal
600A discharge @ -30ºC 600A discharge @ 0ºC 600A discharge @ +30ºC
14.00
12.00
10.00
Voltage (Volts)
8.00
6.00
4.00
2.00
0.00
0 50 100 150 200 250
Time (sec)
Figure 6 Battery Rate of Discharge Due to Temperature
resistance. Figure 6 shows that the rate of battery discharge for a fixed
current demand reduce from 220 seconds at +30°C to 75 seconds at –30°C.
This rate of discharge will affect a batteries ability to provide voltage and
current to the starter motor for prolonged starting in cold weather. This battery
characteristic is especially critical for applications, which are operated
intermittently for short durations.

2.4.4 Circuit Resistance

Cable sizing and circuit design can lead to starting issues with an otherwise
correctly specified system. Bad circuit design will result in a highly electrically
resistive path between the battery and the starter motor terminals. Increasing
the resistive path between the battery and the starter motor will mean that for
a continuous current demand the voltage dissipated as heat across the circuit
will increase. Figure 7 shows the effect of circuit resistance on voltage
supplied to the starter motor terminals for a constant current demand within a
12V system.
It also shows that the circuit resistance becomes even more important as the
ambient temperature reduces. Coupled with the fact that a battery will
discharge faster in cold conditions the need for a small volt drop across the
supply circuit is even more critical. For example,
Battery charge 9V @ -20°C
Circuit resistance = 1.7mOhm, which from figure 7 gives a Volt drop of

1.2V
Total charge seen at the starter terminals = 7.8V OK TO START

Circuit resistance = 2.5mOhm could lead to a volt drop of 2V
Total charge seen at the starter terminals = 7V Minimum voltage (7.3V)

required at starter terminals is not achieved NO START
In the event of parasitic loading being placed on the engine during start-up the
minimum voltage level at which starting is achieved may be higher, for
example 8V.
To ensure engine starting is maintained, the maximum allowable starter circuit

resistance is 1.7mOhm. This ensures the required cranking speed is
maintained across all temperature ranges i.e. from +40 to –25°C. Caterpillar
recommends that although 1.7mOhm (3.4mOhm 24Vsystem) is a maximum
allowable circuit resistance the circuit should be designed to 1mOhm (or
2mOhm for a 24V system) where possible to allow for increased circuit
resistance over the age of the system.
Factors that affect circuit resistance and require careful consideration during
installation and design are;
• Cable length, both + and – starter supply cables should be as short in

length as possible.
• Cable CSA. The larger the CSA the lower the overall resistance.
• Battery disconnect switch contact resistance.
• Ground path back to battery. Ground cabling to the starter motor
should come directly from the battery terminals and not via the machine
chassis.

• Cable connections should be kept to a minimum as each connection

increases the overall circuit resistance.
• No more than 3 connections should be made at any one point i.e.
battery or starter motor terminals.
• All connections must be free from paint.
It should be noted that it is design best practice to ensure the circuit electrical
resistance is kept to a minimum and where possible design limits of 1mOhm
(12V) and 2mOhm (24V) should be used to optimise system performance.
1.4
1.2
0.8
Voltage (v)
0.6
0.4
0.2
0
-5 -10 -15 -20
Temperature (ºC)
Mean Voltage drop (1.7 mOhm) Mean Voltage drop (1mOhm)
Figure 7 Effects of Cable Resistance On Voltage Drop
2.5 Mechanical Installation Considerations

2.5.1 Parasitic Loading
Parasitic loading of an engine during starting can significantly reduce the
engine starting performance at low ambient temperatures. To minimise these
problems during cold starting Caterpillar recommends that either:
• Parasitic loading is reduced during starting by disengaging hydraulic

loads etc.
• A 24V system is installed where possible, as the extra voltage will
increase the engine cranking speed at low ambient temperatures and
improve starting performance under load.
Special attention should also be made to the oil grades used for engine oil,
hydraulic oils etc at low temperatures. As oil temperature decreases it’s
viscosity increases meaning the overall parasitic load during engine starting
increases.
Applications requiring high parasitic load at low ambient temperatures will

require cold start testing to ensure that starting capability is maintained. All
concerns regarding cold starting, high altitude or parasitic loading should be
sent to your Applications Engineer for review.

2.5.2 Clearances
To ensure that the engine starter motor is suitably protected against heat,
abrasion and vibration, the component clearances detailed below are to be
observed. Failure to do so could lead to reduced starter motor performance
and possible premature failure.
Component Required Clearance

Exhaust Manifold ≥ 50mm
Engine Parts (Including brackets ≥ 4mm
attached to engine)
Body Parts ≥ 30mm
Wiring Harness / Application wiring No interference
2.5.3 Tightening Torques

Location of the starter motor to the engine flywheel housing or back plate is
made by a set of three studs and mating nuts. There are two available sizes
of mounting studs and there the required torque to locate the starter motor is
shown below;
• M10 stud and nut – 44Nm +/- 11Nm

• M12 stud and nut – 78Nm +/- 12Nm
The table in figure 8 provides details of the individual starter motor electrical
terminal torque requirements.
Production Voltage T30 T50 Ground

Part No. Thread/ Thread/ Thread/
Torque Torque Torque
pn V Nm Nm Nm
2873K405 12 M8 x 1.25 (5.6 ~6.2Nm) M6 x 1 (8Nm Max) M8 x 1.25 (5.6 ~6.2Nm)

