C7-C9 Electrical Electronic Guide

C7 & C9 Truck EnginesEPA 2004

Electrical and ElectronicApplication and Installation Guide

Serial Number PrefixesFMMFMLKALYPG9DGCKP

LEBT2835-02 November 2008

INTRODUCTION AND PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4Engine Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4Engine Component Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5Engine Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12Power and Grounding Requirements and Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19Connectors and Wiring Harness Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26Accelerator Pedal Position Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32Vehicle Speed Input Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38ECM Speedometer and Tachometer Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42Lamp Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45OEM Installed Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50Inlet Air Heater, Lamp and Relay Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56Hard-wired Switch Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60Cruise Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68Idle Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70J1939 Based Switch Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72Dedicated PTO Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75Programmable Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .94Transmissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .100Governor Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104Cooling Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .106Idle Shutdown Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113Data Links . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114Customer Specified Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .144Diagnostics, Service Tools and Service Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .187

ELECTRICAL & ELECTRONIC APPLICATION AND INSTALLATION GUIDE

Caterpillar Pub # LEBT2835-02________C7 & C9 ACERT Truck Engines________EPA 2004_____ 3

INTRODUCTION AND PURPOSE

This document is intended to provide necessary information for correct electrical & electronic application andinstallation of a C7 or C9 truck engine into an on-highway truck, bus, motor coach or vocational chassis.Caterpillar expects there will be some additions and modifications to this document as the engine programdevelopment continues, and as OEM requests for information not currently addressed are added. The informationcontained in this version of the document reflects the Caterpillar design for production C7 and C9 engines builtwith March 2004 software.

General Electronic Engine Operation

1.0 Engine Functions

1.1 Electronic Governing

Two engine speed range electronic governors are available for use. These electronic governors are selectablethrough a programmable parameter.

1.2 Fuel/Air Ratio Control

The control system has full authority over engine fuel delivery. The mechanical fuel/air ratio control is eliminated.Electronic control of the fuel/air ratio provides optimum performance with reduced emissions.

1.3 Injection Timing Control

Injection timing is varied as a function of engine operating conditions to optimize engine performance for emissions,noise, fuel consumption, and drivability.

1.4 Torque Rise Shaping

Electronic controls provide increased flexibility to tailor the torque curve over a wide speed range.

1.5 Cold Mode Operation

When the engine is started with cold coolant, the engine will operate in “Cold Mode”. The engine will operate withreduced performance until the coolant temperature has warmed. The Caterpillar electronic service tool software willindicate when the engine is operating in Cold Mode. The C7 engine will operate in Cold Mode below 64 Deg C andthe C9 engine will operate in Cold Mode below 40 Deg C.


4 Caterpillar Pub # LEBT2835-02________C7 & C9 ACERT Truck Engines________EPA 2004_____

The information herein is the property of Caterpillar Inc. and/or its subsidiaries. Withoutwritten permission, any copying, transmittal to others, and any use except that forwhich it is loaned is prohibited.

2.0 Engine Component Overview

2.1 Engine Control Module (ECM)

The ECM is located on the left rear side of the engine. The ECM has two connectors, one for the Caterpillar EngineHarness, the other for the Vehicle OEM Harness.

2.2 Boost Pressure Sensor

The Boost Pressure Sensor is an absolute pressure sensor measuring inlet manifold pressure. Boost pressuredisplayed by service tools and communicated over the data link is referenced to the Atmospheric Pressure Sensorreading. The Boost Pressure Sensor measures gauge pressure from 0 psi (0 kPa) to 49 psi (340 kPa). The ECMsupplies the sensor with a regulated 5 Volts DC.

2.3 Atmospheric Pressure Sensor

The Atmospheric Pressure Sensor is an absolute pressure sensor. The Atmospheric Pressure Sensor measurespressure to 16.8 psiA (116 kPaA). The ECM supplies the sensor with a regulated 5 Volts DC.

2.4 Oil Pressure Sensor

An optional Oil Pressure Sensor is available for use in applications where an actual oil pressure indication isdesired. Typical applications include vehicles with a vehicle data link capable Instrument Cluster that can displayengine information. C7 or C9 engines do not require Engine Lube Oil Pressure monitoring because the HEUI(Hydraulically actuated Electronically controlled Unit Injector) fuel system requires oil pressure for the engineto operate. Without sufficient oil pressure, the fuel system cannot supply fuel to the engine.

The Oil Pressure Sensor measures gauge pressure from 0 psi (0 kPa) to 165 psi (1135 kPa). Oil Pressure asdisplayed by service tools and communicated over the data link is referenced to the Atmospheric Pressure Sensorreading. The ECM supplies this sensor with the necessary voltage.

2.5 Coolant Temperature Sensor

The thermistor based Coolant Temperature Sensor is used to monitor engine coolant temperature. Output fromthis sensor is used for several engine functions including Inlet Air Heater Operation, Cold Mode Operation,Cold Elevated Idle and the Engine Monitoring System.

2.6 Inlet Manifold Air Temperature Sensor

The Inlet Manifold Air Temperature Sensor is used to measure the inlet air temperature and is thermistor based likethe Coolant Temperature Sensor. This sensor output is used in controlling the Inlet Air Heater, Cold Elevated Idle,Cooling Fan Output, and for Engine Monitoring.

2.7 Engine Speed/Timing Sensors

The engine speed/timing sensors are used to determine both engine speed and fuel injection timing. The sensorsdetect this information from a wheel on the camshaft.

2.8 Coolant Level Sensor

The coolant level sensor is an option device used to monitor the engine’s coolant level. This sensor is usuallymounted in the cooling system’s surge tank. There are three types of sensors that may be used.

2.9 Injection Actuation Pressure (IAP) Sensor

The Injection Actuation Pressure Sensor measures the pressure in the high-pressure oil manifold. This oil is usedto feed the hydraulically actuated electronically controlled unit injectors. The ECM supplies the sensor with thenecessary voltage.

2.10 Injection Actuation Pressure Control Valve (IAPCV)

This valve controls the output injection actuation pressure of the high-pressure oil pump. The ECM uses the outputof the Injection Actuation Pressure Sensor to determine the required output to this valve.





2.11 Inlet Air Heater and Relay

The Inlet Air Heater is an engine mounted, Caterpillar supplied and installed heater grid used for warming the inletair to aid in starting during cold ambient temperatures. Operation is based on elevation (above sea level) and thesum of the Coolant and Inlet Manifold Air temperatures. The ECM controls the normally open relay to providebattery power to the grid.

2.12 Fuel Pressure Sensor

A Fuel Pressure sensor is included in the engine pressure sensor package. This sensor monitors the fuel supplypressure to the engine.

2.13 Oil Level Switch (GMT560 Trucks Only)

An Oil Level Switch is available only on General Motors engines. This switch is mounted in the oil pan and wiredto the Engine Connector (J2) of the ECM. This switch monitors the oil level in the oil pan and is checked at initialengine power up. Proper Oil level in the engine will keep a normally open switch closed. Oil level that is too lowwill allow the switch to open. If the ECM senses an open switch upon three sequential engine starts, low oil levelis indicated.

Figure 1

33

3

P2 J2

Sensor Common

Oil Level

ECM

Oil Level Switch(Shown With Oil Level Normal) B428-OR

G829-GN



Figure 2

Boost Pressure Sensor

Top Camshaft Position Sensor

Bottom Camshaft Position Sensor

12Vñ +

BATTERIES

6 HEUI Injectors

Injection Actuation Pressure Control Valve

Injection Actuation Pressure Sensor

Atmospheric Pressure Sensor

Coolant Level Sensor

Coolant Temperature Sensor

Intake Manifold Air Temperature Sensor

109-300012 V

AIR FLOW

Intake Air Heater

Intake Air Heater Relay

Intake Air Heater Lamp

Vehicle Speed Sensor

Cooling Fan

SAE J1939/13 OFF-BOARDDIAGNOTSIC CONNECTOR

Ignition Key Switch

2 +Battery & 9 Ground Switch Inputs

3, 1.5A Outputs

3, 1.0A Outputs

2, 0.3A Lamp Outputs

Clutch and Service Brake Switches

Check Engine & Warning Lamps

MPH

15

50

25

4535 55

65

75

85 RPM X 100

5

10

1520

25

30

Speedometer & Tachometer

Throttle Position Sensor

PTO Throttle Position Sensor

OE

MIn

stal

led

CaterpillarInstalled

Cruise Control On/Off& Set/Resume Switches

ADEM 2000EngineControl Module

Engine Oil Pressure Sensor (Optional)

Oil Level Switch (GMT560 Trucks Only)

Turbo Wastegate Control Valve(Not All Ratings)

Fuel Pressure Sensor



Engine Oil PressureSensor(Optional)

CoolantTemperatureSensor

EngineSpeed/TimingSensors

Injection ActuationControl Valve

Injection PressureSensor

Boost PressureSensor

Inlet AirTemperatureSensor

Inlet AirHeaterRelay

OEM ConnectorJ1/P1

ECM

EngineConnectorJ2/P2

ECM

Inlet AirHeater Relay

Atmospheric Pressure Sensor

Inlet AirTemperatureSensor

Boost PressureSensor

Injection Actuation PressureControl Valve

Coolant Temperature Sensor

Injection Actuation Pressure Sensor

Speed/TimingSensors

Oil PressureSensor(Optional)

OEM HarnessConnectorJ1/P1

EngineHarnessConnectorJ2/P2

Figure 3 - C7 Sensor Locations

Figure 4 - C9 Sensor Locations



Figure 5 - C7 Engine Wiring Diagram

1 2

INJE

CT

ION

AC

TU

AT

ION

PR

ES

SU

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CO

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RO

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(GM

T56

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C B A

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G82

7-B

U

G82

6-B

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5 J

205

EN

GIN

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L P

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C99

1-P

KF

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L P

RE

SS

UR

E

FU

EL

TR

AN

SF

ER

PU

MP

PR

ES

SU

RE



A B J500

P50

0

Figure 6 - C9 Engine Wiring Diagram



NO

TE

A

TO

ALL

ISO

N A

T/M

T/H

T T

RA

NS

MIS

SIO

N

SH

IFT

MO

DU

LAT

OR

(A

UT

OM

AT

IC T

RA

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Figure 7 - C7 & C9 OEM Diagram

3.0 Engine Monitoring

The Engine Monitoring system monitors engine coolant temperature, engine oil pressure (optional), coolantlevel (optional) and Inlet manifold air temperature. C7 and C9 engines are shipped with the Caterpillar coolanttemperature sensor and Inlet manifold air temperature sensor. Optional sensors include an engine oil pressuresensor and an OEM supplied coolant level sensor. If a monitored engine parameter exceeds normal conditions,one or more lamps will be turned on and one or more diagnostic codes will be logged. There are three CustomerProgrammable Levels for the Engine Monitoring Mode parameter.

1) Warning.

2) Derate.

3) Shutdown.

3.1. Engine Monitoring Lamp Options

The Check Engine Lamp is a requirement but a Programmable Customer Parameter, Engine Monitoring Lamps,is available to determine what additional lamps are to be turned On if normal engine operating conditions areexceeded. The default option for Engine Monitoring Lamps is Warning Lamp. This default option provides for onelamp output designated as the Warning Lamp and is used for all monitored engine condition warnings. When theEngine Warning Lamps parameter is programmed to Option 1, the lamp outputs are re-designated as follows:

J1/P1: 29 (normally used as the Warning Lamp) is used as a Low Oil Pressure Lamp.

J1/P1: 30 (normally used as a PTO Enabled Lamp) is used as a Low Coolant Lamp.

J1/P1: 31 is used as a High Coolant Temperature lamp.

The Check Engine Lamp (J1/P1: 28) is unaffected.

NOTE: The Engine Monitoring Lamps parameter is not available for GM trucks.

3.2. Engine Monitoring and OEM Requirements

The OEM is responsible for providing and installing lamps and the optional Coolant Level Sensor. The coolant levelsensor is programmed through the Customer Programmable Parameter, Coolant Level Sensor. This parameter hasa default factory setting of NO.

OEM provided and installed components required:

1) Lamp connected to J1/P1: 28 (Check Engine Lamp).

2) Lamp connected to J1/P1: 29 (Warning Lamp or Low Oil Pressure – Warning Lamp programmed to Option1).

3) Lamp connected to J1/P1: 30 (Low Coolant Level – Warning Lamp programmed to Option 1).

4) Lamp connected to J1/P1: 31 (High Coolant Temp – Warning Lamp programmed to Option 1).

5) Coolant Level sensor – 4 Pin, 2 Wire Float Sensor or 2 Pin Switch (GM only).

Customer Parameter programming required:

1) Coolant Level Sensor programmed to “4-pin” or “2 Wire Float Sensor”.

2) Engine Monitoring programmed to “Warning”, “Derate”, or “Shutdown”.

3) Warning Lamps programmed to “Warning” or “Option 1”.



3.3. Engine Monitoring – Engine Sensors

The Engine Monitoring System Engine uses the engine’s sensors to monitor the engine’s operating condition.Limits have been established for each of the engine conditions monitored by these sensors.

3.3.1. Engine Monitoring – Intake Air Temperature Sensor

Intake Manifold Air Temperature is monitored to warn the operator of excessive intake manifold air temperature.Excessive intake manifold air temperatures will not cause the ECM to derate or shutdown the engine when EngineMonitoring is programmed to Derate or Shutdown.

Intake Manifold Air Temperature must exceed the triggering temperatures for 30 seconds after engine start upbefore a Diagnostic Code is generated and logged. A High Intake Manifold Air Temperature Warning diagnosticcode is triggered at 194°F (90°C), and a Very High Intake Manifold Air Temperature at 230°F (110°C).

In addition to the Check Engine Lamp, the Warning Lamp is also turned ON if Engine Monitoring is programmedto Warning, Derate, or Shutdown.

3.3.2. Engine Monitoring – Oil Pressure Sensor

The Engine Oil Pressure Sensor is an optional sensor and can be used to automatically protect the engine fromoperating without sufficient oil pressure.

With Engine Monitoring programmed to Warning, the Check Engine Lamp will turn On at the Low Oil Pressuretrip point. At the Very Low Oil Pressure trip point the Warning Lamp will be turned On in addition to theCheck Engine Lamp.

When programmed to Derate the Check Engine Lamp will turn On at the Low Oil Pressure trip point. At theVery Low Oil Pressure trip point the Warning Lamp will flash and the engine will be derated.

When programmed to Shut Down the Check Engine Lamp will turn On at the Low Oil Pressure trip point. At theVery Low Oil Pressure trip point the Warning Lamp will flash during engine derate and then the engine will shutdown after 30 seconds.

The ECM will indicate a Very Low Oil Pressure fault when the Engine Oil Pressure falls below 4 psi (29 kPa)at 750 RPM or below 6 psi (43 kPa) at 800 RPM and higher.

3.3.3. Engine Monitoring – Coolant Temperature Sensor

C7 and C9 engines include a Coolant Temperature Sensor as standard equipment. Engine coolant temperaturetrip points have been established for High and Very High Coolant Temperatures. These trip points are illustratedin the charts on the following pages and are used for logging fault codes.

With the Engine Monitoring System programmed to Warning the Check Engine Lamp will turn On at the HighCoolant Temperature trip point (110-00). At the Very High Coolant Temperature trip point (110-11) the WarningLamp will turn On in addition to the Check Engine Lamp.

When programmed to Derate, the Check Engine Lamp will turn On at the High Coolant Temperature trip point.The Warning Lamp will flash at the Very High Coolant temperature trip point and the engine will be derated.

When programmed to Shutdown, the Check Engine Lamp will turn On at the High Coolant Temperature trip point.The Warning Lamp will flash at the Very High Coolant temperature trip point and the engine will be derated.After 20 seconds the engine will be shut down.

The ECM derates available power and limits vehicle speed in steps as temperature increases. Each steprepresents a reduction in available power and limits vehicle speed as follows:

HP REDUCTION = 25% X (rated HP – 120 hp [90 kW])

VSL REDUCTION = 25% X (VSL – 45 mph [72.5 km/h])



The actual rate of change of HP or VSL reduction is limited to 10% per second maximum.

Figure 8 - C7 Truck Trip Points

Figure 9 - C7 Emergency and C9 Truck Trip Points

112 113 114 115 116 117

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107 108 109 110 111 112


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Coolant Temperature Engine Monitoring Operation – Emergency Vehicle Applications

For C9 emergency vehicle ratings with automatic transmissions, the High and Very High Coolant Temperaturetrip points are adjusted as indicated below.

Figure 10 - C9 Emergency Trip Points

C9 Coolant Temperature Graph for Emergency Vehicles with automatic transmissions

3.3.4. Engine Monitoring – Coolant Level Sensor

The coolant level will be monitored if an optional Coolant Level Sensor is installed and the Customer Parameter,Coolant Level Sensor, is programmed to one of the available options. The OEM is responsible for providing,installing, and programming the ECM to monitor the optional coolant level sensor. Trip points, times or values,have been established for Low and Very Low coolant levels.

When programmed to Warning, the Check Engine Lamp will be turned on at the Low Coolant Level trip point andthe Warning Lamp will be turned on at the Very Low Coolant Level trip point.

When programmed to Derate, the Check Engine Lamp will be turned on at the Low Coolant Level trip point. At theVery Low Coolant level trip point the Warning Lamp will flash and the engine will be derated.

When programmed to Shutdown, the Check Engine Lamp will be turned on at the Low Coolant Level trip point.At the Very Low Coolant Level trip point the Warning Lamp will flash and the engine will be derated.After 30 seconds the engine will shut down.

3.3.5. Low Coolant Level During an Engine’s First 6 Hours of Operation

If a low coolant level condition is detected during the first six hours of engine operation, an OEM clearable fault(111-14) will be recorded. This delay in logging of low coolant level events will allow OEMs to purge air trapped inthe engine’s cooling system during the assembly process. After the engine has logged 6 hours of engine runningtime, the diagnostic faults and events for Low (111-01) and Very Low Coolant Levels (111-11) will be logged intothe ECM’s nonvolatile memory. Service technicians are required to contact Caterpillar for permissions to clearLow (111-01) and Very Low (111-11) Coolant Level events from the ECM’s nonvolatile memory.

117 118 119 120 121 122


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3.4. Engine Monitoring Programmed to “Warning”

Warning is the default setting of the Engine Monitoring System. The ECM monitors Coolant Temperature, InletManifold Air Temperature and the optional Coolant Level or Engine Oil Pressure (if installed). The following tableindicates the diagnostic codes available. There is no effect on engine performance when active. The Check EngineLamp will flash and the Warning Lamp will come ON as indicated in the table when the diagnostic code is active.



PID- Code Description Trip Point Trip Point Warning DerateFMI Emergency Lamp

Vehicle Ratings

100-11 Very Low Oil Pressure 4 psi (29 kPa) 4 psi (29 kPa) SOLID NONE750 RPM 6psi (43 kPa) 6psi (43 kPa)

800 RPM and up

105-00 High Inlet Manifold 90°C 90°C SOLID NONEAir Temp. Warning (194°F) (194°F)

105-11 Very High Inlet Manifold 110°C 110°C SOLID NONEAir Temp. (230°F) (230°F)

110-00 High Coolant Temp. C9 – 113°C C9 – 118°C SOLID NONEWarning (235°F) (244°F)

C7 – 108°C C7 – 113°C (226°F) (235°F)

110-11 Very High Coolant C9 – 116°C C9 – 121°C SOLID NONETemperature (241°F) (250°F)

C7 – 111°C C7 – 116°C (232°F) (241°F)

111-01 Low Coolant Level SOLID NONEWarning

111-11 Very Low Coolant Level SOLID NONE

111-14 Low Coolant Level Warning SOLID NONE(less than 6 Hours)

3.5.Engine Monitoring Programmed to Derate

When the Engine Monitoring System is programmed to Derate, the ECM will alter engine performance whenoperating parameters are exceeded. Whenever the engine is derated, the Check Engine Lamp (due to activediagnostic) and the Engine Warning Lamp will flash. For the DERATE column in the following table, mph indicatesvehicle speed is limited (maximum speed is 45 mph [72.5 km/h]), “pwr” indicates engine power is limited (maximumderate is 120 hp [90 kW]), and rpm indicates engine speed is limited (maximum derate is 1350 rpm). For operatingconditions causing these codes see the appropriate section for the sensor under consideration.



PID- Code Description Trip Point Trip Point Warning DerateFMI Emergency Lamp

Vehicle Ratings

100-11 Very Low Oil Pressure 4 psi (29 kPa) 4 psi (29 kPa)750 RPM 6psi (43 kPa) 6psi (43 kPa) FLASH NONE

800 RPM and up

105-00 High Inlet Manifold 90°C 90°C SOLID NONEAir Temp. Warning (194°F) (194°F)

105-11 Very High Inlet Manifold 110°C 110°C SOLID NONEAir Temp. (230°F) (230°F)

110-00 High Coolant Temp. C9 – 113°C C9 – 118°C FLASH NONEWarning (235°F) (244°F)

C7 – 108°C C7 – 113°C (226°F) (235°F)

110-11 Very High Coolant C9 – 116°C C9 – 121°C FLASH NONETemperature (241°F) (250°F)

C7 – 111°C C7 – 116°C (232°F) (241°F)

111-01 Low Coolant Level Warning SOLID NONE

111-11 Very Low Coolant Level FLASH NONE

111-14 Low Coolant Level Warning FLASH NONE(less than 6 Hours)

3.6.Engine Monitoring Programmed to Shutdown

The following table indicates the active diagnostic codes capable of shutting down the engine when the ECM isprogrammed to Shutdown. The “Time to Shutdown, Engine running > 30 Sec” column indicates the minimum timebefore the engine will shutdown if the engine has already been running for at least 30 seconds. The “Time toShutdown, Fault Code at Start/Restart” column is running time if the code is active when the engine starts, orfollowing an Engine Monitoring caused shutdown. “NO” indicates the code will not shutdown the engine.

Note: These times assume the condition causing the code exists continuously and is not intermittent.



PID-FMI Code Description Time To Shutdown Time to ShutdownEngine running > 30 Sec Fault Code at

Start/Restart

100-11 Very Low Oil Pressure 30 Sec 18 SEC750 RPM

800 RPM and up

105-00 High Inlet Manifold Air Temp. Warning NO NO

105-11 Very High Inlet Manifold Air Temp. NO NO

110-00 High Coolant Temp. Warning NO NO

110-11 Very High Coolant Temperature 30 Sec 60 Sec

111-01 Low Coolant Level Warning NO NO

111-11 Very Low Coolant Level 30 Sec 60 Sec

111-14 Low Coolant Level Warning 30 Sec 60 Secless than 6 Hours)

OEM INSTALLED COMPONENT REQUIREMENTS and FEATURES

All of the functions described in the following text are available or enhanced if the vehicle OEM provides andinstalls the appropriate components. The components required for each feature are listed with the particular featuredescription. It is assumed the associated wire harness necessary for component connection is part of the component.

4.0 Power and Grounding Requirements and Considerations

The ECM requires unswitched power and ground connections. An Ignition Key Switch input is used to turn the ECMON, allowing the engine to start and run.



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CIRCUITS WITHIN THISAREA ARE RECOMMENDATIONS

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UNSWITCHED +BATTERYUNSWITCHED +BATTERY

5248101-RD

Wiring Diagram 1 - Preferred Wiring Medium Duty ACERT Engine Battery Wiring For C7 & C9

4.1 Grounding

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 main bearings,crankshaft journal surfaces, and aluminum components. They can also cause electrical noise degrading controlsystem, vehicle, speedometer, and radio performance. These problems are often very difficult to diagnose and repair.

All ground paths must be capable of carrying any conceivable fault currents. An AWG # 4 or larger cable isrecommended between the engine ground stud and the frame or starter negative post to handle alternator currents.A maximum of three ring terminals are to be connected to the engine ground stud to insure ground connectionintegrity. More than three terminals can cause the stud to loosen too easily. Caterpillar recommends splicing likesize wires together as a method of reducing ring terminal congestion at the ground stud.



- +

Chassis Frame Rail Starter Battery

EngineGroundWire

EngineGroundStud

Optional Engine Ground StudLocation

Figure 11 - Ground Stud to Frame Rail



Chassis Frame Rail BatteryStarter

EngineGroundStud

- +

EngineGroundWire

Optional Engine Ground StudLocation

Figure 12 - Ground Stud to Starter

Ground Points for C9 Engines

Figure 13

Note: C9 Ground Points are different from C7.

4.2 Engine Connection To Vehicle Battery Ground

To insure proper functioning of the vehicle and engine electrical systems, there must be a direct wire path from theengine ground stud to the battery negative post. Caterpillar prefers this connection route through the starter negativepost. In Figure 13 and Figure 14 an additional ground stud location is identified, either location can be used.

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 toremove paint from painted surfaces. Use flat washers for this connection, with the paint completely removedin 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 membersmay not always provide required continuity for this critical connection.

4) Conductive grease or other methods used to reduce/eliminate the affect of corrosion on the frame railconnection.

5) Caterpillar does not recommend a connection from the engine ground stud to the main frame rail at a connectionpoint different than where the battery ground connection is made. A two-point frame rail connection methoddepends 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 ECM Negative Battery Connections

Caterpillar requires the OEM to install the ECM “-Battery” wires into their harness connector. These connectionsshould be #14 AWG GXL wire.

4.3.1 Engine Ground Stud

C7 and C9 engines use a M8 X 1.25 Thread stud with a 20 mm stud length located on the cylinder head. The studhas two washers and properly sized nut supplied for attaching all OEM supplied ground terminals.

4.4 Electric Starting Motors

The truck engine starting system must be able to crank the engine at sufficient speed for fuel combustion to beginnormal firing and keep the engine running. This requires adequate battery capacity, a starting motor, and cablesto connect the battery to the starter. The following must be observed in order to obtain a satisfactory installation:

Electric starting motors must be 12 or 24 volt DC and use a positive engagement pinion drive which engages withthe flywheel ring gear before the motor begins to turn. Air or hydraulic starters may also be used.

4.5 Sensor Common Connections

Only those components interfacing directly to the ECM should be connected to the ECM Sensor Commonconnections. ECM Connector P1 terminal-5 should be used to connect the ground side of the followingengine control connected items: cruise control switches, clutch pedal position switch, fast idle enable switch,1 service brake pedal position switch #1, A/C High Pressure switch, and the accelerator pedal position sensor.These components must not be connected to any vehicle ground.

Additional Sensor Common connections are also available. ECM terminal-18 (Input Sensor Common #1) andterminal-3 (Input Sensor Common #2) can be used if required by the harness design, for example, to splice allcab components together at terminal-5, and engine compartment components at terminal-18 or terminal-3.

Caterpillar recommends that Input Sensor Common #2 remain open for Aftermarket/Body Builder connections.If additional Sensor Common connections are required, please contact Caterpillar.

All switches connected to the control system must be externally grounded, two-wire design. Internally groundedor case grounded switches must not be used.



OEM installed components used as inputs to the ECM must not be connected to the vehicle or cab ground,and must not be case grounded. OEM installed switches must be grounded to an ECM Sensor Common via adedicated return line to the ECM.

4.6 Suppression Of Voltage Transients and Electrical Noise

Caterpillar recommends transient suppression be installed at the source of the transient in addition to thesuppression in the ECM. Caterpillar controls are designed to comply with SAE J1455.

The use of inductive devices such as relays and solenoids can result in the generation of voltage transients on thebattery lines. Unsuppressed voltage transients can exceed SAE J1455 specifications and degrade control systemperformance. Some specific devices that should use transient suppression are fan clutch solenoids, A/C clutchsolenoids, and all relays. This is not an all-inclusive list. The OEM should specify relays and solenoids with built-involtage transient suppression on the vehicle where possible.

The following illustration provides several possible suppression techniques to minimize the generation of voltagetransients from relays and solenoids without built-in voltage transient suppression. These include, but are not limitedto, installing a properly sized diode or resistor in parallel with solenoid and relay coils.

Inductive devices should be located to maximize the distance from control system components. OEM installedwiring harnesses should be routed to maximize the distance from the control system wiring harness to avoidinductive coupling of noise transients.



PowerPower Power Power

Figure 14 - Examples of Voltage Transient Suppression

Terminal Description ECM Terminal Assignment

AP Sensor/Switch Sensor Common J1/P1: 5

Input Sensor Common #1 J1/P1: 18


4.6.1 EMI/RFI Testing

Caterpillar EMI/RFI testing on C7 and C9 engines is performed at both the component and system level.

Component level testing is performed in a TEM cell and screen room. This radiated susceptibility testingis performed using the substitution method. In-vehicle radiated susceptibility testing is also performed.

4.7 ECM Positive Battery Connections

The positive battery connection to the C7 or C9 ECM must be made through a dedicated and unswitched circuit of4 individual #14 AWG wires capable of a continuous duty load of 30 Amperes at 9 volts DC. Recommended fusingis 10 Amperes for each wire for a total of 40 amperes. The four required unswitched positive battery connectionsare terminals 48, 52, 53 and 55.

Caterpillar prefers the circuit protection be located in the cab if possible. On vehicle documentation for the circuitprotection should be provided for none cab locations.

In the event of a charging system failure, the engine will operate with a supplied voltage of 9 Volts DC. At thisvoltage level the engine will draw up to 30 amperes. Fusing the unswitched battery wiring with less than the statedfusing recommendation of 40 Amperes can result in blown fuses and an unexpected engine shutdown due to afailed vehicle charging system.

In addition to suppressing inductive loads, powering the ECM on a dedicated fused circuit will reduce the possibilityof degraded control system performance due to voltage transients. No additional loads should be connectedbetween the ECM and ECM circuit protection.

The ECM monitors the battery supply voltage and will trigger a diagnostic code if this voltage drops below and thenreturns above 6 Volts DC.

4.8 Voltage Requirements and Considerations

The control system has been designed to operate on 12 Volt or 24 Volt electrical systems. The control system isprotected against jump start conditions and short circuits to positive battery and negative battery.

Minimum voltage requirements and maximum current draw for the C7 and C9 control system are as follows:

**This condition includes the Inlet Air Heater Relay and HEUI injector solenoid cycling during cold weather conditions.

Minimum voltages are specified at the OEM connector (P1 – terminals 48, 52, 53, 55 referenced to P1 –terminals 63, 65, 67, 69).

4.9 ECM Current Draw with Ignition Key Off

The ECM draws less than 20 mA while the Ignition Key Switch is in the OFF position.

4.10 Welding on a Vehicle Equipped with a C7 or C9 Engine

Before welding on a vehicle equipped with an electronic engine, the following precautions should be observed.

1. Turn the engine OFF. Place the ignition key switch in the OFF position.

2. Disconnect the negative battery cable from the battery. If the vehicle is equipped with a battery disconnectswitch, open the switch.



Condition Minimum Voltage Maximum Current Draw

Normal Operation 11.0 VDC 22.0 Amperes

Engine Cranking 6.0 VDC 16 Amperes

Ignition Key On, Engine Off ** 9.0 VDC 20 Amperes

Electrical Charging 9.0 VDC 30 AmperesSystem Failure

3. Clamp the ground cable of the welder to the component that will be welded. Place the clamp as close aspossible to the weld.

4. Protect any wiring harnesses from welding debris and spatter. Use proper welding procedures in order to weldthe materials.

NOTICE

DO NOT use electrical components in order to ground the welder. Do not use the ECM or sensors or anyother electronic component in order to ground the welder. Clamp the ground cable for the welder to thecomponent that will be welded.

Place that clamp as close as possible to the weld.This will reduce the possibility of damage to thebearings of the drive train, hydraulic components, ground straps, and other components of the vehicle.



Front of Engine

Engine Connector J2

OEM Connector J1

Figure 15 - ADEM 2000TM ECM and Wiring Harness Connectors

1

14

24

3240

48

58

13

23

31

3947

57

70

1 2 3 4 5 6 8 9 10 11 12 13

14

24

40

48

58 59 60 61 62 63 65 66 67 68 69 70

23

31

47

57

35 36

> PEI<

ECM Side Harness Side

5.0 Connectors and Wiring Harness Requirements

5.1 ECM Connector

Caterpillar does not recommend the use of “non-conductive grease” with the ECM connector.

5.1.1 70 Terminal ECM Connector Part Numbers

The ECM uses an integral rectangular 70 Terminal AMP connector to interface to the OEM vehicle wiring harness(AMP part number 776241-1, Caterpillar part number 160-7689). The ECM also uses a 70 Terminal AMP connectorto interface to the engine electronics (AMP part number 776241-2, Caterpillar part number 160-7690).

5.1.2 ECM 70 Terminal Connector Allen Screw Torque

ECM 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.).

5.2 ECM Connector Wire Gauge Size

The battery positive and negative connections must be made with #14 AWG SAE J1128 type GXL wire for theAMP 776093-1 stamped and formed terminal or the Deutsch 0462-209-1631 solid terminal. All other connectionsmay be #16 SAE J1128 type SXL or GXL or #18 AWG SAE J1128 type SXL (or equivalent wire).

5.2.1 ECM 70 Terminal Connector Wire Insulation and Size Range

Insulation material is cross – linked polyethylene. Outside diameter insulation range is 2.26 to 3.33 mm(0.089 to 0.131 in.). The following table provides insulation diameter range for each gauge and wire type.

ECM Connector Wire Insulation and Gauge Size

5.3 ECM Connector Terminals and Sealing Plugs

The OEM connector socket terminals must be compatible with the wire size used. All unused connector socket slotsmust be filled with plugs to insure connector sealing.

Note: Do not use “non-conductive” grease to seal unused terminal cavities.



Wire Type Wire Gauge Insulation Diameter

14 0.114 - 0.125

GXL 16 0.098 - 0.112

18 0.089 - 0.098

SXL16 0.116 - 0.131

18 0.103 - 0.118

5.3.1 ECM 70 Terminal Connector Terminals

The following table provides terminal and plug part numbers. All terminals used in the ECM connectors must begold or selective gold flash terminals.

Required ECM 70 Terminal Connector Parts

5.3.2 ECM Connector Terminal Installation Guidelines

Two options are available for AMP terminals. It is critical the harness supplier use the correct crimp tools and toolcalibration/setup procedures, when selecting AMP and Deutsch connector terminals. The following tables indicateproper crimp tooling, go-no-go criteria, and crimp dimensions for each contact- wire combination.

*AMP 776093-1 Stamped & Formed Socket with #16 and #18 AWG SXL Wire or with #14, #16 or #18 AWG GXL Wire (Caterpillar P/N 126-1766)

*Insulation barrel crimp height for AMP 776093-1 stamped and formed sockets must be set according to theinsulation diameter. Crimp width for all insulations is 0.145 inches maximum.



Description Usage Vendor – Part Numbers Caterpillar Part Numbers

70 Terminal Plug, Keyed OEM Vehicle Harness AMP – 776241-1 160-7689

AMP Gold Socket Contact #16 & #18 AWG SXL and AMP – 638090-1 126-1766(stamped & formed) #14, #16 & #18 AWG GXL wire

Deutsch Gold Socket Contact #14 AWG SXL and Deutsch – 0462-209-1631 126-1768(machined-for field service) #14 AWG GXL wire

Deutsch Gold Socket Contact #16 & #18 AWG SXL and Deutsch – 0462-201-1631 9X-3402(machined-for field service) #16 & #18 AWG GXL wire

Sealing Plug #14 – 18 AWG Unused Connector Cavities PEI Genesis – 225-0093-000 9G-3695

Sealing Plug #14 – 18 AWG Unused Connector Cavities Deutsch – 114017 8T-8737

Wire Type Wire Gauge Crimp Height Crimp Width (in)(+/- 0.002 In)

GXL 14 0.064 0.100

16 0.059 0.100

18 0.054 0.100

SXL16 0.054 0.100

18 0.059 0.100



Deutsch 0462-209-1631 Solid Socket with #14 AWG Wire (Caterpillar P/N 126-1768)

Deutsch 0462-209-1631 Solid Socket with #16 and #18 AWG Wire (Caterpillar P/N 9X3402)

5.3.3 ECM 70 Terminal Connector Sealing Plugs

Two options are available for plugging unused connector cavities. Either the Deutsch 114017 (Caterpillar partnumber 8T-8737) or PEI Genesis 225-0093-000 (Caterpillar part number 9G-3695) sealing plugs can be used.Correct installation of either of these cavity plugs is critical to maintain connector socket seal integrity. The plugcap is designed to rest against the seal, not inserted in the hole in the seal.

Note: Do not use “non-conductive” grease to seal unused cavities.

Figure 16

AVOID

Correct

Crimp Tool Options DIE Locator GO No – GO

Deutsch Hand Tool HDT-48-00 N/A N/A 0.045 0.057

Pico Model 400 4301-16 414DA- 16N 0.043 0.50

Crimp Tool Options DIE Locator GO No – GO

Deutsch Hand Tool HDT-48-00 N/A N/A 0.045 0.050

Pico Model 400 414DA- 16N 4301-16 0.043 0.50

5.3.4 Connector Interface Seal

The ECM Connector Interface seal is serviceable using Caterpillar part number 159-9322.

Figure 17 - ECM 70 Terminal Interface Seal

5.4 Sealing Splices and Ring Terminals

Caterpillar requires all ring terminals and splices connected to the Engine ECM be sealed using Raychem ES2000or equivalent. This reduces moisture invasion under wire insulation.

1

Connector Interface Seal

31

32

13

93

74

75

07

41

42

23

04

84

85



5.5 OEM Harness Routing

Routing of the harness should insure connector seals are not stressed because the harness curvature istoo close to the connector. This applies to routing of OEM lines on or near the engine harness as well as theOEM ECM Connector.

The following graphic illustrates the problem if the harness curvature is too close to the connector. When this occursthe connector seal is stretched away from the wire, providing an opening for moisture entry. The wire should exitperpendicular to the connector before curving as necessary for routing. The harness bundle should have a bendradius greater than twice the harness diameter. This routing practice will also ensure the harness is not pulled tootightly resulting in intermittent connections or broken harness wires.

Caterpillar recommends the OEM harness supplier perform the harness to provide the correct bend radius,assuring connector sealing and preventing harness abrasion.

Figure 18

Figure 19 - 70 Terminal ECM Connector with Endbell

EngineConnector

End Bell

OEM Connector

Correct

AVOID



5.5.1 ECM Connector Endbell

An AMP 638092-1 (Caterpillar part number 126-1774) Connector Endbell is available to provide additionalprotection and controlled wire routing for the harness at the ECM.

5.5.2 Twisted Pair Wiring

Twisted pair wiring must be used for the SAE J1587 Data Link, and input or output with a differential signal such asthe vehicle speed signal wires. There should be a minimum of one twist per inch within the harness. All twisted pairwires should not be twisted within an inch of the connector to avoid seal stress. The speedometer and tachometeroutputs, and any other differential input or output circuit, should also use twisted pair wiring. SAE J1939 Data Linkwiring should comply with SAE J1939/11 specifications.



6.0 Accelerator Pedal Position Sensors

The accelerator pedal position sensor converts the mechanical accelerator pedal position into an electrical signalfor the ECM. Caterpillar requires one of the sensors described in this document for use with an accelerator pedal.

Figure 20 - 204-7949 or 204-7950 Accelerator Pedal Position Sensor with Deutsch DT Connector

Figure 21 - 204-7951 Accelerator Pedal Position Sensor with Packard Connector

The accelerator pedal position sensor is designed to comply with FMVSS124 (Federal Motor Vehicle SafetyStandard 124). The sensor also meets the SAE J1843 Recommended Practice.

204-7949, 204-7950, and the 204-7951sensors mount directly to the accelerator pedal. This eliminates the needfor accelerator pedal linkages and OEM adjustments. These sensors are designed to operate from the ECM + 8Vsupply. The 204-7949 (32 inch [81 cm] harness with Deutsch connector), 204-7950 (6 inch [15 cm] harness withDeutsch connector), and the 204-7951 (6 inch [15 cm] harness with Packard connector) use the same sensor buthave different connectors or pigtail lengths as described.



6.1 Accelerator Pedal Position Sensor Electrical Specifications

The sensor output is a constant frequency signal whose pulse width (duty cycle) varies with accelerator pedalposition. The Pulse Width Modulated (PWM) signal is expressed as a percentage (percent duty cycle) asshown in Figure 21.

Figure 22 - Example PWM Signals

6.2 Accelerator Pedal Position Sensor Duty Cycle

The Accelerator Pedal Position Sensor (APP Sensor) mounts directly to the pedal and should not be adjusted bythe OEM. The OEM must insure that pedals supplied by the pedal manufacturer meet the following specificationfor sensor output duty cycle.

The pedal assembly should also conform to SAE J1843.

NOTE: The ECM automatically calibrates (auto-cal) new duty cycle values for the Low Idle and High Idlethrottle positions each time the ECM is powered. The ECM initially assumes 22 percent duty cycle is low idleand 75 percent duty cycle is high idle. As a result, the Throttle Position Status may reach 100 percent well beforethe accelerator pedal is fully depressed. This is normal operation and will continue until the ECM learns the limitsof the low and high idle stops. Following some cycling of the accelerator pedal from the low to the high idlepositions, the ECM will adjust its calibration automatically, provided the high idle stop position is within the75 to 90 percent duty cycle range, and the low idle is in the 10 to 22 percent duty cycle range.

During normal operation it may initially require more accelerator pedal movement for the Throttle Position Statusto increase above 3 percent (low idle) and the Throttle Position Status may reach the 100 percent (high idle)value prior to the limit of the high idle position. This is done to ensure the throttle reaches these two critical pointsfor engine operation. As the ECM learns the physical limits, the range is expanded as long as it is within the valuesspecified above. If the Duty Cycle value goes outside of the expected range, a diagnostic code will be activated.

25% Duty Cycle

75% Duty Cycle



Accelerator pedal position Duty Cycle

Low Idle 10% - 20%

High Idle 75% - 90%

NOTE: There is no direct correlation between the Sensor Duty Cycle value and a Desired Engine RPM. Forexample, it is not possible to input a 50% duty cycle value and expect the engine to operate at 1800 rpm.This is due to the Auto-Cal function which constantly calibrates for the low and high idle stop positions.

6.3 ECM +8V Cab Accelerator Pedal Position Sensor Supply

This sensor supply is designed to provide power for connection to OEM installed Cab Accelerator Pedal PositionSensor (+8V). No other vehicle components may be connected to this supply.

6.4 Accelerator Pedal Position Sensor Connections

The 204-7949 accelerator pedal position sensor is designed to operate on 8 Volts DC supplied by the ECM. TheECM supplied +8V, AP Sensor/Switch Sensor Common, and Accelerator Pedal Position wiring must be connectedto the control system through an OEM harness. Current draw for the sensor is less than 40 mA.

AP Sensor/Switch Sensor Common must not be connected to the vehicle cab ground. Connecting AP Sensor/Switch Sensor Common to the vehicle cab ground can degrade control system performance. AP Sensor/SwitchSensor Common must be connected to the ECM at the OEM connector (P1 terminal-5) via a dedicated return line.

Connector terminal assignments are as follows:

6.5 Accelerator Pedal Position Sensor Connectors

6.5.1 Three Terminal Deutsch Mating Connector

The 204-7949 (32 inch [81 cm] harness) and 204-7950 (6 inch [15 cm] harness) Accelerator Pedal PositionSensors require a Deutsch DT06-3S-EP04 (Caterpillar part number 3E-3367) mating connector plug witha Deutsch W3S (Caterpillar part number 3E-3368) connector plug wedge.

Figure 23 - Three Terminal Accelerator Pedal Position Sensor Deutsch DT Connector



Sensor Terminal Assignment ECM Terminal Assignment Terminal Description

Terminal A J1/P1: 4 + 8 VDC

Terminal B J1/P1: 5 AP Sensor Common

Terminal C J1/P1: 66 Accelerator Pedal Position

6.5.2 Deutsch Connector Wire Gauge Size

The connections may be made with #16 or #18 AWG SAE J1128 type SXL (or GXL) or equivalent wire.

6.5.3 Deutsch Connector Wire Insulation Size Range

Outside diameter insulation range is 2.24 mm to 3.81 mm (0.09 to 0.15 in.)

6.5.4 Three Terminal Packard Electric Mating Connector

The 204-7951 Accelerator Pedal Position Sensor (6 inch [15 cm] harness) requires a Packard Electric Division12110293 (Caterpillar part number 124-5641) mating connector.

Figure 24 - Three Terminal Accelerator Pedal Position Sensor Packard Electric Connector

6.5.5 Packard Electric Connector Wire Gauge Size

The connections may be made to 204-7951 with #18 AWG SAE J1128 type SXL (or GXL) or equivalent wire.

6.5.6 Packard Electric Connector Wire Insulation Size Range

Outside diameter insulation should be 2.80 mm (0.11 in.).

6.5.7 Accelerator Pedal Position Sensor Three Terminal Connector Terminals

The following table provides terminal part numbers.

Required Connector Parts



Description Usage Part Numbers Caterpillar Part Numbers

3 Terminal Plug and Seal APP Sensor Connector Deutsch DT06-3S-EP04 3E-3367

3 Terminal Plug Wedge APP Sensor Connector Deutsch W3S 3E-3368

Socket Contact #16 OR #18 AWG Wires Deutsch 0462-201-16141 8T-8730(machined)

Socket Contact #18 AWG Wires Deutsch 1062-16-0122 115-1051(stamped & formed)

3 Terminal Plugs APP Sensor Connectors Packard 12110293 124-5641

Socket Terminal #18/#20 AWG Wires Packard 12048074 124-5640

6.6 Accelerator Pedal Position Sensor for Remote PTO Applications

Caterpillar recommends the 161-8906 accelerator pedal position sensor for remote PTO applications. The sensorprovides the same type of signal as the 204-7949, 204-7950, and the 204-7951 sensors, but requires batteryvoltage (12 or 24 volt systems) to operate. This Sensor must NOT be connected to the +8V supply intendedfor the Cab Sensor, nor can the Cab Sensor be connected to a +12 Volt supply.

Figure 25 - 161-8906 Accelerator Position Sensor with Deutsch HD Connector

6.6.1 PTO Accelerator Position Sensor Connector

The 161-8906 is supplied with a 3-terminal Deutsch HD plug connector (HD16-3-96S, Caterpillar P/N 8T-8731).The connecting harness will require a Deutsch HD receptacle connector (HD14-3-96P, Caterpillar P/N 8T-8732).

6.6.2 Mounting the Remote Accelerator Position Sensor

The 161-8906 Accelerator Pedal Position Sensor can be attached to either an accelerator pedal assembly (contactthe vehicle OEM for parts) or a Caterpillar 107-2281 PTO Accelerator Assembly. The PTO Accelerator Assemblydoes not include a handle. It may be used in applications where a mechanical linkage is required. The acceleratorposition sensor mounts directly to the PTO Accelerator Assembly and does not require additional sensor calibration.

Figure 26

6.6.3 Remote Accelerator Position Sensor Assemblies

Two Remote Accelerator Pedal Position Sensor Assembly packages are available from Caterpillar that include the161-8906 sensor and mounting hardware. The 134-0597 assembly provides the 161-8906 sensor mounted to acontrol arm lever. The 134-0670 assembly provides the 161-8906 sensor mounted to an adjustable dial mechanism,which can be automatically reset to the low idle position or locked into place at a specific position.

NOTE: The Remote Throttle PTO Configuration requires the Remote Throttle to be returned to the Low Idle positionupon engine start up, in order for Remote Throttle control to be provided. If the engine is started with the PTOSwitch ON and the Remote Throttle at a position above Low Idle, the engine will be limited to Low Idle until theThrottle is cycled to the low idle position.

(Sensor Not Included)

(Handle Not Included)



134-0597 Remote Accelerator Assembly 134-0670 Remote Accelerator Assembly

Figure 27

6.6.4 Remote Accelerator Position Sensor PWM Input

Input #8 (terminal-68) is available for use as a Remote Accelerator Input for Remote Throttle PTO applications.


1) Throttle Sensor

2) Accelerator pedal or other mechanical linkage.


3) PTO Configuration programmed to Remote Throttle.

4) PTO On/Off circuit

6.6.5 Remote Accelerator Pedal Sensor Input Electrical Specifications

All signal requirements are identical to those outlined for 204-7949 except the 161-8906 sensor requires connectionto battery voltage (12 VDC or 24 VDC) instead of the ECM supplied 8 VDC.

6.6.6 Remote Accelerator Pedal Sensor Common Connections

Three different Sensor Common terminals can be used (J1/P1: 3, 5 or 18) to ground the Remote Accelerator PedalPosition Sensor to the ECM. However, Caterpillar recommends that Input J1/P1: 3 remain open foraftermarket/body builder installation.



7.0 Vehicle Speed Input Circuit

Vehicle speed information is a requirement for many features. These would include:

a) Cruise Control

b) PTO Control with Vehicle Speed Limit kickout

c) Idle Control with Vehicle Speed Limit kickout

d) Vehicle Speed Limiting

e) Vehicle Speed Limit Protection

f) Upshift Engine Speed Control

g) Progressive Shifting

h) Idle Shutdown Timer

i) Inlet Air Heater

j) ECM Controlled Speedometer

k) Trip Recorder Functions

l) Secure Idle – Theft Deterrent

If the application does not require any vehicle speed related features, the vehicle speed circuit may not be required.If the Vehicle Speed Input is not used, the VSL Protection Parameter should be programmed to 2640 rpm toprevent any Vehicle Speed Faults from occurring during engine operation.

7.1 General Vehicle Speed Source Requirements for Passive Speed Sensor Input

Caterpillar recommends using single coil passive magnetic speed sensors for the vehicle speed sensor detectingspeed via a transmission chopper wheel. The sensor should connect directly to the ECM using twisted pair wiring.

The vehicle speed sensor must detect vehicle speed directly from the transmission output shaft. The sourceshould be a rigid chopper wheel immune to noise inducing vibration. Caterpillar does not recommend use of lessrigid tone wheel rings using magnetic disks to provide the change in magnetic flux for the vehicle speed source.This arrangement is prone to vibration induced electrical noise. The sensor must not be detecting vehicle speedthrough a system that uses a cable linkage such as a mechanical speedometer drive to the transmission outputshaft. The cable will tend to wind up, causing opposing ends to deviate erratically from each other. This twistingresults in erratic fluctuations in the vehicle speed signal, causing cruise control/PTO and Vehicle Speed Limitmalfunctions.

Caterpillar will accept a vehicle speed from the SAE J1939 Data Link. Caterpillar will not accept vehicle speed fromthe SAE J1587 Data Link for control system purposes. Because vehicle speed is critical to cruise control operation,any unnecessary and erratic signal delays are unacceptable, as well as the reduced accuracy associated withSAE J1587 vehicle speed sources.

The signal frequency from the vehicle speed source should be between 0 and 5.3 kHz.


1) Passive Vehicle Speed Sensor, or Electronic Speed Source.


1) Vehicle Speed Calibration parameter must be programmed to correct Pulses Per Mile setting.

2) Vehicle Speed Input parameter must be programmed to J1/P1: 32 & 33 (Default) hardwired sensor option.



7.2 Passive Magnetic Vehicle Speed Sensor Electrical Requirements

The passive vehicle speed sensor must be a magnetic sensor with the sensor output signal resulting from variationin magnetic flux. Output voltage from the sensor at the ECM (at connector P1 terminals 32 and 33) should not beless than 0.70 Volts peak to peak (referenced to the ECM connector battery terminals) when vehicle speed isgreater than 2 mph. The ECM Vehicle Speed Input can withstand up to a 100 Volt peak-to-peak input signal. Twistedpair wiring should be used to connect the vehicle speed sensor to the ECM. Caterpillar recommends a minimum ofone twist per inch.

7.3 Passive Magnetic Vehicle Speed Circuit Options

Option 1 – One Single Coil Speed Sensor

One single coil speed sensor with the ECM Speedometer output supplying the speedometer input signal.

Wiring Diagram 2 - Vehicle Speed Circuit Using One Single Coil Vehicle Speed Sensorand ECM Speedometer Output for Speedometer

Option 2 – One Single Coil Speed Sensor

One single coil speed sensor, with the ECM J1587 Data Link output supplying the speedometer input signal.

Wiring Diagram 3 - Vehicle Speed Circuit Using One Single Coil Vehicle SpeedSensor and Data Link for Speedometer

Option 3 – Separate Single Coil Speed Sensors

Using two speed sensors, one for the speedometer and one for the ECM, completely isolates the two circuits.

89

3233

P1 J1

12

J1587 DATA LINK +J1587 DATA LINK -VEHICLE SPEED IN +VEHICLE SPEED IN -

E794-YLE793-BUG808-BUG809-GN

ECM

SPEEDOMETER

VEHICLE SPEED SENSOR

VEHICLE SPEED +VEHICLE SPEED -

J1587 DL+

J1587 DL-

36373233

P1 J1


12

C974-PUC973-GNG808-BUG809-GN

ECM

SPEEDOMETER

VEHICLE SPEED SENSOR SPEEDOMETER +SPEEDOMETER -VEHICLE SPEED IN +VEHICLE SPEED IN -

SIGNAL+

SIGNAL-





Wiring Diagram 4 - Vehicle Speed Circuit Using Two Single Coil Vehicle Speed Sensors

7.4 Dual Coil Speed Sensor

Dual coil magnetic speed sensors are not recommended because of the increased risk of electrical noise couplinginto the engine control vehicle speed circuit. Ground noise from the circuit connected to the speedometer groundwill be coupled into the vehicle speed circuit of the engine control degrading system performance.

7.5 Automatic Transmissions with Electronic Vehicle Speed Source

Some electronically controlled transmissions do not have a passive magnetic vehicle speed signal available. Forthese transmissions follow guidelines indicated below. When a single ended signal is used, a signal with amplitudegreater than 4.0 volts is required for the ECM vehicle speed input.

NOTE: Proper grounding is required to ensure the ECM Vehicle Speed Input Signal is of the same ground potentialas the ECM ground reference. Improper grounding may result in lost or intermittent vehicle speed signals.

Wiring Diagram 5 - Vehicle Speed Circuit with Allison Electronic Transmission

7.5.1 Allison Electronic Transmissions

Connect the single ended vehicle speed signal line to the ECM “Vehicle Speed In +” (P1 terminal-32). Leave ECM“Vehicle Speed In -” (P1 terminal-33) unconnected (DO NOT Connect to Ground).

No other devices should be receiving vehicle speed from the Allison Vehicle Speed line providing vehicle speed tothe Caterpillar ECM. Caterpillar recommends using the Caterpillar ECM Speedometer Driver for the speedometersignal or the SAE J1587 Data Link.

36373233

P1 J1

G808-BUG809-GN

C974-PUC973-GN

VEHICLE SPEED

SPEEDOMETER +SPEEDOMETER -VEHICLE SPEED IN +VEHICLE SPEED IN -

ELECTRONIC VEHICLESPEED SOURCE

ECM

SPEEDOMETERSIGNAL+

SIGNAL-

36373233

P1 J1

12

G808-BUG809-GN

C974-PUC973-GN



VEHICLE SPEED SENSOR SPEEDOMETER +SPEEDOMETER -VEHICLE SPEED IN +VEHICLE SPEED IN -

SIGNAL+

SIGNAL-ECM

SPEEDOMETER

7.6 J1939 Transmission Output Shaft Speed Based Vehicle Speed Source

The ECM can be configured to receive Vehicle Speed Information from an Electronic Transmission Control Unitvia the J1939 data link. The Transmission must be capable of supporting the J1939 ETC1 Broadcast Message(PGN 61,442 Bytes 2&3), which provides transmission output shaft speed. The OEM is responsible for determiningif the transmission is capable of supporting the required message protocol. This feature also requires the necessaryJ1939 data link hardware to be installed in chassis.

When configured for the J1939 option, the ECM Vehicle Speed Input Circuit (terminals 32 & 33) will be ignored.The ECM uses the Vehicle Speed Cal (J1939-Trans) parameter value to calculate vehicle speed, based onthe programmed value and the output shaft speed (received over the J1939 data link). The Vehicle Speed Cal(J1939-Trans) setting is based on Output Shaft revolutions per mile. The OEM is responsible for determiningthe specific value for any given chassis. There are several methods to arrive at this value:

Vehicle Speed Cal (J1939-Trans) = Transmission Output Shaft revolutions per mile

Transmission Speed Sensor pulse per mileVehicle Speed Cal (J1939-Trans) = Number of Teeth on Output Shaft Chopper Wheel

Vehicle Speed Cal (J1939-Trans) = (Tire revolutions per mile) x (Axle Ratio)


1) Transmission ECU capable of supporting required J1939 message protocol.

2) J1939 Vehicle Data link.


1) Vehicle Speed Cal (J1939-Trans) parameter must be programmed for correct Trans Output Shaft revs per mile.

2) Vehicle Speed Input parameter must be programmed to J1939-Trans option.

7.7 J1939 ABS Wheel Speed Based Vehicle Speed Source

The ECM can be configured to receive Vehicle Speed Information from an Antilock Brake System (ABS) via theJ1939 data link. The ABS must be capable of supporting the J1939 High Resolution Wheel Speed BroadcastMessage (PGN 65,134 Byte 5-8), which provides wheel speed from the two rear wheels. The OEM is responsiblefor determining if the ABS is capable of supporting the required message protocol. This feature also requires thenecessary J1939 data link hardware to be installed in the chassis.

The ABS will broadcast the ASSUMED tire revolutions per mile. If this value is the ACTUAL tire revolution per mile,the calibration value will be one (1.0) If the ASSUMED tire revolutions per mile is not the same as the ACTUAL tirerevolutions per mile, then the cal factor can be calculated in the following manner.

ABS Assumed tire revolutions per mile = 500

Actual Tire revolutions per mile = 400

Vehicle Speed Cal = 400/500 = 0.800


1) ABS capable of supporting required J1939 message protocol.

2) J1939 Vehicle Data link.


1) Vehicle Speed Cal (J1939-ABS) parameter must be programmed for correct Tire revs per mile.

2) Vehicle Speed Input parameter must be programmed to the J1939-ABS option.





8.0 ECM Speedometer and Tachometer Outputs

8.1 Speedometer And Tachometer

The ECM provides complementary ±9 V speedometer and tachometer signals. The Tachometer Output can becustomer programmed to provide an output between 12.0 to 500.0 pulses per revolution. The Speedometer Outputprovides a fixed 30,000 pulse per mile signal when the Truck Manufacturer parameter is programmed to “Other”,and a fixed 4,000 pulse per mile signal when programmed to the “GM” setting. The ECM receives the vehicle speedsignal from an OEM installed sensor or electronic vehicle speed source, and scales the signal for the speedometeroutput. The ECM can also receive information over the J1939 data link from a transmission ECU broadcast, in orderto calculate vehicle speed for the speedometer output. A speedometer may also be driven from the SAE J1587Data Link message broadcast by the ECM, if the speedometer is capable of processing the information.

The tachometer does not require an external sensor. The ECM determines engine speed from the Speed/TimingSensor signals. A tachometer may also be driven from the SAE J1587 Data Link if the gauge is capable.


1) Vehicle speed source (for speedometer output only).


1) Vehicle Speed Calibration (for speedometer output only).

2) Tachometer Calibration (default is 134.0).

Wiring Diagram 6 - Speedometer and Tachometer Circuits

The optional speedometer driver provides a signal from the ECM (OEM Connector P1, terminals 36 and 37),as does the tachometer driver (Connector P1 terminals 38 and 39). The signals are zero-crossing squarewaves with an amplitude (unloaded) of ±9 Volts. The amplitude of the signals will be ±5 Volts or greater whenthe speedometer load current is less than 4 mA.

The output at terminal 36 (Terminal 38 for the tachometer) is the complement of terminal-37 (Terminal-39 forthe tachometer) for those speedometers or tachometers requiring two signal lines. Connect either one of thetwo output lines from the ECM for speedometers or tachometers with a single input terminal. Leave the remainingline unconnected. When the control senses zero vehicle or engine speed, the driver signals will provide thefollowing output voltages (unloaded).

36373839

P1 J1

450-YL451-BR

ECM

C974-PUC973-GN

SPEEDOMETER +SPEEDOMETER -TACHOMETER +TACHOMETER -

SIGNAL +

SIGNAL -

SIGNAL +

SIGNAL -

SPEEDOMETER

TACHOMETER

Terminal Description ECM Terminal Assignment Voltage

Speedometer + J1/P1: 36 ± 9V

Speedometer - J1/P1: 37 ± 9V

Tachometer + J1/P1: 38 ± 9V

Tachometer - J1/P1: 39 ± 9V

NOTE: Do not connect the negative terminal of the ECM Speedometer or Tachometer Output to Sensor Commonor any vehicle ground.

Figure 28 - Unloaded Speedometer/Tachometer Signal

Figure 29 - Speedometer/Tachometer Signal vs. Load

10

5

0

- 5

- 10

5000 15000 20000100000

Vol

tage

(V

olts

)

Load In Ohms

10

5

0

- 5

- 10

Vol

tage

(V

olts

)



The output signal for the speedometer is 30,000 pulses per mile, and for the tachometer the signal isprogrammable from 2.0 – 500.0 ppr (pulses per revolution, selectable in 0.1 increments through a CustomerParameter). Note that Caterpillar still provides a threaded hole in the flywheel housing for a magnetic enginespeed sensor. Caterpillar requires twisted pair wiring if both signal connections from the ECM to the speedometeror tachometer are made. This is to prevent radiated electrical noise problems. Cab grounding of the speedometeris acceptable.

8.2 Connection Of Devices Other Than A Speedometer/Tachometer

Do not connect these drivers to more than a single speedometer and tachometer. For questions regardingsimultaneous connection, or connection of additional devices to these drivers contact Caterpillar. Caterpillarrequests device specifications, a sample of the intended additional device, a connection diagram for vehicleinstallation, and sufficient lead time to evaluate this request.

8.3 Speedometer and Tachometer Output Accuracy

8.3.1 Speedometer Signal Accuracy

The engine control processes the vehicle speed input signal using the pulses per mile as determined by thecustomer programmable Vehicle Speed Calibration parameter. It is then scaled for the speedometer driverat 30,000 pulses per mile. The most likely source of error for the output signal is incorrectly programmingthe ECM or speedometer pulses per mile, and driveline variations such as tire wear.

There are five sources of signal processing error of the vehicle speed by the ECM:

1) ECM input resolution is ± 2 µsec.

2) Vehicle Speeds less than 1.5 miles per hour are ignored.

3) Rounding error due to division (scaling from pulses-in to pulses-out per mile).

4) ECM output resolution is ± 2 µsec.

5) ECM sampling of the vehicle speed occurs every 30 mS.

8.3.2 Tachometer Signal Accuracy

The tachometer driver accuracy is ± 5 rpm.



9.0 Lamp Outputs

The ECM provides four lamp outputs that can be used in a variety of ways depending upon Customer Parameterprogramming. The Check Engine Lamp is the only required lamp. The Check Engine Lamp is a yellow lamp thatindicates an active diagnostic code or alerts the driver to impending idle/PTO shutdown. An optional Warning Lampis required for the Engine Monitoring feature. The Warning Lamp indicates an active problem with one of the monitoredconditions such as high coolant temperature. A flashing Warning Lamp indicates the engine is derating power.

For “Other” truck Manufacturers Engine Monitoring Lamps parameter provides the option of using a single WarningLamp for all monitored conditions, or discrete lamps for each monitored condition. If the Engine Monitoring Lampsparameter is programmed to Warning Lamp, then J1/P1 terminal-29 is used for connection of a single WarningLamp. If the Engine Monitoring Lamps parameter is programmed to Option 1, then J1/P1 terminal-29 is used toconnect a Low Oil Pressure Warning Lamp and J1/P1 terminal-31 is used to connect a High Coolant TemperatureLamp. If an optional Coolant Level Sensor is also installed (Coolant Level Sensor parameter programmed to 4-Pinor 2-Wire Float Sensor) then J1/P1 terminal-30 is used to connect a Low Coolant Level Lamp.

For GM trucks, the Engine Monitoring Lamps parameter is limited to a High Coolant Temp option. Choosingthis option changes J1/P1: 29 to a High Coolant Temperature Lamp. The other lamp drivers are not affectedby choosing this option.

If a Coolant Level Sensor is not installed (Coolant Level Sensor parameter programmed to No) thenJ1/P1 terminal-30 will be available for other functions including PTO Switch On Lamp or Change Oil Lamp.

9.1 Electrical Specifications

Electrical characteristics of the Lamp Driver ECM outputs are as follows:

Maximum Current: 0.30 Amperes

Maximum Leakage Current in OFF State: 1mA

These circuits are low side drivers—the ECM provides a path to ground to activate the load. Caterpillar does notrequest dedicated circuit protection for this circuit. The engine control has not implemented diagnostic codes forthese circuits.



ECM Lamp Output Terminal Description ECM Terminal Assignment

Check Engine Lamp J1/P1: 28

Warning Lamp, Low Oil Pressure, J1/P1: 29High Coolant Temp (Parameter programming Dependent)

PTO Switch On Lamp, Change Oil Lamp, J1/P1: 30Low Coolant Level Lamp (Parameter programming Dependent)

High Coolant Temperature Lamp, J1/P1: 31Wait To Start Lamp, Fast Idle Enabled Lamp (Parameter programming Dependent)

Wiring Diagram 7 - Lamp Driver Output Wiring Diagram

9.2 Lamp Test

On power up (key ON, engine OFF), the Check Engine Lamp will come ON for five seconds and turn off indicatingthe lamp circuit is functional.

When the engine is first started, the Check Engine Lamp (terminal 28) and the Warning Lamp (terminal 29) willbe turned On for 2 seconds indicating that both lamp circuits are functional.

9.3 Check Engine Lamp Operation

An OEM installed Check Engine Lamp (hardwired, Not J1939 driven) is required to indicate a control systemmalfunction (diagnostic condition) to the driver, for diagnosing control system component failures, and for indicatingthat the Idle Shutdown Timer is in the Driver Alert phase, indicating a pending engine shutdown when the timerexpires. When a diagnostic code alert is active the Check Engine Lamp will flash ON and OFF.

On power up (key ON, engine OFF), the Check Engine Lamp will come ON for five seconds and turn off indicatingthe lamp circuit is functional. Any time there is an Active diagnostic code the lamp will flash ON five seconds, blinkoff, flash ON five seconds, blink off, etc.

9.3.1 Viewing Diagnostic Flash Codes

Caterpillar’s proprietary two-digit diagnostic flash codes can be prompted from the Check Engine Lamp. Active orlogged codes (occurring since ECM power up) may be determined from the Check Engine Lamp as follows:

Figure 30 - Viewing Diagnostic Flash Codes

3

CHECKENGINE

CHECKENGINE

CHECKENGINE

CHECKENGINE

CHECKENGINE

CHECKENGINE

CHECKENGINE

CHECKENGINE

CHECKENGINE

CHECKENGI NE

4

CHECKENGINE

CHECKENGINE

CHECKENGINE

CHECKENGINE

CHECKENGINE

CHECKENGINE

CHECKENGINE

CHECKENGINE

CHECKENGINE

CHECKENGI NE

ON OFFPause

Count the flashes as shown. In this examplea code 55 is flashed = No Active or Logged codes.

If more than one code is active or has been logged,the Check Engine Lamp will continue to flash asindicated in 3, above. If any codes are missed,repeat steps 1 and 2.

CRUISE OFF

CRUISE ON SET

RESUME

CHECKENGINE

Make sure Cruise Control On/Off switch is OFF.

Hold the Set/Resume switch in the SET position.Release when Check Engine Lamp begins to Flash.

CRUISE OFF

CRUISE ON SET

RESUME

CHECKENGINE

Hold the Set/Resume switch in the RESUME position.Release when Check Engine Lamp begins to Flash.

RESUMECRUISE OFF

CRUISE ON SET

CHECKENGINE

OR

1

2

L994-YL659-PK

K998-BUG880-PK

28293031

P1 J1

CHECK ENGINE LAMPWARNING LAMPOUTPUT #1OUTPUT #9

CHECK ENGINE LAMP

WARNING LAMP or Low Oil Pressure Lamp

PTO Switch ON Lamp, Change Oil Lamp orLow Coolant Level Lamp

+12V-

ECM

Fast Idle Lamp, Wait to Start Lamp or High Coolant Temp Lamp



Note: It is suggested the Diagnostic Flash Codes only be used to indicate the nature of a diagnostic codeoccurrence, not to perform detailed troubleshooting. Troubleshooting should be performed using SAE J1587PID/FMI Diagnostic Codes obtained via an electronic service tool or digital dash display.

9.3.2 Viewing Diagnostic Flash Codes using Diagnostic Enable Input

The diagnostic flash codes can be prompted using the Diagnostic Enable input. To initiate the flash codes, depressthe momentary Diagnostic Enable switch until the Check Engine Lamp begins to flash. The codes should flash outas indicated above.

9.4 Warning Lamp Operation

Engine Monitoring requires additional OEM installed warning lamp or lamps to alert the driver to an engine problemdetected by the ECM. The Warning Lamp also alerts the driver to the level of action the ECM is taking to respondto the condition. The lamp is ON continuously while the engine is in the warning mode. Warning mode indicates theECM has detected a problem, but the ECM is not altering engine performance to force driver action. The WarningLamp flashes when in the derate mode, indicating the ECM has begun to force driver action and is reducing availablehorsepower and the maximum vehicle speed. During warning and derate the Check Engine Lamp will flashbecause of the active diagnostic code.

The Warning Lamp will come on for two seconds following engine start-up to check the lamp and circuit function.

9.4.1 Warning Lamp Output used for High Coolant Temperature Shutdown Signal

For GM 530/540 engines, the Warning Lamp output can be used as a dedicated High Coolant Lamp. The EngineMonitoring Lamps parameter may be programmed to Warning Lamp or to High Coolant Warning Lamp. Whenprogrammed to Warning Lamp, the output operates as already described. When programmed to High Coolanttemperature Warning Lamp, the output at J1/P1: 29 will be turned On in conjunction when the upper coolanttemperature limit is exceeded. This feature option allows for the engine coolant temperature diagnostic to betied into the chassis system for an engine protection shutdown.


1) Engine Monitoring Lamps parameter programmed to High Coolant Warning Lamp.

9.5 Low Oil Pressure Lamp

This lamp will be available if the Engine Warning Lamps parameter is programmed to Option 1. A lamp connectedto J1/P1:29 will turn On when the diagnostic code for Low Oil Pressure or Very Low Oil Pressure is active. Thisfeature is not available for GM trucks.


1) Low Oil Pressure Lamp.


1) Engine Monitoring Lamps parameter programmed to Option 1.

9.6 Low Coolant Level Lamp

With the Coolant Level Parameter programmed to other than No, a coolant level sensor installed and the EngineMonitoring Lamps parameter programmed to Option 1, J1/P1:30 is available for a Low Coolant Level Lamp.This lamp will turn on when the active diagnostic codes for Low or Very Low Coolant Level are active. This featureis not available for GM trucks.


1) Low Coolant Level Lamp.

2) Coolant Level Sensor




1) Engine Monitoring Lamps parameter programmed to Option 1.

2) Coolant Level Sensor programmed to 4-Pin or 2-Wire Float

9.7 PTO Switch ON Lamp

If the PTO Switch On Lamp parameter is programmed to J1/P1: 30 (default), the ECM will turn Output #1 ON whenthe PTO On/Off Switch circuit (Input #1) is ON.


1) PTO Configuration programmed to Cab Switches, Remote Switches or Remote Throttle.

2) PTO Switch On Lamp programmed to J1/P1: 30

NOTE: This parameter is unavailable if Change Oil Lamp is programmed to this terminal. This feature will not beavailable if the Engine Monitoring Lamps parameter is programmed to Option 1 and the Coolant Level Sensoris programmed to other than No.

9.8 Change Oil Lamp

If the Change Oil Lamp parameter is programmed to J1/P1: 30, the ECM will turn Output #1 ON when the oilchange interval exceeds the interval set in the PM1 parameter.


1) Maintenance parameters; Maintenance Indicator Mode, PM1 Interval and Engine Oil Capacity

2) Change Oil Lamp programmed to J1/P1:30

NOTE: This parameter is unavailable if PTO Switch On Lamp is programmed to this terminal. This feature will notbe available if the Engine Monitoring Lamps parameter is programmed to Option 1 and the Coolant Level Sensoris programmed to other than No.

9.9 Fast Idle Enabled Lamp

The Fast Idle Enabled Lamp parameter may be programmed to J1/P1:31 (Default), J1/P1:21 or None.When programmed to J1/P1:31 the ECM will turn 99Output #9 (Terminal 31) ON when Fast Idle is active.


1) Fast Idle Lamp.


1) Fast Idle Enabled Lamp parameter is programmed to J1/P1:31(default) or J1/P1:21.

2) Engine Monitoring Lamps programmed to Warning

NOTE: The Fast Idle Enabled Lamp is not available for some GM configurations. This feature is not available if theEngine Monitoring Lamps parameter is programmed to Option 1.

9.10 Wait To Start Lamp

The Wait To Start Lamp parameter may be programmed to J1/P1: 31, J1939 or None (default). The ECM will enableJ1/P1: 31 (or J1939 message) when the Inlet Air Heater is operating and the engine is not running. This function isdifferent from the engine harness connection for the Inlet Air Heater Lamp that will turn On whenever the Inlet AirHeater is operating.

The Wait to Start Lamp is not available for all GM configurations. The hardwired connection (J1/P1: 31) is notavailable if the Engine Monitoring Lamps parameter is programmed to Option 1. The J1939 option for the Wait toStart Lamp is available regardless of the Warning Lamp programming for Non-GM trucks.


1) Lamp or J1939 data link device




1) Wait to Start Lamp is programmed to J1/P1: 31 if Engine Monitoring Lamps programmed to Warning

Or,

2) Wait To Start Lamp programmed to J1939

9.11 J1939 Data Link Driven Lamps

The ECM will broadcast the SAE J1939 DM1 message ($FECA [65,226]) for engine diagnostic codes andwill include the information necessary to illuminate an OEM provided Check Engine, Engine Protect and theEngine Stop lamps.

9.11.1 Amber Check Engine Lamp

With the ECM Engine Monitor programmed to Warning, Derate or Shutdown, the ECM will broadcast the messageon J1939 to illuminate an amber Check Engine Lamp during those conditions that illuminate the hardwired CheckEngine Lamp (during Active Diagnostic Codes).

This message will not support the “FLASH CODES” generated during trouble shooting of the ECM.

9.11.2 Protect Lamp

With the ECM Engine Monitor programmed to Warning, Derate or Shutdown, the ECM will broadcast the messageon J1939 to illuminate the Protect Engine Lamp during those conditions that illuminate the hardwired “Warning Lamp”(Red). The DM1 protocol will be followed and up to 10 active fault codes will be transmitted (highest priority first).

9.11.3 Stop Lamp

With the ECM Engine Monitor programmed to Warning, Derate or Shutdown, the ECM will broadcast the messageon J1939 to illuminate the RED STOP Lamp during those conditions that cause the hardwired “Warning Lamp”(Red) to flash.

9.11.4 Wait to Start Lamp

The Wait To Start Lamp status is available to be broadcast over J1939. The message is PGN $FEE4 (65252) Byte4, bits 2,1. This message will indicate that the inlet Air Heater is enabled and the operator should wait until the lampgoes Off before attempting to start the engine.



10.0 OEM Installed Sensors

10.1 Coolant Level Sensors

The OEM is responsible for providing and installing the Coolant Level Sensor and a Warning Lamp. It is programmedthrough the Customer Programmable Parameter, Coolant Level Sensor. The default factory setting is No.


1) Warning Lamp.

2) Coolant Level Sensor.


1) Coolant Level Sensor parameter must be programmed to 4-pin, 2-Pin Switch (GM Only), or 2-Wire Float Sensor.

2) Engine Monitoring must be programmed to Warning, Derate, or Shutdown.

10.2 Selecting a Sensor

Three types of coolant level sensors are supported. These include a four pin coolant level sensor, 2 Wire FloatSensor (a resistive ladder type sensor), or the 2- wire switch (used ONLY in General Motors (C7) applications).Each sensor operates as a coolant loss sensor. If a sensor is installed the Coolant Level Sensor parameter mustbe programmed to 4-Pin, 2-Wire Float Sensor or 2-Pin Switch.

10.3 Coolant Level Sensor Environmental Compatibility

The OEM should determine worst case coolant type, mechanical, electrical, and electromagnetic field environmentsfor the coolant level sensor and verify the coolant level sensor will function properly and reliably under those worstcase conditions. Specifically, the OEM must verify that the sensor is compatible with “Extended Life Coolants”.

NOTE: If the Coolant Level Sensing is disabled through the Customer Programmable option, it is not necessaryto jumper any connector terminals on the OEM connector. The ECM will ignore the coolant level inputs. The vehicleharness for the Coolant Level Sensor should not be connected to the ECM when a sensor is not installed.

10.4 Coolant Level Sensor Mounting Guidelines (4-Pin)

To insure proper operation of the 4 pin coolant level sensor, the following mounting guidelines should be followed:

A. The sensor is supplied with thread sealant applied to the threads. No other tape or sealant should be appliedwhen mounting.

B. For the liquid present signal, the sensor must be mounted in a position completely immersing the sensingtube and mounting thread.

C. For the liquid absent signal, the sensor must be mounted in a position with no fluid contacting the entiresensing tube and mounting thread.

D. The output signal is indeterminate when only a portion of the sensing tube is immersed in fluid.

E. The sensor should be mounted low enough in the tank to operate correctly under all slosh, tilt, and roll conditions.

F. Preferred sensor mounting is horizontal.





Figure 31 - Cooper Standard Coolant Level Sensor Installation in Top Tank

10.5 Four Pin Coolant Level Sensor Electrical Specifications

The four pin coolant level sensor specifications are shown in the following table.

10.5.1 Coolant Level Sensor Connections

Figure 32

10.5.2 Coolant Level Sensor Power Supply

The sensor must operate off the ECM regulated power supply of 5.0 ± 0.25 Vdc. Total current draw by the sensorat the +5V terminal must not exceed 20 mA under any conditions.

249545

P1 J1

CDAB

G879-ORC983-WHC984-YLH 795-PK

+5VCOOLANT LEVEL NORMALCOOLANT LEVEL LOWAP SENSOR/SWITCH SENSOR COMMON

ECM

+5VCOOLANT LEVEL NORMAL

COOLANT LEVEL LOWAP SENSOR/SWITCH SENSOR COMMON

Sensor Terminal Assignment ECM Terminal Assignment Terminal Description

Terminal A J1/P1: 54 Coolant Level Low

Terminal B J1/P1: 5 AP Sensor/Switch Sensor Common

Terminal C J1/P1: 2 +5V

Terminal D J1/P1: 49 Coolant Level Normal



10.5.3 Coolant Level Sensor Outputs

(All voltages are DC and referenced to AP Sensor/Switch Sensor Common at the ECM Connector J1/P1).

I. Coolant Level Low (J1/P1:54)

A. Fluid Present: Output voltage = 0.5V MAXIMUM when sinking 10 mA or less.

B. Fluid Absent: Output voltage = 4.1V MINIMUM when sourcing 1 mA or less. (The outputs must be ableto tolerate a 20 kΩ or greater resistance pulled up to 13V).

II. Coolant Level Normal (J1/P1:49)

A. Fluid Present: Output voltage = 4.1V MINIMUM when sourcing 1 mA or less. (The outputs must be ableto tolerate a 20 kW or greater resistance pulled up to 13V).

B. Fluid Absent: Output voltage = 0.5V MAXIMUM when sinking 10 mA or less.

10.5.4 Coolant Level Sensor Response Time

Sensor outputs must change states in less than 2 seconds when subjected to an immersion-removal transition.Cool Level Low must change states within ±1.0 millisecond of a Cool Level Normal state change.

10.5.5 Coolant Level Sensor Diagnostic

Coolant level faults, 111-01 for Low & 111-11 for Very Low will cause the Check Engine Lamp to illuminate.Active faults will be broadcast over the J1587 and the J1939 data links. The J1939 message will indicate thatthe coolant level is at 50% for Low and 0% for Very Low.

If the ECM Coolant Level Circuit indicates the sensor outputs are at the same voltage for at least two seconds,a diagnostic code is triggered.


1) Coolant Level sensor meeting this specification.

2) Engine Monitoring Warning Lamp installed.


1) Coolant Level Sensor Customer Parameter programmed to 4 Pin.

10.6 2-Wire Float Coolant Level Sensor

The 2-Wire Coolant Level Float Sensor option allows the OEM to install a resistor ladder float switch sensor toindicate coolant level. This sensor is powered with a 5-volt supply internal to the ECM. The expected voltage fora Normal coolant level is between 0.75 and 1.75 volts. The expected voltage for a Low coolant level is between2.0 and 3.0 volts. The expected voltage for a Very Low or Critical level is between is between 3.25 and 4.25 volts.Hysteresis voltage ranges are included to allow for some slosh in the tank. Voltages levels changing from a definedrange into a hysteresis zone will be considered to be in the previous range until the voltage level changes to outsideof the hysteresis zone.

Figure 33

The 2-Wire Float Sensor is connected to J1/P1: 26 and J1/P1: 5. Pin J1/P1: 23 provides 5 volt excitation througha 499 Ohm pull up resistor. Resistor ladder values must be selected to produce the voltage levels for Normal,Low and Very low (critical) coolant levels. Caterpillar does not recommend any specific supplier or circuit.The following diagram is for reference.

Wiring Diagram 8

H795-PK

E452-WH

5 Volts

Sensor Common

26

5

R1

R2

R3

Coolant Level Normal = R1 + R2 + R3Coolant Level Low = R2 + R3Coolant Level Very Low = R3

2-Wire Float Coolant Level SensorTypical CircuitryOEM Supplied

ECMJ1P1

499 Ohms

Open Sensor

Short to ground

Critical Level

Low Level

Normal Level

4.50 v

A/D Input(Max 5V)

5.00 v

4.25 v

3.25 v

2.00 v

3.00 v

1.75 v

0.75 v

0.50 v

Hysteresis zone

Hysteresis zone

Hysteresis zone

Hysteresis zone

Critical Level

Low Level

Normal Level



10.7 2-Wire Float Sensor Diagnostics

Ignition Key On and the engine Not running:

If the Coolant Level Sensor voltage is in the Normal range or either of the hysteresis zones bordering NormalCoolant Level range, the coolant level State will be Normal. A coolant level fault (111-01 for Low, 111-11 forVery Low, 111-03 for Open & 111-04 for Shorted) will occur if the voltage is not between 0.5 and 2.0 volts for atleast 10 seconds. The Check Engine Lamp will illuminate and an active fault will be broadcast over the J1587 andthe J1939 data links if there is a fault condition present. The J1939 message will indicate that the coolant level isat 50% for Low and 0% for Very Low. For Low and Very Low coolant levels, an Event will be logged in the ECM.The logged Event will stay in the ECM nonvolatile memory and will be erased after 100 hours of engine operationif there are no other occurrences.