2873K404 12 M8 x 1.25 (5.6 ~6.2Nm) M6 x 1 (8Nm Max) M8 x 1.25 (5.6 ~6.2Nm)
2873K409 12 M10 x 1.5 (17.6~24.5Nm) M5 x 0.8 (2.6~4.6Nm) M8 x 1.25 ( 12.7~19.6Nm)
2873K416 12 M10 x 1.5 (17.6~24.5Nm) M5 x 0.8 (2.6~4.6Nm) M8 x 1.25 ( 12.7~19.6Nm)
2873K408 24 M10 x 1.5 (17.8~24.5Nm) M5 x 0.8 (2.6~4.6Nm) M8 x 1.25 ( 12.7~19.6Nm)
2873K407 24 M10 x 1.5 (17.6~24.5Nm) M5 x 0.8 (2.6~4.6Nm) M8 x 1.25 ( 12.7~19.6Nm)
2873K406 24 M10 x 1.5 (17.6~24.5Nm) M5 x 0.8 (2.6~4.6Nm) M8 x 1.25 ( 12.7~19.6Nm)
2873K415 24 M10 x 1.5 (17.5~24.5Nm) M5 x 0.8 (2.6~4.6Nm) M10 x 1.5 (17.5~24.5Nm)
2873K414 24 1/2 UNC (20 ~ 30 Nm) 5/16 UNF (2 ~ 3Nm) 1/2 UNC (20 ~ 30 Nm)
2873K621 12 M8 x 1.25 (8.5 +/- 1.5Nm) M6 x 1 (5.8Nm +/- 1Nm) M8 x 1.25 (12 +/- 1Nm)
2873K601 12 M10 x 1.5 (15 +/- 3Nm) M6 x 1 (5.8Nm +/- 1Nm) M10 x 1.5 (18 +/- 1Nm)
2873K115 12 M12 x 1.75 (24.5 ~ 27.5Nm) M5 x 0.8 (2.0 ~ 2.5Nm) M12 x 1.75 (24.5 ~ 27.5Nm)
Figure 8 Starter Motor Terminal Tightening Torques
2.5.4 Vibrational Loading

All Caterpillar engines are tested to ensure that they are capable of
withstanding vibration levels of up to 15.3 G-rms at 50hrs per plane. All
starter motors supplied by Caterpillar are however certified to the standards

set in EC-11. It is recommended that any customers intending to source their

own starter motor select a component, which meets the specified 15.3 G-rms
at 50hrs per plane loading of the engine as a minimum.
2.6 Electrical Installation Considerations

2.6.1 Cable Sizing
One component, which has a large influence over the overall starter motor
circuit resistance, is the size and length of the cable used on both the positive
and negative sides of the starter motor circuit.
As previously stated the overall circuit resistance must not exceed 1.7mOhm
for a 12V system and 3.4mOhm for a 24V system. Where possible the circuit
resistance should be designed to 1mOhm to increase the application cold
start capabilities.
The graph shown in figure 9 gives an indication of the cable cross sectional
area (CSA) required to achieve an overall resistance value of 1.7mOhm (for a
12V system). The graph also makes allowances for 6 connections in the
circuit each of 0.05mOhm
Cable Sizing for 1.7mOhm Total Resistance
140
120
Cable CSA mm2
100
80
60
40
20
0
0
10
Cable Length in M
Figure 9 Total Circuit Resistance in Relation to CSA and Length
To estimate the total resistance expected from a certain size and length of
cable, the following formula can be used;
R = (L / EC) / A
Where;
R = Total cable resistance

L = Cable length in m
EC = Constant (Electrical Conductivity of copper) 59610000
A = CSA in m2

Note: Provision should be made during the estimation of the total circuit
resistance for a battery disconnect switch as this may cause the need
for an increase in cable CSA to meet the 1.7mOhm / 3.4mOhm limit.
Note: All examples shown are based on a 12V system.
2.6.2 Cable Support and Routing

Strain relief or an anchor point must be provided a short distance from the
starter motor main supply and ground terminals. Cables should also be
supported at a minimum of every 24 inches there after. If battery cables are
attached to the chassis then the final support should be made to the starter
motor body, engine or transmission before connection to the positive or
negative battery terminals. This will minimise any relative movement between
the engine and the application frame before connection to the starter motor
terminals. Cables should also be routed in such a way as to ensure that they
do not become taut during machine operation.
2.6.3 Grounding
A solid and fixed resistance starter motor ground path is key to maintaining
the 1.7mOhm circuit resistance for a 12V system (or 3.4mOhm for 24V) limit
stated previously within this document. It is for this reason that Caterpillar
recommends that engine starter motor supply and ground cabling should be
routed directly from and back to battery, to ensure a fixed resistance ground
path is maintained though out the life of the product. Whilst it is understood
that the circuit resistance requirement of below 1.7mOhm can be achieved on
some applications by using a ground path through the machine chassis,
starting problems may occur once the machine is in operation. Factors, which
may cause this resistance to change, are;
• Corrosion of joints
• Loose connections
• The resistance of the interfacing materials between the starter and the
ground plane.
A recommended insulated earth connection for the starter motor is shown in

figure 10.
To Solenoid Control
Circuit
Batt Disconnect Switch
+ -
Battery
Machine Chassis
(Ground Plane)
Figure 10 Recommended Starter Motor Grounding

Particular attention should be made to the following points.
• All ground points should be free from paint, to prevent areas of high
resistance.
• The starter motor frame should never be used as a grounding point as
any corrosion will affect the ground circuit integrity.
• An insulated return path should always be used on wet back end
applications as poor grounding could lead to the ground path being
through the engine crankshaft and bearings.
Note: Caterpillar will not accept responsibility for any starting problems
caused by the use of a non-insulated starter motor return.
2.6.4 Starter Solenoid and Control

For correct and reliable operation of the start motor control circuit the following
parameters have to be used during system design;
• The pull in current of the solenoid

• The hold in current of the solenoid
• The maximum allowable voltage drop and therefore maximum
resistance of the solenoid supply circuit.
Figure 11 shows the current and resistance requirements of each starter

motor solenoid supplied by Caterpillar.
Production Voltage Status Motor Pull In Hold In Solenoid

Part No Actuation Current Current Circuit
Maximum
Resistance
V A A mOhm
2873K405 12 Production Solenoid 67 11.6 40
2873K404 12 Production Solenoid 67 11.6 40
2873K409 12 Production Solenoid 73 18 35
2873K414 24 Production Relay 0.9 0.9 43
2873K413 24 Production Relay 0.9 0.9 43
2873K412 12 Production Relay 41 11 43
2873K115 12 Production Relay 5 5 43
Figure 11 Starter Motor Solenoid Characteristics
The current requirements are especially important when specifying the start
solenoid control relay, as the relay contacts must be capable of withstanding
both the pull in and hold in currents.