Engine has been running for more than 4 seconds but less than 30 seconds:(Allows for initialization of the Coolant level)

1) If the Coolant Level Sensor voltage is in the Normal range or either of the hysteresis zones bordering NormalCoolant Level range, the coolant level State will be Normal.

2) If the Coolant Level Sensor voltage is in the Low range or in the hysteresis zone between Low and Very Low,the Coolant Level State will be Low (111-01).

3) If the Coolant Level Sensor voltage is in Very Low range or the Hysteresis Zone between Very Low and SensorOpen, the Coolant Level Sate will be Very Low (111-11).

4) If the sensor is shorted (111-04) or open (111-03), a fault code will be active.

5) A fault condition will cause the Check Engine Lamp will illuminate and an active fault will be broadcast over theJ1587 and the J1939 data links. The J1939 message will indicate that the coolant level is at 50% for Low and0% for Very Low.

Engine has been running for 30 seconds:(Allows for coolant levels to stabilize)

1) If the Coolant Level state was Normal and the voltage level is in the Normal Coolant Level range or either of thehysteresis zones bordering Normal Coolant Level range, the coolant level will be considered Normal.

2) If the Coolant Level State was Low and the voltage is in the Low Coolant Level range or either of the hysteresiszones around the Low range, the Coolant level will be considered Low (111-01).

3) If the Coolant Level State was Very Low and the voltage is in the Very Low Coolant Level range or either of thehysteresis zones around the Very Low Coolant range the Coolant Level State will be Very Low (111-11).

4) If the sensor is shorted (111-04) or open (111-03), a fault code will be active.

5) A fault condition will cause the Check Engine Lamp to illuminate and an active fault will be broadcast over theJ1587 and the J1939 data links. The J1939 message will indicate that the coolant level is at 50% for Low and0% for Very Low.





1) Coolant Level Sensor Customer Parameter programmed to 2-Wire Float Sensor.

10.8 2-Pin Switch Coolant Level Sensor (GMT 560 only)

The 2-Pin Switch sensor used on GMT 560 trucks provides closed contacts when coolant is present and opencontacts when coolant is Low.

The sensor is connected between J1/P1:49 and J1/P1:3







1) Coolant Level Sensor Customer Parameter programmed to 2-Pin Switch.

10.9 Fuel Tank Level Sensing (GMT560 trucks only)

Two passive inputs may be used for connecting a resistive fuel tank level sensor. These inputs are supplied with5 volts through an internal 500-Ohm pull-up resistor. This feature may be available upon a joint effort betweenCaterpillar and interested OEMs.

Wiring Diagram 9


1) A Fuel Level sensor meeting GM’s specification.


1) Primary or Secondary Fuel Tank Capacity programmed to 50, 35, or 25 gal

15

3

26

P1 J1

Sensor Common

Primary Tank Fuel Level (INPUT #2)

Secondary Tank Fuel Level

ECM

Primary Tank Fuel Level Sensor

Secondary Tank Fuel Level Sensor



11.0 Inlet Air Heater, Lamp and Relay Operation

The Inlet Air Heater (IAH) is used to improve cold start capability of the engine and to reduce white smoke.The ECM controls the Inlet Air Heater Grid and Inlet Air Heater Lamp through the Inlet Air Heater Relay.The heater and relay are installed on the engine at Caterpillar.

The Inlet Air Heater operation is determined at three different times: Power Up/Preheat, Engine Cranking andEngine Running. This operation is based on measured engine temperatures and affected by operational conditionsincluding vehicle speed and service brake pedal position. The Inlet Air Heater will be disabled (engine running ornot) whenever the Service Brake is depressed and the vehicle speed is equal to or more than 5 mph (8 KPH).If there is an active vehicle speed sensor fault the ECM will assume that the vehicle speed is above 5 mph andwill disable the Intake air Heater when the Service Brake is applied.

11.1 Inlet Air Heater Relay Electrical Specifications

The OEM is responsible for connecting the contact side of the Inlet air heater relay to battery voltage.Recommended circuit protection for this connection is 130 Amps with a circuit load of 100 Amps continuous.The Inlet Air Heater Relay has a maximum ‘On’ time of 7 minutes. Minimum required wire size is 4 AWG.

11.2 Inlet Air Heater Relay Connections

The battery supply wire must be secured and not attached to a fuel line. Secure the wire with the clip beforeapplying the proper torque of 9.0 Newton-Meters (NM) +/- 1.0 NM to the wire terminal at the terminal stud.Wire terminal nuts and locking washers are supplied with the relay. Caterpillar recommends the use of a breakingtorque wrench such as the Mountz TLS-1360. CAUTION: Not meeting the specified torque limit may causeelectrical arcing due to a mechanical failure of the relay stud or a loose connection.

Figure 34 - Inlet Air Heater Relay

Battery Cable

Air InletHeater



A boot must be installed on the Battery connection to the Inlet Air Heater Relay to help prevent electricalarcing. This boot must be made of heat resistant material that can meet the UL94V0 rating for flammability.Choose terminals made of tin plated brass with a hole that size is closest to the diameter of the stud (5/16 inch).The terminal hole should provide enough clearance to make assembly easy while maintaining contact. Cautionmust be taken to prevent the terminal from causing a short to chassis ground. Caterpillar recommends that theterminal ring connection to the battery supply wire should be made with a bare terminal and then insulated usinga sealed heat shrink.

11.3 Inlet Air Heater Lamp

An Inlet Air Heater Lamp may be installed to indicate when the Inlet Air Heater is operating. This lamp will normallybe installed at the operator station. The Inlet Air Heater Lamp can be connected in parallel with the Caterpillarinstalled Inlet Air Heater Relay. The engine wiring harness provides a 116-6158 two terminal Packard (12052641)Metri-pack 150 Series Plug (P648) to connect the Inlet Air Heater Lamp. The mating half of the P648 plug is aPackard (12162000) Metri-pack 150 Series Receptacle (J648). A connector cap is installed on the plug to seal theconnection until the Inlet Air Heater Lamp is connected. The ECM Inlet Air Heater driver provides a ground pathwhen the heater should be ON (low side driver sinking 1.5 A maximum).

Wiring Diagram 10 - Inlet Air Heater Wiring Diagram

+12V-

ENGINE GROUND 8P2 J2

J501 P50112

BA

850-BU

ECM

100 Amp with130 A Peak @ 11 V

INLET AIR HEATER LAMP

J648

P648INLET AIRHEATER

OEM INSTALLED COMPONENTS

INLET AIRHEATER RELAY

INLET AIR HEATER



Figure 35

Ignition Switch On

Turn Heater On and Start30 Sec Timer (PreHeat)

Is the SUM of Coolant Temp1 +Inlet Manifold Air Temp2

less than 136°F (40°C) when operating below 5500 Ft (1678 M)Or

3less than 159°F (53°C) when operating above 5500 Ft (1678 M)

Heater On




Yes

Yes

No

No

No

1 If a coolant temperature sensor open circuit or short circuit diagnostic code is active, the heater will come on if inlet manifold temperature < 50°F (10°C)2 If an inlet manifold air temp sensor open circuit or short circuit diagnostic code is active, the heater will come on if coolant temperature < 104°F (40°C)3 With APR99 and newer Personality Modules, the Boost Pressure reading is used to determine Atmospheric Pressure. This indicates if the engine is

operating above 5500 Ft (1678 M). If so, the temperature calculations used to determine inlet air heater operation are adjusted to compensate for theextreme altitude operation.

NOTE: If the Service brake switch is open and Vehicle Speed is greater than or equal to 5 mph (or a vehicle speed diagnostic is present) the heater willbe turned OFF. If the brake switch closes or speed drops below 5 mph, the heater will resume operation.

TimerExpired?

Starting Aid Mode

EngineCranking?

Enginestarted?

Yes

Off

Yes

No

No

TimerExpired?

Turn Heater On and Start 7minute Timer (first time thru)

No




TimerExpired?

NoYes

Yes

Yes

Yes

Enginestarted?

No

Wait 5 Seconds after Etherinjection is finished

Yes

Is Starting AidTemp <= 0C? **

Yes

No

Automatic

TurnHeater

Off

Start 13 minute Timer (first time thru)Cycle Heater On and Off every

10 seconds



11.4 ECM Power Up and Preheat Cycle

If the SUM of the Coolant Temperature and Inlet Manifold Air Temperature is less than 136°F or 40°C and theengine is being operated below 5500 feet (1678 meters) of elevation, the ECM will turn the Inlet Air Heater relayoutput ON for 30 seconds as a preheat cycle. If the engine is being operated at elevations higher than 5500 feet(1678 meters) the sum of the Coolant Temperature and Inlet Manifold Air Temperature must only be less than160°F or 53°C in order to compensate for the extreme altitude operation.

NOTE: DO NOT convert the sum of the temperatures!!! The temperatures MUST be converted before summing!

The ECM adds Coolant Temperature and Inlet Manifold Air Temperature as measured in centigrade. In order to getthe correct conversion of the summed value in Fahrenheit, each temperature must first be converted to Fahrenheitand then added together as follows:

([Coolant Temperature °C] X 1.8 +32) + ([Inlet Manifold Air Temperature °C] X 1.8 +32) = sum in Fahrenheit.

The Heater and Heater Lamp will turn ON, and then turn OFF when the cycle is complete. If the operator attemptsto start the engine before the 30 second preheat cycle ends, the ECM will continue to control the Heater duringengine cranking.

11.5 Engine Cranking Cycle

When the engine is cranking, the Heater will turn ON if the SUM of the Coolant Temperature and Inlet Manifold AirTemperature is less than 136°F or 40°C at elevations below 5500 feet (1678 meters), and stay ON while cranking.If the engine fails to start the Heater will activate for 30 seconds (preheat cycle is restarted). At elevations above5500 feet (1678 meters) the SUM of the Coolant Temperature and Inlet Manifold Air Temperature must only beless than 160°F or 53°C in order to compensate for the extreme altitude operation.

11.6 Engine Running Cycle

After the engine has started, the Inlet Air Heater operation is determined by the same combination of both theInlet Manifold Air Temperature and Coolant Temperature.

The Engine Running Cycle has two segments, a continuous mode followed by an On/Off cycling mode.The Continuous ON mode lasts for a maximum of seven minutes. The On/Off cycle mode can last for a maximumof 13 minutes. During the On/Off cycle mode, the Heater is cycled ON and OFF for ten seconds. The Inlet AirHeater will turn OFF anytime the SUM of the Inlet Manifold Air Temperature and Coolant Temperature exceeds126°F or 40°C if the engine is being operated below 5500 feet (1678 meters) of elevation. If the engine is beingoperated at elevations higher than 5500 feet (1678 meters), the Heater will turn OFF anytime the SUM of the InletManifold Air Temperature and Coolant Temperature exceeds 178°F or 63°C.

11.7 IAH and Active Engine Diagnostics

Whenever there is an Active Open or Short Circuit Diagnostic Code for the Coolant Temperature Sensor,the Heater will activate if the Inlet Manifold Air Temperature is less than 50°F (10°C). For an Active Inlet ManifoldAir Temperature Sensor Diagnostic, the Heater will activate if Coolant Temperature is less than 104°F (40°C).

2.8 IAH and Starting Aid Interaction

At key switch On, the Inlet Air Heater will not be activated if the Starting Aid Output is programmed to Automaticand the inlet air temperature is below 0 Deg C. The Inlet Air Heater will not be activated if the Starting Aid circuit isactivated. When the Starting Aid Output is programmed to Automatic, the Inlet Air Heater will not be activated untilthe engine is running and the starting Aid output has been turned off for 5 seconds.



12.0 Hard-wired Switch Inputs

The ECM has 18 switch inputs available for feature interaction. There are 15 Switch To Input Sensor Commoninputs and three Switch To Battery Positive inputs.

12.1 Switch to Sensor Common Electrical Specifications

Applied voltage to switches by the control will normally not exceed 11.5 Volts DC. Contact plating should notcorrode or oxidize. Gold plated or silver alloy contacts are recommended. Normal current draw through the switchesby the control will not exceed 6.5 mA.

Contact chatter and momentary opening or closing should not exceed 100 milliseconds in duration. The switchesshould not open or close due to vibration or shock normally found in the application.

ECM internal pull-ups force the respective input to 11.5 Volts DC when a switch contact is opened or the harnessis open circuited. Closure of an OEM installed switch must short circuit the input to a dedicated Sensor Commonconnection of the ECM (J1/P1 terminal-5, terminal-3 or terminal-18).

Voltage thresholds measured at ECM:

Voltage-In-Low < 0.9 Volts DC – With any switch contacts closed, ground potential differences, switch voltagedrops, and wiring harness voltage drops must be such that a switch closure results in less than 0.9 Volts DCbetween the respective control inputs and Sensor Common terminal.

Voltage-In-High > 4.0 Volts DC – With the switch contacts open, ground potential differences, switch voltage drops,and wiring harness voltage drops must be such that a switch opening results in greater than 4.0 Volts DC betweenthe control input and Sensor Common terminal.

12.2 Sensor Common Connections

Three Sensor Common terminals are available to “ground” inputs connected to the ECM. All of the Switch To SensorCommon inputs must use one of the three terminals (J1/P1: 3, 5, or 18). Switch inputs must not use chassisground. Switches must not be Case grounded.




AP Sensor/Switch Sensor Common J1/P1: 5



12.3 Switch to Sensor Common Inputs

Note: For switches with J1939 options, refer to the “J1939 Based Switched Messages” section for additional details.

12.3.1 Service Brake Pedal Position Switches/Function

The Service Brake Position Switch #1 is required for ALL applications. This is a normally closed switch and must bean open circuit when the service brake pedal is depressed. An Open circuit will deactivate or will not activate CruiseControl, Fast Idle (1 or 2), Extended Idle, or Cab Switches PTO. A change in state (depressing a released pedal, orreleasing a depressed pedal) of the Service Brake, during Driver Alert, while the Idle Shutdown Timer is countingalso overrides the Idle Shutdown Timer if the Customer Parameter Allow Idle Shutdown Override” is programmedto Yes (default). Service Brake Position Switch #2 (switch to Battery Plus) may be required if needed to support thetransmission style.

12.3.2 Clutch Pedal Position Switch Function

The clutch pedal position switch must be an open circuit when the clutch pedal is depressed. This switch is requiredon any application that uses a clutch and the Transmission Style must be programmed to Manual Option 1 or 2.An Open circuit will deactivate or will not activate Cruise Control, Fast Idle (1 or 2), Extended Idle, or Cab SwitchesPTO. Adjustment of the Clutch Pedal Position Switch is critical to proper system performance. A change in state(depressing a released pedal, or releasing a depressed pedal) of the Clutch, during Driver Alert, also overridesthe Idle Shutdown Timer, if the ECM is programmed to allow Idle Shutdown Override.



Switch function Default Optional Connection Connection(s)

Cruise Control On/Off J1/P1: 59 J1939

Cruise Control Set J1/P1: 35 J1939

Cruise Control Resume J1/P1: 44 J1939

Clutch Pedal Position Switch J1/P1: 22 J1939

Service Brake Position Switch #1 J1/P1: 45 J1939

Torque Limit Switch None J1/P1: 7, 23

Ignore Brake/Clutch Switch None J1/P1: 47

Two Speed Axle None J1/P1: 6

Diagnostic Enable None J1/P1: 46,J1939

PTO On/Off J1/P1: 56 J1939

PTO Set J1/P1: 58 J1939

PTO Resume J1/P1: 60 J1939

PTO Engine RPM Set Speed Input A None J1/P1: 46,J1939

PTO Engine RPM Set Speed Input B None J1/P1: 7, 23

PTO Engine Shutdown None J1/P1: 7, 23

Fast Idle J1/P1: 40 None

A/C High Pressure J1/P1: 41 None

A/C Fan Request (GMT560 Only) Sw to + Batt J1/P1: 41

Shutdown Override J1/P1: 40 None

12.3.2.1 Clutch Pedal Position Switch with Automatic Transmissions

The Clutch Pedal Position switch is required if the parameter Transmission Style is programmed to Manual Option1, Manual Option 2 or Universal. If the transmission Style parameter is not programmed to one of these options, theclutch switch circuitry may be omitted. A jumper circuit from this input to Sensor Common is not required.

12.3.3 Diagnostic Enable

A Diagnostic Enable input is available to prompt the ECM for flashing Diagnostic Flash Codes via the hardwiredCheck Engine Lamp. The Diagnostic Enable parameter must be programmed to J1/P1: 46 for this feature tofunction. A momentary normally open switch is required. The ECM will begin flashing and continue to flash outcodes while this switch is closed.

Wiring Diagram 11 - Diagnostic Enable Circuit


1) Normally open momentary switch.

2) Hardwired Check Engine Lamp


1) Diagnostic Enable programmed to J1/P1:46

12.3.4 Two Speed Axle Switch

Two Speed Axle Switch may be programmed to None (Default) or J1/P1: 6. When a two-speed axle is used TwoSpeed Axle Switch must be programmed to J1/P1: 6 (Input #6). A normally open switch is required. When a two-speed axle is used, the change in gear ratios from the high-speed range to the low speed range alters thecalibration of the vehicle speed signal. With this system, the ECM will automatically adjust the vehicle speedcalibration when the switch is ON. This will ensure an ECM driven speedometer and ECM stored informationcorrectly reflect the actual vehicle speed. The Low Speed Range Axle Ratio and High Speed Range Axle Ratiomust be programmed as well. When the switch is closed between the ECM terminals 16 and 5, the ECM will usethe following equation to calculate the actual vehicle speed:

High Speed Range AxleLow Speed Range Axle Ratio

X calculated vehicle speed = actual vehicle speed

Note: GM trucks use a normally closed switch for this input.

Where the calculated vehicle speed is the vehicle speed calculated using the programmed vehicle speedcalibration (pulse per mile). This adjusted vehicle speed will be used to determine idle, PTO, and Fast Idle “Kickout”speeds as programmed. The vehicle speed broadcast over the data links and the ECM speedometer output vehiclespeed will reflect the adjustment. If Two Speed Axle Switch is not programmed to J1/P1: 6, the ECM does not useeither axle ratio to determine the actual speed.


1) Switch to close when low speed axle ratio is used (switch to OPEN if GM truck).


1) Two Speed Axle Switch programmed to J1/P1:6 when a two-speed axle is used (default is NONE).

2) High Speed Range Axle Ratio and Low Speed Range Axle Ratio must be programmed or the feature is disabled.

G844-PKH795-PK

465

P1 J1

INPUT #7AP SENSOR/SWITCH SENSOR COMMON

DIAGNOSTIC ENABLE ECM



Wiring Diagram 12

12.3.5 PTO Switches

Several options are available to control engine rpm while in PTO. In order to operate in PTO Mode, a dedicatedPTO ON/OFF switch is required. Three PTO modes are available. The Cruise Control Set/Resume switches can beused or dedicated PTO switch inputs can be programmed and installed to give a variety of controlled engine speeds.

OEM provided and installed switches (required and/or optional):

1) PTO On/Off switch

2) Optional Switches

3) Transmission Neutral switch

4) Cruise Control Set/Resume

5) PTO Set/Resume

6) PTO Set Speed A

7) PTO Set Speed B

8) Torque Limit

9) Clutch Pedal Position Switch (for manual transmissions).

10) Service Brake Pedal Position

11) Ignore Brake/Clutch


1) PTO Configuration must be programmed to Cab Switches, Remote Switches, or Remote Throttle.

2) Individual switch inputs as necessary.

12.3.6 Fast Idle Switch

A momentary Fast Idle switch can be used to elevate and maintain up to two programmed engine rpm settings.Pressing and releasing the switch once will cause the engine to ramp from Low idle to the programmed Fast IdleRPM #1 (1000 rpm default). Pressing and releasing the switch while at Fast Idle #1 will cause the engine to rampto the programmed Fast Idle #2 at the programmed “Idle/PTO Engine Speed Ramp Rate.” If Fast Idle #2 is notprogrammed, the engine will return to low idle. Fast Idle will be deactivated (kicked out) if the Service Brake orClutch is depressed. The transmission Neutral switch, when in Gear, will also cause the Fast Idle to deactivate.

G843-ORH795-PK

65

P1 J1

INPUT #6AP SENSOR/SWITCH SENSOR COMMON

Two-Speed Axle On/Off Switch

Switch Shown in High Speed Range

ECM



Wiring Diagram 13 - Fast Idle Enable Switch and Fast Idle Enable Lamp Circuits


1) Fast Idle Enable Momentary Switch (N/O).

2) Fast Idle Enabled Lamp (optional)


1) Fast Idle Lamp parameter programmed to J1/P1: 31(default) or J1/P1:21. (optional)

2) Fast Idle RPM #1.

3) Fast Idle RPM #2 (optional).

12.3.7 Ignore Brake/Clutch Switch

The Ignore Brake/Clutch Switch is used to allow use of an engine set speed in mobile vehicle operations.When the Ignore Brake/Clutch parameter is programmed to J1/P1: 47 and the switch is closed, PTO, Extended Idleand Fast Idle features will ignore service brake and clutch switch inputs. If this switch is in the closed position whenthe ECM is powered up, this switch function is ignored until the switch is cycled Off and ON.

12.3.8 Shutdown Override Switch (Mass Transit only)

The transit industry calls for an engine shut down override switch to allow the operator to override a critical enginediagnostic induced engine shutdown. The purpose of the Shutdown Override Switch is to allow an operator tooverride the impending engine shutdown to allow the operator to move the vehicle to a more safe location. Thisfeature is only available on C9 Mass Transit ratings.

Shutdown Override Operation

The Engine Monitoring System can be used to cause the engine to shut down when the engine has an activediagnostic code for Very Low Engine Oil Pressure, Very low Coolant Level or Very High Engine CoolantTemperature. When one of these Diagnostics is active, the Warning Lamp, or the dedicated lamps defined bythe Warning Lamp option of “Option 1”, will start to flash. The flashing lamp indicates that the engine power isbeing derated and engine shutdown will occur within a few seconds.

If the Shutdown Override Switch has been closed before the Shutdown sequence has ended, a Shutdown Timerwill start to countdown from 30 seconds. If the Shutdown Override Switch is opened and closed again before theengine has turned the fuel injectors Off, the timer will reset for another 30 seconds. Once the timer has counteddown to zero and the fuel injectors have been disabled, the engine will shut down regardless of the position ofthe Shutdown Override Switch.

Initiating the Shutdown Override Timer will result in a Diagnostic Code being generated and logged into memory.A Diagnostic Snapshot will also be generated. The logged diagnostic code will require Caterpillar FactoryPasswords to clear from the ECM’s memory.

L902-GNH795-PKG880-PK

405

31

P1 J1INPUT #18AP SENSOR/SWITCH SENSOR COMMONOUTPUT #9

FAST IDLE ENABLE

FAST IDLE ENABLED LAMP

+12V- ECM

G880-PK 21 OUTPUT #8

Optional Fast Idle Enabled Lamp Circuit



Wiring Diagram 14

12.3.9 A/C High Pressure Switch

The A/C High Pressure switch is used in conjunction with the ECM controlled Cooling Fan. This is a normallyclosed switch and when opened, causes the ECM to engage the cooling fan.

12.3.10 Exhaust Brake Switch

The Exhaust Brake switch is used to allow the operator to enable or disable the engine’s exhaust retarder.


1) Exhaust Brake Switch


2) Exhaust Brake Switch programmed to J1/P1: 16

12.4 Switch-to-Battery Electrical Specifications

Contact plating should not corrode or oxidize. Gold plated or silver alloy contacts are recommended. Normal currentdraw through the Input #12 and Input #13 by the control is 6.0 mA at 12 Volts DC. Normal current draw through theIgnition Key Switch by the control is 1.2 mA at 12 Volts DC.

Contact chatter and momentary opening or closing should not exceed 100 milliseconds in duration. The switchesshould not open or close due to vibration or shock normally found in the application.

Each of these ECM inputs is pulled to ground eliminating the need for external termination. Closure of an OEMinstalled switch must short circuit the input to the vehicle positive battery connection.

12.4.1 Voltage thresholds measured at ECM:

Switch Open < 0.9 Volts DC – With the switch contacts open, ground potential differences, switch voltage drops,and wiring harness voltage drops, the ECM must detect less than 0.9 Volts DC between the control input and theECM negative battery connection.

Switch Closed > 9.0 Volts DC – With the switch contacts closed, ground potential differences, switch voltage drops,and wiring harness voltage drops, the ECM must detect a switch closure resulting in greater than 9.0 Volts DCbetween the control input and the ECM negative battery connection.

Shutdown Override Switch

Switch Common

40

3

ECM

P1/J1



12.4.2 Switch-to-Battery Circuit Protection

These circuits do not require dedicated circuit protection.

12.4.3 Ignition Key Switch to Positive Battery

The Ignition Key Switch input is J1/P1: 70 and is not changeable. When the ECM detects the input is switched tovehicle battery (Ignition Key Switch ON), the ECM will be powered. The ECM will then control the injectors allowingthe engine to start.


1) Switch to close when the ignition is ON.

12.4.4 Service Brake Pedal Position Switch #2 Function

Service Brake Pedal Position Switch #2 is required if the Transmission Style is programmed to Manual Option 2,Universal, AT/MT/HT Option 2, AT/MT/HT Option 3, Automatic Option 2, or Automatic Option 3. Input #13 is usedas the Service Brake Position Switch #2 input. The Service Brake Pedal Position Switch #1 (switch to ground) mustalso be used.

This switch must be a short circuit to +Battery when the service brake pedal is depressed. The control willdeactivate Cruise Control, Cab Switches PTO, Fast Idle, or Extended Idle when the Service Brake Pedal PositionSwitch #2 is ON. The Brake and Clutch Pedal Position Switches do not affect remote PTO. A change in state(depressing a released pedal, or releasing a depressed pedal) of the Service Brake, during Driver Alert, while theIdle Shutdown Timer is counting can also override the Idle Shutdown Timer, if the ECM is programmed to allow IdleShutdown Override.

Wiring Diagram 15


1) Switch to close when service brakes are applied.


1) Customer Parameter Transmission Style programmed to Manual Option 2, AT/MT/HT Option 2,AT/MT/HT Option 3, Automatic Option 2, or Automatic Option 3.

12.4.5 Transmission Neutral Switch

The ECM can be configured to monitor the transmission’s Neutral Switch. This switch is used to indicate whenan automatic transmission is in neutral. The neutral condition allows features such as Cab Switches PTO, Fast Idle,and Extended Idle to be used. The switch is required if the Transmission Style Parameter is programmed toAT/MT/HT Option 3, AT/MT/HT Option 4, Automatic Option 3, or Automatic Option 4.

L900-PU 64P1 J1

INPUT #13

SERVICE BRAKE #2 PEDAL POSITION

+12V-

ECM(PEDAL RELEASED POSITION)



Switch function Default Optional Connection Connection(s)

Ignition Key Switch J1/P1: 70 None

Transmission Neutral J1/P1: 62 J1939

Service Brake #2 J1/P1: 64 None

A/C Fan Request (GMT560 Only) J1/P1: 62 None

Wiring Diagram 16


1) Switch to close when the transmission is in neutral.


1) Customer Parameter Transmission Style programmed to AT/MT/HT Option 3, AT/MT/HT Option 4,Automatic Option 3, or Automatic Option 4.

2) Transmission Neutral Switch parameter programmed to J1/P1: 62.

12.4.5.1 Transmission Neutral Switch Status via J1939 Data Link

The ECM has the ability to receive Neutral Switch status information from a Transmission ECU capable ofbroadcasting the status via the J1939 data link. The J1939 option can be used to replace the hardwired switch inputto the ECM. This option can only be used if the Transmission is capable of supporting the required J1939 messageprotocol, such as an Allison 2000 Series Transmission. The OEM is responsible for making this determination.

The Transmission must support the J1939 PGN $F005 (ETC2 – Byte 1 – Selected Gear, Byte 4 – Current Gear orByte 7 – Current Range) message to be compatible. If the message is not received, the ECM will assume thetransmission to be In gear.


1) Electronically Controlled Transmission capable or supporting required J1939 message protocol.


1) Customer Parameter Transmission Style programmed to either AT/MT/HT Option 3, AT/MT/HT Option 4,Automatic Option 3, or Automatic Option 4.

1) Transmission Neutral Switch parameter programmed to J1939 option.

12.4.5.2 Ignoring the Transmission Neutral Switch input.

The neutral switch is not normally used with manual transmissions. The ECM can also be configured to ignore theneutral switch if an automatic transmission is used.


1) Transmission Style parameter programmed to Manual Option 1 or 2, AT/MT/HT Option 1, AT/MT/HT Option 2,Automatic Option 1, or Automatic Option 2.

2) Transmission Neutral Switch parameter programmed to J1/P1:62 (default) hardwired option or None.

NOTE: Programming the Neutral Switch to “None” and the Transmission Style to “Automatic option 3” (or 4) or “AT/MT/HT Option 3” (or 4) will cause the ECM to assume that the transmission is IN GEAR.

409-OR 62P1 J1

INPUT #12

TRANSMISSION NEUTRAL SWITCH

+12V-

ECM(IN GEAR POSITION)



13.0 Cruise Control

Cruise control operation is a standard feature and requires the following OEM installed switches: Cruise ControlON/OFF, Set/Resume, and Service Brake Pedal Position Switch #1. Depending on Transmission Style programming,additional switches may be required. These would include the Clutch Pedal Position, Service Brake Pedal PositionSwitch #2 and Neutral switches.

Wiring Diagram 17 - Typical Cruise Control Wiring Diagram


1) Cruise Control On/Off switch.

2) Vehicle speed source.

3) Service Brake Pedal Position Switch.

4) Set /Resume switch.

Optional Switch Inputs

1) Clutch Pedal Position Switch (Transmission Style programming dependent)

2) Transmission Neutral switch (Transmission Style programming dependent)

3) Service Brake Pedal Position Switch #2 (Transmission Style programming dependent)

4) Cruise Pause Switch (J1939 Only)


1) Vehicle Speed Calibration.

2) Low Cruise Control Speed Set Limit.

3) High Cruise Control Speed Set Limit.

4) Transmission Style.

13.1 Cruise Control Switches and Operation

Cruise Control will operate the same for either hard-wired switch inputs or J1939 based switch inputs.

13.1.1 Cruise Control On/Off Switch

When the On/Off switch input is toggled to the ON position (switch contacts closed) Cruise Control or Extended Idlefunction is enabled.

C978-BRC979-ORC975-WHC992-PUC977-BUH795-PK

35445945225

P1 J1

SETRESUMECRUISE CONTROL ON/OFF SWITCHSERVICE BRAKE PEDAL POSITION SWITCHCLUTCH PEDAL POSITION SWITCHAP SENSOR/SWITCH SENSOR COMMON

SET/RESUME

CRUISE CONTROL ON/OFF

SERVICE BRAKE PEDAL POSITION

CLUTCH PEDAL POSITION

ECM

(CRUISE OFF POSITION)

(SET OFF POSITION)

(RESUME OFF POSITION)

(PEDAL RELEASED POSITION)




13.1.2 Set/Resume Switch

The Set/Resume switch is normally a three-position switch biased to the Off position. The ECM inputs areCustomer programmable determining the Accel/Decel function of the Set and the Resume input. The factory defaultis Set/Accel and Resume/Decel.

The Set/Resume switch is normally a three-position switch biased to the off (center) position. The CustomerProgrammable parameter “Cruise/Idle/PTO Switch Configuration” is used to determine which switch contact isassociated with accelerate and decelerate functions. The default is Set/Accelerate and Resume/Decelerate.

13.1.3 Switch Function/Interaction for Cruise Control

Cruise Control requires that the vehicle speed be within the programmed Low and High Cruise Set Speed Limits.The Cruise Control “Set” speed may only be established between these limits. The “set” speed is the vehicle speedthat the engine will attempt to maintain while normal cruise control conditions are met. The switches used with theService Brake, Clutch, Pause and transmission neutral can deactivate (kick out) Cruise Control.

With the Cruise Control On/Off switch on, toggling (turning the switch On for less than 0ne second) the Set Switchor the Resume Switch will cause the Cruise Control Vehicle Set Speed to be equal to the present vehicle speed.This “set” speed will remain as the Cruise Control Vehicle Speed until a new “set speed” is established or theignition switch is turned off.

With a “set” speed established, the vehicle “set” speed may be “bumped” (increased or decreased) by toggling theSet or the Resume switches. A “Bump” means that the Set or Resume switch is closed for less than one second.The increase or decrease of the vehicle “set” speed will be one mph for every “bump”.

With a “set” speed established, the vehicle speed may be “ramped” (increased or decreased) by holding either theSet or Resume switch closed for more than 1.5 seconds. The vehicle “set” speed will change by one mph/sec whilethe switch is closed. When the switch is released, the actual vehicle speed will become the new vehicle “set” speed.

With a “set” speed established and Cruise Control actively maintaining vehicle speed, the cab throttle may be usedto increase vehicle speed. To make this vehicle speed the new “set” speed, the Set switch must be closed for atleast two and one half seconds to establish a new “set” speed.

With a “set” speed established but Cruise Control has been disabled or “kicked out” the Resume Switch can betoggled to reactivate Cruise Control. This includes the Cruise On/Off switch as a reason for the “kick out”. Oncereactivated, the existing “set” speed will be “resumed” and the engine will recover to the “set” speed.

With a “set” speed established but Cruise Control has been disabled or “kicked out” the Set Switch can be toggledto increase (or decrease depending on the configuration of the Set/Accel Resume/Decel parameter) the currentCruise Control set speed. The speed that the vehicle is currently traveling will not be established as a new “set”speed until the Set Switch is held down for more than two and one half seconds.



14.0 Idle Functions

14.1 Smart Idle

The “Battery Monitor and Engine Control Voltage” parameter is used to determine when the Battery Monitor andEngine Speed Control System will automatically elevate engine idle to the engine RPM specified in the “BatteryMonitor & Low Idle Engine Speed” parameter in order to maintain ideal battery system voltage. This feature is usedto promote additional battery life. The engine idle will only be increased if the vehicle is stopped, the transmissionis out of gear and neither the clutch nor the brake pedal are depressed. If these conditions are not met, the engineidle will not be adjusted. This feature will not function when the engine is operating in dedicated PTO mode(PTO On/Off switch in the ON position). The recommended setting is 12.2 Volts for a 12 Volt system, and 24.5 Voltsfor a 24 Volt system. The engine will stay at this idle speed for 5 minutes (unless interrupted). At the end of 5 minutesthe engine will return to low idle or a previously established elevated idle speed. If the battery voltage is still belowthe programmed trip point the engine will return to the programmed Smart Idle speed for another 5 minutes.

NOTE: This feature requires the installation of a Neutral Switch (J1/P1: 62 or the SAE J1939 based input message)if the Transmission Style parameter is programmed to AT/MT/HT Option 3, or AT/MT/HT Option 4.

14.2 Extended Idle

Cruise Control switch inputs can be used to control the engine idle speed in Extended Idle mode. Extended Idleis available if the engine is not in Cold Mode, Smart Idle (battery voltage induced) is not engaged, Fast Idle is notenabled, the PTO ON/OFF Switch is not ON, Service Brake or Clutch is not depressed, transmission is not in gear,Cruise Pause Switch is not On and the vehicle speed is not equal to or exceeding the programmable Idle VehicleSpeed Limit.

Note: Some switch inputs are programming dependent.

With conditions met for Extended idle, and the Cruise Control On/Off switch is in the ON position, the engine rpmmay be bumped or ramped by using the Cruise Control Set/Resume switch inputs. The amount of engine rpmchange for a “bump” is determined by the Idle/PTO RPM Bump Rate parameter. The Idle/PTO Bump RPM Rateis programmable from 5 to 1000 RPM (default is 20 RPM). The engine rpm “ramp” value is determined by theIdle/PTO Engine Speed Ramp Rate parameter. The Idle/PTO Engine Speed Ramp Rate parameter is programmablefrom 5 to 1000 RPM/sec (default is 50 RPM/sec). When the engine speed is “bumped” the engine will ramp to thenew rpm at the programmed “ramp rate”.

The Cruise/Idle/PTO Switch Configuration parameter programming will determine the direction of the engine rpmbump or ramp. When programmed to Set/Accel – Resume /Decel, the engine rpm will increase with the Set switchand Decrease with the Resume Switch. When programmed to Set/Decel – Resume /Accel, the engine rpm willdecrease with the Set switch and increase with the Resume Switch.

Pressing and then releasing the Set Switch or the Resume Switch will establish the current engine rpm as the idle“set” speed. The “set” rpm may be established at any engine speed from the programmed Low Idle to the programmedIdle RPM Limit. Once an idle speed has been “set”, the engine speed may be bumped or ramped using theSet/Resume switches. Pressing and holding the Set or Resume switch will establish the engine’s current rpm as the“set” rpm and then after 1 second the engine will ramp at the programmed rate in the direction of the programmedsetting for Cruise/Idle/PTO Switch Configuration. The last idle “set” rpm will stay in the ECM’s memory until the keyswitch has been turned Off.

With a “set” idle rpm, pressing an holding the (Set or Resume) /Accel Switch for less than one second will causethe engine rpm to “bump” or increase by the programmed Idle/PTO Bump RPM value. This “bump” process can berepeated until the engine reaches the programmed Idle RPM Limit.

With a “set” idle rpm, pressing an holding the (Set or Resume) /Decel Switch for less than one second will causethe engine rpm to “bump” or decrease by the programmed Idle/PTO Bump RPM value. This “bump” process canbe repeated until the engine reaches the programmed Low Idle.

With a “set” idle rpm, pressing and holding the Set or Resume switch for more than one second will cause theengine to ramp at the programmed rate in the direction of the programmed setting for Cruise/Idle/PTO SwitchConfiguration. The engine rpm will ramp as long as the switch is held or until the engine reaches the programmed



Idle RPM Limit or the programmed Low Idle. Releasing the Set or Resume switch while the engine rpm is rampingwill establish the current engine rpm as the new “set” rpm.

If the Extended Idle has been disabled or “kicked out”, the “set” rpm is still in memory. Once the condition forKickout no longer exists, pressing and releasing the Resume Switch will cause the engine rpm to ramp to the“set” rpm.

14.2.1 Extended Idle kick outs

Extended Idle may be deactivated or “kicked out” by a variety of switch inputs and by exceeding the programmablevehicle speed limit. When Kicked Out, the “set” rpm remains in memory but the engine will return to the programmedlow idle rpm. Pressing on the Service Brake or Clutch, shifting the transmission into gear, turning the PTO SwitchOn or by turning the Pause Switch On, can “kick out” Extended Idle.

If the vehicle operation requires that the Service Brake and Clutch switches be used while the engine is in ElevatedIdle mode, the Ignore Brake/Clutch switch input can be used. With this switch enabled, the Service Brake andClutch may be used to control the vehicle speed while the Extended Idle is Active.

In the following table, an “L” means the input can return the engine to low idle from a set speed, a “A“ means theinput can adjust engine rpm, and “P” means the input function is programmable to a limit.


1) Cruise Control Switches

2) Service Brake Switch #1

3) Clutch, Service Brake #2 and Neutral switches are transmission style dependent


1) Idle Vehicle Speed Limit (1 – 15 mph)

2) Idle RPM Limit (700 – 2640 RPM)

3) Idle PTO Ramp Rate (5 – 1000 RPM/s)

4) Idle Bump Rate (5 – 1000 RPM)



ECM Input Result

Cruise On/Off L

Cruise Set A

Cruise Resume A

Cruise Pause L

Service Break L

Clutch L

Neutral L

Fast Idle A

Idle Vehicle Speed Limit L

Throttle A

15.0 J1939 Based Switch Messages

The Powertrain Data Link parameter must be programmed to J1939 before the ECM will respond to messagesreceived from the J1939 data link. Individual switch input parameters must be programmed to receive messagesfrom either the Cab Controller (source address 49, $31), the Body Controller (source address 33, $21) or theInstrument Cluster (source address 23, $17). All programmed switch inputs require that the status of the switchbe broadcast as On or Off when the key switch is On. Not broadcasting a switch status message will result in adiagnostic code to be active and the Check Engine lamp will be enabled.

15.1 Cruise Switch Inputs


Cruise Switch (PGN 65265 ($FEF1) Byte 4, bits 4,3 is set to 01)

The Cruise switch will allow enabling cruise control, if turned on and will deactivate (kickout) cruise controlif switched off. The switch must be in the On position to activate cruise control.