Whilst the natural selection of cables used for the control circuit leads to the
cables being selected that are more than capable of carrying the required
currents shown in figure 11, care must be taken with those applications
intending to be operated in high ambient temperature conditions. Cable
resistance increases with temperature, which could lead to the maximum
allowable solenoid circuit resistance being exceeded, resulting in engine
starting problems. It is for this reason that any cables used for the solenoid
control circuit must be specified based on their resistance at the highest
ambient temperature they will be exposed to.
2.7 Operational Considerations

2.7.1 Extended Cranking
Starters are allowed to crank the engine continuously for a maximum of 30
seconds, following which the starter should be allowed to cool down for a
minimum of 2 minutes. If this sequence is repeated 3 times then a cooling
time of 30 minutes is required before any further cranking is allowed. In hard
starting situations where the starter has to be kept running to assist engine
starting, there is a risk of starter clutch damage due to prolonged clutch
slippage. The 30 second maximum cranking time still applies in these
situations but if this condition occurs frequently then a solution needs to be
found to protect the starter motor and preserve it’s service life
2.7.2 Special Applications

For applications requiring heavy parasitic starting, or bespoke design, facilities
at Caterpillar Engines can be provided for testing and evaluation. Please
contact your Applications Engineer for further details.
2.8 Environmental Considerations

2.8.1 Fluid and Dust protection
Whilst the starter motor casing offers some protection against fluid and dust
ingress over exposure to fluids especially fuel, oil and engine cooling water
and dust will lead to premature failure of the starter motor. These abrasive
and corrosive materials will damage the internal stator and rotor windings
causing possible field winding short circuits or failure due to internal corrosion
of the mechanical parts.
Special consideration should be made when designing the position of air

conditioning units, Oil filler positions, fuel tanks etc to ensure that the risk of
spilling these liquids onto the starter motor are reduced. To reduce the risk of
starter motor contamination the system design must
• Ensure that the minimum and maximum operating temperature of the

starter motor is not exceeded.
• Ensure that starter is not exposed to excessive amounts of chemicals,
oils and fluids.

• Ensure that starter drains (solenoid and motor) are not restricted and
fluids can easily drain out.
Preferred Attitude of Solenoid
15Deg 15Deg
Figure 12 Solenoid Orientation
It is important to ensure when fitting the starter motor and servicing the
component that the solenoid is orientated at least 15°C above the horizontal
plain as shown in figure 12. This will protect against any possible build up of
debris or moisture that may restrict the solenoid operation and / or corrode the
starter windings. This will also ensure the drain holes located both on the
main body of the starter and the solenoid are allowed to carry the dirt and
moisture away from the internals of the starter.
Note; Direct exposure of the starter motor to pressure washing will lead
to water ingress into the starter or solenoid body. In the likelihood of
direct exposure to pressure washing it is recommended the, starter
motor is protected by a shield.
2.8.2 Heat Protection

All Caterpillar supplied starter motors have a specified upper limit for ambient
temperature operation of 120°C. Temperatures above this limit will give
significant thermal temperature rise within the starter motor windings and
electrical connections, which may lead to early life failure of the component.
For protection against direct contact with heat from hot components the starter
motor should be protected by a heat shield.
At temperatures over 120°C the starter motor grease will become fluid, which
may cause mechanical failure of the starter motor clutch and gearing
mechanisms.

2.9 Auxiliary Components

2.9.1 Starter Motor Relay
Starter motor solenoid control for all Caterpillar supplied motors can be
achieved by the use of a standard automotive relay. Care must be taken
however to ensure that the relay contacts are correctly rated to manage the
switching of the starter motor solenoid current and do not increase the overall
circuit resistance above the allowable limits.
2.9.2 Use of Magnetic Switches

In the event of a high current solenoid being used for starter motor control, a
magnetic switch should be used. The switching of high current with
conventional relays can lead to relay contact burn out and contact ‘sticking’. A
magnetic switch offers high current contacts and protects against the
problems that may be seen with use of a relay. For more information on
magnetic switch suitability please contact your Applications Engineer.
2.9.3 Battery Disconnect Switch

Battery disconnect switches are designed to disconnect all voltage supplied to
the engine and application control systems by breaking the positive or
negative return to battery. Industry standards however, are to place the
battery disconnect switch in the negative path from the battery as this
provides increased protection against battery short circuiting during machine /
battery maintenance.
Care must be taken when selecting a battery disconnect switch to ensure that
the resistance across the terminals does not effect the overall circuit supply
resistance to the starter motor. Selecting good quality components should
ensure that the resistance of the switch is kept to a minimum.

3.0 Alternator
3.1 Theory of Operation
The alternator is an electricity generation component fitted to the engine to
recharge the vehicle battery and supply the vehicles electrical systems, during
engine operation. The principle of operation is similar to that of the DC motor
i.e. when a magnetic field around a conductor changes a current is induced in
the conductor.
In this case however the rotor is fitted with a set of permanent magnets
intertwined with some excitation windings, the field windings are fixed to the
housing of the alternator (stator) and connected to the alternator rectifier
bridge.
On starting a current is supplied to a set of brushes, which are in contact with

the excitation windings on the rotor. This in turn sets up a magnetic field on
the rotor and the alternator begins to generate a voltage and current.
The voltage produced is AC and therefore needs to be converted to DC

before being supplied to the battery. To do this the alternator is fitted with a
diode rectifier pack, which converts the AC voltage to DC.
Alternator external
casing
Carbon brushes
Rotor excitation wire
Belt pulley and rotor Excitation wire Slip

shaft rings
Rotor moving magnets
Stator Static windings
Figure 13 Alternator Cross-section

3.2 Circuit Schematic Diagram
All alternators are fitted with a set of standard connection points and whilst the
labelling of the terminals may change between different manufacturers of
alternator the function remains the same. A description for the most
commonly labelled terminals is shown below.
Connection Description
B+ Connected to un-switched Batt +
B- Connected to Batt -
D+/I Connected to warning lamp or other form of charge
indicator only and supplies excitation current.
W/R Connected to tachometer.
Figure 14 shows a standard wiring diagram for a common alternator circuit. In

most cases the alternator will require excitation during start-up to produce the
magnetic field on the rotor need for successful operation. Caterpillar
recommends that the excitation be carried out using an independently wired
(independent from ECM controlled lamps) charge indicator. This indicator will
therefore remain illuminated or showing a low voltage output until the
excitation of the alternator is complete. Care is to be taken when specifying
the power rating of the indicator, as the alternator D+ terminal is current
limited. All Caterpillar supplied medium duty alternators have a power
requirement for D+ terminal excitation between 1.2W and below 3.4W.
Alternator
Ignition Switch
W B+
D+ Charging lamp
B- Customer fuse
Panel
Tachometer
Battery Disconnect
Customer
Switch
- + Loads
Battery
Figure 14 Standard Alternator Circuit Wiring Schematic