15.1.2 Cruise Control Set Switch

Set Switch (PGN 65265 ($FEF1) Byte 5, bits 2,1 set to 01)

As long as the Cruise switch is Off the Set switch has no functionality for the cruise feature. If the Cruise On/Offswitch is on and all other conditions are met (Veh spd, Clutch, Brake, Neutral, Cruise Pause) an On/Off transitionof the Set switch will activate cruise and set the cruise target speed to the actual vehicle speed. As long as Cruisestays active, any other On/Off, Off/On or hold transition of the Set switch will be ignored. The Set switch is only usedto activate Cruise, set the current veh spd = cruise target speed and enable the Accel and Decel switch.

15.1.3 Cruise Control Resume Switch

Resume switch (PGN 65265 ($FEF1) Byte 5, bits 6,5 set to 01)

As long as the Cruise switch is Off the Resume switch has no functionality for the cruise feature. If the CruiseOn/Off switch is on and all other conditions are met (Veh spd, Clutch, Brake, Neutral, Cruise Pause) an On/Offtransition of the Resume switch will activate cruise. If, since the last ECM power up, cruise control was never activeand the Resume switch goes from On/Off, the cruise target speed will be set to the actual veh spd. But if Cruisewas active before, the Cruise Target Speed will be set to the last Cruise Set Speed, which will be lost during anECM power cycle. As long as Cruise stays active, any other On/Off, Off/On or hold transition of the resume switchwill be ignored. The Resume switch is only used to activate Cruise, set the old set speed = cruise target speed,if not 0, and enable the Accel and Decel switch.

15.1.4 Cruise Control Accel Switch

Accel switch (PGN 65265 ($FEF1) Byte 5, bits 8,7 set to 01)

As long as the Cruise switch is Off and cruise is not active (by Set or Resume), the Accel switch has no functionalityfor the cruise feature. If cruise is active (Cruise on, Set or Resume On/Off transition, all other conditions are met –Veh spd, Clutch, Brake, Neutral, Cruise Pause), an Off/On transition of the Accel switch, which lasts longer (ON)than 1.26 seconds (Hold), will cause the cruise target speed to ramp UP, by a fixed ramp rate. When the Accelswitch is released (On/Off) the cruise target speed will be set to the current veh spd. If the holding time after theOff/On transition is shorter than 1.26 seconds (Bump), then the cruise target speed will be INCREASED by 1 mph(1.6 km/h). The Resume or Set switch must be On to enable the Accel or Decel switch function.

NOTE: The Accel switch is not dependent on the Cruise/Idle/PTO switch configuration parameter.



15.1.5 Cruise Control Decel Switch

Decel switch (PGN 65265 ($FEF1) Byte 5, bits 4,3 set to 01)

As long as the Cruise switch is Off and cruise is not active (by Set or Resume), the Decel switch has no functionalityfor the cruise feature. If Cruise is active (Cruise on, Set or Resume On/Off transition, all other conditions are met –Veh spd, Clutch, Brake, Neutral, Cruise Pause), an Off/On transition of the Decel switch, which lasts longer (ON)than 1.26 seconds (Hold) will cause the cruise target speed to ramp DOWN, by a fixed ramp rate. When the Decelswitch is released (On/Off) the cruise target speed will be set to the current veh spd. If the holding time after theOff/On transition is shorter than 1 second (Bump), then the cruise target speed will be DECREASED by 1 mph(1.6 km/h). The Resume or Set switch must be On to enable the Accel or Decel switch function.

NOTE: The Decel switch is not dependent on the Cruise/Idle/PTO switch configuration parameter.

Priority

Set has a higher priority than Resume if both switch inputs are received at the same time.

Accel has a higher priority than Decel if both switch inputs are received at the same time.

15.1.6 Cruise Pause Switch

PGN (65265 ($FEF1) Byte 1, bits 6,5 set to 01) (J1939 input only)

The Cruise Pause switch will disable (kick out) cruise control (if active) and will prevent Cruise from being engagedif the switch is turned. The switch is independent from the Ignore Brake/Clutch switch status and it will not affect anytimer functionality (Idle Shutdown and PTO Shutdown). This switch will act like the service brake or clutch switchescan cause PTO or Extended Idle to kick out. If in the ON position, this switch will prevent the engine from enteringinto PTO mode or Extended Idle.

15.2 Service Brake Switch

(PGN 65265 ($FEF1) Byte 4 Bits 6,5)

The Service Brake Switch input will respond to an Off to On transition and the ECM will respond the same as tohardwired switch inputs. This includes all features that respond to the Service Brake Switch #1 input (Cruise Control,Extended Idle, PTO, exhaust brake, etc.).

15.3 Clutch Switch


The Clutch switch input will respond to an OFF to ON transition and the ECM will respond the same as tohardwired switch inputs. This includes all functions that respond to the Clutch Switch input (Cruise Control,Extended Idle, PTO, exhaust brake, etc.).

15.4 Fan Override Switch

(PGN 65213 ($E000) Byte 1 Bits 8-1)

The Fan Override Switch may be programmed to None (Default), J1939 Cab Controller, J1939 Body Controller orJ1939 Instrument Cluster. When the received message => 95.2% (switch ON), the ECM will turn J1/P1: 11 OFFwhich will turn the fan ON. When the received message <= 94.8%, the ECM will control the fan according to engineconditions.

The ECM will also support the Fan Override Switch message when broadcast from the transmission.The transmission may require that the fan be engaged to cool the transmission fluid during vehicleoperating conditions that result in high transmission loads.

15.5 Exhaust Brake Switch

(PGN 61441 ($F001) Byte 5 Bits 8-1)

Exhaust Brake Switch may be programmed to None (Default), J1/P1: 16, J1939 Cab Controller, J1939 BodyController or J1939 Instrument Cluster. When programmed to one of the J1939 inputs the received messagemust be => 95.2%, before the Engine Exhaust Brake can be enabled.



15.6 Engine Diagnostic Switch


Engine Diagnostic Switch may be programmed to None (Default), J1/P1: 46, J1939 Cab Controller, J1939 BodyController or J1939 Instrument Cluster. When programmed to one of the J1939 inputs and the ECM receives anOn/ Off message transition, the ECM will enter into Diagnostic Mode and will cause the hardwired Check EngineLamp to flash active Error codes.

15.7 Transmission Neutral Switch

The Transmission must support the J1939 PGN $F005 (ETC2 – Byte 1 – Selected Gear, Byte 4 – Current Gearor Byte 7 – Current Range) message to be compatible. Selected gear and Actual Gear must be 0 when thetransmission is in Neutral. If the message is not received, the ECM will assume the transmission to be in gear.



16.0 Dedicated PTO Operation

PTO operation is very flexible and can be programmed to take advantage of a variety of switch and throttle inputoptions. Engine speed can be controlled to maintain a Set Speed from Low to High Idle. There are programmableset points and limits for engine RPM. There are programmable Kickout limits that can be set to return the engineto Low idle when those limits are exceeded. There are also outputs that can be used to enhance PTO operation.

There are four programmable PTO Configurations available:

1) Off

2) Cab Switches

3) Remote Switches

4) Remote Throttle

The PTO features are designed to provide functional capability to cover most typical applications: Bulk Hauler,Cement Mixers, Fire Truck, Refuse Packers, Bucker Trucks, etc.

A variety of inputs allow the OEM or body-builder to add the necessary switches and/or accelerator pedal sensor,which will reduce the amount of splicing and disturbance of the cab wiring.

Caterpillar recommends the OEM provide an access connector in an easily accessible location to aid the bodybuilder in installation of these features.

16.1 Input Electrical Specifications

Caterpillar requires all switches, and all components used in these circuits to meet the specifications as outlined inthis document. Electrical specifications for the remote accelerator pedal position sensor are described in Section 6of this document.

16.2 Sensor Common for PTO Applications

ECM Vehicle Harness Connector J1/P1: 3 (Input Sensor Common #2) is designated as the Sensor Commonconnection for PTO additions. Caterpillar recommends this connection be reserved for components connected tothe engine to control engine speed for PTO applications only. In the event that additional sensor or switch returnsare required, the PTO components can also be connected to J1/P1: 18 (Input Sensor Common #1) or J1/P1: 5(AP Sensor/Switch Sensor Common) if desired. Devices that do not interface with the ECM Must Not be connectedto these common connections.

16.3 PTO On/Off Switch Operation

Whenever this switch is cycled to the ON position, PTO operation is assumed. If the engine is started with thisswitch closed, the engine will be in PTO mode, but not active until the operator toggles a PTO related switch.The PTO On/Off switch is connected to J1/P1: 56.

16.4 PTO Switch On Lamp

The ECM provides a lamp driver output on J1/P1: 30. When the Customer Parameter PTO Switch On Lamp isprogrammed to J12/P1: 30 (default is None) and the PTO Switch is closed, the lamp will turn On. J1/P1: 30 is alow side driver. This lamp should be located where the operator will see it. For remote PTO applications, a cab andremote lamp should be installed This lamp will flash when the PTO Timer is within the 90 seconds of shutting theengine down. If another feature is using this output (Change Oil Lamp or Warning Lamp Option 1) then a lamp canbe wired to a multiple pole PTO ON/OFF switch.



Wiring Diagram 18 - Optional PTO On Lamp circuit

16.5 PTO Active Output

The PTO Active Output parameter is available for controlling an output when the engine is actively in PTO Mode.Active means that PTO is enabled and is actively controlling engine speed. This battery voltage output is availableat J1/P1: 19 when PTO Active Output is programmed to J1/P1: 19 (default is None). This High Side Driver has acurrent capability of up to 1.0 Amperes.

Wiring Diagram 19 - PTO Active Output Circuit

16.6 PTO Engine Shutdown Switch

A PTO Engine Shutdown Switch input is available for shutting down the engine while in PTO Mode. Severalconditions must be met before the engine will shut down.

1) The customer parameter “PTO configuration” has been programmed to either Cab Switches, Remote Switchesor Remote Throttle, and

2) If: PTO Engine Shutdown Switch has been programmed to either J1 PIN 7 or PIN 23, and

3) If: PTO Switch is in the ON (input grounded) position and PTO is active, and

4) If: PTO Engine Shutdown Switch is in the ON (input floating) position for 120 milliseconds, and

5) If: PTO Engine Shutdown Short Circuit (186-04) is not active, and

6) If: Vehicle Speed = zero and vehicle speed fault is not active

If the vehicle speed is not equal to zero or if there is an active vehicle speed fault, the engine will go to Low Idle.The engine will not shut down when the vehicle speed returns to zero. The ECM will log an Emergency PTOShutdown Event when the PTO Engine Shutdown Switch is pressed.

19 OUTPUT #6G838-BR

OEM Supplied Relay/Solenoid

ECM

P1 J1

3

56

P1 J1

INPUT #1

INPUT SENSOR COMMON #2

PTO ON/OFF

ECM

K999-GN

993-BR

+12V-

PTO INTERLOCK

(PTO OFF POSITION)



Wiring Diagram 20 - PTO Engine Shutdown Circuit


1) Two Pole switch used for a PTO mode ON Switch

2) Mushroom type “Emergency” Shutdown Switch. This switch must be a “non-spring returned, Push to Trip” typeof switch requiring the mushroom button to be pulled or twisted in order to be reset.


1) None

16.7 Maximum PTO Enable Speed

The Maximum PTO Enable Speed parameter may be programmed to prevent the engine from entering PTO modewhen the engine RPM is too high. The engine will not be in PTO mode, the PTO Active Output will remain OFF andthe PTO On Lamp will FLASH until the engine RPM is at or below the programmed limit. With the PTO mode OnSwitch in the ON position, once the engine drops below this limit the engine will enter PTO mode. Once in PTOmode all the applicable PTO settings and features will apply.

16.8 PTO Kickout Vehicle Speed Limit

The PTO Kickout Vehicle Speed Limit parameter may be used to cause the ECM to kickout of PTO mode whenthis vehicle speed limit is exceeded. Kicking out of PTO mode will return the engine to normal cab controls.

16.9 Maximum Vehicle Speed in PTO Mode

The Maximum Vehicle Speed in PTO Mode parameter may be programmed to limit the vehicle speed while inPTO mode. Increasing vehicle speed past this limit will result in the engine speed being reduced in order tomaintain the programmed PTO mode vehicle speed limit.

16.10 PTO Activates Cooling Fan

PTO Activates Cooling Fan is a parameter that is programmable to Normal (default) or Continuous. This parameterrequires use of the ECM cooling fan circuit. The ECM will signal the cooling fan to continuous operation when thePTO On/Off circuit is ON to reduce changes in load while being used for dedicated PTO applications. Setting thisparameter to Normal (default) indicates the fan will operate the same (dependent upon coolant temperature, etc.)with the PTO On/Off circuit ON or OFF. PTO Configuration must be programmed to Cab Switches, RemoteSwitches, or Remote Throttle before this parameter can be programmed. The Fan Control Type parameter mustnot be programmed “None”.

30

563

P1 J1

OUTPUT #1

INPUT #1INPUT SENSOR COMMON #2

ECM

+12V-

23

PTO Engine Shutdown Switch

INPUT#19

PTO Engine Interlock

PTO ON/OFF

(PTO OFF POSITION)K998-BU

K999-GN993-BR

E489-PK



16.11 PTO Output Activation Speed

PTO Output Activation Speed allows the customer/operator the ability to engage PTO, using the PTO ActiveOutput, at a desired engine speed. The engine will ramp to the desired programmed speed before the PTO ActiveOutput is turned ON. Once engine speed has reached the programmed value – 100 rpm, the PTO Active Outputwill be turned ON. This feature allows easier engine operation for applications where PTO load dump is high.

This feature is designed to work in conjunction with PTO Applications utilizing the PTO Active Output feature of theengine. PTO Active Output is covered in section 16.5 of this chapter.

This feature is only available on Emergency Vehicle Horsepower ratings.

16.12 PTO Interlocks

The switches labeled PTO Interlock in the wiring diagrams are redundant switches and should be added toinsure the engine is put in PTO mode only when the vehicle is ready and prepared for PTO operation. It is theresponsibility of the OEM (or Body Builder) to determine which interlocks are required for their particular application.

16.13 PTO Customer Access Connector

Caterpillar recommends that the OEM provide an access connector for those chassis’ frequently used in vocationalapplications. This connector should provide wiring from the ECM to a connector that is easily located and identifiedon the vehicle. Caterpillar recommends the circuits listed in the following table be provided at this connector.

Additional circuits such as positive and negative battery connections should also be considered but these circuitsmust be separate from the ECM battery circuits.



PTO Access Connector Recommendations


PTO On/Off J1/P1: 56

PTO Set J1/P1: 58

PTO Resume J1/P1: 60

PTO Shutdown J1/P1: 7

PTO Throttle Signal J1/P1: 68

PTO Engine RPM Set Speed Input A J1/P1: 46

PTO Engine RPM Set Speed Input B J1/P1: 23

Switch/Sensor Common #2 J1/P1: 3

PTO On Lamp J1/P1: 30

PTO Active Output J1/P1: 19

16.14 PTO Configurations

The following table outlines the operating differences for each of the PTO Configurations. The table shows eachinputs affect on the engine rpm when the PTO On/Off switch is ON for each configuration. For the following table,an “L” means the input can return the engine to low idle from a set speed, a “A“ means the input can adjust enginerpm. Limits can be established for elevated idle speeds.

Note: The Service Brake includes Switch #1 and Switch #2 (Switch #2 is transmission style dependent)



PTO Configuration

Input Cab Switches Remote Switches Remote Throttle

Cruise Set A N/A N/A

Cruise Resume A N/A N/A

Cruise Pause L L L

Cab Throttle A N/A N/A

Remote Throttle N/A A A

Service Brake L N/A N/A

Clutch L N/A N/A

Neutral L N/A N/A

PTO Set N/A A A

PTO Resume N/A A A

PTO Engine RPM Set Speed A A A A

PTO Engine RPM Set Speed B A A A

16.14.1 PTO Configuration – Cab Switches

The Cab Switches Configuration utilizes a dedicated PTO On/Off circuit (J1/P1: 56), the Cruise ControlSet/Resume switch inputs and the Cab throttle. This configuration interacts with the Service Brake, Clutch, CruisePause and the transmission’s Neutral Switch. The Cruise Control Set/Resume switches can be used to Bump andRamp engine speed if PTO Engine RPM Set Speed is not programmed.

Wiring Diagram 21 - Typical Cab Switches wiring Diagrams

Wiring Diagram 22 - Typical Cab Switches wiring Diagrams

303544462353

56

P1 J1

OUTPUT #1SETRESUMEINPUT #7 INPUT #19 *AP SENSOR / SWITCH SENSOR COMMONINPUT SENSOR COMMON #2INPUT #1

PTO ON/OFF SWITCH

ECM

+ 12V-

NOTE: INPUT SENSOR COMMON #1 (TERMINAL-18) MAY BE USED IN PLACE OF INPUT SENSOR COMMON #2 (TERMINAL-3)

* Input is selectable through Customer Parameter Programming

K998-BUC978-BRC979-ORG844-PKM990-ORH795-PK993-BR

K999-GN

CRUISE CONTROLSET/RESUME SWITCH

PTO INTERLOCK

PTO ENGINE RPM SET SPEED A SWITCH

PTO SWITCH ON LAMP

PTO ENGINE RPM SET SPEED B SWITCH

30354445225

563

47187

P1 J1

OUTPUT #1SETRESUMESERVICE BRAKE PEDAL POSITION SWITCHCLUTCH PEDAL POSITION SWITCHAP SENSOR/SWITCH SENSOR COMMONINPUT #1INPUT SENSOR COMMON #2INPUT #5INPUT SENSOR COMMON #1INPUT #4

SET/RESUME

PTO SWITCH ON LAMP

PTO ON/OFF PTO INTERLOCK

SERVICE BRAKE PEDAL POSITION

CLUTCH PEDAL POSITION

ECM

(PTO OFF POSITION)

(SET OFF POSITION)




K998-BUC978-BRC979-ORC992-PUC977-BUH795-PKK999-GN993-BR

G842-GYL901-GYG841-GN

+ 12V-

TORQUE LIMIT SWITCH

(TORQUE LIMIT OFF POSITION)

IGNORE BRAKE/CLUTCH SWITCH

(MONITOR BRAKE/CLUTCH POSITION)





Parameter Setting ResultPTO Configuration Cab Switches Engine responds to the Cab Throttle, Cruise Control

Set/Resume, Cruise Pause, service brake, clutch andNeutral Switches

PTO Top Engine Limit 1200 RPM Limits engine to 1200 RPM while in PTO mode

PTO Engine RPM 1000 RPM If Go To Set Speed is programmed to Yes, engine will Set Speed ramp to 1000 RPM when the PTO switch is closed.

If Go To Set Speed is programmed to No,Toggling the Set/Accelerate Switch will cause the engineto ramp to 1000 RPM.

Toggling the Set/Accelerate switch a second time willcause the engine to go to PTO TEL.

Toggling the Resume/Decelerate Switch from PTO TELwill cause the engine to drop to 1000 RPM

Toggling the Resume/Decelerate switch a second timewill cause the engine to go to Low Idle.

PTO Engine RPM 1200 RPM Engine ramps to 1200 RPM when switch is closed.Set Speed A Overrides Set Speed B.

Overrides cab throttle/set speed

PTO Engine RPM 1000 RPM Engine ramps to 1000 RPM when switch is Set Speed B closed and Switch For Set Speed A is open.

Overrides Cab Throttle/set speed

PTO To Set Speed Yes Enables the engine to go to the programmed Set Speedwith PTO Switch On.

PTO Kickout Vehicle 2 mph Vehicle speed where vehicle speed kicks out PTO, Speed Limit returning the engine to low idle and control to cab throttle.

PTO Cab Low Idle Cab throttle is limited to Low IdleThrottle Limit

Torque Limit 200 NM When the Torque Limit Switch is closed, the enginetorque will be limited to 200 NM.

PTO Shutdown Time 3 minutes The engine shuts down after PTO Mode has been activefor 3 minutes.

PTO Activates Yes When the PTO switch is On, the ECM controlled Cooling Fan cooling fan will be On.

Max PTO 20 mph When PTO is Active, exceeding this vehicle speed will Vehicle Speed cause the engine RPM to lower in an attempt to maintain

20 mph.

Maximum PTO 1000 RPM Engine will not enter into PTO mode until engine Enable Speed RPM drops to or is less than 1000 RPM.

Ignore Brake, Clutch, J1/P1: 47 With switch closed, the engine will NOT Kickout of a Transmission “Set Speed” when one of the switches is activated.Switch Input

PTO Switch On lamp J1/P1: 30 Output will turn On when the PTO Switch is On

PTO Active Output J1/P1: 19 Output will turn On when PTO is On and Active.Configuration

16.14.2 Cab Switches Programmable Options

The following list includes all of the programmable options available for the PTO Configuration Cab Switches:

1) Cruise/Idle/PTO Switch Configuration – determines the function of the Set and Resume inputs when held inposition or toggled. The two options are Set-Accel, Resume – Decel or Set -Decel, Resume-Accel. This appliesto cruise control, idle, and PTO modes of operation. If any PTO Engine RPM Set Speeds are programmed, theSet switch is an RPM increase switch and Resume is an RPM decrease switch for PTO.

2) Cruise Control Pause Switch Configuration – If programmed to J1939 Body Controller, Instrument Clusteror Cab Controller this switch will act like the service brake or clutch switches for causing the PTO Mode tokickout. If in the ON position, this switch will prevent the engine from entering into PTO mode. There is noprogrammable parameter for ignoring this switch.

3) PTO Kickout Vehicle Speed Limit – determines the vehicle speed operating range of the PTO inputs. If vehiclespeed exceeds this limit the engine will either not allow an engine speed to be set, or disengage a set PTOspeed. The PTO On/Off circuit has priority over Cruise Control On/Off and Fast Idle. A Vehicle Speed Inputmust be installed for this feature to function properly.

4) Ignore Brake/Clutch/Neutral Switch – allows the PTO mode to ignore the brake, clutch and neutral switchinputs and not kickout of PTO mode if any of the switches are activated. The Ignore Brake/Clutch/NeutralSwitch input must be programmed to and installed at J1/P1: 47.

5) Maximum Vehicle Speed in PTO Mode – may be programmed to limit the vehicle speed while in PTO mode.Increasing vehicle speed past this limit will result in the engine being derated to maintain the programmedPTO mode vehicle speed limit. A Vehicle Speed Input must be installed for this feature to function properly.

6) Idle/PTO RPM Ramp Rate – determines the rate of engine speed acceleration/deceleration for the Resume,Accel, and Decel operation. Applies to both PTO and Idle engine speed control.

7) Idle/PTO Bump RPM – determines the amount of rpm increase/decrease when the Set/Resume switch istoggled in the Accel/Decel position. If a PTO Engine RPM Set Speed has been programmed this parameterapplies to Idle only, where engine speed is set using the cruise control On/Off circuit. If PTO Engine RPM SetSpeed has not been programmed this parameter applies to engine speed control using the cruise controlOn/Off and PTO On/Off circuit.

8) PTO Top Engine Limit – Top RPM Limit of the engine when the PTO On/Off circuit is ON.

For applications requiring one PTO engine speed above low idle this parameter should be programmed to the samevalue as the PTO Engine RPM Set Speed parameter.

For operation limiting PTO engine speed to two engine speeds above low idle with a toggle adjustment switch thisparameter can be programmed to the top or second engine speed.

9) PTO Engine RPM Set Speed – program this parameter only if one or two specific engine speed points abovelow idle are desired. The programmed low idle and PTO Top Engine Limit bound this parameter.

Program this parameter above low idle but less than the PTO Top Engine limit to get three discrete engine speeds.With the PTO circuit ON, toggling the Set switch once advances engine speed to this programmed value. Toggle theSet switch again and the engine speed proceeds to the PTO Top Engine Limit. Toggle the Resume switch and theengine speed is reduced to the programmed Set Speed. Toggle the Resume switch again to return the engine toLow Idle.

Program this parameter to the same RPM as the PTO Top Engine Limit if only two discrete engine speedsare desired.

10) PTO to Set Speed – program this parameter only if the application requires the engine speed to ramp up to thePTO Engine RPM Set Speed whenever the PTO On/Off circuit is turned ON.

11) PTO Cab Throttle RPM Limit – program this parameter if the operation requires limiting engine speed toprotect equipment. If programmed to Low Idle, this parameter has the affect of ignoring/disabling theaccelerator pedal position sensor when the PTO On/Off circuit is ON.



If programmed to PTO TEL the accelerator pedal position sensor can be used to control the engine speed up to theprogrammed PTO TEL when the PTO On/Off circuit is ON.

12) Torque Limit – program this parameter to a value established by the system limits for operation when a lowerthan rated torque limit is desired to protect equipment used for PTO operation. This limit applies whenever theTorque Limit switch is ON.

13) Torque Limit Switch – must be programmed to J1/P1: 7 or J1/P1:23 and a switch must be installedcorresponding to the programmed ECM terminal input for the Torque Limit option to work.

14) PTO Engine RPM Set Speed Input A – This parameter can be programmed to a desired set speed that canbe attained by turning on a dedicated switch during PTO operation. PTO Engine RPM Set Speed Input A mustbe programmed to J1/P1:46 (Input #7) and an additional switch installed for this feature to function.

15) PTO Engine RPM Set Speed B – This parameter can be programmed to a desired set speed that can beattained by turning on a dedicated switch during PTO operation. PTO Engine RPM Set Speed Input B mustbe programmed to J1/P1:7 or J1/ P1:23 (Input #4 or Input #19) and an additional switch installed for thisfeature to function.

16) PTO Shutdown Time – This parameter is programmable between 3 to 1440 minutes (a value of 0 turns thisfeature Off). This parameter sets the duration of time (in minutes) that engine will operate, with the PTO On/Offcircuit ON and no vehicle speed present, before shutting down.

17) PTO Activates Cooling Fan – This parameter determines if the engine cooling fan is on normally or Continuouswhile in PTO Mode. The Fan Control Type parameter must be programmed to other than None.

18) Transmission Neutral Switch – This parameter must be programmed to J1/P1:62 or J1939 if the TransmissionStyle parameter is programmed to Automatic Option 3, Automatic Option 4, AT/MT/HT Option 3 or AT/MT/HTOption 4.

16.14.3 Remote Switches

The Remote Switches Configuration utilizes a dedicated PTO On/Off circuit (J1/P1: 56) and dedicated PTO Set(J1/P1: 58) and PTO Resume (J1/P1: 60) switch inputs. Two PTO Switch On Lamps are recommended. One inthe operator station and one at the Remote PTO control location. The ECM will ignore the Cab controls (CruiseSwitches, service brake, etc.) when PTO is On. The PTO Set/Resume switches can be used to Bump and Rampengine speed if the PTO Engine Set Speed is not programmed.

Wiring Diagram 23

+12V-

K998-BUK980-PKK982-YL993-BR

K999-GN

305860356

P1 J1

OUTPUT #1INPUT #2INPUT #3INPUT SENSOR COMMON #2INPUT #1

PTO SET/RESUME


ECM

(PTO OFF POSITION)

(SET OFF POSITION)


CAB PTO SWITCHON LAMP

REMOTE PTOSWITCH ON LAMP

NOTE: INPUT SENSOR COMMON #1 (TERMINAL-18) MAY BE USED IN PLACE OF INPUT SENSOR COMMON #2 (TERMINAL-3)





Parameter Setting ResultPTO Configuration Remote Engine ignores the Cab Throttle, Cruise Control

Switches Set/Resume, Cruise Pause, service brake, clutch andNeutral Switches.


PTO Engine RPM 1000 RPM If Go To Set Speed is programmed to Yes, engine will Set Speed ramp to 1000 RPM when the PTO switch is closed.

If Go To Set Speed is programmed to No,

Toggling the PTO Set Switch will cause the engineto ramp to 1000 RPM.

Toggling the PTO Set switch a second time with theengine at 1000 RPM will cause the engine to go toPTO TEL.

Toggling the PTO Resume Switch at PTO TEL will causethe engine to drop to 1000 RPM

Toggling the PTO Resume switch a second time willcause the engine to go to Low Idle.

PTO Engine RPM 1200 RPM Engine ramps to 1200 RPM when switch is closed.Set Speed A Overrides Set Speed B.

Overrides existing Set Speed

PTO Engine RPM 1000 RPM Engine ramps to 1000 RPM when switch is closed and Set Speed B Switch For Set Speed A is open.


PTO To Set Speed Yes Enables the engine to go to the programmed Set Speedwith PTO Switch On.

PTO Kickout Vehicle 2 mph Vehicle speed where vehicle speed kicks out PTO, Speed Limit returning the engine to low idle.

PTO Cab Throttle Limit Unavailable Ignored

Torque Limit 200 NM When the Torque Limit Switch is closed, the enginetorque will be limited to 200 NM


PTO Activates Yes When the PTO switch is On, the ECM controlled Cooling Fan cooling fan will be On.

Max PTO 20 mph When PTO is Active, exceeding this vehicle speed will Vehicle Speed cause the engine RPM to lower in an attempt to maintain

20 mph.

Maximum PTO 1000 RPM Engine will not enter into PTO mode until engine RPM Enable Speed drops to or is less than 1000 RPM.

Ignore Brake, Clutch, Unavailable UnavailableTransmission Switch Input



16.14.4 Remote Switches Programmable Options

The following list includes all of the programmable options available for the PTO Configuration Remote Switches.The options listed below are nearly identical to those for the Cab Switches Configuration. Differences include: thedisabling of ECM response to all cab inputs (Cruise Control On/Off, Set/Resume, accelerator pedal position sensor,service brake pedal position, transmission neutral, and clutch pedal position switches) when the PTO On/ Off circuitis ON.

1) Cruise/Idle/PTO Switch Configuration – only affects Remote Switches if a Remote Set and Remote Resumeare installed, and PTO Set Speeds are not programmed. If PTO Set Speeds are programmed, the PTO Set isalways RPM increases, the PTO Resume is always a RPM decrease.

2) PTO Kickout Vehicle Speed Limit – determines the vehicle speed operating range of the PTO inputs. If vehiclespeed exceeds this limit the engine will either not allow an engine speed to be set, or disengage a set PTOspeed. The PTO On/Off circuit has priority over Fast Idle and Cruise Control On/Off circuits. The PTO SwitchOn Lamp will reflect this.

3) Maximum Vehicle Speed In PTO Mode – determines the vehicle speed limit IN PTO mode. The existing“Vehicle Speed Limit” parameter will have overriding authority over the “Maximum PTO Vehicle Speed”, shouldthe Maximum PTO Vehicle Speed be programmed to a value higher than the Vehicle Speed Limit. A VehicleSpeed Input must be installed for this feature to function properly.

NOTE: This feature differs from the existing “PTO Vehicle Speed Limit”, in that it does not cause a PTO Kickoutwhen the limit is reached. Instead, it allows the engine to remain in PTO Mode, but limits engine speed to providevehicle speed limiting. If the PTO Vehicle Speed Limit is programmed to a lower value than the Maximum PTOVehicle Speed, the existing kickout functionality will be used.

4) Idle/PTO RPM Ramp Rate – determines the rate of engine speed acceleration/deceleration for the PTO andIdle engine speed control.

5) Idle/PTO Bump RPM – determines the amount of rpm increase/decrease if a PTO Set/Resume switch istoggled in the Accel/ Decel position. If a PTO Engine RPM Set Speed has been programmed this parameterdoes not apply to PTO.


7) PTO Engine RPM Set Speed – program this parameter only if one or two specific engine speed points abovelow idle are desired. The programmed low idle and PTO Top Engine Limit bound this parameter.

Program this parameter above low idle but less than the PTO Top Engine limit to get two discrete engine speedsabove idle. With the PTO circuit ON, toggling the Set switch once advances engine speed to this programmedvalue. Toggle the Set switch again and the engine speed proceeds to the PTO Top Engine Limit.

Toggle the Resume switch and the engine speed is reduced to the next lower operating speed.

Program this parameter to the same RPM as the PTO Top Engine Limit if only one engine speed above idle is desired.

8) PTO to Set Speed – program this parameter only if the application wants the engine speed to ramp up to thePTO Engine RPM Set Speed whenever the PTO On/Off circuit is turned ON.

9) PTO Cab Throttle RPM Limit – this parameter has no affect on operation for the PTO Configuration RemoteSwitches- the Cab Throttle RPM Limit is always low idle when the PTO On/Off circuit is ON.

10) Torque Limit – program this parameter to a value established by the system limits for operation when a lowerthan rated torque limit is desired to protect equipment used for PTO operation. This limit applies whenever theTorque Limit Switch is ON.

11) Torque Limit Switch – must be programmed to J1/P1:7 or J1/P1:23 and a switch must be installedcorresponding to the programmed ECM terminal input for the Torque Limit option to work.

12) PTO Engine RPM Set Speed A – This parameter can be programmed to a desired set speed that can beattained by turning on a dedicated switch during PTO operation. PTO Engine RPM Set Speed Input A mustbe programmed to J1/P1:46 (Input #7) and an additional switch installed for this feature to function.



13) PTO Engine RPM Set Speed B – This parameter can be programmed to a desired set speed that can beattained by turning on a dedicated switch during PTO operation. PTO Engine RPM Set Speed Input B must beprogrammed to J1/P1:7 or J1/ P1:23 (Input #4 or Input #19) and an additional switch installed for this featureto function.

14) PTO Shutdown Time – This parameter is programmable between 3 to 1440 minutes (a value of 0 turns off thisfeature). This parameter sets the duration of time (in minutes) that engine will operate, with the PTO On/Offcircuit ON and no vehicle speed present, before shutting down.

15) PTO Activates Cooling Fan – This parameter determines if the engine cooling fan is on normally or Continuouswhile in PTO Mode. The Fan Control Type parameter must be programmed to other than None.

16.14.5 Remote Throttle

The Remote Throttle Configuration utilizes the dedicated PTO On/Off circuit (J1/P1: 56), and requires a dedicatedPTO throttle. This throttle MUST be connected at all times. Disconnecting this throttle will result in diagnosticscodes and the Check Engine Lamp will be On. The Remote PTO Set/Resume switches are not required for thisconfiguration. A pair of “PTO Switch On Lamps” (one in cab and the other at the remote location) is recommended.

The Engine will respond to the Remote Throttle position but the throttle must be at minimum or returned tominimum before engine will respond. The PTO Set and Resume switches can be used to Bump and Ramp enginespeed. The remote throttle can raise engine speed above a “Set Speed”.

Wiring Diagram 24

K998-BUK980-PKK982-YLK999-GN993-BR

G845-PU

30586056368

P1 J1

OUTPUT #1INPUT #2INPUT #3INPUT #1INPUT SENSOR COMMON #2INPUT #8


ECM

(PTO OFF POSITION)

PTO SET/RESUME(SET OFF POSITION)


+BATTERYINPUT SENSOR COMMON #2

ACCELERATOR POSITION

ABC

OR

WHBK

+12V-CAB PTO SWITCH

ON LAMP

REMOTE PTOSWITCH ON LAMP

ACCELERATOR POSITION SENSOR



16.14.6 Remote Throttle Programmable Options

The following list includes all of the programmable options available for the PTO Configuration Remote Throttle.The disabling of ECM response to cab inputs Cruise Control On/Off, Set/Resume, service brake pedal positionand clutch pedal position switches, cab accelerator pedal sensor) occurs when the PTO On/Off circuit is ON.

1) Cruise/Idle/PTO Switch Configuration – determines the function of the Set and Resume inputs when held inposition or toggled. The two options are Set-Accel, Resume – Decel or Set -Decel, Resume Accel. This appliesto cruise control, PTO, and idle modes of operation.



Parameter Setting ResultPTO Configuration Remote Throttle Engine ignores the Cab Throttle, Cruise Control

Set/Resume, Cruise Pause, service brake, clutch andNeutral Switches.


PTO Engine RPM Unavailable N/ASet Speed

PTO Engine RPM 1200 RPM Engine ramps to 1200 RPM when switch is closed.Set Speed A

Overrides Set Speed B.


Overrides Throttle.

PTO Engine RPM 1000 RPM Engine ramps to 1000 RPM when switch is closed and Set Speed B Switch For Set Speed A is open.


Overrides Throttle.

PTO To Set Speed Unavailable N/A

PTO Kickout Vehicle 2 mph Vehicle speed where vehicle speed kicks out PTO, Speed Limit returning the engine to low idle.

PTO Cab Throttle Limit Unavailable Ignored

Torque Limit 200 NM When the Torque Limit Switch is closed, the enginetorque will be limited to 200 NM.


PTO Activates Yes When the PTO switch is On, the ECM controlled coolingCooling Fan fan will be On.

Max PTO Vehicle 20 mph When PTO is Active, exceeding this vehicle speed will Speed cause the engine RPM to lower in an attempt to maintain

20 mph.

Maximum PTO 1000 RPM Engine will not enter into PTO mode until engine RPMEnable Speed drops to or is less than 1000 RPM.

Ignore Brake, Clutch, Unavailable UnavailableTransmission Switch Input



2) PTO Vehicle Speed Limit – determines the vehicle speed operating range of the PTO inputs. If vehicle speedexceeds this limit the engine will either not allow an engine speed to be set, or disengage a set PTO speed.This parameter also applies to the Idle circuit if using the Cruise Control On/Off switch instead of the PTOOn/Off circuit. The PTO On/Off circuit has priority over Fast Idle and Cruise Control On/Off.

3) Maximum Vehicle Speed in PTO Mode – may be programmed to limit the vehicle speed while in PTO mode.Increasing vehicle speed past this limit will result in the engine being derated to maintain the programmedPTO mode vehicle speed limit.

4) Idle/PTO RPM Ramp Rate – determines the rate of engine speed acceleration/deceleration for the resume,accel, and decel operation. Applies to both PTO and Idle engine speed control.

5) Idle/PTO Bump RPM – determines the amount of rpm increase/decrease when the Set/Resume switch istoggled in the Accel/Decel position. For the Remote Throttle configuration this parameter applies to enginespeed control using the cruise control On/Off and PTO On/Off circuit.


7) PTO Engine RPM Set Speed – this parameter is not available if the PTO Configuration is Remote Throttle.

8) PTO to Set Speed – this parameter is not available if the PTO Configuration is Remote Throttle.

9) PTO Cab Throttle RPM Limit – programming this parameter has no affect for the PTO ConfigurationRemote Throttle.

10) Torque Limit – program this parameter if a lower than rated torque limit is desired for equipment used forPTO operation, whenever the Torque Limit switch is ON.

11) PTO Engine RPM Set Speed A – This parameter can be programmed to a desired set speed that can beattained by turning on a dedicated switch during PTO operation. PTO Engine RPM Set Speed Input A mustbe programmed to J1/P1: 46 and an additional switch installed for this feature to function.

12) PTO Engine RPM Set Speed B – This parameter can be programmed to a desired set speed that can beattained by turning on a dedicated switch during PTO operation. PTO Engine RPM Set Speed Input B mustbe programmed to J1/P1:7 or J1/ P1:23 and an additional switch installed for this feature to function.

13) PTO Shutdown Time – This parameter is programmable between 3 to 1440 minutes (a value of 0 turns offthis feature). This parameter sets the duration of time (in minutes) that engine will operate, with the PTOOn/Off circuit ON and no vehicle speed present, before shutting down.

14) PTO Activates Cooling Fan – This parameter determines if the engine cooling fan is on normally orContinuous while in PTO Mode. The Fan Control Type parameter must be programmed to other than None.



16.15 Programming examples:

PTO Configuration set to Cab Switches or Remote Switches.

For set engine speeds above Low Idle

Notes:

** Notice difference in function with different “PTO To Set Speed” parameter settings.

* With “PTO Set Speed” parameter programmed to an engine rpm, the “Cruise/Idle/PTO Switch

Configuration” parameter setting has no effect on the cab cruise ‘Set’ and ‘Resume’ switches.

For One desired speed above low idle, set the “PTO Set Speed” and the “PTO TEL” to the same rpm value.

Throttle can override ‘PTO Set Speed’ rpm up to PTO TEL.

The ‘Set’ switch will not set ‘PTO Set Speed’ to the throttle controlled engine speed.



Parameter Parameter setting Parameter settingPTO TEL 1500 rpm 1500 rpm

** PTO To ** YES ** NOSet Speed

PTO Set Speed 1200 rpm 1200 rpm

Switch Input Engine speed reaction Engine speed reaction

PTO Enable ** Engine goes to 1200 rpm ** Engine Stays at Low Idle

*Set/Accel If at 1200 rpm, toggle once to go If at Low Idle, Toggle once to goto 1500 rpm. to 1200 rpm. Toggle again to go N/A at 1500 rpm. to 1500 rpm.

N/A at 1500 rpm.

*Resume/Decel N/A if at Low Idle. N/A if at Low Idle.If at 1500 rpm Toggle once to go If at 1500 rpm Toggle once to goto 1200 rpm. Toggle again to go to 1200 rpm. Toggle again to go to low idle. to low idle.

Programming examples continued:

PTO engine rpm control with Set Speed A and B

PTO Configuration set to Cab Switches, Remote Switches or Remote Throttle

Notes:

Set Speed A and B switch inputs must be programmed.

Set Speed A overrides Set Speed B, Cruise Accel, Cruise Decel, PTO set Speed and Throttle.

Set Speed B Overrides Cruise Accel, Cruise Decel, PTO Set Speed and Throttle.

If PTO To Set Speed is programmed to NO, switching A or B off returns the PTO Set Speed to Low Idle.

If PTO To Set Speed is programmed to YES, switching A or B off returns to the programmed PTO Engine

RPM Set Speed to Low Idle.



Parameter Parameter settingPTO TEL 1500 rpm

Set Speed A 1000 rpm

Set Speed B 1200 rpm

PTO to Set Speed No (N/A for Remote throttle)

Switch Input Engine speed reaction

PTO Enable Engine Stays at Low Idle

Set Speed A Engine speed ramps to 1000 rpm

Set Speed B If Set Speed A is Off, Engine speed ramps to 1200 rpm.


PTO Configuration set to Cab Switches, Remote Switches or Remote Throttle.

To get variable engine speeds above low idle:

Notes:

* The “Cruise/Idle/PTO Switch Configuration” parameter setting Does affect the Remote PTO Set andResume switches.


The ‘Set’ switch will set ‘PTO Set Speed’ to the throttle controlled engine speed.

Remote PTO Set and Resume switch inputs must be programmed for Remote Switches and Remote.



Parameter Parameter settingPTO TEL 1500 rpm

PTO To Set Speed No (N/A for Remote throttle)

PTO Set Speed 0 (N/A for Remote throttle)

Idle/PTO Ramp Rate 50 rpm/sec

Idle/PTO Bump Rate 20 rpm

Switch Input Engine Speed Reaction

PTO Enable Engine Stays at Low Idle

*Set/Accel Toggle once to set “PTO Set Speed” at current engine speed.Toggle to ‘Bump’ 20 rpm (up to 1500 rpm).Hold to ‘Ramp’ up @ 50 rpm/sec (up to 1500 rpm).N/A at 1500 rpm.

*Resume/Decel N/A if PTO Set Speed not set.N/A if at Low Idle.Toggle to ‘Bump’ down 20 RPM (to Low Idle).Hold to ‘Ramp’ down @ 50 rpm/sec (to Low Idle).


J1939 Based Cruise Switch Input Messages

PTO Configuration set to Cab Switches.

For set engine speeds above Low Idle

Notes:

** Notice difference in function with different “PTO To Set Speed” parameter settings.

For One desired speed above low idle, set the “PTO Set Speed” and the “PTO TEL” to the same rpm value




Parameter Parameter setting Parameter settingPTO TEL 1500 rpm 1500 rpm

**PTO To **YES **NOSet Speed

PTO Set Speed 1200 rpm 1200 rpm

Switch Input Engine speed reaction Engine speed reaction

PTO Enable **Engine goes to 1200 rpm **Engine Stays at Low Idle(“PTO Set Speed” has been set)

J1939 Set Message N/A Toggle once to raise RPM to 1200 rpm.(“PTO Set Speed” has been set) (“PTO Set Speed” has been set)

N/A Once a “PTO Set Speed” hasbeen established.

J1939 Resume N/A N/AMessage

J1939 Cruise If at Low Idle, Toggle once to go After a “PTO Set Speed” has been Accel Message to 1200 rpm. Toggle again to go established.

to 1500 rpm. If at Low Idle, Toggle once to go N/A at PTO TEL (1500 rpm) to 1200 rpm. Toggle again to go to

1500 rpm.N/A at PTO TEL (1500 rpm)

J1939 Decel N/A if at Low Idle. N/A if at Low Idle.Message If at 1500 rpm Toggle once to go If at 1500 rpm Toggle once to go

to 1200 rpm. Toggle again to go to 1200 rpm. Toggle again to goto low idle. to low idle.


J1939 Based Switch Remote PTO Set & Resume Message Inputs

PTO Configuration set to Remote Switches.

For set engine speeds above low idle:

Notes:

The ECM will respond to the J1939 message (PGN 65,264 ($FEF) Byte 6 Bits 4-3 “Remote PTOpreprogrammed speed control switch”) in the same manner as the PTO Engine Rpm Set Speed A hardwiredswitch input.



Parameter Parameter settingPTO TEL 1500 rpm 1500 rpm

PTO To Set Speed Yes No

PTO Set Speed 1200 1200

Idle/PTO Ramp 50 rpm/sec 50 rpm/secRate

Idle/PTO Bump 20 rpm 20 rpmRate

Switch Input Engine Speed Reaction Engine Speed Reaction

PTO Enable ** Engine goes to 1200 rpm Engine Stays at Low Idle

J1939 Remote Toggle and Engine goes to Toggle to increase rpm to 1200 RPMPTO Set Message 1500 RPM Toggle and Engine goes to

1500 RPM

J1939 Remote N/A @ Low Idle N/A @ Low IdlePTO Resume @ 1500 RPM, Toggle to reduce @ 1500 RPM, Toggle to reduce Message RPM to 1200 RPM. RPM to 1200 RPM.

@1200 RPM, Toggle to reduce @1200 RPM, Toggle to reduce RPM to Low Idle RPM to Low Idle

J1939 Remote NOT SUPPORTED NOT SUPPORTEDPTO Accel Message

J1939 Remote NOT SUPPORTED NOT SUPPORTEDPTO Decel Message

17.0 Programmable Outputs

J1/P1: 10 (Output #2) can be used for a Starting Aid Output

J1/P1: 12 Output #3 can be used for an Engine Exhaust Brake

J1/P1: 13 (Output #4) can be used for an Engine Running Output

17.1 Programmable Output Electrical Specifications

Electrical characteristics of the high side drivers are as follows:

This output can be connected to the coil side of a relay or directly to a solenoid (1.5 Amps maximum). If connectedto a relay, the contact side of the relay should be connected to “+Battery” and the appropriate solenoid. Regardlessif the output is used to connect to a solenoid or relay coil, Caterpillar recommends transient suppression be usedon the inductive load in addition to the ECM internal protection. Circuit protection for the contact side of the relayand its grounding (when powering a relay) is left to the OEM’s discretion. Do not ground the relay or solenoid tothe ECM Sensor Common connections.

17.2 Starting Aid OutputA Starting Aid Output parameter is available to connect to a relay and/or solenoid to control a Continuous FlowStarting Aid System. The Starting Aid Output parameter can be programmed to use J1/P1: 10 (Output #2) byprogramming the Starting Aid Output parameter to “Automatic”.

The Coolant Temperature reading is used to determine if conditions require use of the Starting Aid. If a faultcondition exists with the Intake Manifold Air Temperature sensor circuit, the Intake Manifold Air Temperature Sensorreading will be used. If the temperature reading is below 0°C (32°F) and an attempt is made to start the engine,the Starting Aid Output will be enabled for up to 30 seconds while the engine is cranking. If the engine startsor a condition occurs that prevents fuel from being injected, the Staring Aid Output will be disabled.

Wiring Diagram 25

Output #210E718 - PK



Minimum “On” Maximum “On” Maximum Current Draw Off StateOutput Voltage Output Voltage

2.0 Volts DC Battery voltage 1.5 Amps High Impedance

17.3 Engine Exhaust Brake

The ECM can drive an OEM installed exhaust type engine brake solenoid directly or through an OEM installedrelay. The Engine Exhaust Brake output will be enabled based upon Customer Parameter programming, enginespeed, accelerator pedal position, clutch and brake engagement, and the cruise control ON/OFF switch setting.The exhaust brake output will be turned Off while the fuel injectors are delivering fuel to the engine.

Connections for the exhaust brake:


1) Exhaust Brake On/Off switch if transmission communicates over J1939.

2) OEM Installed Exhaust Brake.


1) The Exhaust Brake Switch parameter must be programmed to J1/P1: 16 (Optional J1939 source).

Wiring Diagram 26 - Exhaust Brake with Exhaust Brake Switch Programmed to Installed

EXHAUST BRAKEON/OFF SWITCH

EXHAUST BRAKESOLENOID

C981-GY

E991-GYH795-PK

165

12

P1 J1

EXHAUST BRAKE ON/OFF SWITCHAP SENSOR/SWITCH SENSOR COMMONOUTPUT #3

ECM

(BRAKE OFF POSITION)



Description ECM Terminal Assignment

Exhaust Brake Output J1/P1: 12

Exhaust Brake Switch J1/P1: 16

Sensor Common J1/P1: 5 (3 or 18)

If the On/Off Switch is installed in the Output Driver Circuit (terminal-12), the Exhaust Brake Switch parameter mustbe programmed to None (this setting MUST not be used if the transmission communicates over J1939).

Wiring Diagram 27

Wiring Diagram 28 - Exhaust Brake with Relay

17.3.1 Operation with the Cruise Control On/Off Switch in the OFF position

The exhaust brake output is enabled under the following conditions:

1) Engine rpm is greater than 1000 rpm.

2) Driver’s foot is off the accelerator pedal (accelerator pedal position < 7%) and clutch pedal.

3) Dedicated PTO is not ON (PTO On/Off Switch OFF)

4) ECM Exhaust Brake Switch Input is ON (Exhaust Brake Switch parameter must be set to Installed)

5) Torque Converter Locked with vehicle speed

6) ABS is not requesting the Exhaust Brake to be OFF

NOTE: If an Exhaust Brake On/Off Switch is installed in the Exhaust Brake OUTPUT circuit (Output #3),the Exhaust Brake will not function unless the On/Off switch is in the ON position (closed circuit).

17.3.2 Exhaust Brake Operation While In Cruise

When the Exhaust Brake Mode parameter is programmed to “COAST” the exhaust brake will operate only withthe service brakes applied, allowing the engine to coast with no braking after they are released. Programmingthe Exhaust Brake Mode parameter to “LATCH” allows braking with the service brakes applied and keeps theexhaust brake ON after the service brakes are released (until rpm drops below 900 rpm or the driver pressesthe accelerator or clutch pedal). Programming the Exhaust Brake Mode parameter to “MANUAL” provides identicaloperation whether the cruise On/Off switch is ON or OFF (but not while in cruise control).

OUTPUT #312

+BATTERYEXHAUST BRAKESOLENOID

EXHAUST BRAKERELAY

ECM

E991-GY

EXHAUST BRAKEON/OFF SWITCH

P1 J1

EXHAUST BRAKESOLENOID

E991-GY 12

P1 J1

OUTPUT #3

ECMEXHAUST BRAKEON/OFF SWITCH

(BRAKE OFF POSITION)

EXHAUST BRAKE SWITCH Programmed to NONE



17.3.3 Exhaust Brake Operation and Auto Retarder in Cruise

When the Auto Retarder In Cruise parameter is programmed between “3 – 10” mph and Cruise Control is active,the exhaust brake will engage to help maintain the Cruise Control Set Speed. The Exhaust Brake in Cruiseparameter value is the desired vehicle speed above the Cruise Control “Set Speed” to engage the exhaust brake.The exhaust brake will remain engaged until the vehicle speed has dropped below this value. The Exhaust Brakein Cruise option requires the optional Exhaust Brake Switch to be in the ON position. When the Auto Retarder InCruise parameter is programmed to “0”, the feature is disabled.

Some automatic transmissions will down shift when the engine retarder engages. Caterpillar recommends that theAuto Retarder In Cruise parameter value be set to a minimum of “5 mph” reduce transmission down shifting withthe Auto retarder in Cruise feature.

NOTE: If Soft Cruise is enabled, the programmable speed range over the Cruise Control Set Speed is 5 – 10 mph.


1) Exhaust Brake On/Off switch (optional).

2) Service Brake Switch #1 (Service Brake Switch #2 as well if required for transmission style)

Clutch Switch (transmission style dependent)


17.3.4 Exhaust Brake Operation as a Warm Up Device

The Exhaust Brake may be used as an engine warm up device to add parasitic load to the engine to aid in attainingand maintaining normal engine operating temperatures. When programmed to Warm Up Only or Exhaust Brake& Warm Up, and the Exhaust Brake Switch is in the ON position (Exhaust Brake Switch Input is programmed toJ1/P1:16 or a J1939 Data Link based source), the engine will ramp to the programmed Warm Up Mode Idle Speedand engage the Exhaust Brake.

Warm Up Mode will kick-out once the engine is warmed up or if one of the following conditions are met:

1) The Service Brake is depressed

2) Clutch pedal is depressed (transmission style dependent)

3) Exhaust Retarder Switch OFF (Optional)

4) Vehicle in Gear (Optional neutral switch)

5) Throttle is depressed

6) Vehicle speed is more than 1 mph

7) ECM detects excessive engine load

8) Engine rpm is less than 500 or more than 1450 rpm


1) Exhaust Brake On/Off switch.

2) Service Brake Switch #1 (Service Brake Switch #2 – transmission style dependent)

3) Clutch Switch (transmission style dependent)



1) The Exhaust Brake Switch parameter must be programmed to J1/P1: 16, Cab Controller, Body Controller orInstrument Cluster.

2) Exhaust Brake/Warm Up Enable configuration programmed to Warm Up Only or Exhaust Brake & Warm Up

3) Warm Up Mode Idle Speed is programmed between 700 and 1400 rpm.



17.3.5 Engine Exhaust Brake and Automatic Transmissions

Automatic transmissions will utilize the exhaust brake status during a downshift when the exhaust brake isengaged. This exhaust brake status may come from the engine J1939 broadcast, or from a signal provided from theretarder circuit by chassis wiring. Consequently the integration of the engine, transmission, and chassis wiring mustbe taken into account when configuring the transmission and engine. Below are tables, which illustrate the requiredengine programming, based on the chassis and transmission configuration.

1) Chassis: Exhaust Brake Not Installed

Transmission-to-retarder integration: Any

2) Chassis: Exhaust Brake Installed

Transmission-to-retarder integration: Transmission controller has input signal from engine ECM via chassis wiring

3) Chassis: Exhaust Brake Installed

Transmission-to-retarder integration: Transmission uses J1939 ERC #1 message from the engine (not from theengine ECM retarder circuit).

17.4 Engine Running Output (Starter Lockout)

The engine is running Output is available on J1/P1: 13. This output is capable of 1.5 Amps and can drive a relayor solenoid. This output can be used to disable the starter or other devices when the engine is running. A normallyclosed relay is recommended so that cranking can be achieved immediately at power up. During cranking, theECM will energize the relay once the engine speed reaches 50 rpm below low idle (700-800 rpm). A normallyclosed relay is recommended because the ECM could see insufficient battery voltage during cranking, preventingthe ECM from providing sufficient battery voltage to energize the relay.


1) Engine Running Output Solenoid or Relay.


2) None.



ECM Programming

Parameter Setting

Exhaust Brake None

Exhaust Brake Switch None

ECM Programming

Parameter Setting

Exhaust Brake Exhaust Brake Only, or Exhaust Brake + Warm Up

Exhaust Brake Switch J1/P1:16, J1939 Cab Controller, J1939 InstrumentCluster or J1939 Body Controller

ECM Programming

Parameter Setting

Exhaust Brake Exhaust Brake Only, or Exhaust Brake + Warm Up

Exhaust Brake Switch J1/P1:16, J1939 Cab Controller, J1939 InstrumentCluster or J1939 Body Controller

Connections for the engine running output:

Wiring Diagram 29

17.4.1 Optional Engine Running Output (GMT560 trucks only)

Engine Running Output may be programmed to J1/P1: 31(Default) or None. When programmed to J1/P1: 31the ECM will enable a low power circuit (300 milli-Amps) until the engine is within 50 RPM of the low idle limit.

This output can be connected to the coil side of a relay (if the maximum current draw for the solenoid is lessthan 0.3 amps). The contact side of the relay should be connected to “+Battery” and the appropriate solenoid.Caterpillar recommends transient suppression be used on the inductive load in addition to the ECM internalprotection. Circuit protection for the contact side of the relay and its grounding (when powering a relay) is leftto the OEM’s discretion. Do not ground the relay or solenoid to the ECM Sensor Common connections.

Wiring Diagram 30

G880 - PK 31

P1 J1

OUTPUT #9+12V-

ECMStarter Enable Relay

ECM

P1 J1

TO VEHICLE+ BATTERY

ENGINE RUNNINGOUTPUT RELAY (N/C)

TO STARTER

G836-WH OUTPUT #413



18.0 Transmissions

Caterpillar C7 and C9 engines can be connected to a variety of transmissions. The following table lists the availabletransmission style options and the required switch inputs for each option. Correct programming and switch wiring isrequired to provide proper cruise control, PTO, and Fast Idle operation.

*This switch input can be a J1939 message from the J1939 Instrument Cluster, J1939 Cab Controller,or J1939 Body Controller.

**This switch input can be a J1939 message from the transmission.

18.1 Transmissions Equipped with J1939 Communication

The C7 and C9 engines can communicate with transmissions over the SAE J1939 data link. The engine willrespond to transmission requests for speed and torque limiting. Transmissions can request that the engine engagethe auxiliary brake to assist in shifting or prevent shift cycling. The transmission may request that the engine’sauxiliary brake be disengaged to prevent damage to torque converter.

18.2 Recommendations for the Exhaust Brake

The transmission torque converter cannot tolerate engine auxiliary brake operation if the torque converter clutchis not engaged. If the engine is equipped with an Exhaust Brake the Engine Exhaust Brake Switch parameter mustbe programmed to J1/P1:16 or one of the J1939 sourced inputs. A physical switch does not have to be installed asan open circuit is the same as an open switch.

18.3 Recommendations for Cooling Fan

The cooling fan causes engine loading that may interfere with transmission shifting. The J1939 broadcast for engineload is adjusted to compensate for cooling fan loading. Caterpillar recommends the following:

1) ECM controlled cooling fan

2) Air Conditioning input for fan control

3) If used, the manual fan override switch must be an input to the ECM



Transmission Switch UsageStyle Parameter

Service Service Clutch TransmissionSetting

Brake #1 Brake # 2 J1/P1: 22* NeutralJ1/P1: 45 * J1/P1: 64 J1/P1: 62**

Manual Option 1 X – X –

Manual Option 2 X X X –

Universal X X X X

Automatic Option 1 X – – –

Automatic Option 2 X X – –

Automatic Option 3 X X – X

Automatic Option 4 X – – X

AT/MT/HT Option 1 X – – –

AT/MT/HT Option 2 X – – –

AT/MT/HT Option 3 X – – X

AT/MT/HT Option 4 X – – X

18.4 Allison WT Series

The Allison WT requires connection to the SAE J1587/J1708 or SAE J1939 data link to communicate to theC7 or C9 ECM.


1) SAE J1587 or SAE J1939 Data link connection to the Allison transmission control.

2) If the Transmission Style parameter is programmed to Automatic Option 2 or Automatic Option 3, connectInput #13 to Brake Switch #2.

3) If the Transmission Style parameter is programmed to Automatic Option 3, Automatic Option 4 or Universal,connect the Neutral switch to Input #12 or the SAE J1939 data link.


1) Transmission Style parameter programmed to Automatic Option 1, Automatic Option 2, Automatic Option 3,or Automatic Option 4.

2) Driveline Data Link parameter programmed to J1939

3) Transmission Neutral Switch parameter programmed to J1/P1:62 or J1939 (Transmission Style dependent)

18.5 Allison 1000 & 2000 Series

The Allison 1000 and 2000 Series transmissions REQUIRE connection to the J1939 data link to communicateto the C7 or C9 ECM.


1) SAE J1587 or SAE J1939 Data link connection to the Allison transmission control.

2) If the Transmission Style parameter is programmed to Automatic Option 2 or Automatic Option 3, connect Input#13 to Brake Switch #2.

3) If the Transmission Style parameter is programmed to Automatic Option 3 or Automatic Option 4, connect theNeutral switch to Input #12 or the SAE J1939 data link.


1) Transmission Style parameter programmed to Automatic Option 1, Automatic Option 2, Automatic Option 3,or Automatic Option 4.

2) Driveline Data Link parameter programmed to J1939

3) Transmission Neutral Switch parameter programmed to J1/P1:62 or J1939

18.6 Allison AT/MT/HT Transmissions

The Allison AT/MT/HT (non-electronic) transmissions require an input from the ECM to regulate transmissionshifting. The ECM does not control the transmission shift schedule. The ECM monitors accelerator pedal position,engine speed, load, and cruise control status to determine if the transmission should use “closed throttle” or “fullthrottle” shift modulation.

Programming the Transmission Style parameter to AT/MT/HT Option 1, AT/MT/HT Option 2, AT/MT/HT Option 3,or AT/MT/HT Option 4 activates 7J1/P1: 20 to control a shift interface relay connected to the transmission.This output does not control an Allison AT/MT/HT transmission with an ATEC control.

The Shift Modulation setting is selectable by programming the AT/MT/HT Part Throttle Shift Speed parameter.Three different modulation settings are available: Low (80% ON/65% OFF), Medium (70% ON/55% OFF), andHigh (60% ON/45% OFF). The High setting is the default setting, which will cause the transmission to remain ina lower gear longer (higher engine speed before shift occurs). The Medium setting is a compromise between theDefault and the High setting.

NOTE: Contact Allison Transmissions regarding recommended settings of this parameter for your application.




1) Shift Interface Relay.

2) J1/P1: 20 connected to the Shift Interface Relay.

3) Allison AT/MT/HT mechanical transmission with shift modulator.

If the Transmission Style parameter is programmed to AT/MT/HT Option 2 or AT/MT/HT Option 3, connect J1/P1: 64to Service Brake Pedal Position Switch #2.

If the Transmission Style parameter is programmed to AT/MT/HT Option 3 or AT/MT/HT Option 4, connect J1/P1: 62to the Transmission Neutral Switch.


1) Transmission Style programmed to AT/MT/HT Option 1, AT/MT/HT Option 2, AT/MT/HT Option 3,or AT/MT/HT Option 4.

2) AT/MT/HT Part Throttle Shift Speed programmed to desired setting – Low, Medium or High.

18.7 Allison AT/MT/HT Shift Interface Relay Operation

The AT/MT/HT Relay Circuit is provided by the ECM to indicate when the transmission should utilize closed throttlemodulation or full throttle modulation. This allows the transmission to select Economy Mode or Performance mode.Operation of the relay is different depending upon whether cruise control is active or inactive.

NOTE: Minimum ON and OFF time of the driver is based on vehicle speed changes.

Wiring Diagram 31

18.7.1 Shift Relay Operation with Cruise Control or Vehicle Speed Limiting Not Active

If enabled, the AT/MT/HT Relay is disabled under any of the following conditions:

1) Engine is not running.

2) Accelerator Pedal Position less than he AT/MT/HT Part Throttle Shift Speed setting: Low = 65%, Medium = 55%,or High = 45% (default).

If disabled, the AT/MT/HT Relay is enabled when all of the following conditions are met:

1) Engine is running.

2) Accelerator Pedal Position greater than the AT/MT/HT Part Throttle Shift Speed setting: Low = 80%,Medium = 70%, or High = 60% (default).

20

C

G839-BU OUTPUT #7

+IGNITIONALLISON ELECTRICMODULATORM

ALLISON AT/MTRELAY

ECM

J1 P1



18.7.2 Shift Relay Operation with Cruise Control or Vehicle Speed Limiting Active

If enabled, the AT/MT/HT Relay is disabled when all of the following conditions are met:

1) Vehicle speed is greater than or within 2 mph (3.2 km/h) of the Cruise Set Speed or the Vehicle Speed Limit.

2) Unfiltered Load factor is < 75%.

3) Engine Speed > 2000 rpm.

If disabled, the AT/MT/HT Relay is enabled when the following conditions are met:

1) Filtered Load factor is > 98%

2) Vehicle Speed is more than 4 mph below the Cruise set speed.



19.0 Governor Type

The ECM has the capability of being programmed to one of two governor types. These governor types areFull Range and Min/Max.

19.1 Full Range Governor

The Full Range governor is an engine speed governor that works on the principle that the engine will try to maintainan engine speed for a given throttle position. This governor type is recommended for all manual transmissions.


Governor Type programmed to Full Range.

19.2 Min/Max Governor

The purpose of this feature is to provide an alternative type of engine speed governor commonly referred to as“Min/Max Governor.” This governor essentially only “governs” engine speed when at the minimum or maximumallowed engine speed. When in between these limits, the throttle -position will cause the engine to produce powerproportional to its value. The benefit of this type of governor is smoother shifting for engines with automatic/automated transmissions.

Includes: Eaton Autoshift, Merritor Freedom, SureShift, All Allison and ZF


Governor Type programmed to Min/Max.

Figure 36

Power

100% Throttle LugCurve, both governors

MinM

ax

Throttle

Position

80%50%20%

80%

50%

20%

Full Range Throttle Position

ENGINE SPEED – >



19.3 Min/Max Governor with Speed Control

The Min/Max Governor with Speed Control feature allows the engine to switch to the Full Range Governorresponse characteristics when the Vehicle speed is less than 1 mph or when the transmission neutral switch(required) indicates that the transmission is in neutral. When the engine senses that the vehicle is in gear oris moving one mph or faster, the Min/Max Governor will take over.

Note: When the transmission style programming expects a neutral switch input, programming the Neutral SwitchInput to “None” causes the ECM to assume that the transmission is in gear at all times.


1) Vehicle Speed Input

2) Neutral switch (hardwired switch input or J1939 message)


1) Governor Type programmed to Min/Max with Speed Control

2) Transmission Neutral Switch programmed to J1/P1: 62 or J1939

3) Vehicle Speed Input programmed to J1/P1: 32 & 33, J1939 trans or J1939 ABSs



20.0 Cooling Fan

The ECM provides a programmable parameter, Fan Control Type, and an output terminal, J1/P1: 11, for optionalcooling fan control. The Fan Control Type parameter two options for types of cooling fan control systems.The Fan Control Type parameter also includes optional output signal types for design flexibility.

20.1 Fan Control basics

The fan control output available at J1/P1: 11 provides a “High” for fan Off and “Low” for fan On. Because anelectrical open circuit is the most likely failure mode, Caterpillar recommends a normally open circuit(s). The fancontrol is based on engine coolant temperature, engine retarder operation, intake manifold temperature and enginespeed. Optional inputs can include an A/C compressor pressure switch, operator controlled Fan Override Switchand PTO programming. The Electronic Technician service tool can also cause the fan to turn on with special tests.During engine cranking, the ECM turns the output(s) OFF (fan ON) to prevent unnecessary cycling due to reducedvoltage levels.

The ECM controlled Cooling Fan may be turned ON with a J1939 based Fan Override Switch message. This allowsthe operator to turn the fan ON whenever the switch is closed for additional engine retarding and/or cooling.

The J1939 Fan Override message may also be based from the transmission. When vehicle operating conditionscause elevated transmission oil temperatures, the transmission can broadcast the J1939 based Fan Overridemessage to turn the fan ON for the required cooling.

20.2 Fan Control Options

The Fan Control Type parameter determines what kind of fan the ECM is to control and the type of output signal.The Fan Control Type programmable options are On-Off PWM, On-Off DC, Variable Speed Option S and NONE(default). Program this parameter to NONE if the ECM is not connected to the Cooling Fan circuit. The DC andPWM options describe the output signal types available at J1:P1: 11.

This output can be connected to the coil side of a relay or directly to a solenoid (if the maximum current draw forthe solenoid is less than 1.5 amps). If connected to a relay, the contact side of the relay should be connected to“+Battery” and the appropriate solenoid. Regardless if the output is used to connect to a solenoid or relay coil,Caterpillar recommends transient suppression be used on the inductive load in addition to the ECM internalprotection. Circuit protection for the contact side of the relay and its grounding (when powering a relay) is left tothe OEM’s discretion.



Fan Control Programming Output at J1/P1:11 Output at J1/P1: 11 Current CapabilityWith Fan Off With Fan On

On/Off PWM 225 Hz Square Wave, 0 Volts 1.5 Amperes0 Volts to Battery Voltage,@ 90% Duty Cycle

On/Off DC Battery Voltage 0 Volts 1.0 Amperes

Variable Speed Option S 80 HZ Square Wave, 225 HZ Square Wave, 0 to Battery voltage 0 to Battery voltage@~ 80 % Duty Cycle @~ 20 % Duty Cycle

Wiring Diagram 32

20.3 Cooling Fan Output Operation (On/Off)

If the Fan Control Type parameter is programmed to ON/OFF the ECM provides control of an ON-OFF fan clutch.The Cooling Fan circuit sends out a high signal to turn the fan OFF. The fan comes ON in the event of an outputcircuit failure such as an open circuit. This requires a relay with normally open contacts (if powering the coil side ofa relay), or a solenoid valve that deactivates the fan when it receives the disable (high) signal. Additional switchingdevices in the circuit should cause an open circuit to turn the fan ON. This circuit is designed to withstand a shortcircuit to “+Battery” voltage and will not be adversely affected if other devices are connected to this line whendirectly driving a solenoid. When driving a relay, connection of other devices to the Cooling Fan Output shouldnot be necessary.

To prevent unnecessary cooling fan cycling due to reduced voltage levels during engine cranking, the ECM turnsthe output OFF (fan ON). Because an electrical open circuit is the most likely failure mode, Caterpillar recommendsa normally open circuit.

The ECM will turn the cooling fan ON under any of the following conditions if engine rpm is less than 2750 rpm.

1) Engine Not Running.

2) During Engine Cranking.

3) Coolant Sensor Temperature > 207°F (97°C).

4) Active Coolant Temperature Sensor Diagnostic.

5) Inlet Manifold Air Temperature > 190°F (88°C).

6) Inlet Manifold Air Temperature > 163°F (73°C) with Boost Pressure > 10 psi (70 kPa).

7) Exhaust Brake ON > 2 seconds, when Fan With Engine Brake ON parameter is programmed to YES

8) A/C High Pressure Switch Input is Open or ECM is Counting.

9) PTO On/Off Switch in the ON position (PTO Activates Cooling Fan parameter is programmed to Continuous).

10) J1939 Fan Override Switch Message is =>95.2% (ON).

Item 7, 8, and 9 are dependent upon Customer Parameters as shown in the following table

P1 J1

ECM

G837-YL 11 OUTPUT #5



ECM Input Customer Parameter

Exhaust Brake On > 2 Seconds Fan On with Engine Brake On

J1/P1: 41 (A/C High Pressure Switch) A/C Switch Fan On-Time

J1/P1: 56 PTO Activates Cooling Fan

J1/P1: 41 A/C High Pressure Switch

J1/P1: 62 A/C Fan Request (GMT560 Only)

J1939 Data link Fan Override Switch Message

NOTICE

Caterpillar requires the OEM to install a warning sticker near the fan indicatingthe fan is automatically controlled and may come ON at any time.

ECM will keep the fan ON for 2 seconds after the engine has reached the programmed low idle (700 – 750 rpm).This is done because unstable vehicle battery voltage during cranking may cause the fan to cycle.

The fan will be turned OFF by the control (after being turned ON) if engine rpm exceeds 2800 rpm or when allthe following circumstances are met.

1) Coolant Sensor Temperature < 196°F (91°C) and Inlet Manifold Air Temperature < 151°F (66°C).

2) The fan has been ON for at least 30 seconds or the programmed A/C Pressure Switch Fan On Time.

3) Exhaust Brake ON Strategy is not Active, when Fan With Engine Brake ON parameter is programmed to YES

4) A/C High Pressure Switch is not Active.

5) The PTO On/Off Switch in the OFF position, when PTO Activates Cooling Fan parameter is programmedto Continuous.

6) J1939 Fan Override Switch message is <=94.8% (OFF).


1) Solenoid or Solenoid and Relay.

2) J1939 Data Link

3) Fan Override Switch


1) Cooling Fan Type programmed to On-Off Fan

2) A/C High Pressure Switch programmed to J1/P1: 41

3) A/C Fan Request programmed to J1/P1: 41 or J1/P1:62 (GMT-560 Only)

4) Fan Override Switch programmed to other than “None”.

5) Powertrain Data Link programmed to J1939.

20.4 Cooling Fan Output Operation (Variable Speed Fan Option S)

The variable speed fan control is based on a fan system manufactured by Sauer-Danfoss. When the Fan ControlType parameter is programmed to Variable Speed Option S, the Engine Control Module provides a pulse widthmodulated (PWM) signal for open loop control. This output to the Fan Drive Controller (FDC) will vary fan speed inproportion to cooling demand. Any system non-linearity is compensated for by the FDC. The fan control will turn thefan FULL On (100%) during those conditions that require the fan to be On. These conditions include but are notrestricted to: fan ON during PTO mode and fan ON with the exhaust brake engaged.

Note: The Fan Override Switch message over J1939 will not vary the fan speed. The fan will be turned ON (100%)when the Switch Message value is =>95.2%.



Wiring Diagram 33

Figure 37

The ECM will turn the cooling fan ON for a minimum of 30 seconds under any of the following conditions if enginerpm is less than 2750 rpm.

1) Engine Running less than 2 seconds (100%).

2) Coolant Sensor Temperature > 199°F (93°C).

3) Active Coolant Temperature Sensor Diagnostic (100%).

4) Inlet Manifold Air Temperature > 189°F (87°C) (100%).

5) Inlet Manifold Air Temperature > 162°F (72°C) with Boost Pressure > 10 psi (70 kPa) (100%).

6) Exhaust Brake ON > 2 seconds, when Fan With Engine Brake ON parameter is programmed to YES

7) (100%)

8) A/C High Pressure Switch Input is Open or A/C Switch On Time Counter is Counting (50%).

PWM %Duty Cycle

1009080706050 110

ECM Request for 0% Cooling93 Deg C

ECM Request for 100% Cooling101 Deg C

Coolant Temperature (Deg C)

0% Cooling

100% Cooling

PWM Fault Detection

PWM Fault Detection

100

0

50

G837-YL

J1 P1

Output #5

ECM

11

Fan Drive

Controller



9) PTO On/Off Switch is in the ON position (PTO Activates Cooling Fan parameter is programmed to Continuous – 100%)

10) J1939 Fan Override Switch message received as =>95.2%.

Item 6, 7, and 8 are dependent upon Customer Parameters as shown in the following table

The fan will be turned OFF (0%) by the control (after being turned ON) if engine rpm exceeds 2800 rpm or whenall the following circumstances are met.

1) Coolant Sensor Temperature < 198°F (92°C).

2) The fan has been ON for at least 30 seconds or the programmed A/C Pressure Switch Fan On Timeis finished counting.

3) Inlet Manifold Air Temperature < 151°F (66°C).

4) Exhaust Brake ON Strategy is not Active, when Fan With Engine Brake ON parameter is programmed to YES.

5) A/C High Pressure Switch is not open.

6) PTO On/Off Switch is in the OFF position. (PTO Activates Cooling Fan parameter is programmed to Continuous)

7) J1939 Fan Override Switch message <=94.8% (fan OFF).

EM provided and installed components required:

1) Fan Drive Controller.

2) Variable Speed Fan

3) Fan Override Switch

4) J1939 Data Link


1) Cooling Fan Type programmed to Variable Speed Fan Option S.

2) Fan Override Switch programmed to other than “None”.

3) Powertrain Data Link programmed to J1939

20.5 Cooling Fan Control with the Ignition Key Off

The Cooling fan output will remain powered (On/Off Fan disengaged) for up to 10 seconds after the ignition keyhas been turned off. This allows enough time for the engine to stop rotating before the fan solenoid is engaged.This helps to limit fan belt damage due to fan inertia.



ECM Input Customer Parameter

Exhaust Brake ON > 2 seconds Fan with Engine Brake On

J1/P1: 41 (A/C High Pressure Switch) A/C High Pressure Switch

J1/P1: 56 (PTO On/Off Switch) PTO Activates Cooling Fan

J1939 Data Link Fan Override Switch

A/C Switch Fan On Time

20.6 Air Conditioning High Pressure Switch

Programming the A/C High Pressure Switch parameter to J1/P1:41 (default is None) allows the ECM to respond toa normally closed high pressure A/C switch. This switch opens when the refrigerant pressure exceeds the desiredlevel. The ECM has a timer available to prevent excessive cycling of the cooling fan clutch due to successive cyclingof the A/C switch input. The timer is programmable from 0 to 600 seconds, with 0 seconds indicating the feature isOFF (the default). Typical programming is 30 seconds, with 1 second recommended for systems connecting thisinput to other controls with their own built in timers.


1) Normally closed high pressure A/C switch.

2) Cooling fan connection to Terminal 11(Output #5).


1) Fan Control Type programmed to On-Off or Variable Speed Fan Option S.

2) A/C Switch Fan On-Time programmed in the 1 – 600 second range (0 = disabled).

Figure 38

High Press.

Switch Open

Low Press.

Switch Closed

RefrigerantPressure

A/C PressureSwitch Circuit

Fan On

Fan Off

Cooling Fan

Output #5 On

Output #5 Off

Output #5

A/C FanSwitch On Time



Wiring DIagram 34

20.7 A/C Fan request Switch (GMT560 Only)

Programming the A/C Fan Request parameter may be used to activate the Cooling Fan when programmedto J1/P1 41 or J1/P1: 62 (Default is None) whenever the air conditioning compressor clutch is engaged.The fan control will follow previously described functionality when activated by this switch input.

Note: J1/P1: 41 is a switch to ground input and J1/P1: 62 is a switch to battery input.

Wiring DIagram 35

Wiring DIagram 36

62

P1 J1

ECM

Program A/C Fan Request Switch parameter to J1/P1:62

+

12V

-

A/CCompressorClutch

Input #12Vehicle A/C ControlCircuit

41

5P1 J1

ECM

Program A/C Fan Request Switch parameter to J1/P1:41

+12V-

A/CCompressorClutch

Input #11

AP Sensor/Switch Sensor Common

Vehicle A/C ControlCircuit

11415

P1 J1

OUTPUT #5INPUT #11AP SENSOR/SWITCH SENSOR COMMON

ECMA/C HIGH PRESSURE SWITCH

(FAN ON POSITION) G837-YLE971-GNH795-PK



21.0 Idle Shutdown Timer

To conserve fuel, the control system can be programmed to shut down the engine. The engine will shut down if itoperates under reduced load with the vehicle stationary for a customer-defined period of time. This feature does notshut off vehicle electrical power.

The Idle Shutdown Timer can be programmed between 1 and 1,440 minutes. The check engine lamp will begin toflash when the Idle Shutdown Timer enters the Driver Alert phase of the Idle Shutdown sequence. The Driver Alertphase is determined by the number of minutes programmed for the Idle Shutdown Timer, during this phase thecheck engine lamp will flash, warning the driver of an impending engine shutdown.

When the Idle Shutdown Timer is programmed to one minute, the check engine lamp will begin to flash thirtyseconds before the programmed time expires.

If the Idle Shutdown Timer is programmed to two minutes or more, the check engine lamp will begin to flash ninetyseconds before the programmed time expires.

The operator can move the clutch or service brake during Driver Alert to override the timer. When the timer isoverridden a diagnostic event is logged. The timer will remain in Override until the ECM has detected that thevehicle has moved.

The status of the Shutdown Timer will be broadcast as part of the J1939 Data Link SHUTDOWN message $FEE4(65,252).

Note: If the transmission neutral switch is programmed and installed, the idle shutdown timer will not start countingif the transmission indicates that the transmission is in gear.


1) Vehicle speed source.

2) Check Engine Lamp.

3) Service Brake Pedal Position Switch #1. (Service Brake Switch #2 if required by transmission style).

4) Clutch Pedal Position Switch. (If Transmission Style is programmed to Manual Option 1 or 2, Universal).

5) Transmission Neutral Switch (If Transmission style parameter is programmed to Automatic Option 3, Automaticoption 4, AT/MT/HT Option 3, or AT/MT/HT Option 4).


1) Idle Shutdown Time programmed in the 1 – 1440 minutes range.

2) Vehicle Speed Calibration.

21.1 Cold Mode Idle Shutdown Timer Enable

The Idle Shutdown Timer is disabled if Engine Coolant Temperature is less than 38 DEG C (100 DEG F) and theengine is running less than 15 minutes.

After 15 minutes, the Idle Shutdown Timer is enabled regardless of engine coolant temperature.

The default is set to Disabled.

When programmed to Enabled, the Idle Shutdown Timer will begin counting down immediately once the enginereaches low idle. Regardless of Engine Coolant Temperature or how long the engine has been running.



22.0 Data Links

An OEM installed wiring harness to a cab mounted diagnostic connector is necessary to allow for accessing thedata link with a service tool. There is not a diagnostic connector supplied in the engine harness. Caterpillarrequests the vehicle OEM install a diagnostic connector in the engine compartment for those applications wherethe cab diagnostic connector is too far away for practical service of the engine. For an engine compartmentmounted diagnostic connector, Caterpillar recommends grounding the engine data link connector directly to theengine ground stud through a splice into either “-Battery” wire (Connector P1, terminal 65 or 67). It must not begrounded to ECM Sensor Common connections. An example application for an engine compartment installeddiagnostic connector would be found on a bus or RV with a rear-mounted engine.

22.1 SAE J1587/J1708 Data Link

The ECM has a standard data link available for communicating with electronic service tools, dash displays, andcertain transmissions. The ATA (American Trucking Association), SAE J1587/SAE J1708 Data Link is standard onall Caterpillar Truck Engines. The ATA data link can reduce duplication of engine and vehicle sensors by allowingother control systems to share sensor information. The ATA data link is used to communicate with Caterpillar PocketTechnician and Caterpillar Electronic Technician service tools. The ATA data link does not require a CustomerParameter to activate. The data link follows SAE recommended practice J1708 for hardware and SAErecommended practice J1587 for the communication protocol.