3.3 Key Failure Modes
There are many different possible failure modes for the engine charging circuit
and the majority of these can be prevented through careful and thorough
design and validation of the engine installation. Some of the most common
failure modes are shown below. The following sections provide advice and
guidance on how to prevent these failures and installation best practise.
Failure Description Possible Causes

Diode failure Diode no longer • Excessive
providing required AC to alternator
DC rectification vibration levels.
• Alternator
reverse voltage
applied.
• Load dump due
to loose
connections.
Water / Dust ingress Electrical short caused • Incorrect
on alternator stator or alternator
corrosion of alternator selected for
components vehicle
operational
environment
• Incorrect position
of application
fluid tanks
Bearing failure Seizing of alternator • Excessive
rotor or alternator vibration.
reduced performance • High ambient
temperature.
• Excessive pulley
loading.
• Dirt , dust or fluid
ingress.
Diesel / Oil • Incorrect position
contamination of application
fluid tanks.
No fault found / • Damage in transit
Customer abuse • Customer
attempted repair
• Incomplete
diagnostics.
• Charging system
malfunction
Note: The reasons for failure shown above are a selection of common
reasons for failure and are not exclusive to the faults shown. A
high number of reasons can be associated to each failure mode

and so in the event of an alternator failure a full investigation must

be carried out.
3.4 Performance Considerations
Correctly specifying and installing the engines charging system ensures that
the electrical demands of the machine are met under all running conditions.
Correct alternator specification will also ensure that the application batteries
are re-charged to full capacity when required. Calculating the application
electrical demand required from the alternator is important to ensure that both
the application and battery needs are met across all speed and temperature
ranges.
Figure 15 Alternator Performance Curve
Figure 15 shows a typical performance characteristic of an alternator. The

plots clearly show that the current output from the alternator is a function of
alternator rotor speed. This means that the faster the rotor turns (within the
specification limits) the higher the output current from the alternator. It is
therefore possible for an alternator rated at 65amps to only give 22Amps at
800rpm (engine speed). This means that a machine requiring 40amps at low
idle 800rpm may need an increase in the crank to alternator pulley ratio to
increase the alternator speed at low engine speeds. Care must be taken
when increasing the pulley ratio to ensure that the maximum alternator speed
is not exceeded. In some cases a higher rated alternator may need to be
installed.
The alternator should also be limited to working within the region to the left of
the efficiency – output current intersection point of the performance curve as
this will ensure optimum performance of the alternator.
As well as ensuring that the overall machine electrical demand can be met
care must be taken to ensure that the alternator is suitable for the
environment in which it is expected to operate. The alternators offered as part
of the engine system fall into 3 categories light duty, medium duty and heavy

duty. It is expected that the majority of applications will fall into the light or
medium duty category as these are less costly offer the level of durability etc
required by most applications. Figure 16 shows the main differences between
these two families.
Features Light Duty (LD) Medium Duty (MD) Heavy Duty (HD)
Mechanical Standard build Increased bearing Heavy duty shaft
construction size and bearing,
brushless
Frame size Light duty frame Medium duty frame Large heavy duty
frame
Output Range 65-85A 12V only 100-175A 12V, 55- 160A 12V, 95A
100A 24V 24V
Additional Info Suitable for
applications with
high vibration and
heavy debris
environments
Figure 16 Alternator Family Comparison
3.4.1 Temperature Effects

As well as understanding the application electrical load and the engine speed
at which this is required, ambient temperature can have an impact on the
efficiency, durability and output of the alternator. The output of the alternator
for a given speed reduces as the ambient temperature increases. In some
cases this reduction in alternator current may be as much as 15 – 20% of the
alternator output at 25°C. Figure 17 gives an example of the effects of
temperature on alternator output.
Figure 17 Temperature Effects on Alternator Output

3.4.2 Calculating Alternator Load

An accurate evaluation of the worst case electrical loading of any application
is important, to ensure not only that the alternator is specified correctly to
supply the maximum current demand but also to ensure that there is enough
reserve capacity within the alternator to suitably re-charge the battery.
Many different methods are available to ensure a realistic estimation is made

of the application electrical demand. In the majority of cases it is deemed that
the following environmental conditions should be used to evaluate electrical
loading, to ensure all application functions are taken into consideration;
• Hot day / hot day raining

• Hot night / hot night raining
• Cold night / cold night raining
• Cold day / cold day raining
Some of the key features that require consideration are;
• Lighting Systems
• Air conditioning
• Radio systems
• On board control systems
It is also important to consider at what engine speed this load is likely to occur
as the full rated output of the alternator may not be available at engine Low
idle for example. If a high current output is required at low idle then an
increase in crank pulley to alternator pulley ratio maybe required.
For assistance when attempting to calculate application electrical loading

please contact your Applications Engineer.
3.4.3 Alternator Battery Charge Rate

As previously stated an under sized alternator may lead to a reduction in it’s
ability to fully re-charge the application battery between engine cranks. Whilst
many factors effect the rate at which the alternator is able to re-charge the
battery it can be assumed that the size of the reserve capacity within the
alternator will directly effect the rate at which the battery is re-charged.
If we assume an application is fitted with a 210Ah battery and a 150A

alternator. The application electrical demand is 70A, which leave 80A spare
capacity in the alternator for charging the battery. If the battery is discharged
to 50%, the time taken to recharge the battery to 100% can be calculated as
follows;
Ah capacity is 210Ah discharged to 50% = 105Ah
Battery capacity in Ah that needs recharging / Available A from the alternator
105Ah / 80A = 1.3 hours

It should be noted however that this calculation is based upon a new battery
and a warm day for instance 25°C. Cold conditions and aging batteries will
affect the batteries ability to accept the charge current from the alternator and
so increasing the time taken to charge the battery.
To ensure that there is sufficient reserve capacity within the alternator to

charge the application batteries during engine operation, it is recommended
that an additional 10Amps is applied to any application load calculations.
3.5 Mechanical Installation Requirements

3.5.1 Belt Tensioning
This section only applies to engines fitted with standard V-belts as the poly V
option is fitted with an auto tensioner.
3.5.2 Shaft Loading

Bearing B10 life can be severely effected by radial and axial loads placed on
the alternator shaft during operation. It is for this reason the limits described
below must be observed to ensure preservation of the bearing B10 life.
Figure 18 Alternator Positioning
To reduce the loads placed on the alternator bearings the recommended

location for the alternator on a belt tensioned system is the slack side of the
crankshaft and not the tight side. This will limit the amount of side loading
exerted onto the alternator pulley.
For further information and guidance on incorporating additional components

into the engine FEAD system please contact your Applications Engineer.

3.5.3 Tightening Torques

Detailed below are the tightening torques for the belt pulley securing nut for
each of the Caterpillar supplied alternator groups.
Alternator option Supplied Nut Tightening Torque

Denso M17 70 – 90Nm
Iskra M16 Flanged 70 – 90Nm
Prestolite 5/8” – 18 UNF – 2A 94 – 108Nm
Denso Heavy Duty 5/8” – 18 UNF – 2A 117 – 135Nm
To maintain electrical integrity of all connections made to the starter motor

terminals the following torques are to be observed during connection.
Production Voltage B+ Torque D+ Torque R/W Torque

Part No
V Nm Nm Nm
2871A301 12 M6: 7.0 +/-1.2 M5: 3.7 +/-0.7 M5: 3.7 +/-0.7
2871A302 12 M6: 7.0 +/-1.2 M5: 3.7 +/-0.7 M5: 3.7 +/-0.7
2871A303 12 M6: 7.0 +/-1.2 M5: 3.7 +/-0.7 M5: 3.7 +/-0.7
2871A304 12 M6: 7.0 +/-1.2 M5: 3.7 +/-0.7 M5: 3.7 +/-0.7
2871A305 12 M6: 7.0 +/-1.2 M5: 3.7 +/-0.7 M5: 3.7 +/-0.7
2871A701 24 M6: 7.0 +/-1.2 M5: 3.7 +/-0.7 M5: 3.7 +/-0.7
2871A702 24 M6: 7.0 +/-1.2 M5: 3.7 +/-0.7 M5: 3.7 +/-0.7
2871A703 24 5/16 - 18UNC: 16-20 Not Fitted 3mm dia terminal
2871A415 12 M8: 9.0 ~ 13 M5: 2.7 ~ 3.8 Blade Terminal 6.3 x 0.8
2871A253 12 Contact Applications Contact Applications Contact Applications
3.5.4 Clearances
Alternator clearance from application components is shown below. These
minimum requirements are designed to protect both the alternator and the
close proximity components from premature failure due to issues such as heat
exposure, abrasion, and vibration.
Component Required Clearance

Exhaust Manifold ≥ 50mm
Engine Parts (Including brackets ≥ 3mm
attached to engine)
Body Parts ≥ 6mm
Wiring Harness / Application wiring No interference
3.5.5 Vibration Loading

Engines supplied by Caterpillar Engines are tested and certified to a vibration
loading of 11.35 G-rms for 40 hrs per plane (stated in EC-10). The
gravitational loading of the engine and it’s dress items such as the alternator
and starter motor will vary greatly with the design of the application and
therefore should be specified to meet the machines specific requirements.
Alternators supplied by Caterpillar have been certified to EC-10. If the
alternator to be used is sourced from outside of Caterpillar it is advised that
the alternator be certified to 11.35 G-rms for 40 hrs per plane as a minimum.

3.6 Electrical Installation Requirements

3.6.1 Cable Sizing
Correct sizing of alternator wiring is key to ensure the correct and optimised
performance of the alternator charging circuit. When specifying cable sizes
for the alternator charging circuit it is recommended that the following points
are considered.
• Maximum current output from the alternator.

• Maximum under bonnet temperature the cables will be exposed to.
• Length of cables.
• Reduction of cable current carrying capacity with increase in ambient
temperature.
To ensure adequate supply of voltage and current to the application system,

voltage drop across the charging circuit between the alternator and the battery
must not exceed 0.5V for a 12V system and 1V for 24V.
It is also recommended that a suitably sized fuse is fitted to the main output
cable from the alternator to ensure that the cable is protected and possible fire
risks are removed in the event of an over current situation.
3.6.2 Cable Routing and Support

Cables leading to and from the alternator should be fed from below the body
of the alternator to prevent moisture from running down the cables and onto
the alternator terminals. Wires should be routed in such a way as to ensure
that they are neither stretch tight or excessively loose. It is recommended that
the cables are clamped near to the alternator terminals for support. An
example of good cable routing is shown in figure 19.
Figure 19 Cable Routing and Support
3.6.3 Alternator Excitation

Alternator excitation is important to ensure that the correct magnetic fields are
generated to enable the alternator to generate the electrical charge required
to supply the application system and re-charge the engine battery. The

majority of alternators supplied by Caterpillar require some form of external

excitation apart from part numbers 2871A252 and 2871A703, which are
internally excited. Caterpillar recommends that charge indicators are used to
provide the necessary volt drop to provide excitation to the alternator field
windings. On ignition the lamp will illuminate due to the electrical potential
difference across the lamp. This will provide current to the field windings. As
the alternator begins to generate output voltage the potential across the lamp
is equalised and the lamp will turn off. If the lamp remains illuminated then a
fault is present within the alternator charging system and requires
investigation. A resistor can be placed within the system to provide the
necessary voltage drop in place of the charge indicator lamp however, this will
provide no indication to the operator as to the health of the charging circuit
and may hinder fault diagnosis in the event of an alternator failure.
One drawback of using a lamp to provide excitation to the alternator is that a

blown lamp does not supply the required current for excitation. This means
that in the event of a lamp failure there is no charge supplied to the application
battery and all electrical demand will be supplied directly from the battery itself
and not the alternator. To protect against this scenario causing a flat battery a
resistor can be placed in parallel with the lamp to provide the required
excitation current in the event of a lamp failure. If this approach is to be
adopted it is recommended that a resistor with a value of 100Ohm is used.
The lamp requirements for each alternator are shown in figure 20.
Production Voltage Output Status Excitation Warning Lamp
Part No Current Wattage
V A W
2871A301 12 65 Production External 1.2 ~ 3.4
2871A703 24 95 Production Internal No warning lamp option
2871A415 12 150 Production External 3
2871A253 12 160 Production Internal Contact Applications
Figure 20 Alternator Excitation Requirements
Note: No excitation circuitry is required for the 2871A703 alternator as it

is self-exciting.
3.6.4 Tachometer Connection

The alternator W terminal can be used to calculate engine speed and will
supply limited power at one-half nominal alternator voltage. The R or W
terminal is only wired to one half of the regulator rectifier bridge and so out
puts a single polarity square waveform, which can be used to display engine
speed via a tachometer.