The following diagrams represent the ATA data link installed into a 6-terminal or 9-terminal dash connectors.

Wiring DIagram 37

Wiring DIagram 38

Note: The above connector is black in color with a “Keyed center pin”. This connector requires Caterpillar# 157-4829 Adapter Harness for connection to the Caterpillar # 139-4166 Service Tool Cable.

E793-BUE794-YL

98

P1 J1

+BATTERY-BATTERY

J1587 DL-J1587 DL+

BA

GFEDC

J1587 DATA LINK NEGATIVEJ1587 DATA LINK POSITIVE

ECM

423450

J1939 DATA LINK SHIELDJ1939 DATA LINK -J1939 DATA LINK +

A249-BKK990-GNK900-YL


E793-BUE794-YL

98

P1 J1

+BATTERY-BATTERY

J1587 DL-J1587 DL+

CEDFBA


ECM



Wiring DIagram 39

Note: The above connector is gray in color and connects directly to the Caterpillar # 139-4166 Service Tool Cable.

22.1.1 SAE J1587 Data Link Broadcast Parameters

SAE J1708/J1587 data link parameters, parameter identifiers (PID’s), size, scaling, and broadcast period for C7and C9 engines are as follows:

Message Identifier (MID) – 128 [engine control MID]

E793-BUE794-YL

98

P1 J1

+BATTERY-BATTERY

J1587 DL-J1587 DL+

BA

GF

HJC


ECM

423450






Broadcast Period Parameter Name PID Size Scaling per Bit

0.1 sec Road Speed 84 1 0.5 mph

Cruise Control Set Speed 86 1 0.5

Percent Accelerator Pedal Position 91 1 0.4

Percent Engine Load 92 1 0.5

Power Take Off Set Speed 187 2 0.25

Engine Speed 190 2 0.25

0.2 sec Engine Status 2 1 Bit Code

Cruise Control Status 85 1 Bit Code

Engine Retarder Switches Status 40 1 Bit Code

Engine Retarder Status 121 1 Bit Code

Fuel Rate 183 2 4.34 10-6 gal

Instantaneous Fuel Economy 184 2 1/256 mpg

1.0 sec Parking Brake Status 70 1 Bit Code

Idle Shutdown Status 71 1 Bit Code

Road Speed Limit Status 83 1 Bit Code

Power Take Off Status 89 1 Bit Code

Engine Oil Pressure 100 1 0.125 PSI

Boost Pressure 102 1 0.125 PSI

Inlet Manifold Pressure 105 1 1 DEG F

Coolant Temperature 110 1 1 DEG F

Injection Actuation Pressure 164 2 1/256 Mpa

ECM Battery Voltage 168 2 0.05

Engine Diagnostic 194 Variable PID/SID & FMI




10.0 sec Cruise Control Set Speed 86 1 0.5 mph

Atmospheric Pressure 108 1 0.0625 PSI

Average Fuel Economy 185 2 1/256 mpg

Power Take Off Set Speed 187 2 0.25 rpm

Total Miles 245 4 0.1 miles

On Request Retarder Inhibit Status 62 1 Bit Code

Road Speed Limit 74 1 0.5 mph

High Cruise Control Speed Set Limit 87 1 0.5 mph

Low Cruise Control Speed Set Limit 88 1 0.5 mph

Rated Horse Power 166 2 1.0 BHP

Engine Idle RPM Speed 188 2 0.25 rpm

Engine Rated RPM Speed 189 2 0.25 rpm

Software Identification (Cat P/N) 234 10 ASCII Char.

Total Idle Hours 235 4 0.05 hours

Total Idle Fuel Consumption 236 4 0.05 hours

Vehicle Identification 237 17 ASCII Char.

Total Engine Hours 247 4 0.05 hours

Total Engine PTO Hours 248 4 0.05 hours

Clock 251 3 Char 1 = 0.25 sec/bitChar 2 = 1 min/bitChar 3 = 1 hr/bit

Date 252 3 Char 1 = 0.25 day/bitChar 2 = 1 month/bitChar 3 = 1 year/bit

Total Fuel Consumption 250 4 0.125 gal

22.1.2 Bit Code Definition




On Request Component Identification 243 21 ASCII Char.(Sent as a multi- Message #1packet message) Byte 1- MID = 128

Byte 2- PID for multi-packet message = 192

Byte 3- number of characters following = 16

Byte 4- Requested PID 243 = 243

Byte 5- Last and current section number = 16

Byte 6- Byte count of total data portion = 21

Byte 7-19 – PID 243 data portion = 128, ASCII Characters = CTRPL*C7 or CTRPL*C9

Byte 29 – Checksum

Message #2

Byte 1- MID = 128

Byte 2- PID for multi-packet message = 192

Byte 3- number of characters following = 11

Byte 4- Requested PID 243 = 243

Byte 5- Last and current section number = 17

Byte 6- Byte count of total data portion = 8

Byte 7-14 – PID 243 data portion = 128, ASCII Characters = C7 or C9

Byte 15- Checksum

Status Definition: Parameter Name Indication Indication

Engine Status Code Definitions (PID 2):

Bit 7 undefined 0 = not active 1 = active

Bit 6 Powertrain Data Link 0 = not active 1 = active



Bit 3 Cold Mode 0 = not active 1 = active

Bit 2 Road Speed Limit 0 = not active 1 = active

Bit 1 Top Engine Limit 0 = not active 1 = active

Bit 0 Engine Shutdown 0 = not active 1 = active

Bit code definitions for Cruise Control Status (PID 85), Exhaust Brake Status (PID 121), Parking Brake Switch(PID 70), Idle Shutdown Status (PID 71), Road Speed Limit Status (PID 83), and Power Take Off Status (PID 89)are as per SAE J1587 definitions.

NOTE: The Caterpillar service tools follow the SAE/ATA J1587 and J1708 standards in all communications. Servicetool interfacing is done using the escape provision defined in SAE J1587. The escape information is consideredproprietary and is, therefore, not described here.

22.2 SAE J1939 Data Link

The SAE J1939 data link is supported on all Caterpillar On-Highway Truck Engines and must be enabled throughCustomer Programmable Parameter programming. This data link can be used for communications with thetransmission, anti-lock brake systems (ABS), traction control (TC) systems, instrument clusters and other devicesthat use that use SAE J1939 communications protocol. Contact Caterpillar for new application assistance.

Wiring DIagram 40


1) Data link connection to power train components.


1) Powertrain Data Link parameter programmed to J1939.

The Powertrain Data Link parameter should be programmed to match the configuration of the vehicle.If no J1939 support is required, Program the Power Train Datalink parameter to NONE.

Caterpillar electronic service tools have the capability to temporarily disable the Powertrain Data Link fordynamometer or other diagnostic testing purposes.

Caterpillar recommends that J1939 wiring be added to the engine diagnostic connector. This will allow forservice tool support.

Figure 39

DEUTSCH 9-TERMINAL CAB CONNECTORDoes not require an Adapter Harness for

connection to the 139-4166 Service Tool Cable

J1587 DATA LINK -

AF

C

G

H

J

D

B

E

+BATTERY

-BATTERY

J1587 DATA LINK +

J1587 DATA LINK -

AF

C

G

H

J

D

B

E

DEUTSCH J1939 CAB CONNECTOR

+BATTERY

-BATTERY

J1587 DATA LINK +

Requires 157-4829 Adapter Harness for connection to the 139-4166 Service Tool Cable

J1939 DATA LINK -

J1939 DATA LINK SHIELD J1939 DATA LINK +

J1939 DATA LINK +

J1939 DATA LINK -

J1939 DATA LINK SHIELD

TO J1939 DATA LINK CONNECTORTO J1939 DATA LINK CONNECTORTO J1939 DATA LINK CONNECTOR

423450

P1 J1


ECM




22.2.1 SAE J1939 Data Link Broadcast Messages

The following tables list J1939 broadcast messages currently supported by the ECM. The Powertrain Datalinkparameter must be programmed to J1939 (Default = None) to enable communications. Broadcast messageswill default to a priority of 6 unless the SAE specification specifies a higher priority (EEC#1 has a priority of 3).Messages that are broadcast as a result of a request will have a priority of 2.

Medium Duty Engine J1939 Broadcast Messages

PGN $E000 (57,344) CM #1Source Address: $0 Priority: 6Repetition rate: 1s Data length: 8 BytesData Page: 0 On request service: N/ASAE section: SAE – J1939-71Notes: Source can be the transmission or if Fan Override Switch is programmed to J1939_Cab_Controller,J1939_Body_Controller or J1939_Instrument_Cluster.Switch on >= 95.2 %.

PGN $F000 (61,440) Electronic Retarder Controller #1 : ERC#1Source Address: $29 (41) Priority: 6Repetition rate: 100 ms Data length: 8 BytesData Page: 0 On request service: YesSAE section: SAE – J1939-71Notes: Only the Retarder enable-brake assist switch information is used, if the exhaust brake switch isinstalled and programmed. If the Exhaust Brake/Warm up feature is programmed to None, all messagefields will be set to $FF.

Byte Bits Parameter

1 8 – 7 Retarder enable-shift assist switch (SPN 572)Not Supported

6 – 5 Retarder enable-brake assist switch (SPN 571)00 Retarder – brake assist disabled01 Retarder – brake assist enabled11 not used

4 – 1 Engine/Retarder torque mode (SPN 900)0000 Low idle governor/no request0001 Accelerator pedal/operator selection0010 – 1111 Not Supported

2 8 – 1 Actual Retarder – Percent torque (SPN 520)Resolution: 1%/bit gain, -125% OffsetData Range: -125% – 125%$FE Error Indicator$FF Not used

3-8 8 – 1 Not Supported

Byte Bits Parameter

1 8 – 1 Requested Percent Fan speed (SPN 986)Resolution: 0.4 %/bit gain, 0 % offsetData range: 0 – 100 %0 – 94.8% = OFF (00 – ED)95.2 – 100% = Fan On (EE – FA)100.4 – 101.6% = DIAG/OFF (FB – FE)$FF Not unused

2 – 8 8 – 1 Not Supported



Medium Duty Engines J1939 Broadcast Messages (continued)

PGN $F003 (61,443) Electronic Engine Controller #2 : EEC#2Source Address: $0 (0) Priority: 3Repetition rate: 50 ms Data length: 8 BytesData Page: 0 On request service: YesSAE section: 5.3.6 (SAE – J1939-71)Notes: Percent load at current speed is heavily filtered and includes hysteresis, IF the transmission styleis programmed to any automatic option.

Byte Bits Parameter

1 8 – 7 Not defined

6 – 5 Road speed limit status (SPN 1437)00 active01 not active

4 – 1 Not Supported

2 8 – 1 Accelerator pedal (AP) position (SPN 91)Resolution: 0.4%/Bit gain, 0% OffsetData range: 0 – 100%$FF Not used

3 8 – 1 Percent load at current speed (SP 92)Resolution: 1%/Bit gain, 0% OffsetData Range: 0 – 125%$FF Not used





PGN $F004 (61,444) Electronic Engine Controller #1 : EEC#1Source Address: $0 (0) Priority: 3Repetition rate: 15 ms Data length: 8 BytesData Page: 0 On request service: YesSAE section: SAE – J1939-71

Byte Bits Parameter


4 – 1 Engine/Retarder torque mode (SPN 899)0000 Low idle governor/no request0001 Accelerator pedal/operator selection0010 Cruise control0011 PTO governor0100 Road speed governor0101 ASR control0110 Transmission control0111 ABS control1000 Torque limiting1001 High speed governor1010 – 1111 Not Supported

2 8 – 1 Driver’s demand engine – percent torque (SPN 512)Only if Governor Programmed to Min/Max governorResolution: 1%/Bit gain, -125% OffsetData Range: -125 – 125%$FF Not used

3 8 – 1 Actual engine – percent torque (SPN 513)Resolution: 1%/Bit gain, -125% OffsetData Range: -125 – 125%$FF Not used

4 – 5 8 – 1 Engine speed (SPN 190)Resolution: 0.125 rpm/Bit gain, 0 rpm offsetData range: 0 – 8031.875 rpm$FFFF Not used


8 8 – 1 Engine demand – percent torque (SPN 899)Use of the Engine Torque Mode is discouraged for critical subsystem performance purposes.Resolution: 1%/Bit gain, -125% OffsetData Range: -125 – 125%$FF Not used




PGN $FEBE (65,214) EEC#4Source Address: $0 (0) Priority: 7Repetition rate: On Request Data length: 8 BytesData Page: 0 On request service: YesSAE section: SAE – J1939-71

PGN $FEC0 (65,216) ServiceSource Address: $0 (0) Priority: 6Repetition rate: 5000ms Data length: 8 BytesData Page: 0 On request service: YesSAE section: SAE – J1939-71Notes: The Repetition rate is not j1939 spec compliant. This message is connected to the MaintenanceIndicator Mode configuration. If it is programmed to off, the service distance and the service operationalhours are set to some default values. 4000 h and 16125 km. The service component ID supports engineoil only. (ID 32)

Byte Bits Parameter

1 8 – 1 Service component identification (SPN 911)Resolution: 1 Component ID/bit gain, 0 offsetData range: 0 – 250$FF Not used

2 – 3 8 – 1 Service distance (SPN 914)Resolution: 5 km/bit gain, -160635 km offsetData range: -160636 – 160640 km$FFFF Not used


6 8 – 1 Service component identification (SPN 912)Resolution: 1 Component ID/bit gain, 0 offsetData range: 0 – 250$FF Not used

7 – 8 8 – 1 Service delay/operational time based (SPN 916)Resolution: 1h/bit gain, -32127 h offsetData range: -32127 – 32128 h$FFFF Not used

Byte Bits Parameter

1 – 2 8 – 1 Rated Engine Power (SPN 166)

3 – 4 8 – 1 Rated Engine Speed (SPN 189)

5 – 8 8 –1 Not Defined




PGN $FECA (65,226) DM1Source Address: $0 (0) Priority: 6Repetition rate: 1000ms Data length: variableData Page: 0 On request service: YesSAE section: SAE – J1939-73Notes: Broadcast every second, not on fault status change. The maximum supported fault code number islimited to 10 and will be prioritized equal to the service tool priority for ATA fault codes. If no fault is activethis message will not be broadcast. Only Public fault codes will be transmitted.

PGN $FEDB (65,243) Engine Fluid Level/Pressure #2Source Address: $0 (0) Priority: 6Repetition rate: 500 ms Data length: 8 BytesData Page: 0 On request service: YesSAE section: SAE – J1939-71Notes:

Byte Bits Parameter

1 – 2 8 – 1 Injection control pressure (SPN 164)Resolution: 1/256 MPa/Bit gain, 0 MPa OffsetData range: 0 – 252 MPa$FFFF Not used


Byte Bits Parameter

1 8 – 7 Not Supported

6 – 5 Red Stop Lamp Status00 Off01 On11 Not used

4 – 3 Amber Warning lamp Status00 Off01 On11 Not used

2 – 1 Protect Lamp Status00 Off01 On11 Not used

2 8 – 1 Reserved$FF Not used (default)

3 8 – 1 SPN, 8 least significant bits of SPN$FF Not used

4 8 – 1 SPN, second byte of SPN$FF Not used

5 8 – 6 SPN, 3 most significant bits of SPN

5 – 1 FMI$FF Not used

6 8 SPN Conversion

7 – 1 Occurrence Count$FF Not used




PGN $FEDF (65,247) Electronic Engine Controller #3 : EEC#3Source Address: $0 (0) Priority: 6Repetition rate: 250 ms Data length: 8 BytesData Page: 0 On request service: YesSAE section: SAE – J1939-71

PGN $FEE0 (65,248) Vehicle Distance (VD)Source Address: $31, 28, $21, $17, or $3 Priority: 6Repetition rate: 100 ms Data Length: 8 bytesData Page: 0 On request service: YesSAE section: SAE- J1939-71

Byte Bits Parameter

1 – 4 8 – 1 Not supported

5 – 8 8 – 1 Total Vehicle Distance (SPN 245)Resolution: 0.125 km/bit, 0 offsetData Range:0 to 526,385,151.9 km

Byte Bits Parameter

1 8 – 1 Nominal friction – percent torque (SPN 514)Resolution: 1%/Bit gain, -125% OffsetData Range: -125 – 125%$FF Not used

2 – 3 8 – 1 Engine’s desired operating speed (SPN 515)Resolution: 0.125 rpm/Bit gain, 0 rpm offsetData range: 0 – 8031.875 rpm$FFFF Not usedCaterpillar truck engines, which use the full rangeengine speed governing option, will havecomprehensive support of this byte. Caterpillar truckengines which are configured to use the availableMinMax governor, will support this parameter arerelevant to engine operation.




PGN $FEE1 (65,249) Retarder ConfigurationSource Address: $0 (0) Priority: 6Repetition rate: 5000 ms Data length: 19 BytesData Page: 0 On request service: YesSAE section: SAE – J1939-71Notes: If the Exhaust Brake/Warm up feature is programmed to None, this message will not be available.

Byte Bits Parameter

1 8 – 5 Retarder location (SPN 902)0000 Not Supported0001 Engine exhaust brake0010 – 111 Not Supported

4 – 1 Retarder Type (SPN 901)0000 – 0011 Not Supported0100 Exhaust0101 – 1111 Not Supported

2 8 – 1 Retarder control method (SPN 557)Resolution: 1 step/bit gain, 0 step offsetData range: 0 = continuous control

1 = On/off control2 – 250 = Not Supported

$FF Not used


17 – 18 8 – 1 Reference Retarder Torque (5.2.1.49)Resolution: 1 Nm/bit gain, 0 Nm offsetData range: 0 – 64255 Nm$FFFF Not used





PGN $FEE3 (65,251) Engine ConfigurationSource Address: $0 (0) Priority: 6Repetition rate: 5000 ms Data length: 28 BytesData Page: 0 On request service: YesSAE section: SAE – J1939-71

Byte Bits Parameter

1 – 2 8 – 1 Engine speed at idle, point 1 (SPN 188)Resolution: 0.125 rpm/Bit gain, 0 rpm offsetData range: 0 – 8031.875 rpm$FFFF Not used

3 8 – 1 Percent Torque at idle, point 1 (SPN 539)Resolution: 1%/Bit gain, -125% OffsetData Range: -125 – 125%$FF Not used

4 – 5 8 – 1 Engine speed at point 2 (SPN 528)Resolution: 0.125 rpm/Bit gain, 0 rpm offsetData range: 0 – 8031.875 rpm$FFFF Not used

6 8 – 1 Percent Torque at point 2 (SPN 540)Resolution: 1%/Bit gain, -125% OffsetData Range: -125 – 125%$FF Not used







16 – 17 8 – 1 Engine speed at high idle, point 6 (SPN 532)Resolution: 0.125 rpm/Bit gain, 0 rpm offsetData range: 0 – 8031.875 rpm$FFFF Not used




PGN $FEE3 (65,251) Engine Configuration (continued)Source Address: $0 (0) Priority: 6Repetition rate: 5000 ms Data length: 28 BytesData Page: 0 On request service: YesSAE section: SAE – J1939-71

Byte Bits Parameter


20 – 21 8 – 1 Reference engine torque (SPN 544)Resolution1 Nm/bit gain, 0 Nm offsetData range: 0 – 64255 Nm$FFFF Not used

22 – 23 8 – 1 Maximum momentary engine override speed, point 7 (SPN 533)Resolution: 0.125 rpm/Bit gain, 0 rpm offsetData range: 0 – 8031.875 rpm$FFFF Not used

24 8 – 1 Maximum momentary engine override time limit (SPN 534)Resolution: 0.1 s/bit gain, 0 s offsetData range: 0 – 25 s$FF Not used


31 – 32 8 – 1 Engine inertiaResolution: 0.004 kgm2/Bit gain, 0 kgm2 offsetData range: 0 – 257.02 kgm2

$FFFF Not used

33 – 35 8 – 1 Default Engine Torque



Medium Duty J1939 Broadcast Messages (continued)

PGN $FEE4 (65,252) ShutdownSource Address: $0 (0) Priority: 6Repetition rate: 1 s Data length: 8 BytesData Page: 0 On request service: YesSAE section: SAE – J1939-71Notes: Only byte 2 bits 8-7 will be supported when no shutdown timer is configured. Both Idle Shutdown timerand PTO Idle shutdown timer will be supported by this message.

Byte Bits Parameter

1 8 – 7 Idle Shutdown Timer State (SPN 590)00 Off01 On11 Not used

6 – 5 Idle Shutdown Timer Override (SPN 592)00 Off01 On11 Not used

4 – 3 Idle Shutdown Driver Alert Mode (SPN 594)00 Off01 On11 Not used

2 – 1 Idle Shutdown has shutdown Engine (SPN 593)00 Off01 On11 Not used

2 8 – 7 Idle Shutdown Timer function (SPN 591)00 Off01 On11 Not used




2 – 1 Wait to Start Lamp





PGN $FEE5 (65,253) Engine Hours/RevolutionsSource Address: $0 (0) Priority: 6Repetition rate: on request only Data length: 8 BytesData Page: 0 On request service: YesSAE section: SAE – J1939-71Notes:

PGN $FEE7 (65,255) Vehicle HoursSource Address: $0 (0) Priority: 6Repetition rate: on request only Data length: 8 BytesData Page: 0 On request service: YesSAE section: SAE – J1939-71Notes:

PGN $FEE9 (65,257) Fuel Consumption (Liquid) (LFC)Source Address: $31, $21, $28, $19, $17, $3 Priority: 6Repetition rate: On Request Only Data length: 8 BytesData Page: 0 On request service: YesSAE section: SAE – J1939-71

Byte Bits Parameter

1 – 4 8 – 1 Not supported

5 – 8 8 – 1 Total Fuel Used (SPN 250)Resolution: 0.5 L/bit, 0 offsetData Range: 0 to 2,105,540,607.5 L

Byte Bits Parameter


5 – 8 8 – 1 Total PTO hours (SPN 248)Resolution: 0.05 h/bit gain, 0 h offsetData range: 0 to 210554060.75 h$FFFFFFFF Not used

Byte Bits Parameter

1 – 4 8 – 1 Total Engine Hours (SPN 247)Resolution: 0.05 h/bit gain, 0 h offsetData range: 0 to 210554060.75 h$FFFFFFFF Not used

5 – 8 8 – 1 Total Engine revolutions (SPN 249)Resolution: 1000 r/bit gain, 0 r offsetData range: 0 to 4211081215000 r$FFFFFFFF Not used




PGN $FEEB (65,259) Component IDSource Address: $0 (0) Priority: 6Repetition rate: on request only Data length: 8 BytesData Page: 0 On request service: YesSAE section: SAE – J1939-71Notes:

Fields with less than 5 characters are filled with a space ($20)

Note – 1 = Engine Serial Number

Note – 2 = Vehicle ID

PGN $FEEC (65,260) Vehicle IdentificationSource Address: $0 (0) Priority: 6Repetition rate: on request only Data length: 17 BytesData Page: 0 On request service: YesSAE section: SAE – J1939-71Notes: The ASCII character “*” is reserved as a delimiter.

Byte Bits Parameter

1 – 17 8 – 1 Vehicle identification Number (SPN 237)Resolution: ASCIIData range: ASCII$FFFF Not used

Field C7 C9 C10 C12 C15 C16

A CTRPL CTRPL CTRPL CTRPL CTRPL CTRPL

B C7 C-9 C-10 C-12 C-15 C-16

C Note – 1 Note – 1 Note – 1 Note – 1 Note – 1 Note – 1

D Note – 2 Note – 2 Note – 2 Note – 2 Note – 2 Note – 2

Field * Delimited Information

A Make (SPN 586)

B Model (SPN 587)

C Serial Number (SPN 588)

D Unit Number (SPN 233)




PGN $FEED (65,261) Cruise control/Vehicle speed setupSource Address: $0 (0) Priority: 2Repetition rate: on request only Data length: 8 BytesData Page: 0 On request service: YesSAE section: 5.3.27 (SAE – J1939-71)

PGN $FEEE (65,262) Engine TemperatureSource Address: $0 (0) Priority: 6Repetition rate: 1000ms Data length: 8 BytesData Page: 0 On request service: YesSAE section: 5.3.28 (SAE – J1939-71)

Byte Bits Parameter

1 8 – 1 Engine coolant Temperature (SPN 110)Resolution: 1 °C/bit gain, -40 °C offsetData range: -40 – 210 °C$FF Not used


Byte Bits Parameter

1 8 – 1 Maximum vehicle speed limit (SPN 74)Resolution: 1 km/h/bit gain, 0 km/h offsetData range: 0 – 250 km/h$FF Not used

2 8 – 1 Cruise control high set limit speed (SPN 87)Resolution: 1 km/h/bit gain, 0 km/h offsetData range: 0 – 250 km/h$FF Not used

3 8 – 1 Cruise control low set limit speed (SPN 88)Resolution: 1 km/h/bit gain, 0 km/h offsetData range: 0 – 250 km/h$FF Not used

4 – 8 8 – 1 Not defined




PGN $FEEF (65,263) Engine Fluid Level/PressureSource Address: $0 (0) Priority: 6Repetition rate: 500ms Data length: 8 BytesData Page: 0 On request service: YesSAE section: SAE – J1939-71Notes: This message will only be active, if the engine oil pressure sensor is installed or a coolant level sensoris programmed. The coolant level message will reflect the diagnostic status for the coolant level. 100% forcoolant level OK, 50% for coolant level Low and 0% for coolant level Very Low.

PGN $FEF0 (65,264) Power Takeoff InformationSource Address: $0 Priority: 6Repetition rate: 100ms Data length: 8 BytesData Page: 0 On request service: N/ASAE section: SAE – J1939-71

Byte Bits Parameter



4 – 3 PTO Set Speed Input A

2 – 1 PTO enable switch (SPN 980)00 Off01 On11 Not used


6 – 5 PTO resume switch (SPN 982)00 Off01 On11 Not used


2 – 1 PTO set switch (SPN 984)00 Off01 On11 Not used


Byte Bits Parameter


4 8 – 1 Engine oil pressure (SPN 100)Resolution: 4 kPa/bit gain, 0 kPa offsetData range: 0 – 1000 kPa$FF Not used


8 8 – 1 Coolant Level (SPN 111)Resolution: 0.4%/bit gain, 0% offsetData range: 0 – 100%$FF Not used




PGN $FEF1 (65,265) Cruise Control/Vehicle SpeedSource Address: $0 (0) Priority: 6Repetition rate: 100ms Data length: 8 BytesData Page: 0 On request service: YesSAE section: SAE – J1939-71Notes: To get the engine Test mode switch & Cruise Pause switch information, the I/O has to be programmedto one of the J1939 options. It is only supported over J1939. The Cruise Accelerate and Coast switchfunctionality is depending on its configuration too. (J1939 or hard wired)

Byte Bits Parameter


6 – 5 Cruise Pause switch (SPN 1633)00 Cruise Pause switch not set01 Cruise Pause switch set


2 – 3 8 – 1 Wheel base vehicle speed (SPN 84)Resolution: 1/256 km/h/bit gain, 0 km/h offsetData range: 0 –250.996 km/h$FFFF Not unused

4 8 – 7 Clutch switch (SPN 598)00 Clutch pedal released01 Clutch pedal depressed11 Not used

6 – 5 Brake switch (SPN 597)00 Brake pedal released01 Brake pedal depressed11 Not used

4 – 3 Cruise control enable switch (SPN 596)00 Cruise control disabled01 Cruise control enabled11 Not used

2 – 1 Cruise control active (SPN 595)00 Cruise control switch off01 Cruise control switch on11 Not used




PGN $FEF1 (65,265) Cruise Control/Vehicle Speed (continued)Source Address: $0 (0) Priority: 6Repetition rate: 100ms Data length: 8 BytesData Page: 0 On request service: YesSAE section: SAE – J1939-71

Byte Bits Parameter

5 8 – 7 Cruise control accelerate switch (SPN 602)00 Cruise accelerate switch off01 Cruise accelerate switch on

6 – 5 Cruise control resume switch (SPN 601)00 Cruise resume switch off01 Cruise resume switch on

4 – 3 Cruise control coast switch (SPN 600)00 Cruise coast switch off01 Cruise coast switch on

2 – 1 Cruise control set switch (SPN 599)00 Cruise set switch off01 Cruise set switch on

6 8 – 1 Cruise control set speed (SPN 86)Resolution: 1 km/h/bit gain, 0 km/h offsetData range: 0 – 250 km/h$FF Not used

7 8 – 6 Cruise control state (SPN 527)000 Off/Disabled001 Hold010 Accelerate011 Decelerate/Coast100 Resume101 Set110 Accelerator override111 Not Used

5 – 1 111 Not Supported


6 – 5 Engine test mode switch (SPN 966)00 Off01 On





PGN $FEF2 (65,266) Fuel EconomySource Address: $0 (0) Priority: 6Repetition rate: 100ms Data length: 8 BytesData Page: 0 On request service: YesSAE section: 5.3.32 (SAE – J1939-71)Notes:

Byte Bits Parameter

1 – 2 8 – 1 Fuel rate (SPN 183)Resolution: 0.05 l/h/bit gain, 0 l/h offsetData range: 0 – 3212.75 l$FFFF Not used

3 – 4 8 – 1 Instantaneous Fuel economy (SPN 184)Resolution: 1/512 km/l/bit gain. 0 km/l offsetData range: 0 – 125.5 km/l$FFFF Not used

5 – 6 8 – 1 Average Fuel economy (SPN 185)Resolution: 1/512 km/l/bit gain. 0 km/l offsetData range: 0 – 125.5 km/l$FFFF Not used





PGN $FEF6 (65,270) Inlet/Exhaust ConditionsSource Address: $0 (0) Priority: 6Repetition rate: 500ms Data length: 8 BytesData Page: 0 On request service: YesSAE section: SAE – J1939-71Notes:

PGN $FEF7 (65,271) Vehicle Electrical PowerSource Address: $0 (0) Priority: 6Repetition rate: 1000ms Data length: 8 BytesData Page: 0 On request service: YesSAE section: SAE – J1939-71Notes:

Byte Bits Parameter


5 – 6 8 – 1 Electrical potential (SPN 168)Resolution: 0.05V/bit gain, 0V offsetData range: 0 – 3212.75 V$FFFF Not used


Byte Bits Parameter


2 8 – 1 Boost pressure (SPN 102)Resolution: 2 kPa/bit gain, 0 kPa offsetData range: 0 – 500 kPa$FF Not used

3 8 – 1 Intake manifold 1 temperature (SPN 105)Resolution: 1° C/bit gain, -40° C offsetData range: -40 – 210° C$FF Not used




22.2.2 SAE J1939 Data Link Received Messages

The following tables list all J1939 messages currently received by the ECM. The Powertrain Datalink parametermust be programmed to the J1939 option to enable communications.

Medium Duty Engine J1939 Received Messages

PGN $0000 (0) Torque/Speed Control #1: TSC1Transmission to Engine

Source Address: Transmission Priority: 3Repetition rate: 10 ms Data length: 8 BytesData Page: 0 On request service: N/ASAE section: SAE – J1939-71Notes: Speed override commands are followed for 25 seconds

Byte Bits Parameter

1 8 – 7 Control bitsNot defined

6 – 5 Override control mode priority (SPN 897)00 Highest priority01 High priority10 Medium priority11 Low priority


2 – 1 Override control modes (SPN 695)00 Override disabled01 Speed control10 Torque control11 Speed limit/Torque limit control

2 – 3 8 – 1 Requested speed/Speed limit (SPN 898)Resolution: 0.125 rpm/bit gain, 0 rpm offsetData range: 0 – 8031.875 rpm$FFFF Not used

4 8 – 1 Requested torque/Torque limit (SPN 518)Resolution: 1%/bit gain, -125% offsetData range: 0 – 125 %$FF Not used




Medium Duty J1939 Received Messages (continued)

PGN $0000 (0) Torque/Speed Control #1: TSC1Transmission or ABS to Retarder

Source Address: $3, $B Priority: 3Destination: Retarder ($ 0F) Data length: 8 BytesRepetition rate: 50 ms On request service: N/AData Page: 0SAE section: SAE – J1939-71Notes:

Byte Bits Parameter




2 – 1 Override control modes (SPN 695)00 – 10 Not Supported11 Speed limit/Torque limit control


4 8 – 1 Requested torque/Torque limit (SPN 518)Resolution: 1%/bit gain, -125% offsetData range: 0 – 125%$FF Not used





PGN $0000 (0) Torque/Speed Control #1: TSC1ABS to EngineSource Address: ABS Priority: 3Repetition rate: 50 ms Data length: 8 BytesData Page: 0 On request service: N/ASAE section: SAE – J1939-71Notes: Engine responds to torque limit commands only

PGN $E000 (65,213) CM #1Source Address: $3, $31, $21 or $17 Priority: 6Repetition rate: 1s Data length: 8 BytesData Page: 0 On request service: N/ASAE section: SAE – J1939-71Notes: Source can be the transmission, J1939_Cab_Controller, J1939_Body_Controller orJ1939_Instrument_Cluster. Switch on >= 95.2 %.

Byte Bits Parameter

1 8 – 1 Requested Percent Fan speed (SPN 986)Resolution: 0.4 %/bit gain, 0% offsetData range: 0 – 100%0 – 94.8% = OFF (00 – ED)95.2 – 100% = Fan On (EE – FA)100.4 – 101.6% = DIAG/OFF (FB – FE)$FF Not unused


Byte Bits Parameter

1 8 – 7 Control bitsNot defined



2 – 1 Override control modes (SPN 695)00 Override disabled01 Speed control – Not Supported10 Torque control – Not Supported11 Speed limit/Torque limit control


4 8 – 1 Requested torque/Torque limit (SPN 518)Resolution: 1%/bit gain, -125% offsetData range: 0 – 125%$FF Not used





PGN $F001 (61,441) Electronic Brake Controller #1: EBC1Source Address: Brakes Priority: 6Repetition rate: Depends on sender Data length: 8 BytesData Page: 0 On request service: N/ASAE section:SAE – J1939-71Notes: Exhaust Retarder Switch on >= 95.2 %.

PGN $F002 (61,442) Electronic Transmission Controller #1: ETC1Source Address: Transmission Priority: 3Repetition rate: Depends on sender Data length: 8 BytesData Page: 0 On request service: N/ASAE section: SAE – J1939-71Notes: Shift-In-Progress message is used to enhance cruise control. The engine Retarder will be disabled ifthe status of the Torque converter lockup is disengaged. The output shaft speed is only used, if the vehiclespeed input is set to J1939_Transmission and the vehicle speed calibration parameter is programmed.

Byte Bits Parameter


6 – 5 Shift In Progress (SPN 574)00 Shift Not in Progress01 Shift in Progress

4 – 3 Torque Converter Lockup Engaged (SPN 573)00 Torque converter lockup disengaged01 Torque converter lockup engaged


2 – 3 8 – 1 Output Shaft Speed (SPN 191)Resolution: 0.125 rpm/bit gain, 0 rpm offsetData Range: 0 – 8031.875 rpm

4 8 – 1 Not supported


2 – 1 Momentary engine over speed enable (SPN 606)00 Momentary engine over speed disable01 momentary engine over speed enable11 Not Used


Byte Bits Parameter


5 8 – 1 Engine Retarder Selection (SPN 973)Resolution: 0.4%/bit gain, 0% OffsetData Range: 0-100%$FF Not Used





PGN $F005 (61,445) Electronic Transmission Controller #2: ETC2Source Address: Transmission Priority: 6Repetition rate: Depends on sender Data length: 8 BytesData Page: 0 On request service: N/ASAE section: 5.3.8 (SAE – J1939-71)Notes: For Neutral, Bytes 1 and 4 must be ZERO

PGN $FE4A (65,098) Electronic Transmission Controller #7: (ETC7)Source Address: $3 Priority: 6Repetition rate: 100 ms Data length: 8 BytesData Page: 0 On request service: N/ASAE section: 5.3.6 (SAE – J1939-71)Notes:

Byte Bits Parameter



6 – 5 Transmission Engine Crank Enable (SPN 2900)00 – Cranking disabled; engine cranking is prohibited by the transmission01 – Cranking enabled; engine cranking is allowed by the transmission10 – Error11 – Not available


3-8 8 - 1 Not Supported

Byte Bits Parameter

1 8 – 1 Selected Gear (SPN 524)Resolution: 1 gear value/bit, -125 offsetData range: -125 – +125$FF Not used


4 8 – 1 Current Gear (SPN 523)Resolution: 1 gear value/bit, -125 offsetData range: -125 – +125$FF Not used





PGN $FE6E (65,134) High Resolution Wheel SpeedSource Address: ABS ($0b) Priority: 2Repetition rate: 20 ms Data length: 8 BytesData Page: 0 On request service: N/ASAE section: SAE – J1939-71Notes: Vehicle Speed Input must to be programmed to J1939_ABS.

PGN $FEF0 (65,264) Power Takeoff InformationSource Address: $31, $21, $17 Priority: 6Repetition rate: 100ms Data length: 8 BytesData Page: 0 On request service: N/ASAE section: SAE – J1939-71

Byte Bits Parameter



4 – 3 PTO Set Speed Input A00 Off01 On11 Not used

2 – 1 PTO enable switch (SPN 980)00 Off01 On11 Not used


6 – 5 PTO resume switch (SPN 982)00 Off01 On11 Not used


2 – 1 PTO set switch (SPN 984)00 Off01 On11 Not used


Byte Bits Parameter


5 – 6 8 – 1 Rear Axle, left wheel speed (SPN 1594)Resolution: 1/256 km/h/bit, 0 km/h offsetData range: 0 – 250.996 km/h$FFFF Not used

7 – 8 8 – 1 Rear Axle, right wheel speed (SPN 1595)Resolution: 1/256 km/h/bit, 0 km/h offsetData range: 0 – 250.996 km/h$FFFF Not used




PGN $FEF1 (65,265) Cruise Control/Vehicle SpeedSource Address: $31, $21, $17 Priority: 6Repetition rate: Depends on sender Data length: 8 BytesData Page: 0 On request service: N/ASAE section: 5.3.31 (SAE – J1939-71)Notes:

Byte Bits Parameter


6 – 5 Cruise Pause switch (SPN 1633)00 Cruise Pause switch not set01 Cruise Pause switch set11 Not used



4 8 – 7 Clutch switch (SPN 598)00 Clutch pedal released01 Clutch pedal depressed11 Not used

6 – 5 Brake switch (SPN 597)00 Brake pedal released01 Brake pedal depressed11 Not used

4 – 3 Cruise control enable switch (SPN 596)00 Cruise control disabled01 Cruise control enabled11 Not used


5 8 – 7 Cruise control accelerate switch (SPN 602)00 Cruise accelerate switch off01 Cruise accelerate switch on11 Not used

6 – 5 Cruise control resume switch (SPN 601)00 Cruise resume switch off01 Cruise resume switch on11 Not used

4 – 3 Cruise control coast switch (SPN 600)00 Cruise coast switch off01 Cruise coast switch on11 Not used

2 – 1 Cruise control set switch (SPN 599)00 Cruise set switch off01 Cruise set switch on11 Not used




6 – 5 Engine test mode switch (SPN 966)00 Off01 On




23.0 Customer Specified Parameters

Customer Specified Parameters allow the truck owner to influence how a driver operates the vehicle. Someparameters may affect engine operation in ways an inadequately trained driver does not expect. These parametersmay lead to power or performance complaints, even when the engine is performing to specification.

Customer parameters may be changed repeatedly as a customer changes his operation or as new drivers areassigned to a truck. Customer Passwords (once programmed) are required to change these parameters.

The following is a brief description of the Customer Specified Parameters. Along with each are the available valuesfor the parameter and the default value. The parameter value shown in bold is the programmed setting that willdisable a feature.

The tables show values in U.S. (or English) units (miles, mph, quarts), followed by an approximate range for itsmetric (kilometers, km/h, liters) units counterpart. The exact range of the parameter in metric units depends uponthe Service Tool used because each Tool may use slightly different conversion factors.

23.1 Customer Parameter Lockout

This feature is available to restrict access to changing some available parameters. Locking out a parameter requiresCustomer Passwords if they have been previously programmed. Once a parameter is locked out, FactoryPasswords are required to change the parameter or to unlock the parameter.

If a “lockable” parameter is not locked out, Factory Passwords are not required. A locked out parameter restricts theparameter from being changed directly by the customer. This helps vehicle owners encountering problems withoperators obtaining Customer Passwords and tampering with the parameter configuration.

The following Customer Parameters are available for lockout using an Electronic Service Tool or VEPS:

Factory Passwords are also required to change a parameter from “locked” to “unlocked”. If all of the parameters arelocked out, and each one needs to be unlocked, only one Factory Password is required when the ParameterLockout screen is accessed on the Electronic Service Tool.