Figure 21 Example Alternator W Terminal Output
All Caterpillar supplied medium duty alternators output 6 pulses per alternator
revolution as standard apart from part numbers 2871A252 and 2871A703,
which outputs 8 pulses if a fixed tachometer connection is required from the
alternator.
The table shown in figure 22 gives the available crank pulley to alternator
pulley ratios for Caterpillar supplied alternators. This table can be used to
calculate the pulses per engine revolution required when configuring a
tachometer.
Engine Belt Type Alternator Crank to Alt Notes

pulley Dia pulley ratios
mm
3Cyl Single Vee 82.5 2.06 & 2.42
4Cyl Single Vee 82.5 2.06 & 2.42
4Cyl Poly Vee 60 2.5 & 3.33
6Cyl Poly Vee 60 2.5 & 3.33
6Cyl Poly Vee 65 3.08 2871A703 &
2871A253 Only
Figure 22 Pulley Ratio’s
Applications using machine controllers to calculate and output engine speed

can calculate the number of pulses out from the alternator per second for a
set engine speed as shown below.
Engine speed = 2000rpm

Crank to alternator ratio = 2.5
Pulses output / rev of alternator = 6
Engine revolutions per second = 2000 / 60 = 33.33

Number or alternator revolutions pr second = 33.33 x 2.5 = 83.33
Total number of pulses output per second = 83.33 x 6 = 500
3.6.5 Grounding Requirements

Caterpillar supplied light and medium duty alternators are case grounded
through the bracket and do not need a separate earth strap. Caterpillar
supplied HDB alternators are fitted with a B – terminal to which an earth strap
should be fitted. The strap should then be fitted to a suitable paint and
corrosion free node on the engine block. Under no circumstances should the
case or rear cover nuts be removed and used as a ground connection.
3.7 Operational Installation Requirements

3.7.1 Special Application Considerations
For information and advice on charging system design for your specific
application please contact your Applications Engineer.
3.8 Environmental Considerations

The operation and efficiency of the alternator to supply the machine system
with the desired power requirements and provide recharging current to the
application battery can be severely affected by the environment to which it is
exposed. Failure to protect the alternator from fluid spills and extreme
environmental conditions could lead to early alternator failure.
3.8.1 Fluid and Dust Protection

During engine installation and machine integration care should be taken to
ensure that the risk of engine / machine fluid spills is minimised. Common
areas of focus are filler tank position for engine coolant etc. Ingress of fluid
into the alternator can lead to corrosion of the rotor and stator causing
alternator seizure, reduced performance or burn out.
Applications exposed to high levels of airborne dust / debris such as cotton

harvesters will require an increased level of protection. For advice on suitable
alternator protection please contact your Applications Engineer.
3.8.2 Heat Protection

Temperature conditions are an important consideration during alternator
specification as excessive temperatures can cause electronic component
failure. To ensure the correct level of cooling is achieved by the alternator an
adequate level of airflow should be ensured, through the engine bay and no
exhaust components are to be mounted within 50mm of the rear face of the
alternator.
For engines fitted with the HDB alternator it is possible for cool air ducting to
be used to guarantee a supply of cool clean air for the alternator. This option
is only available for 1106 engines. If cool air delivery is to be achieved by the

use of ducting regular inspections must be carried out to ensure the airway
does not become blocked.
The table below lists all alternator configurations supplied by Caterpillar along
with their ambient under bonnet maximum operating temperatures. Operation
of the alternator above these limits will result in a reduction of the alternator
output current and early component failure. At elevated temperatures
components such as the alternator plastic protective covers will begin to melt
and the alternator regulator will begin to shutdown.
Production Status Ambient Plastic Cover

Part No. Temp. Contin. / Hot Shut
Down Temp.
pn C C
2871A301 Production 115 140 / 155

2871A302 Production 115 140 / 155
2871A303 Production 115 140 / 155
2871A304 Production 115 140 / 155
2871A305 Production 115 140 / 155
2871A701 Production 115 140 / 155
2871A702 Production 115 140 / 155
2871A703 Production 93 na - metal
2871A415 Production 110 155 / 210
2871A416 Production 110 155 / 210
2871A903 Production 110 155 / 210
2871A252 Production 80 Contact Applications

4.0 Key Parameters At A Glance

Include all critical parameters such as circuit resistance, alternator terminal
current ratings etc.
Parameter Installation Requirement Page

Starter supply cable circuit resistance 1.7mOhm max 12V and 3.4mOhm
combined + and - cable connections 24V
Starter motor control circuit 0.5V max 12V and 1V max 24V
maximum volt drop
Starter motor clearance of hot 15mm
components
Starter motor clearance of 30mm
application components
Max under bonnet temperature 120Deg (starter motor), 80 -
110Deg (alternator)
Max Operating temperature 120Deg
Maximum crank duration 30Sec with 2 minute cool down
between cranks
Maximum number of cranks before 3 cranks with 2 minute gap
30 minute cool down is required between each
Vibration 15.3 G-rms at 50 hrs per plane
Max allowable alternator crcuit volt 0.5V max for 12V and 1V max for
drop 24V
Alternator reserve capacity At least 10Amps
D+ terminal current requirements
Preferred method of excitation Lamp 1.2 - 3.4W
Max under bonet temperature Supplier Specific
Max operating temperature Supplier Specific
Alternator clearance of hot 50mm
components
Alternator clearance of application 6mm
components
Vibration 11.35 G-rms for 40 hrs per plane
Battery Sizing CCA rating of battery must not

exceed starter motor max
allowable CCA

5.0 Installation Testing

The following section provides advice on the methods, which should be
adopted to validate both the starting and charging circuits. Two methods of
data capture are covered within this section; the first, by using a PC based
oscilloscope and the second via the use of multimeters and clamp-on
ammeters.
The preferred method of data capture and information analysis is the PC

based oscilloscope tool as this tool enables the user to measure a range of
different parameters during a single test. These results can then be stored
and recorded against engine and machine serial number as part of the overall
installation appraisal process.
All tests can however be undertaken without the use of the PC based
oscilloscope and will require 2 x digital multimeters with crocodile clip
attachments and a clamp on ammeter. The following subsections describe
both methods of starting and charging circuit testing.
5.1 PC Based Oscilloscope Testing - Starting Circuit

The Following Tests should be performed using the Pico technology Limited
automotive diagnostics kit part number PP286 containing PicoScope version
3423 and Automotive software version R4 or later.
Before attempting to conduct the following test, the engine must be disabled
from starting. The recommended method of ensuring that the engine will not
start is to remove the fuse connection for the ECM supply located on the
customer fuse panel.
Main battery supply

fuse 25 Amp

5.1.1 Hardware Set-up

The Pico scope hardware and software is used to measure the volt drop and
current through a single conductor of the starting circuit and display the
resulting waveforms. For this reason the test has to be conducted for both the
positive and negative sides of the circuit.
Negative Circuit Measurement
Negative Voltage Connection
- Plug a BNC lead into channel A of the oscilloscope.

- Place a small black crocodile clip onto the test lead with the black
moulding.
- Place a large black crocodile clip onto the test lead with the red
moulding
- Connect the large black crocodile clip to the negative starter motor
connection and the small clip to the negative battery terminal. Ensure
that both clips are securely connected. Poor connections will give false
readings.
Ammeter connection
- Plug a BNC lead into Channel B of the oscilloscope.

- Switch ON the current clamp (and don’t forget to switch OFF after test)
- Select and connect the 2000Amp Ammeter to the BNC lead.
- Zero the ammeter.
- The ammeter is marked with a positive symbol and a negative symbol
on opposite sides of the clamp as shown below. It is important that the
positive side of the Ammeter is pointing towards the most positive part
of the circuit, which in this case will be away from the negative battery
terminal.
Note: Please see Appendix A for details on precautions when

connecting the ammeter to the starter circuit.

Note: Care must be taken to ensure that the jaws of the current clamp are
tightly closed before activating the test, as any form of air gap between them
will lead to incorrect measurements being taken.
Positive Circuit Measurement
Positive Voltage Connection
- Plug a BNC test lead into channel A of the scope.

- Place a small red crocodile clip onto the test lead with the red
moulding.
- Place a large red crocodile clip onto the test lead with the black
moulding.
- Connect the small red crocodile clip to the battery positive connection
and the large red crocodile clip to the positive connection on the starter
motor. Ensure that both crocodile clips are secured, as poor
connections will affect the resulting readings.
Ammeter Connection
- Plug a BNC lead into channel B of the Scope.

- Connect the 2000Amp current clamp into channel B.
- Zero the ammeter.
- Ensure that the positive side of the ammeter is pointing towards the
positive connection on the battery.
5.1.2 Software Activation

Before entering the oscilloscope software application, ensure that the
interface unit is connected to the PC via the USB cable supplied with the unit.
- Select the Scope icon from the desktop
PicoScope 6 Automotive.lnk
- Once inside the software application select the starter volt drop
measurement test by selecting Automotive / Charging and starting /
Starter volt drop as shown below.

- On selecting the Starter Volt drop test a test description page will be
displayed, exit out of the page and the scope screen with an example
waveform will be displayed as shown below.
- Before starting the test ensure that channel A is set to a x1 probe as

shown below.
- Select channel B and configure for a 2000A current clamp.

- To activate the test press the space bar on the PC this will activate the
logger and sampling operation.
- Crank the engine for 5 seconds and a waveform similar to that shown
below should be displayed.
The following waveforms will be displayed giving calculated voltage drop for
one half of the circuit (positive section or negative depending on how the
scope is connected) and the overall circuit current. These measurements can
then be saved for analysis as shown in the following sections.

5.2 Alternative Method of Testing – Starting Circuit

As with the PC Oscilloscope method a standard test configuration can be
used to measure each of the critical system parameters such as circuit
resistance, voltage drop etc. The test layout shown in figure 23 shows the
preferred test configuration.
Test procedure;
- Connect a clamp on ammeter to the battery negative cable as close to

the battery as possible ensuring that the ammeter is connected in the
correct orientation i.e. negative sign facing the most negative part of
the circuit, the battery.
Ensure that the ammeter is connected as close to the negative battery

terminal as possible.
- Using a set of multimeter crocodile clips clip the negative multimeter

cable to the negative terminal of the battery and the positive lead to the
starter motor negative terminal. This will enable a true voltage drop
measurement to be taken across the length of the negative circuit.
- Set the multimeter to measure in mV DC, to record the voltage drop on

the cable.
- Crank the engine for 7 to 8 seconds and record the average voltage
drop reading and circuit current readings.
- Repeat the test 3 times and record the average result of the three tests.
- Now repeat the test for the positive half of the circuit ensuring that the
current clamp is orientated correctly and is positioned so that the
reading is purely for the starting circuit and does not encompass the
machine demand from the battery during cranking.
The two sets of test results can now be used to calculate circuit resistance,
voltage drop at the starter motor and the average cranking current.

Off to key
switch Starter
(Ignition) Motor
Negative Half Circuit

Test
V
Off to
customer
instrumenta
tion panel
A
+ - Battery
A Ammeter
V Volt meter
Off to key
switch
Starter
(Ignition)
Motor
V
Positive Half Circuit
Test
Off to
customer
instrumenta
A
tion panel
+ - Battery
A Ammeter
V Volt meter
Figure 23 Circuit Resistance Test Circuit

5.2.1 Calculating Circuit Resistance

- Open either of the saved waveforms within the PicoScope application.
- On the left hand side of the screen there are two vertical cursor /
measurement lines as shown below.
- Drag the cursors into position using the mouse. It is important that the
first cursor is placed at the point at which the waveforms begin to
stabilise as the initial cranking voltage and current will obscure all
calculations and can be removed. The second cursor should be placed
at the end of the trace as shown below.
- Once the measurement cursors have been set-up, via the

measurements tab select add measurement and configure the
measurement as shown below.

- Repeat this configuration for channel B.