• A/C Switch Fan On-Time • Transmission Style

• Battery Monitor & Engine Control Voltage • Two Speed Axle Switch

• Battery Monitor & Low Idle Engine Speed • Vehicle ID

• High Cruise Control Speed Set Limit • Vehicle Speed Cal (J1939-ABS)

• High Speed Range Axle Ratio • Vehicle Speed Cal (J1939-TRANS)

• Low Speed Range Axle Ratio • Vehicle Speed Calibration

• Max PTO Vehicle Speed • Vehicle Speed Limit

• Soft Vehicle Speed Limit • Vehicle Speed Limit Protection

• Top Engine Limit





23.2 Selected Engine Rating

23.2.1 Rating Number

Rating number within a power family. The C7 an C9 do not support multiple ratings.

23.2.2 Vehicle ID

Identification of the vehicle assigned by the customer and used only for customer reference. The ECM does notrequire this parameter. Up to seventeen alpha-numeric characters can be entered.

23.3 Truck Manufacturer Parameters

23.3.1 Truck Manufacturer

This parameter is not available for C9 engines. The C9 engine does not support GM designated parameters.

This parameter is used to configure the correct set of parameter options/ranges and defaults for the vehicleapplication. The Truck Manufacturer parameter is Factory Programmed at Caterpillar to provide the samefunctionality with one ECM and one set of Personality Module software. Factory Passwords are required tochange the parameter setting once it has been programmed. The following list of customer parameters identifiesthe different options and/or defaults provided for both configurations listed below.

23.4 Vehicle Speed Parameters

23.4.1 Vehicle Speed Calibration

This calibration is used when the ECM is configured for use with a hardwired Vehicle Speed Sensor connectedto ECM Vehicle Harness Connector J1/P1 terminal 32 & 33. The ECM uses this value to scale the vehicle speedsignal into miles per hour. It is programmed in pulses per mile (PPM), which represents the number of pulsesproduced per mile in the vehicle speed sensor by the teeth of the chopper wheel mounted on the transmissionoutput shaft. When the hardwired Vehicle Speed Input option is used (Vehicle Speed Input parameter programmedto J1/P1:32 & 33), this parameter must be programmed or a Diagnostic Code 253-02 Check Customer Or SystemParameters (56) will occur. This parameter affects cruise control, the ECM speedometer signal, Trip Totals,PTO operation, etc.

Truck Mfg Minimum Maximum Default VEPS PID

Other 4000 PPM 383000 PPM Not(2485 ppkm) (238080 ppkm) Programmed

GM 4000 PPM 383000 PPM 32000 FC5F(2485 ppkm) (238080 ppkm) (19884)

Truck Mfg Default VEPS PID

GM, Other Not Programmed N/A(Factory Programmed)

Alternative Default VEPS PID

17 Digits Not Programmed 60(A-B, 0-9)

23.4.2 Vehicle Speed Cal (J1939-Trans)

This calibration is used when the ECM is configured to calculate Vehicle Speed based on Transmission OutputShaft Speed information received via the J1939 datalink (Vehicle Speed Input parameter programmed toJ1939-Trans). This value represents the Transmission Output Shaft revolutions per mile. The ECM uses this value,and the information received from the Transmission ECU via J1939 datalink (output shaft speed) to calculateactual vehicle speed. When the J1939 Vehicle Speed option is used (Vehicle Speed Input parameter programmedto J1939-Trans), this parameter must be programmed or a Diagnostic Code 253-02 Check Customer Or SystemParameters (flash code 56) will occur. This parameter affects cruise control, the ECM speedometer signal,Trip Totals, PTO operation, etc.

23.4.3 Vehicle Speed Cal (J1939 ABS)

This calibration is used when the ECM is configured to calculate Vehicle Speed based on ABS wheel speedinformation received via the J1939 datalink (Vehicle Speed Input parameter programmed to J1939-ABS). The ABSmanufacturer should be contacted to verify this message is supported. This value represents the ratio to ASSUMEDABS tire revolutions per mile divided by the ACTUAL tire revolutions per mile. If the assumed tire size matches theactual tire size, the Vehicle Speed Cal will be equal to 1. If the ABS assumed tire revolution per mile is not correct,the vehicle speed cal is equal to the ACTUAL Tire Revolutions per mile/ABS ASSUMED Tire revolutions per mile.

ABS Assumed tire revolutions per mile = 500

Actual Tire revolutions per mile = 400

Vehicle Speed Cal = 400/500 = 0.800

Note: If the Vehicle Speed Input parameter is programmed to J1939-ABS, the Vehicle Speed Cal parametermust be programmed or a Diagnostic Code 253-02 “Check Customer Or System Parameters” (56) will occur.This parameter affects cruise control, the ECM speedometer signal, Trip Totals, PTO operation, etc.

23.4.4 Vehicle Speed Limit

Top vehicle speed the ECM will permit. The ECM will shut off fuel above this speed. An inexperienced driver maythink something is wrong with the engine, because the engine will not fuel above this vehicle speed limit. Vehiclespeed limiting allows implementation of a gear fast/run slow truck specification to further improve fuel economywhile limiting top vehicle speed.


GM 30 MPH 75 MPH 75 MPH 61(48 km/h) (121 km/h) (121 km/h)

Other 30 MPH 127 MPH 127 MPH(48 km/h) (204 km/h) (204 km/h)

Minimum Maximum Default VEPS PID

0 6.550 Not FCEDProgrammed


0 PPM 65000 PPM Not FCEC(0 rev/km) (43000 rev/km) Programmed





23.4.5 VSL Protection

Maximum engine rpm when there is an ECM detected vehicle speed signal problem. The ECM limits to this enginerpm when it senses no vehicle speed signal, and the engine is loaded. This is a feature to deter tampering byrunning without a Vehicle Speed input to the ECM.

NOTE: When this parameter is programmed to TEL rpm, diagnostic codes 84-01 Loss Of Vehicle Speed Signal (31)and 84-10 Vehicle Speed Rate of Change (36) are disabled. When programmed this way, the VSL Protection can beexceeded by disconnecting the Vehicle Speed Sensor.

23.4.6 Tachometer Calibration

The ECM uses this value to scale the engine speed signal into revolutions per minute for a tachometer. It isprogrammed in pulses per revolution (ppr). Programmable range is from 2.0 to 500.0 in 0.1 ppr increments.

23.4.7 Soft Vehicle Speed Limit

This limit operates in conjunction with the Vehicle Speed Limit. It limits the vehicle speed from 2.5 mph (4 km/h)below the programmed Vehicle Speed Limit at full load, to 2.5 mph (4 km/h) above the selected Vehicle Speed Limitat no load.

23.4.8 High Speed Range Axle Ratio

This parameter must be programmed when the Two Speed Axle Switch parameter is programmed to other thannone. When a two-speed axle is used, the change in gear ratios from the main drive axle ratio to the low-speedaxle ratio alters the calibration of the vehicle speed input. This requires a calibration adjustment to ensure theECM driven speedometer and stored ECM information correctly reflect the actual vehicle speed. This parametershould be programmed to the main drive axle ratio. If a two-speed axle is not used then this parameter does notrequire programming.


0.00 19.99 0.00 FC5D


0.00 19.99 0.00 FC5E


Other 2.0 PPR 500.0 PPR 134.0 PPR C7

GM 530/540 2.0 PPR 500.0 PPR 17.5 PPR

GMT560 2.0 PPR 500.0 PPR 2.0 PPR


All 1700 rpm TEL rpm TEL rpm 66

23.5 Cruise Control Parameters

23.5.1 Low Cruise Control Speed Set Limit

The lowest vehicle speed at which cruise control can be used. Programming this parameter to the maximum valuedisables cruise control.

23.5.2 High Cruise Control Speed Set Limit

The highest vehicle speed at which Cruise Control can be set. Attempts to set a vehicle speed higher than thisvalue will result in the Cruise Set speed be equal to the High Cruise Control Speed Set Limit.

23.5.3 Exhaust Brake Mode

Determines operation of the Exhaust Brake while the cruise control On/Off switch is in the ON position, but theengine is not in cruise control. This does not determine, or allow exhaust brake operation while the engine isin cruise control.

Figure 40

SERVICE BRAKE

SERVICE BRAKE

ENGINE RETARDER

ENGINE RETARDER

APPLIED

APPLIED

RELEASED

RELEASED

OFF

ON

ON

"COAST" ENGINE BRAKE OPERATION

"LATCH" ENGINE BRAKE OPERATION


Other 20 mph 127 mph 127 PPR 62(32 km/h) (204 km/h) (204 km/h)

GM 30 mph 75 mph 75 mph(48 km/h) (121 km/h) (121 km/h)


Other 15 mph 127 mph 127 PPR 63(24 km/h) (204 km/h) (204 km/h)






Allowable options are COAST, LATCH or MANUAL. When programmed to COAST, the exhaust brake is enabledonly while the service brakes are being applied. When programmed to LATCH, the exhaust brake stays enabledafter the service brakes are released. A direct, immediate pressure on the brake pedal latches the exhaust brakeON. If programmed to MANUAL, the exhaust brake operates the same with the cruise control switch ON (but notin Cruise) as when it is OFF.

23.5.4 Auto Retarder In Cruise

This is the vehicle speed above the Cruise Control Set Speed to engage the engine exhaust brake. This featureis used to help maintain the Cruise Control Set Speed.

NOTE: The minimum value is 5 mph (8 km/h) if Soft Cruise is programmed to Yes.

NOTE: This feature is disabled if the Exhaust Brake/Warmup Device is programmed to None.

23.5.5 Cruise/Idle/PTO Switch Configuration

The configuration defines the function of Set/Resume for ACCEL and DECEL modes. This parameter appliesto cruise control, idle, and PTO modes.

Truck Mfg Alternatives Default VEPS PID

Other Set/Decel – Res/Accel Set/Accel – Res/Decel 62

GM Set/Accel – Res/Decel Set/Decel – Res/Accel


3 mph 10 mph 0 mph FC00(5 km/h) (16 km/h) (0 km/h)

Alternative Default VEPS PID

Coast, Latch Manual A1

23.5.6 SoftCruise Control

SoftCruise Control provides a 5 mph (8 km/h) operating range around the cruise control set speed to providea smoother cruise control.

Figure 41

It controls the cruise speed from 2.5 mph (4 km/h) below the set vehicle speed at full load to 2.5 mph (4 km/h)above the set vehicle speed at no load.


Other No Yes C5

GM Yes No

0Vehicle Speed

Cruise SetSpeedOr VSL

AvailableHP

100%

5 MPH

Off

On





23.6 Idle Parameters

23.6.1 Idle Vehicle Speed Limit

This is the Maximum vehicle speed for setting or maintaining a set engine rpm in idle mode. Idle mode is enteredif the engine rpm is set using the cruise control On/Off switch along with Set/Resume. If the vehicle speed signalexceeds this value, the engine will not maintain the set engine rpm.

23.6.2 Idle RPM Limit

This is the Maximum engine rpm while operating in idle mode. Idle mode occurs if the engine rpm is set usingthe cruise control On/Off switch and the Set/Resume switch.

23.6.3 Idle/PTO Bump RPM

Determines the rpm increment/decrement when the Accel/Decel switches are briefly toggled. It also applies to bothdedicated PTO and idle. If a PTO Engine RPM Set Speed has been programmed the Idle/PTO Bump RPM appliesonly to engine rpm control initiated using the Cruise Control On/Off circuit not the PTO On/Off circuit.

23.6.4 Fast Idle RPM #1

Fast Idle RPM #1 determines the preset Fast Idle engine rpm as controlled using the Fast Idle Enable Switch.The operator can override this rpm. To override, depress the accelerator pedal until the desired rpm is reached,and then depress the Fast Idle Enable Switch. This rpm will be the Fast Idle RPM #1 as long as the ECM ispowered up. This feature requires Input #18 connected to a Fast Idle Enable Switch and Output #9 programmedfor and connected to a Fast Idle Enabled Lamp.


700 rpm TEL rpm 1000 rpm C6


5 rpm 500 rpm 20 rpm F1


5 rpm/sec 1000 rpm/sec 50 rpm/sec C4


1 mph 15 mph 1 mph 64(2 km/h) (24 km/h) (2 km/h)

23.6.5 Fast Idle RPM #2

Fast Idle RPM #2 determines a second preset Fast Idle engine rpm as controlled using the Fast Idle Enable Switch.This rpm cannot be overridden within its programmable range by the operator. The ECM will increase from theprogrammed Low Idle to Fast Idle RPM #1 the first time the Fast Idle Enable switch is depressed and released,and then increase rpm to Fast Idle RPM #2 after the Fast Idle Enable switch is depressed and released the secondtime. If the Fast Idle Enable switch is depressed and released a third time, the ECM returns to low idle, disablingthe Fast Idle. The default of 0 rpm disables this feature. This feature requires Input #18 connected to a Fast IdleEnable Switch and Output #9 programmed for and connected to a Fast Idle Enabled Lamp.

23.6.6 Warm Up Mode Idle Speed

Determines the engine rpm while in warm up mode. The Warm Up Mode Idle Speed can be programmedbetween 700 and 1400 RPM. The Warm Up Mode Idle Speed is activated if the sum of Coolant and Inlet ManifoldAir Temperature is less than 86°F (30°C). The warm Up Mode Idle Speed can be disabled by depressing theservice brake, clutch or by placing the transmission in gear from neutral (transmission style and Neutral switchprogramming dependent). The engine Cold Elevated Idle can slowly ramp and return to the programmed WarmUp Mode Idle Speed after being disabled.

23.7 Dedicated PTO Parameters

23.7.1 PTO Configuration

Determines the features available and inputs used for Dedicated PTO applications. OFF (default) indicates theapplication does not use PTO. The remaining PTO programmable options require a PTO On/Off circuit connectedto ECM Input #1. Output #1 (ECM Connector J1/P1, terminal 30) can also be used as a PTO Switch On Lamp.

If programmed to Cab Switches the ECM will use the Cruise Control SET (J1/P1, terminal-35) and RESUME.

(J1/P1, terminal-44) switch inputs for PTO control and Cruise Control.

If programmed to Remote Switches the ECM will monitor the programmed inputs and ignore the cab controls whenthe PTO On/Off circuit is ON.

If programmed to Remote Throttle, the ECM will monitor Input #8 (J1/P1 terminal-68) for the remote acceleratorpedal. The ECM will monitor the programmed inputs and ignore the cab controls when the PTO On/Off circuit is ON.

Alternatives Default VEPS PID

Cab Switches, Off F3Remote Switches,Remote Throttle


700 rpm 1400 rpm 1000 rpm FE08


700 rpm TEL rpm 0 rpm FC42





23.7.2 PTO Top Engine Limit

The maximum engine RPM while in PTO. Top Engine Limit (TEL) limits this parameter. The PTO Configuration mustbe programmed to Cab Switches, Remote Switches, or Remote Throttle before this parameter can be programmed.

23.7.3 PTO Engine RPM Set Speed

The desired engine RPM between Low Idle and PTO Top Engine Limit. The engine will operate at this rpm eitherwhen the engine to operate when PTO mode is enabled (PTO To Set Speed programmed to “Yes”) or after the“Set Switch” is toggled one time.

23.7.4 PTO Engine RPM Set Speed A

The engine rpm the ECM will control the engine to when the PTO On/Off circuit is ON and the PTO Engine RPMSet Speed Input A switch is ON. The RPM can be programmed to operate from Low Idle up to the PTO Top EngineLimit RPM. While operating at this set speed, all other speed control inputs are ignored (Cab and Remote Throttle,and the Set/Accel and Resume/Decel switches). This feature can also be used in conjunction with (and willoverride) the PTO to Set Speed and PTO Engine RPM Set Speed B features for multiple speed PTO operation.

Any time the PTO On/Off circuit is ON and the PTO Engine RPM Set Speed Input A switch is ON, the engine willonly operate at this programmed speed, unless a condition is present to kickout PTO operation (brake or clutchpedal depressed, PTO Vehicle Speed Limit exceeded, etc.). In the event that the PTO operation is kicked out,the engine will return to low idle.

NOTE: The PTO Configuration parameter must be programmed to Cab Switches, Remote Switches or RemoteThrottle and the PTO Engine RPM Set Speed Input A parameter must be programmed to J1/P1: 46 for this featureto function.

23.7.5 PTO Engine RPM Set Speed B

The engine rpm the ECM will control the engine to when the PTO On/Off circuit is ON, the PTO Engine RPMSet Speed Input B switch is ON and the PTO Engine RPM Set Speed Input A switch if OFF. The RPM can beprogrammed to operate from Low Idle up to the PTO Top Engine Limit RPM. While operating at this set speed, allother speed control inputs are ignored (Cab and Remote Throttle, and the Set/Accel and Resume/Decel switches)except PTO Engine RPM Set Speed Input A. This feature can also be used in conjunction with (and will override)the PTO to Set Speed feature for multiple speed PTO operation.

Any time the PTO On/Off circuit is ON, the PTO Engine RPM Set Speed Input B switch is ON and the PTO EngineRPM Set Speed Input A switch if OFF, the engine will only operate at this programmed speed, unless a conditionis present to kickout PTO operation (brake or clutch pedal depressed, PTO Vehicle Speed Limit exceeded, etc.).In the event that the PTO operation is kicked out, the engine will return to low idle.


Programmed PTO TEL rpm 0 rpm FC8BLow Idle rpm


Programmed PTO TEL rpm 0 rpm F2Low Idle rpm


Programmed TEL rpm 0 rpm F0Low Idle rpm

NOTE: The PTO Configuration parameter must be programmed to Cab Switches, Remote Switches or RemoteThrottle and the PTO Engine RPM Set Speed Input B parameter must be programmed to J1/P1:7 or J1/P1:23for this feature to function.

23.7.6 PTO to Set Speed

The PTO Configuration must be programmed to Cab Switches or Remote Switches before this parameter canbe programmed. Programming this parameter to “Yes” will cause the engine to “ramp” at the programmed ramp rateto the programmed “PTO Set Speed” when PTO is enabled. PTO Engine RPM Set Speed A or B will override thisfeature. Programming this parameter to ‘No’ (default) will prevent automatic engine RPM ramping when PTOis enabled.

NOTE: This parameter is not available for the PTO configuration- Remote Throttle.

23.7.7 Maximum PTO Enable Speed

Maximum allowed engine speed that PTO mode will engage. PTO mode will engage when the engine rpmis at or below this programmed value.

23.7.8 PTO Cab Throttle RPM Limit

Determines the engine rpm limit of the Cab Accelerator Pedal Position Sensor when PTO Configuration isprogrammed to Cab Switches and the PTO On/Off circuit is ON. This parameter is intended to prevent engineoverspeed while using dedicated PTO. It can be programmed to allow the Cab Throttle to exceed the programmedPTO TEL during PTO operation, by programming it to TEL.

If programmed to Low Idle, the Cab Accelerator Pedal Position Sensor is ignored.

If programmed to TEL, the engine will operate to the programmed Top Engine Limit.

If programmed to PTO TEL, the engine will operate to the programmed PTO Top Engine Limit.

NOTE: PTO Configuration must be programmed to Cab Switches for this parameter to take effect. If PTOConfiguration is programmed to Remote Switches or Remote Throttle, the ECM will always ignore the CabAccelerator Pedal Position Sensor when the PTO On/Off circuit is ON.


Low Idle, PTO TEL TEL F4


700 to TEL (rpm) TEL FCF6


Yes No F6


Programmed PTO TEL rpm 0 rpm FC8CLow Idle rpm





23.7.9 PTO Kickout Vehicle Speed Limit

Maximum vehicle speed for setting or maintaining a set engine rpm in PTO mode. PTO mode is entered if thePTO On/Off switch is ON (uses Input #1). If the vehicle speed signal exceeds this value, the engine will notmaintain the set engine rpm.

23.7.10 Maximum PTO Vehicle Speed

Maximum vehicle speed while in PTO mode. Engine will be derated to maintain this vehicle speed while in PTO mode.

23.7.11 Torque Limit

This is the maximum torque the engine is allowed to produce when the accompanying switch is closed.PTO Configuration can be Cab Switches, Remote Switches, or Remote Throttle. This feature should onlybe used for temporary protection of equipment.

The dashed line in the following diagram indicates the programmed torque limit.

Figure 42


100 lb ft 2000 lb ft 2000 lb ft F7(135 NM) (2712 NM) (2700 NM)

Engine Speed (rpm)

Torq

ue

Programmed Torque Limit





23.7.12 PTO Shutdown Time

Time (in minutes) that engine will operate with the PTO On/Off circuit ON and no vehicle speed before shuttingdown. Engine will only count this timer with no vehicle speed and the PTO On/Off circuit ON. The PTO ShutdownTimer will not begin counting if the engine is in Cold Mode. This parameter requires PTO Configurationprogrammed to Cab Switches, Remote Switches, or Remote Throttle for the timer to function.

NOTE: This feature does not remove vehicle power, and the ECM will remain powered.

23.7.13 PTO Activates Cooling Fan

Requires use of the ECM cooling fan circuit. The ECM will signal the cooling fan to continuous operation when thePTO On/Off circuit is ON to reduce changes in load while being used for dedicated PTO applications. Setting thisparameter to Normal (default) indicates the fan will operate the same (dependent upon coolant temperature, etc.)with the PTO On/Off circuit ON or OFF. PTO Configuration must be programmed to Cab Switches, RemoteSwitches, or Remote Throttle before this parameter can be programmed. Fan Control Type must also beprogrammed to On-Off or Variable speed Option S.

23.7.14 PTO Output Activation Speed

Determines actual engine speed (-100 rpm) the PTO Active Output will be turned On. This feature is available onEmergency Vehicle Horsepower ratings only.

23.8 Exhaust Brake Options

23.8.1 Exhaust Brake Configuration

Determines if the exhaust brake will act as a warm up device, exhaust brake retarder, warm up device and exhaustbrake retarder, or not operate at all.

NOTE: Programming this parameter to None will disable the output to the engine exhaust brake.

23.9 Engine/Gear Parameters

To promote progressive shifting and obtain the best fuel economy, the control system can be programmed to limitengine speed for certain vehicle speed ranges. Each gear Engine RPM and Vehicle Speed parameter set shouldbe matched for the specific drive train for best performance.


Other & None, Warm Up Only, Exhaust Brake Only FE07GM 530/540 Exhaust Brake

& Warm Up

GMT560 Warm Up Only, NoneExhaust Brake &

Warm Up, Exhaust Brake Only


700 rpm 2640 rpm 700 rpm FED8


Continuous Normal F5


3 minutes 1440 minutes 0 minutes FC14





23.9.1 Lower Gears Engine RPM Limit

Engine rpm limited below “Lower Gears Engine RPM Limit (Low Gear #1 Turn Off Speed)”. The engine willaccelerate at a slower rate when this limit is exceeded under normal driving conditions. This is to encouragethe driver to shift to the next highest gear.

23.9.2 Lower Gears Turn Off Speed

This is the Vehicle Speed where “Lower Gears Engine RPM Limit (Low Gears #1 RPM Limit)” is shut off. This mustbe matched with “Low Gear #1 RPM Limit” to the specific drive train for best performance.

23.9.3 Intermediate Gears Engine RPM Limit

This is similar to “Lower Gears Engine RPM Limit (Low Gears #1 RPM Limit)” in that the engine will accelerate ata slower rate when this RPM is exceeded under normal driving conditions. Typically programmed to slightly higherrpm than the Low Gears #1 RPM Limit parameter.

23.9.4 Intermediate Gears Turn Off Speed

This is similar to “Lower Gears Turn Off Speed (Low Gears #1 Turn Off Speed)”. Typically programmed to a slightlyhigher vehicle speed than the Low Gears #1 Turn Off Speed parameter.

23.9.5 Gear Down Protection RPM Limit

Engine RPM Limit when vehicle speed is above “Gear Down Protection Turn On Speed (High Gear Turn OnSpeed)”. This is a “hard” limit. The ECM will not allow fuel to the engine above this limit. This is to encourage thedriver to shift into overdrive or top gear.


1700 rpm TEL TEL 6E


10 mph 50 mph 10 mph 6A(16 km/h) (80 km/h) (16 km/h)


1500 rpm TEL TEL 6D


1 mph 15 mph 1 mph 69(2 km/h) (24 km/h) (2 km/h)


1500 rpm TEL TEL 6C

23.9.6 Gear Down Protection Turn On Speed

Vehicle Speed where “Gear Down Protection RPM Limit (High Gear RPM Limit)” is ON. This must be matchedto the specific drive train for best performance. Above this vehicle speed limit the engine rpm will be limited bythe Gear Down Protection RPM Limit.

23.9.7 Top Engine Limit (TEL)

Maximum engine rpm when the engine is under load. The engine will still achieve Rated RPM under no loadconditions. This parameter is not programmable.

23.9.8 Low Idle Engine RPM

Minimum engine idle rpm.

23.9.9 Transmission Style

Indicates to the ECM the type of transmission installed in the vehicle. It is also used by the ECM to determinewhether or not to read inputs (brake switch #2, clutch, and neutral switches) and whether the Allison AT/MT/HTtransmission driver is used.

The Manual Option 1 & 2 selections require a clutch pedal position switch connected to ECM Connector J1/P1,terminal-24 or a clutch switch message from one of the supported J1939 sources. The transmission selections witha neutral switch require a transmission neutral switch connected to ECM Connector J1/P1, terminal-62 (Input #12)or available from the J1939 data link. The transmission selections with two brake switches require a second brakeswitch connected to ECM Connector J1/P1 terminal-64 (Input #13).

If an Allison Automatic Transmission is installed, this parameter must be programmed to AT/MT/HT Option 1,AT/MT/HT Option 2, AT/MT/HT Option 3, or AT/MT/HT Option 4.

If any other automatic transmission is installed, this parameter should be programmed to Automatic Option 1,Automatic Option 2, Automatic Option 3, or Automatic Option 4.


700 rpm 800 700 6F


Other 30 mph 127 mph 127 mph 6B(48 km/h) (204/h) (204 km/h)




The Universal option for GM configurations controls all inputs/outputs as described above and requires theappropriate jumper wires to be installed in the chassis wiring based on the type of transmission used in the vehicle.

23.9.10 AT/MT/HT Part Throttle Shift Speed

The Allison AT/MT/HT (non-electronic) transmissions require an input from the ECM to regulate transmissionshifting. The ECM monitors accelerator pedal position, engine speed, vehicle speed, load, and cruise controlstatus to determine if the transmission should use “closed throttle” or “full throttle” shift modulation. Programmingthe Transmission Style parameter to AT/MT/HT Option 1, AT/MT/HT Option 2, AT/MT/HT Option 3, or AT/MT/HTOption 4 activates ECM 7 Output #7 to control a shift interface relay connected to the Allison Electric Modulator.This output does not control an Allison AT/MT/HT transmission with the ATEC control.

The Shift Modulation setting is selectable by programming the AT/MT/HT Part Throttle Shift Speed parameter.Three different modulation settings are available: Low (80% Enable/65% Disable), Medium (70% Enable/55% Disable),and High (60% Enable/45% Disable). The settings are based on the % Throttle required to either enable or disablethe relay output. The High setting will cause the transmission to remain in a lower gear longer (higher engine speedbefore shift occurs). The Medium setting is a compromise between the Low and the High setting. Contact AllisonTransmissions regarding recommended settings of this parameter for your application.


Low (80% Enable/65% Disable), High (60% Enable/45% Disable) FCA5Medium (70% Enable/55% Disable)


Other Automatic Option 1, Manual Option 1 7BAutomatic Option 2,Automatic Option 3, Automatic Option 4,AT/MT/HT Option 1, AT/MT/HT Option 2,AT/MT/HT Option 3, AT/MT/HT Option 4

GM 530/540 Automatic Option 1, UniversalAutomatic Option 2,Automatic Option 3, Automatic Option 4,AT/MT/HT Option 1, AT/MT/HT Option 2,AT/MT/HT Option 3, AT/MT/HT Option 4Manual Option 1,Manual Option 2

GMT560 Automatic Option 1, Manual Option 2Automatic Option 2,Automatic Option 3, Automatic Option 4,AT/MT/HT Option 1, AT/MT/HT Option 2,AT/MT/HT Option 3, AT/MT/HT Option 4Manual Option 1, Manual Option 2



23.9.11 Starting Aid Output

This parameter is used to allow the engine to automatically control a starting aid (ether) system.

23.9.12 Governor Type

Indicates to the ECM the type of Governor that controls the engine. Select Full Range for manual transmissionsand electronically shifted manual transmission. Select Min/Max With Speed Control (recommended) or Min/Maxfor automatic transmissions.

23.10 Transmission Neutral Start Interlock

23.10.1 Programmable Parameters

Transmission Neutral Start Interlock allow the engine ECM to monitor the J1939 ETC#7 message from thetransmission to either enable or disable the engine from cranking. The Engine Running Output must beprogrammed to J1/P1:31 and the Power Train Data Link must be programmed to J1939 for this feature to function.

When programmed to Enabled, the ECM will listen to the ETC #7 message from the transmission.

If the ECM sees a Crank Enable (01) message from the transmission, the Engine Running Output will be turnedon and allow the engine to crank.

If the ECM sees a Crank Disable (00), Error (10), Not Available (11), or the message is not received, the EngineRunning Output will remain OFF, and the engine will not be allowed to crank.

A Diagnostic code of 226-14 will be active if the Neutral Start Interlock is programmed to Enabled and noETC #7 message is received from the transmission.

Programming the Neutral Start Interlock when the ETC #7 message is not broadcast or failure of the J1939 DataLink occurs, the engine will not start under any conditions.

This feature is only available for Truck Manufacturer of GM, and Truck Model Type of GM560.

23.11 Timer Parameters

23.11.1 Idle Shutdown Time

Time (in minutes) that engine will idle before shutting down. Engine will only shut down if ECM senses low engineload and no vehicle speed. The Idle Shutdown Timer will not begin counting if the engine is in Cold Mode. If thisparameter is programmed to zero, this feature is disabled and the engine will idle until the ignition key switch isin the OFF position.

NOTE: This feature does not shut down vehicle power. The ECM and vehicle will remain powered.


1 minute 1440 minutes 0 minutes FC13


Enabled Disabled FF36


Min/Max With Full Range FE06Speed Control,

Min/Max


Automatic Off FCDA



23.11.2 Cold Mode Idle Shutdown Timer Enable

Determines if the Idle Shutdown System will operate if Engine Coolant Temperature is less than 38 DEG C(100 DEG F) and the engine has been running less than 15 minutes.

When set to Disabled (default) the Idle Shutdown Timer will not operate if Engine Coolant Temperature is less than38 Deg C (100 Deg F) and the engine has been running for less than 15 minutes. If the engine has been running(between low idle and top engine limit) for 15 minutes, the Idle Shutdown Timer is enabled regardless of enginecoolant temperature.

When set to Enabled, the Idle Shutdown Timer will operate regardless of engine coolant temperature and enginerun time.

23.11.3 Allow Idle Shutdown Override

Determines if the clutch or service brake can be used to override the idle shutdown timer during the driver alert(in the last 90 seconds when the Check Engine Lamp begins flashing). Requires Idle Shutdown Time to beprogrammed in the 1 to 1440 minute range to function (0=OFF).

23.11.4 A/C Switch Fan On-Time

The ECM has a timer built in to prevent excessive cycling of the cooling fan clutch due to successive cycling of theA/C switch input. Programming this parameter to 0 disables the function. Programming depends upon refrigerantand A/C system design as well use of the input. Program the timer to 1 second for connection of this input toanother system also providing a time delay. This feature requires Fan Control Type programmed to either On-Offor Variable Speed Fan Option S and the A/C High Pressure Switch parameter programmed to J1/P1: 41.

23.11.5 Fan with Engine Brake On

Fan with Engine Brake On determines if the Cooling Fan will come ON when the Exhaust Brake has been activefor at least two seconds. This feature requires the Fan Control Type programmed to On-Off or Variable Speed FanOption S. The fan will be FULL on when programmed to Variable Speed Fan Option S.


Yes No 4E


0 seconds 600 seconds 0 seconds C0


No Yes 4F


Enabled Disabled FEF7



23.12 Smart Idle Parameters

23.12.1 Battery Monitor & Engine Control Voltage

This parameter is used to determine the voltage trip point below which the Battery Monitor and Engine SpeedControl System will automatically elevate engine idle to the engine RPM specified in the “Battery Monitor & Low IdleEngine Speed” parameter.

NOTE: This feature requires the installation of a Neutral Switch (J1/P1 terminal-62 (Input #12) or a SAE J1939based message) if the Transmission Style parameter is programmed to AT/MT/HT Option 3, or AT/MT/HT Option 4.

23.12.2 Battery Monitor Low Idle Engine Speed

This parameter is used to determine what speed the engine will increase to if the battery voltage is belowthe Battery Voltage & Engine Control Voltage trip point.

23.13 Engine Monitoring Parameters

23.13.1 Engine Monitoring Mode

Determines the level of action taken by the ECM in response to a potential engine damaging condition. The ECMreads the Caterpillar Coolant Temperature Sensor, and the OEM installed Coolant Level Sensor (if programmed).

23.13.2 Engine Monitoring Lamps

This parameter determines the lamp requirements for the Engine Monitoring System. If programmed to the WarningLamp option, J1/P1 terminal-29 is available for connection of a red Warning Lamp. The Warning Lamp is used toalert the operator that an engine problem is occurring, and indicate when the engine is being derated or shutdownis impending.

For non-GM trucks, this parameter may be programmed to Option 1. This option allows up to three discrete lampoutputs to be used for indicating specific engine problems. Option 1 configures J1/P1 terminal-29 for connection ofa Low Oil Pressure Warning Lamp, J1/P1 terminal-31 for connection of a High Coolant Temperature Warning Lampand J1/P1 terminal-30 for connection of a Low Coolant Level Warning Lamp. If the Coolant Level Sensor parameteris programmed to No, then J1/P1 terminal-30 can be used to connect a PTO Switch On Lamp.


Other Derate, Shutdown Warning 7F

GM 530/540 Warning, Shutdown Warning

GMT560 Derate, Shutdown Derate


700 seconds TEL 1000 FCFF


0 seconds 25.5 Volts 0 FCD8



For GMT530 trucks, this parameter may be programmed to High Coolant Temp Warning Lamp. The optional settingconfigures the ECM to provide an indication when engine coolant temperature is abnormally high. This circuit isused to interface the GM Vehicle Shutdown System. When programmed to the High Coolant Temp Warning Lampsetting, J1/P1:29 is not available for use as a Warning Lamp for the Caterpillar Engine Monitoring System.

23.13.3 Coolant Level Sensor

Determines if the ECM is to monitor a Coolant Level Sensor.

23.13.4 Engine Oil Pressure Sensor

Determines if the engine ECM is to monitor an Oil Pressure Sensor. The Engine Oil Pressure Sensor is an optionalfactory-installed option. C7 or C9 engines do not require this sensor because without sufficient oil pressure, theengine will not run. The ECM will indicate a Very Low Oil Pressure condition if oil pressure drops below 4 psi.

23.13.5 Oil Level Switch Installation Status (GMT560 only)

Tells the engine ECM to monitor the Oil Level Switch input.

23.13.6 Primary Fuel Tank Capacity (GMT560 only)

Determines the capacity of the primary fuel tank in gallons.


25, 35, None 50 FCF1


Not Installed Installed FCE2


Other Installed None 7E

GM 530/540 None None

GMT560 None Installed


Other 4-Pin, 2 Wire Float None 7E

GM 530/540 4-Pin None

GMT560 4-Pin, None 2-Pin Switch


Other Option 1 Warning Lamps FCD2

GMT560 N/A N/A

GM 530/540 High Coolant Temp Warning LampWarning Lamp



23.13.7 Secondary Fuel Tank Size (GMT560 only)

Determines the capacity of the secondary fuel tank in gallons

23.14 Maintenance Parameters

When programming with VEPS, the C8 parameter must be set to a 1 before programming C9, CA and CB.

23.14.1 Maintenance Indicator Mode

The ECM records data related to vehicle maintenance. If Distance is selected (Manual – Distance or Automatic– Distance), then all maintenance indications (PM1, PM2, Coolant Flush/Fill) on the service tool will be displayedin Distance.

If Hours is selected (Manual – Hours or Automatic – Hours), then all maintenance indications (PM1, PM2, CoolantFlush/Fill) on the service tool will be in Hours. The ECM provides PM1 maintenance interval and last maintenanceinformation.

23.14.2 PM1 Interval (for Manual Maintenance Indicator Mode)

PM1 Interval allows a user-specified PM1 maintenance interval. This parameter (PM1 Interval) must beprogrammed only if Maintenance Indicator Mode is programmed to Manual – Distance or Manual – Hours.

Manual Hours


100 750 250 CB

Manual Distance


5000 miles 35000 miles 15000 miles CA(8047 km) (56327 km) (21140 km)


Other Manual – Distance, Off C9Manual – Hours,

Automatic – Distance, Automatic – Hours

GM 530/540 Manual – Distance, OffManual – Hours,


GMT560 Manual – Distance, Auto DistanceManual – Hours,



25, 35, 50 None FCF2



23.14.3 PM1 Engine Oil Capacity (for Automatic Maintenance Indicator Mode)

The ECM can calculate the PM1 Interval based on fuel usage. This parameter must be programmed only ifMaintenance Indicator Mode is programmed to Automatic – Distance or Automatic – Hours. The Sump Capacityinfluences the Maintenance Interval.

Example VEPS parameter file syntax:

P,C8,B,1,Maintenance Indicator Set

P,C9,B,man-distance, Maintenance Indicator Mode

P,CA,B,5000, Maintenance Indicator Manual Miles – min

P,CB,B,750, Maintenance Indicator Manual Hours – max

23.15 Trip Parameters

23.15.1 Dash – PM1 Reset

This parameter determines if the Caterpillar Messenger display system can be used to reset the PM1 MaintenanceInterval. A CAT Messenger display system is required and the Maintenance Indicator parameter must beprogrammed to one of the Manual or Automatic modes.

23.15.2 Dash – Customer Parameters

This parameter determines if the Caterpillar Driver Information Display (CAT ID) can be used to reset the followingCustomer Parameters: Soft Cruise, Fast Idle RPM #1, Fast Idle RPM #2, and Low Idle.

23.15.3 Theft Deterrent System Control

When used with a Theft Deterrent Password, this feature prevents the engine from starting unless the passwordhas been entered via the Caterpillar Driver Information Display (CAT ID). If programmed to YES, the operator mustfirst enter the password before the engine is shut down in order to enable the Theft Deterrent system, preventingthe engine from starting until the password is re-entered. If programmed to Auto-Enable, the Theft Deterrent systemis automatically enabled each time the engine is shut down, preventing the engine from starting until the passwordis entered.

The engine can also be operated in Secure Idle mode by entering the Theft Deterrent password with theengine operating at an idle condition, preventing the engine from accelerating above low idle until the passwordis re-entered


Yes, None FC08Auto-Enable

Alternatives Default VEPS PID VEPS Value

Yes No E0 A

Alternatives Default VEPS PID VEPS value

Yes No E0 P


Other 20 qts 60 qts 33 qts CC(19L) (57 L) (31 L)

GM 20 qts 60 qts 22 qts(19L) (57 L) (21 L)



23.15.4 Theft Deterrent Password

This password is required to start the engine or move the vehicle if the Theft Deterrent feature has been enabled.Four characters are available for the password (Upper Case A-Z & 0-9). If the Theft Deterrent password is lostor forgotten, a service tool and factory passwords are required to start the engine.

23.15.5 Quick Stop Rate

Determines the rate of vehicle speed change the ECM uses to record a Quick Stop Event Code and Quick StopSnapshot. Each Quick Stop Snapshot contains 60 frames of information with frame 45 being the Quick Stopoccurrence. There are 44 frames before the Quick Stop Event and 15 frames following the Quick Stop Event.Each frame is separated by 1.0 second.

The most recent Quick Stop Snapshot is stored in the ECM memory. Each time another Quick Stop occurs theECM replaces the old Snapshot with the new one. The ECM also logs a diagnostic event code (maximum of255 occurrences stored) for each Quick Stop Occurrence.

NOTE: The allowable range is from 0 -15 mph/s (0 – 24 km/h/s) (0 = OFF) but the recommended range isfrom 3-15 mph/s (5 – 24 km/h/s). Programming the Quick Stop Rate too low will cause an excessive numberof Quick Stop Event Codes. If too many Quick Stop Event Codes are being logged, the Quick Stop Rate shouldbe increased to better detect the exceptions when they occur.

23.16 Input Selections

23.16.1 Fan Override Switch

This parameter denotes which J1939 source will broadcast a switch position for overriding the normal fan control.When this override switch message is received (J1939 PGN 65,213, Byte 1, Bits 8-1), the ECM will disregard allnormal fan control parameters and will turn the fan On if programmed to ON/OFF or 100% Cooling if programmedto Variable Speed Fan Option S. If not programmed to NONE, the Fan Override message from the transmissionis also supported.


J1939 Cab Controller, None FD01J1939 Body Controller,

J1939 Instrument Cluster


0 mph/second 128 MPH/second O mph/second FC0C(205 kmh/second)

ECM Snapshot Frame Data

Engine RPM Vehicle Speed

Throttle Position Cruise Status

Clutch Switch Brake Switch

Range Default VEPS PID

Four Characters 0000 FC09(A-Z, 0-9)



23.16.2 Transmission Neutral Switch

This parameter determines how the ECM will receive Neutral Switch status information. The Powertrain Data Linkparameter must be programmed to J1939 if this parameter is programmed to J1939.