- Once both channel have been set-up correctly, two average readings
one for each channel i.e. volt drop and current will be displayed at the
bottom of the screen as shown below.
The following principle applies regardless of whether an oscilloscope or a

multimeter where used to retrieve the results.
To calculate the overall circuit resistance use the following formula
Average Voltage / Average current
364.1 x 10-3 / 373.2
= 0.9756mOhm
Note: This is only a half circuit measurement and both positive and negative
halves of the circuit must be summed to give the total circuit resistance.
This calculation should be made for both the positive and negative
waveforms, an assumption should not be made that the positive circuit will
give the same resistance as the negative as number of connections and
battery isolation switches will mean the positive and negative resistances will
vary. The overall circuit resistance can be found by summing the two halves.
5.2.2 Total Circuit Voltage Drop

Total circuit voltage drop can be calculated from the voltage drop
measurements taken from both the positive and negative oscilloscope
measurements. The sum of averages of these two readings will give the
overall voltage drop for the circuit.
5.2.3 Battery Disconnect Switch Resistance

In cases where the application system design contains a battery disconnect
switch a contact resistance check should be made to ensure that the switch is
not contributing excessively to the overall circuit resistance. This
Measurement can be taken using the PC based oscilloscope and measuring
both the voltage drop across the disconnect switch and the overall circuit
current, or by using multimeters to take measurements as shown in Figure 24.

Off to key
switch Starter
(Ignition) Motor
Batt Disconnect
Switch Test
Switch
V2 V3
Off to
customer
instrumenta V1
tion panel
A
+ - Battery
A Ammeter
Batt Switch Voltage drop (Vd) = V3 – (V1 + V2) V Volt meter

Batt Switch Resistance = Vd / A
Figure 24 Battery Disconnect Switch Test Circuit
5.2.4 Mean Cranking Current

Calculation of the mean cranking current can be taken form either the positive
circuit measurement results or the negative circuit due to the fact that the
current throughout each half of the circuit will be equal. Average current can
be calculated by measuring the DC average cranking current using the
oscilloscope DC measurement option.

Appendices
Care must be taken when attempting to measure starter motor circuit current,
to ensure that the true circuit current is measured.
Figure 25 shows a typical customer installation in which both the negative and
positive halves of the circuit from the battery are connected to more than one
device. For instance it is common for the supply to the customer fuse panel to
be taken from the main cable supply to the starter motor and the negative
terminals on the battery and the starter to be grounded to chassis. In both
cases it is important to ensure that the ammeter is placed around a point
where a true starter current reading can be taken without influence by glow
plug activation etc.
Example Starter circuit

Off to key
switch
(Ignition) Starter Motor
Battery and starter

motor are connected to
ground which forms a
connection between
the two components
A1a signaled by the dotted
line
Off to customer A2
fuse panel
A1b
+ -
Battery
Possible locations for

A1a
clamp-on ammeter
Figure 25 Correct Measurement of Circuit Current

In figure 1 the battery negative and the starter negative are directly connected
as well as being connected via the chassis ground. In this case an ammeter
placed at point A1a will give an incorrect reading, as some current will flow via
the ground connection. In this case the ammeter should be placed before the
splice at point A1b to ensure total current is measured.
In the case of the positive connection care must be taken to ensure that all
supplies to current drawing components are removed to give the starter motor
current. Components to be taken into consideration are glow plugs,
instrumentation panels etc. Most of these components will be de-activated by
removing the ECM supply fuse, when inhibiting the engine starting.
Key Points
- Remove ECM supply fuse to inhibit engine starting and glow plug
activation.
- Remove any other fuses supplying high current devices.
- Ensure that the ammeter is placed around an area of the circuit, which
will give true starter motor current (as shown above).
- The readings for current taken for both the negative and positive halves
of the circuit should be similar.


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Starting and Charging System Application

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Page 1 of 51 Electronic Applications Starting And

Note: Paper copies are uncontrolled. Please refer to Caterpillar

Page 2 of 51 Electronic Applications Starting And

Page 3 of 51 Electronic Applications Starting And

3.5 Mechanical Installation Requirements.........................................32

Page 5 of 51 Electronic Applications Starting And

Page 6 of 51 Electronic Applications Starting And

1.0 Introduction and Purpose

1.1 Applications Engineering Contacts

Electronic Applications Engineering

Improper operation, maintenance or repair of this product or its individual

Caterpillar cannot anticipate every possible circumstance that might involve a

Page 7 of 51 Electronic Applications Starting And

1.3.2 Electrostatic Paint Spraying

The following precautions should be taken when using electrostatic paint

• Connect al 64 pins of the ECM J1 connector directly to the spray booth

1.3.3 Jump Starting

Page 8 of 51 Electronic Applications Starting And

2.1 Starter Motor Basics

The DC motor operates on the principle that a current carrying conductor

All DC motors are constructed from 6 standard parts, a rotor, stator,

Figure 1 Starter Motor Cross-Section

Page 9 of 51 Electronic Applications Starting And

2.2 Wiring Schematic

Figure 2 Standard Starter Motor Wiring Schematic

Page 10 of 51 Electronic Applications Starting And

2.3 Failure Modes

Failure Description Possible Causes

Page 11 of 51 Electronic Applications Starting And

2.4 Performance Considerations

The starting performance of an engine can be severly effected by the incorrect

• Application parasitic loading on start-up

Figure 3 Starter Motor Performance Curve

Page 12 of 51 Electronic Applications Starting And

The following points should be observed when designing / specifying the

• Keep overall circuit resistance to a minimum <1.7mOhm for 12V and

2.4.1 Temperature Effects

Battery : Reduced electrolyte temperature causes an increase in the

Starter : The starter motor performance improves with a reduction in

Page 13 of 51 Electronic Applications Starting And

Cranking Power Temperature (°C) Cranking Power

Taking these temperature effects into account it is therefore important to

2.4.2 Optimising Cold Start Performance

To ensure optimum engine performance at all times, as a minimum the

Mean cranking speed with 100rpm Starting Performance requirement

Page 14 of 51 Electronic Applications Starting And

2.4.3 Battery Sizing

• Speed is a function of voltage therefore a larger capacity battery is able

CCA function and rating for starter motor

The CCA rating of a battery describes the maximum current it is capable of

In these instances it may be possible to reduce the size of the battery to

For Caterpillar to recommend a smaller battery size a full evaluation of the

Page 15 of 51 Electronic Applications Starting And

Production Voltage Power Battery

2873K405 12 3.0 950

Discharge characteristics when cold

Due to the internal configuration of a standard lead-acid cell battery, a

Figure 6 Battery Rate of Discharge Due to Temperature

Page 16 of 51 Electronic Applications Starting And