23.16.3 Exhaust Brake Switch

The Exhaust Brake can be controlled by an On/Off Switch installed in the ECM Exhaust Brake Output circuit, orby a switch circuit connected to the ECM Switch Input. If a switch is installed in the output circuit (switch used todisable brake by opening output circuit), this parameter must be programmed to Not Installed. If a switch to sensorcommon circuit is connected to the dedicated ECM Exhaust Brake Switch Input, this parameter must beprogrammed to Installed.

23.16.4 Ignore Brake/Clutch Switch

An Ignore Brake/Clutch Switch input is available for applications requiring mobile use of the vehicle with a setengine rpm that does NOT require the Brake or Clutch to disengage the engine rpm set speed. The parametermust be programmed to J1/P1: 47 to enable this feature.

23.16.5 Two Speed Axle Switch

A Two Speed Axle Switch input is available for vehicles with two speed axles. When a two speed axle is used, thechange in gear ratios from the main drive axle ratio to the two speed axle ratio alters the calibration of the vehiclespeed signal. When the parameter is programmed to J1/P1:6 and the switch is in the ON position the ECM willautomatically adjust the vehicle speed calibration. This will ensure the ECM driven speedometer and ECM storedinformation correctly reflect the actual vehicle speed.


J1/P1: 6 None FD23


J1/P1: 47 None FD05


J1/P1:16, None FD2BJ1939 Body Controller, J1939 Cab Controller,



J1939, J1/P1: 62 FD4BNone



23.16.6 Vehicle Speed Input

The ECM has an input circuit that can be used to connect a hardwired vehicle speed sensor (mag pick-up)producing a differential input signal, or a single ended signal from an electronic control. To utilize this option, theVehicle Speed Input parameter must be programmed to the J1/P1:32 & 33 (default) option. When programmedto J1939-Trans, the ECM will be configured to receive Vehicle Speed information from an Electronic TransmissionControl Unit via the J1939 datalink, if the Transmission is capable of supporting the J1939 ETC1 BroadcastMessage (PGN 61,442 Bytes 2&3). When programmed to J1939-ABS the ECM will respond to the Anti-LockBraking System and the J1939 High Resolution Wheel Speed Broadcast Message (PGN 65,134).

23.16.7 PTO Engine Shutdown Switch

The PTO Engine Shutdown Switch is used to shut down the engine while the engine is PTO mode and thereis no vehicle speed present. This parameter selects the input connection.

23.16.8 Torque limit Switch

The Torque Limit Switch parameter selects the input for enabling the programmed Torque Limit. This feature shouldonly be used for temporary protection of equipment.

23.16.9 PTO Engine RPM Set Speed Input A

The PTO Engine RPM Set Speed Input A switch is used to control engine speed during PTO operation.The PTO Configuration parameter must be programmed to Cab Switches, Remote Switches or RemoteThrottle and the PTO Engine RPM Set Speed A parameter must be programmed to a valid speed.

23.16.10 PTO Engine RPM Set Speed Input B

The PTO Engine RPM Set Speed Input B switch is used to control engine speed during PTO operation.The PTO Configuration parameter must be programmed to Cab Switches, Remote Switches or RemoteThrottle and the PTO Engine RPM Set Speed B parameter must be programmed to a valid speed.


J1P1: 7, J1/P1: 23 None FD13


J1P1: 46 None FD13J1939 Cab Controller, J1939 Body Controller,



J1P1: 23 None FD09J1/P1: 7


J1P1: 23 None FD71J1/P1: 7


J1939 – Trans, None FD76J1939 – ABS



23.16.11 Diagnostic Enable

The Diagnostic Enable Switch input is used to cause the Check Engine Lamp to flash out the Flash Codesof logged Diagnostic Codes.

23.16.12 PTO On/Off Switch

The PTO On/Off Switch is used when the PTO Configuration is programmed to Cab Switches, Remote Switches orRemote Throttle.

Note: Programming this parameter to a Non-existent J1939 source, even though the PTO Configuration parameteris programmed to “Off”, will cause a 231-12 Diagnostic Code.

23.16.13 Remote PTO Set Switch

The Remote PTO Set Switch is used when the PTO Configuration is programmed to Remote Switches orRemote Throttle.


23.16.14 Remote PTO Resume Switch

The Remote PTO Resume Switch is used when the PTO Configuration is programmed to Remote Switchesor Remote Throttle.



None, J1/P1: 60 FD11J1939 Cab Controller, J1939 Body Controller,



None, J1/P1: 58 FD0FJ1939 Cab Controller, J1939 Body Controller,



J1939 Cab Controller, J1/P1: 56 FD0DJ1939 Body Controller,



J1P1: 46, None FD0BJ1939 Cab Controller, J1939 Body Controller,




23.16.15 PTO Engine RPM Set Speed Input A

The switch is used to control engine speed during PTO operation. The PTO Configuration parameter mustbe programmed to Cab Switches, Remote Switches or Remote Throttle and the PTO Engine RPM Set SpeedA parameter must be programmed to a valid speed.



The Cruise Control On/Off Switch parameter allows this input to be received either by a hardwired switch inputor over the J1939 network (J1939 PGN 65,265, Byte 4, Bits 4-3).

23.16.17 Cruise Control Set/Resume Switch

The Cruise Control Set/Resume Switch parameter is available to allow this input to be received eitherby a hardwired switch inputs or over the J1939 network (J1939 PGN 65,265, Byte 5 Bits 8-1).

23.16.18 Cruise Control Pause Switch

The Cruise Pause Switch is only available from the J1939 Datalink (J1939 PGN 65,265, Byte 1, Bits 6-5).

23.16.19 A/C High Pressure Switch

This parameter enables an air conditioning system high-pressure switch to be used as an input for coolingfan control. The A/C High Pressure Switch input is used to start the A/C Fan On Time timer.


None J1/P1: 41 FD7F


J1939 Cab Controller, None FD7FJ1939 Body Controller,



J1939 Cab Controller, J1/P1: 35 & 33 FD27J1939 Body Controller,



J1939 Cab Controller, J1/P1: 59 FD25J1939 Body Controller,



J1/P1:46, None FD13J1939 Cab Controller, J1939 Body Controller,




23.16.20 Service Brake Pedal Position Switch #1

This required switch input can be programmed to either a hard wired terminal or J1939 Message(J1939 PGN 65,265, Byte 4, Bits 6-5).

23.16.21 Clutch Pedal Position Switch

This required switch input can be programmed to either a hard wired terminal or J1939 Message(J1939 PGN 65,265, Byte 4, Bits 8-7).

23.16.22 A/C Fan Request Switch (GMT560 Only)

The fan ON condition is requested when the air conditioning compressor clutch is engaged.

23.17 Output Selections

23.17.1 Fan Control Type

This parameter is used to determine what type of fan (if any) the ECM is expected to control.

This parameter should be programmed to ‘None’ if the ECM is not controlling the cooling fan.

23.17.2 Fast Idle Enabled Lamp

A Fast Idle Enabled Lamp parameter is available to turn ON outputs J1/P1: 31(default) or J1/P1: 21 whenFast Idle #1 or #2 operation is active. This requires a momentary Fast Idle switch installed on Input #18 (J1/P1: 40)and the Fast Idle RPM #1 to be programmed to a valid speed above low idle. J1/P1: 31 may not be used if theEngine Monitoring Lamps is programmed to Option 1.


J1/P1: 21, None J1/P1: 31 FD49


On/Off PWM, None FC18On/Off DC,

Variable Speed Option S


J1/P1: 41 J1/P1: 62 FD75


J1939 Cab Controller, J1/P1: 22 FD29J1939 Body Controller,



J1939 Cab Controller, J1/P1: 45 FD2DJ1939 Body Controller,




23.17.3 Wait To Start Lamp

The Wait to Start Lamp parameter is used to turn a lamp ON when the Inlet Air Heater is ON and the engineis not running. J1/P1: 31 may not be used if the Engine Monitoring Lamps is programmed to Option 1.

23.17.4 PTO Active Output Configuration

This output is turned On while the engine is actively in PTO mode.

23.17.5 PTO Switch On Lamp

The PTO Switch On Lamp parameter is used to enable a lamp output (J1/P1: 30) whenever the PTO switchis closed. This parameter is not available when the Warning Lamp parameter is programmed to Option 1.

23.17.6 Change Oil Lamp

The Change Oil Lamp parameter is used to dedicate an output for indicating when the engine is in needof an oil change. The change oil interval is determined by the Maintenance parameter values.

23.17.7 Engine Running Output (GMT560 Only)

This parameter is used to allow the ECM to drive a solenoid or relay to prevent the starter from being engagedafter the engine is running.


J1/P1: 31 None FD37


J1/P1: 30 None FD7D


None J1/P1: 30 FD3B


None J1/P1: 19 FD6D


J1/P1: 31, None FD7bJ1939



23.18 Passwords

23.18.1 Customer Password #1 and Customer Password #2

Customer Passwords can be programmed to protect against unauthorized parameter changes. Either one ortwo passwords (eight alphanumeric characters each) can be used. When programmed, the ECM will requirethe password(s) to be entered before a parameter can be changed. After entering the configuration screen,the password(s) must only be entered one time in order to change one or several parameters. If the passwordsare lost or forgotten, obtaining Factory Passwords from an Authorized dealer can allow them to be viewed.

23.19 Data Link Parameters

23.19.1 Powertrain Data link

This parameter enables the ECM to communicate over the SAE J1939 data link. If the vehicle is not usingthe data link for communication between the engine and another chassis system, this parameter shouldbe programmed to NONE.

NOTE: For GM trucks, a diagnostic code for a J1939 Data Link Fault (231-11 [58]) will occur if the PowertrainData Link parameter is set to J1939 without a SAE J1939 powertrain component ECM on the vehicle tocommunicate with the engine ECM. With the GM configuration, the 231-11 fault will be disabled after five hoursif a J1939 Powertrain component is not connected to the ECM.


Other J1939 None FC0D

GM None J1939

Password #2


8 Alphanumeric Not Programmed 46Characters Available

Password #1


8 Alphanumeric Not Programmed 45Characters Available



C7 & C9 MEDIUM DUTY ENGINESSYSTEM and CUSTOMER PROGRAMMABLE PARAMETERS

VEPS Parameter Available VEPS Range/Options DefaultPID Range/Options

As displayed on Caterpillar ET

Selected Engine Rating

56 Rating Number Engine Power Engine Power Dependent Factory Dependent Programmed

5A Rating Type Read Only Read Only Factory Programmed

N/A Advertised Power Read Only Not Applicable to Factory VEPS Programming Programmed

N/A Governed Speed Read Only Not Applicable to Factory VEPS Programming Programmed

N/A Rated Peak Torque Read Only Not Applicable to Factory VEPS Programming Programmed

N/A Top Engine Read Only Not Applicable to Factory Speed Range VEPS Programming Programmed

N/A Test Spec Read Only Not Applicable to Factory VEPS Programming Programmed

N/A Test Spec with Read Only Not Applicable to Factory BrakeSaver VEPS Programming Programmed

ECM Identification Parameters

60 Vehicle ID 17 Characters 17 Characters Available 0000000000000Available 0000

51 Engine Read Only Read Only Factory Serial Number Programmed

0F ECM Read Only Read Only Factory Serial Number Programmed

11 Personality Module Read Only Read Only Factory Part Number Programmed

0A Personality Module Read Only Read Only Factory Release Date Programmed






Security Access Parameters

N/A Total Tattletale Read Only Not Applicable to Not ProgrammedVEPS Programming

57 Last Tool to Change Read Only Read Only Not ProgrammedCustomer Parameters

58 Last Tool to Change Read Only Read Only Not ProgrammedSystem Parameters

Truck Manufacturer Parameters

N/A Truck Manufacturer Other Programmed at Caterpillar prior Factory C7 Only GM to Engine Delivery. This parameter Programmed

determines the available parameter range/options as specified.

FCF4 Truck Model Type GMT 530/540 GM 530/540,GM530/540, GMT 530/540C7 Only GMT-560 GM_530_540, GM530,(“GM” Truck GM 530, GM 530 540Manufacturer Only) GM 560, GM560, GM_560

Vehicle Speed Parameters

FC5F *Vehicle Speed 4000 to 384000 4000 to 384000 Other: Not Calibration (pulses per mile) (pulses per mile) Programmed

GM: 32000

FCEC *Vehicle Speed 0 to 65000 (output 0 to 65000 (output shaft Not ProgrammedCal (J1939-Trans) shaft revs per mile) revs per mile)

FCED *Vehicle Speed 0 to 6.550 0 to 6.550 Not ProgrammedCal (J1939-ABS)

61 *Vehicle Speed GM Trucks: 30 to 75 GM Trucks: 30 to 75 (mph) GM Trucks: 75Limit Other: 30 to 127 (mph) Other Trucks: 30 to 127 (mph) Other Trucks: 127

66 *VSL Protection 1700 to TEL (rpm) 1700 to TEL (rpm) Other: TELGM: 1700

C7 Tachometer 2.0 to 500.0 2.0 to 500.0 Other: 134.0Calibration (pulse per revolution) (pulse per revolution) GMT 530/540:

17.5GMT-560: 2.0



* SCC = Soft Cruise Control




C2 *Soft Vehicle No No – Off, Disable All: NoSpeed Limit Yes Yes – On, Enable

FC5E *Low Speed Range Axle Ratio 0.00 to 19.99 0.00 to 19.99 All: 0.00

FC5D *High Speed Range Axle Ratio 0.00 to 9.99 0.00 to 9.99 All: 0.00

Cruise Control Parameters

63 Low Cruise Control Other: 15 to 127 (mph) Other: 15 to 127 (mph) Other: 127Speed Set Limit GM: 25 to 75 (mph) GM: 25 to 75 (mph) GM: 25

62 *High Cruise Control Other: 20 to 127 (mph) Other: 20 to 127 (mph) Other: 127Speed Set Limit GM: 30 to 75 (mph) GM: 30 to 75 (mph) GM: 75

A1 Exhaust Brake Mode Coast Coast – C All: ManualLatch Latch – LManual Manual – M

FC00 Auto Retarder in 3 – 10 (mph) 3-10 (mph) Other & Cruise * 5-10 if SCC = yes GMT530: 0

GMT560: 3

3C Cruise/Idle/PTO Set/Accel – Res/Decel Set/Accel, Accel/Set, Accel, Acc, Other: Set/AccelSwitch Configuration Set/Decel – Res/Accel A, Set_Accel GM: Set/Decel

Set/Decel, Decel/Set, Decel, Dec,D, Set_Decel

C5 Soft Cruise Control No No – Off, Disable Other: Yes(SCC) Yes Yes – On, Enable GM: No

Idle Parameters

64 Idle Vehicle 1 to 15 (mph) 1 to 15 (mph) All: 1Speed Limit

65 Idle RPM Limit 700 to TEL (rpm) 700 to TEL (rpm) All: TEL

C4 Idle/PTO RPM 5 to 1000 5 to 1000 All: 50Ramp Rate (rpm change per second) (rpm change per second)

F1 Idle/PTO 5 to 500 (rpm) 5 to 500 (rpm) All: 20 rpmBump RPM






C6 Fast Idle RPM #1 700 to TEL (rpm) 700 to TEL (rpm) All: 1000 rpm

FC42 Fast Idle RPM #2 700 to TEL (rpm) 700 to TEL (rpm) All: 0

FE08 Warm Up Mode 700-1400 (RPM) 700 – 1400 (RPM) All: 1000Idle Speed

Dedicated PTO Parameters

F3 PTO Configuration Off Off – None, O, N, All: OffCab Switches Cab Switches – Cab,Remote Switches C, Cab_SwitchesRemote Throttle Remote Switches – Remote,

R, Remote_SwitchesRemote Throttle – Throttle,T, Remote_Throttle

F0 PTO Top 700 to TEL (rpm) 700 to TEL (rpm) All: TELEngine Limit GMT560:1500

F2 PTO Engine Low Idle to Low Idle to All: 0 RPMRPM Set Speed PTO TEL (rpm) PTO TEL (rpm)

FC8B PTO Engine RPM Low Idle to Low Idle to All: 0 RPMSet Speed A PTO TEL (rpm) PTO TEL (rpm)

FC8C PTO Engine RPM Low Idle to Low Idle to All: 0 RPMSet Speed B PTO TEL (rpm) PTO TEL (rpm)

F6 PTO to Set Speed No No – Off, Disable All: NoYes Yes – On, Enable

FCF6 Maximum PTO Enable Speed 700 to TEL (rpm) 700 to TEL (rpm) All: TEL

F4 PTO Cab Throttle TEL TEL – T Other and RPM Limit Low Idle Low Idle – L, Low, Low_Idle GMT530: TEL

PTO TEL PTO TEL – P, PTO, PTO_TEL GMT560:PTO TEL

FC17 PTO Kickout 1 to 127 (mph) 1 to 127 (mph) All: 1Vehicle Speed Limit

FE05 * Max PTO 3 to 127 (mph) 3 to 127 (mph) All: 127Vehicle Speed

F7 Torque Limit 100 – Rated 100 – Rated All: 2000Torque (lb-ft) Torque (lb-ft)

FC14 PTO Shutdown Time 3 to 1440 (minutes) 3 to 1440 (minutes) All: 0

F5 PTO Activates Normal Normal – N, A All: NormalCooling Fan Continuous Continuous – C, B

FED8 PTO Output 700 – 2640 (rpm) 700 – 2640 (rpm) All: 700 rpmActivation Speed






Exhaust Brake options

FE07 Exhaust Brake/ None None, Disabled Other: Exhaust Warm Up Enable Warm Up Only Exhaust Brake Only, Brake, Brake Only

Exhaust Brake Only Exhaust_Brake_Only GM530/540:Exhaust Brake Exh Brake/Warm Up Device, Exhaust Brake & Warm Up Brake/WarmUp Only

Warm Up Device Only, GMT 560: NoneWarm_Up_Device_Only

Engine/Gear Parameters

6C Lower Gears 1500 to TEL (rpm) 1500 to TEL (rpm) All: TELEngine RPM Limit

69 Lower Gears 1 to 15 (mph) 1 to 15 (mph) All: 1Turn Off Speed

6D Intermediate Gears 1500 to TEL (rpm) 1500 to TEL (rpm) All: TELEngine RPM Limit

6A Intermediate Gears 10 to 50 (mph) 10 to 50 (mph) All: 10Turn Off Speed

6E Gear Down 1700 to TEL (rpm) 1700 to TEL (rpm) All: TELProtectionRPM Limit

6B Gear Down Other Trucks: Other Trucks: Other: 127Protection 30 to 127 (mph) 30 to 127 (mph) GM: 75Turn On Speed GM Trucks: GM Trucks:

30 to 75 (mph) 30 to 75 (mph)

67 *Top Engine Engine and Rating Not Applicable to N/ALimit (fixed value) Dependent VEPS Programming

6F Low Idle 700 to 800 (rpm) 700 to 800 (rpm) All: 700Engine RPM






7B *Transmission Style Universal Universal – U Other: Manual (GM Trucks Only) Manual Option 1, Manual, A Option 1Manual Option 1 Manual Option 2, Manual_Option_2 GM 530/540:Manual Option 2 Auto Option 1, Auto_Option_1 Universal(GM Trucks Only) Auto Option 2, Auto_Option_2 GMT-560:Automatic Option 1 Auto Option 3, Auto_Option_3 Manual Option 2Automatic Option 2 Auto Option 4, Auto_Option_4Automatic Option 3 AT/MT/HT Option 1,Automatic Option 4 AT/MT/HT_Option_1AT/MT/HT Option 1 AT/MT/HT Option 2,AT/MT/HT Option 2 AT/MT/HT_Option_2AT/MT/HT Option 3 AT/MT/HT Option 3,AT/MT/HT Option 4 AT/MT/HT_Option_3

AT/MT/HT Option 4,AT/MT/HT_Option_4

FCA5 AT/MT/HT Part Low (80% Enable/ Default – A All: HighThrottle Shift Speed 65% Disable) Medium – B

Medium (70% Enable/ High – C55% Disable)High (60% Enable/45% Disable)

FCDA Starting Aid Off Off, No, Disable All: OffOutput Mode Automatic Automatic, On, Yes,

Enable

FE06 Governor Type Full Range Full Range All: Full RangeMin/Max Min/Max, Min_MaxMin/Max With Min/Max/SC,Speed Control Min_Max_w_SC,

Min_Max_SC

FF36 Transmission Neutral Disabled Disabled, Off, No DisabledStart Interlock Enabled Enabled, On, Yes

Smart Idle Parameters

FCD8 *Battery Monitor & 0 – 25.5 (volts) 0 – 25.5 (volts) Other: 0Engine Control GMT530/540: 0Voltage GMT560: 11.5

FCFF *Battery Monitor 700 to TEL (rpm) 700 to TEL (rpm) All: 1000Low Idle Engine Speed






Timer Parameters

FC13 Idle Shutdown Time 1 to 1440 minutes 1 to 1440 minutes All: 0

FEF7 Cold Mode Idle Disabled Disabled, Disable, D DisabledShutdown Timer Enabled Enabled, Enable, EEnable

4F Allow Idle Yes Yes – On, Enable, C All: YesShutdown Override No No – Off, Disable, A

C0 *A/C Switch 0 to 600 (seconds) 0 to 600 (seconds) All: 0Fan On-Time

4E Fan with Exhaust No No – Off, Disable All: NoBrake On Yes Yes – On, Enable

Engine Monitoring Parameters

7F Engine Monitoring Warning Warning – W Other: WarningMode Derate Derate – D GM 530/540:

Shutdown (Other & Shutdown – S WarningGMT-560 Only) GMT-560: Derate

FCD2 * Engine Monitoring Warning Lamp Warning Lamp – All: Warning Lamps (Other & GMT- Warning_Lamp, WL, A Lamp(Other & GM 530/ 560 Only) High Coolant Temp 540 Only) High Coolant Temp Warning Lamp, CTWL,

Warning Lamp Coolant_Temp_Warning_Lamp,(GM 530/540 ONLY) HCTWL, BOption 1 (Other Only) Option 1, Option_1,— NEW — Option1, C

7E Coolant Level No No – Off, Disable, None Other: NoSensor 4-Pin 4-Pin – 4_Pin, 4 Pin, 4Pin GM 530/540: No

2-Pin Switch 2-Pin Switch – 2Switch GMT-560:(GMT 560 Only) 2-wire Float Sensor – 2Float 2-Pin Switch2-wire Float Sensor (Other Only)

FC61 Engine Oil Installed Installed – Yes, On, Enable Other: Not Pressure Sensor Not Installed Not Installed – No, Off, Disable Installed

GM 530/540 :Not InstalledGMT-560:Installed

FCE2 Oil Level Switch Installed Installed, On, Enabled, Yes GMT-560:(GMT-560 Only) Not Installed Not Installed, Off, Disable, No Installed






Maintenance Parameters

C8 Maintenance Off Off – Reset Mode, O, Reset_Mode, Other: OffC9 Indicator Mode Man – Distance Disable_Mode GM 530/540: Off

(Refer to VEPS Man – Hour Man-Distance, MD GMT-560:*.DEF and example Auto – Distance Man-Hours, MH Auto-Distance.PAR files for specific Auto – Hour Auto-Distance, ADprogramming Auto-Hours, AHinformation)

CA PM1 Interval: 5000 to 35000 (miles) 5000 to 35000 (miles) All: 15000CB (Manual Maintenance 100 to 750 (hours) 100 to 750 (hours) All: 250

Indicator) GM: 12000Manual DistanceManual Hours

CC Engine Oil Capacity 20 to 60 (quarts) 20 to 60 (quarts) Other: 33GMT530/540: 22GMT-560: 30

Trip Parameters

E0 Dash – PM1 Reset No D Other: NoYes P GM 530/540: No

GMT-560: Yes

E0 Dash – Customer No D All: NoParameters Yes A

FC08 Theft Deterrent Yes Yes – On, Enable All: NoSystem Control No No – Off, Disable

Auto-Enable Auto-Enable, AutoEnable, AE

FC09 Theft Deterrent Four Characters Four Characters All: 0000Password

FC0C Quick Stop Rate 0 to 127 (mph/second) 0 to 127 (mph/second) All: 0






Input Selections

FD01 Fan Override None None All: NoneSwitch Configuration J1939 Body Controller J1939 Body Controller – J1939_Body

J1939 Cab Controller J1939 Cab Controller – J1939_CabJ1939 Instrument Cluster J1939 Instrument Cluster,

J1939_Instrument_Cluster,J1939_Inst_Cluster

FD4B Transmission J1/P1: 62 J1/P1:62 Other:Neutral Switch J1939 J1939 J1/P1: 62

GM530/540:J1/P1: 62GMT-560: J1939

FD2B Exhaust None None All: NoneBrake Switch J1/P1:16 J1/P1: 16

J1939 Body Controller J1939 Body Controller – J1939 Cab Controller J1939_BodyJ1939 Instrument Cluster J1939 Cab Controller –

J1939_CabJ1939 Instrument Cluster,J1939_Instrument_Cluster,J1939_Inst_Cluster

FD05 Ignore Brake/ None None All: NoneClutch Switch J1/P1: 47 J1/P1: 47

FD23 *Two Speed None None All: NoneAxle Switch J1/P1:6 J1/P1: 6

FD76 *Vehicle Speed Input J1/P1:32&33 J1/P1: 32&33 – A All:J1939 Trans J1939 Trans – J1939Trans, B, JTSS J1/P1: 32&33J1939 ABS J1939 ABS – J1939_ABS, C,

ABS_Axle_Speed






Input Selections (Continued)

FD71 PTO Engine None None All: NoneShutdown Switch J1/P1: 7 J1/P1: 7

J1/P1: 23 J1/P1: 23

FD09 Torque Limit Switch None None All: NoneJ1/P1: 7 J1/P1: 7J1/P1: 23 J1/P1: 23

FD0D PTO On/Off Switch J1/P1: 56 J1/P1:56 J1/P1: 56J1939 Cab Controller J1939 Body Controller,J1939 Body Controller J1939_BodyJ1939 Instrument J1939 Cab Controller,Cluster J1939_Cab

J1939 Instrument Cluster,J1939_Instrument_Cluster,J1939_Inst_Cluster

FD13 PTO Engine RPM None None All: NoneSet Speed Input A J1/P1: 46 J1/P1: 46

J1939 Cab Controller J1939 Body Controller,J1939 Body Controller J1939_BodyJ1939 Instrument J1939 Cab Controller, J1939_CabCluster J1939 Instrument Cluster,

J1939_Instrument_Cluster,J1939_Inst_Cluster

FD15 PTO Engine RPM None None All: NoneSet Speed Input B J1/P1: 7 J1/P1: 7

J1/P1: 23 J1/P1: 23

FD0F Remote PTO None None J1/P1: 58Set Switch J1/P1: 58 J1/P1: 58

J1939 Cab Controller J1939 Body Controller, J1939_BodyJ1939 Body Controller J1939 Cab Controller, J1939_CabJ1939 Instrument J1939 Instrument Cluster,Cluster J1939_Instrument_Cluster,

J1939_Inst_Cluster

FD11 Remote PTO None None J1/P1: 60Resume Switch J1/P1: 60 J1/P1: 60

J1939 Cab Controller J1939 Body Controller, J1939_BodyJ1939 Body Controller J1939 Cab Controller, J1939_CabJ1939 Instrument J1939 Instrument Cluster,Cluster J1939_Instrument_Cluster,

J1939_Inst_Cluster

FD0B Diagnostic None None All: NoneEnable Switch J1/P1: 46 J1/P1: 46

J1939 Body Controller J1939 Body Controller , J1939_BodyJ1939 Cab Controller J1939 Cab Controller, J1939_CabJ1939 Instrument J1939 Instrument Cluster,Cluster J1939_Instrument_Cluster,

J1939_Inst_Cluster






Input Selections (Continued)

FD25 Cruise Control J1/P1: 59 J1/P1: 59 All:On/Off Switch J1939 Body Controller J1939 Body Controller , J1939_Body J1/P1: 59

J1939 Cab Controller J1939 Cab Controller, J1939_CabJ1939 Instrument J1939 Instrument Cluster,Cluster J1939_Instrument_Cluster,

J1939_Inst_Cluster

FD27 Cruise Control Set/ J1/P1: 35&44 J1/P1: 35&44 All:Resume/Accel/ J1939 Body Controller J1939 Body Controller – J1939_Body J1/P1: 35&44Decl Switch J1939 Cab Controller J1939 Cab Controller – J1939_Cab

J1939 Instrument J1939 Instrument Cluster,Cluster J1939_Instrument_Cluster,

J1939_Inst_Cluster

FD7F Cruise Control None None All: NonePause Switch J1939 Body Controller J1939 Body Controller – J1939_Body

J1939 Cab Controller J1939 Cab Controller – J1939_CabJ1939 Instrument J1939 Instrument Cluster,Cluster J1939_Instrument_Cluster,

J1939_Inst_Cluster

FD29 Clutch Pedal J1/P1:22 J1/P1:22 All:Position Switch J1939 Body Controller J1939 Body Controller , J1939_Body J1/P1: 22

J1939 Cab Controller J1939 Cab Controller, J1939_CabJ1939 Instrument J1939 Instrument Cluster,Cluster J1939_Instrument_Cluster,

J1939_Inst_Cluster






FD2D Service Brake Pedal J1/P1:45 J1/P1: 45 All:Position Switch #1 J1939 Body Controller J1939 Body Controller – J1939_Body J1/P1: 45

J1939 Cab Controller J1939 Cab Controller – J1939_CabJ1939 Instrument J1939 Instrument Cluster,Cluster J1939_Instrument_Cluster,

J1939_Inst_Cluster

FD35 Accelerator J1/P1:66 J1/P1: 66 All:Pedal Position J1/P1: 66

FD31 A/C High None None Other:Pressure Switch J1/P1: 41 J1/P1: 41 J1/P1: 41(Other & GM 530/540:GM 530/540 Only) J1/P1: 41

FD75 A/C Fan Request None None GMT-560:(GMT-560 Only) J1/P1: 41 J1/P1: 41 J1/P1: 62

J1/P1: 62 J1/P1: 62

Output Selections:

FC18 *Fan Control Type None None – A All: NoneNEW PWM and On/Off PWM On/Off PWM – On/Off,DC Options On/Off DC Simple On/Off, Simple_On/Off,

Variable Speed Fan On/off_pwmOption S On/Off DC, On_Off_dc

Variable Speed Option S, VSOSS

FD6D PTO Active None None All: J1/P1: 19Output CONFIG J1/P1:19 J1/P1:19

FD3B PTO Switch On Lamp None None All: J1/P1: 30J1/P1:30 J1/P1:30

FD49 Fast Idle None None Other:Enabled Lamp J1/P1:31 J1/P1:31 J1/P1: 31(Other & J1/P1:21 J1/P1:21 GMT-560:GMT-560 Only) J1/P1: 21

FD7B Wait To Start Lamp None None Other: None(Other Only) J1/P1:31 J1/P1:31

J1939 J1939



**Denotes Parameters available for Lockout using an Electronic Service Tool or VEPS. Factory Passwords arerequired to unlock a locked parameter.

**In some instances, the parameter option (as displayed on ET) cannot be used with VEPS programming dueto Character Length limitations. In these instances, one of the VEPS alternative options must be used.Otherwise, the exact option (as displayed on ET) is recommended (but not required) for the VEPS .PAR file.




FD37 Engine Running None None GMT-560:Output J1/P1: 31 J1/P1: 31 J1/P1: 31(GMT-560 Only)

FD7D Change oil Lamp None None All: NoneJ1/P1: 30 J1/P1:30

FCF1 Primary Fuel Level None None GMT 560: 50Tank Capacity 25 (gal) 25 Gal, 25GalGMT-560 Only 35 (gal) 35 Gal, 35Gal

50 (gal) 50 Gal, 50Gal

FCF2 Secondary Fuel Level None None GMT 560: NoneTank Capacity 25 Gal 25 Gal, 25GalGMT-560 Only 35 Gal 35 Gal, 35Gal

50 Gal 50 Gal, 50Gal

Passwords

45 Customer 8 Characters 8 Characters Not ProgrammedPassword #1 Available Available

46 Customer 8 Characters 8 Characters Not ProgrammedPassword #2 Available Available

Data Link Parameters

FC0D Powertrain Data Link None None, Off, A Other: NoneJ1939 J1939, B GM (ALL): J1939

System Parameters

5B Personality Engine Power Read Only Factory Module Code Dependent Programmed

N/A FLS Read Only Not Applicable to Factory VEPS Programming Programmed

N/A FTS Read Only Not Applicable to Factory VEPS Programming Programmed



24.0 Diagnostics, Service Tools and Service Information

The control system has built-in diagnostics to verify system components are operating properly. In the event of acomponent failure, the driver is alerted to the condition via an OEM installed “Check Engine” or diagnostic lamp,or from a message transmitted over the SAE J1587 and/or J1939 data links. Intermittent faults are logged andstored in the memory of the ECM and can be retrieved using an Electronic Service Tool.

The recommended electronic service tool for C7 and C9 engines is Caterpillar Electronic Technician (ET). ET isa software based service tool used to diagnose and repair Caterpillar products. It is designed to run on a personalcomputer using the Windows® 95, 98, 2000, or Windows® NT operating system.

A new product from Caterpillar, Pocket Technician® is software for the Palm Operating System (Palm OS®) thatallows a user to run diagnostics on CAT On-Highway Electronic Truck engines. Contact your local Caterpillar Dealerfor more details.

Older service tools will not recognize the C7 or C9 engine. These tools include the Electronic Control Analyzer andProgrammer (ECAP) and the MPSI Pro-Link service tool with existing Caterpillar Cartridge.

The Caterpillar Communication Adapter (PC to engine ECM) connector uses a 9-terminal Deutsch HD seriesconnector to connect to the vehicle. Caterpillar offers a variety of adapter cables to connect various cab/enginedatalink connectors to the standard 9-pin connector found on the 139-4166 or 207-6845 Service Tool cable. Thefollowing list identifies some of those adapter cables commonly used on various applications.

X-1714- Connects 9-terminal Service Tool Cable (139-4166 or 207-6845) to GM ALDL Connector

7X-1686- Connects 9-terminal Service Tool Cable (139-4166 or 207-6845) to a 6-terminal Diagnostic Connector

157-4829 – Connects 9-terminal Service Tool Cable (139-4166 or 207-6845) to a 9-terminal J1939/13 Off-BoardDiagnostic Connector





PID/SID – FMI Diagnostic Code Description Flash Code0-00 No Faults Active or Logged 55

1-11 Cylinder #1 Fault 72






22-11 Primary to Secondary Engine Speed Signal Calibration 42

22-13 Check Timing Sensor Calibration 42

30-08 Invalid PTO Throttle Signal 29

30-13 PTO Throttle Sensor Calibration 29

32-05 Turbo Wastegate Solenoid Open Circuit 33

32-06 Turbo Wastegate Solenoid Short Circuit 33

32-11 Turbo Wastegate Solenoid SHort to + Battery 33

41-03 8 Volt Supply Above Normal 21

41-04 8 Volt Supply Below Normal 21

42-11 Injection Actuation Pressure Driver Fault 18

43-02 Ignition Key Switch Fault 71

64-02 Loss of Engine RPM Signal on (Bottom) Sensor #2 34

64-11 No Pattern on (Bottom) Engine Speed Sensor #2 34

70-05 Intake Air Heater Open Circuit 49

70-06 Intake Air Heater Short Circuit 49

71-00 Idle Shutdown Override 01

71-01 Idle Shutdown Occurrence 47

71-11 Engine Shutdown Override Switch Occurrence 00

71-14 PTO Shutdown Occurrence 47

84-00 Vehicle Overspeed Warning 41

84-01 Loss of Vehicle Speed Signal 31

84-02 Invalid Vehicle Speed Signal 36

84-08 Vehicle Speed Out of Range 36

84-10 Vehicle Speed Rate of Change 36

84-14 Quick Stop Occurrence 00

91-08 Invalid Throttle Pedal Position Signal 32

91-13 Throttle Pedal Position Sensor Calibration 28

94-01 Fuel Pressure Low – Engine Cranking 37

94-03 Fuel Pressure Voltage High 37

94-04 Fuel Pressure Voltage Low 37

94-11 Fuel Pressure Low – Engine Running

96-03 Primary Fuel Level Sensor Open Circuit 00



PID/SID – FMI Diagnostic Code Description Flash Code96-04 Primary Fuel Level Sensor Short Circuit 00

100-01 Low Oil Pressure Warning 46

100-03 Oil Pressure Sensor Open Circuit 24

100-04 Oil Pressure Sensor Short Circuit 24

100-11 Very Low Oil Pressure 46

102-01 Boost Pressure Reading Stuck Low 25

102-02 Erratic Boost Pressure 25

102-03 Boost Pressure Sensor Open Circuit 25

102-04 Boost Pressure Sensor Short Circuit 25

102-07 Excessive Boost Pressure 25

105-00 High Inlet Manifold Temperature Warning 64

105-03 Intake Manifold Air Temperature Sensor Open Circuit 38

105-04 Intake Manifold Air Temperature Sensor Short Circuit 38

105-11 Very High Intake Manifold Air Temperature Warning 64

108-03 Atmospheric Pressure Sensor Open Circuit 26

108-04 Atmospheric Pressure Sensor Short Circuit 26

110-00 High Coolant Temperature Warning 61

110-03 Coolant Temperature Sensor Open Circuit 27

110-04 Coolant Temperature Sensor Short Circuit 27

110-11 Very High Coolant Temperature 61

111-01 Low Coolant Level Warning 62

111-02 Coolant Level Sensor Fault 12

111-03 Coolant Level Open Circuit 12

111-04 Coolant Level Sensor Short Circuit 12

111-11 Very Low Coolant Level 62

111-14 Low Coolant Level Warning (Less than 6 engine hours) 62

128-03 Secondary Fuel Level Sensor Open Circuit 44

128-04 Secondary Fuel Level Sensor Short Circuit 44

164-00 Injection Actuation Pressure Out of Range 17

164-02 Injection Actuation Pressure Sensor Erratic 15

164-03 Injection Actuation Pressure Open Circuit 15

164-04 Injection Actuation Pressure Short Circuit 15

164-11 Injection Actuation Pressure System 39

168-00 Excessive Battery Power to ECM 51

168-01 Low Battery Power to the ECM 51

168-02 Intermittent Battery Power to the ECM 51

173-00 High Exhaust Temperature Derate 16

173-11 Very High Exhaust Temperature 16

186-04 PTO Shutdown Switch Short Circuit 00

24.1 ECM Software Changes

ECM software changes (uprates, updates) require a personal computer, a Caterpillar approved communicationadapter, and Caterpillar Electronic Technician (ET) Win-Flash.

24.2 Engine Totals

The ECM maintains current totals for the following information

ECM Maintained Total Data

1) Total Time

2) Total Distance

3) Total Idle Fuel

4) Total PTO Time

5) Total Fuel

6) Total Idle Time

7) Total PTO Fuel

All data is stored in metric form except distance (miles), and vehicle speed (mph). Conversion to other formats areperformed by the Electronic Service Tool.

24.3 Trip Data

Included under the heading of Trip Segment is a Fleet Trip Segment. A segment is defined as the differencefrom the current instantaneous Engine Totals data and the Engine Totals stored at the previous reset of the data.When a reset occurs, the ECM stores the current ECM Engine Totals value in place of the old value for therespective Trip Data information. The ECM maintains only the data reset values for the Fleet Trip Data segment.

The Trip Histograms include a 3-dimensional histogram (engine rpm, vehicle speed, and engine hours),two 2-dimensional histogram (one for engine rpm – hours, the other for vehicle speed – hours), and five setsof Fleet Segment Custom Data. The 2-dimensional histograms are a subset of the 3-dimensional histogram.



PID/SID – FMI Diagnostic Code Description Flash Code186-14 PTO Shutdown Switch Occurrence 47

190-00 Engine Overspeed Warning 35

190-02 Loss of Engine RPM Signal on (Top) Sensor #1 34

190-11 No Pattern on (Top) Speed Sensor #1 34

224-11 Theft Deterrent Enabled 00

224-14 Engine Cranking with Theft Deterrent Enabled 00

231-02 J1939 Device Sending Incorrect Data 58

231-11 J1939 Data Link Fault 58

231-12 J1939 Device Not Responding 00

231-14 Transmission Datalink Engine Derate 57

232-03 5 Volt Supply Above Normal 21

232-04 5 Volt Supply Below Normal 21

246-11 Service Brake Switch #1 Fault 00

247-11 Service Brake Switch #2 Fault 00

252-11 Incorrect Engine Software 59

253-02 Check Customer or System Parameters 56

253-14 Truck Manufacturer Parameter Not Programmed 56

24.3.1 Fleet Trip Segment

The Fleet Trip Segment maintains the following Engine Totals information, recorded at the time of reset:

24.3.2 Trip Histograms

The ECM maintains the histograms tracking Engine Hours at specific Engine Speed and Vehicle Speed ranges.The RPM data points and vehicle speed ranges are broken down into various ranges such as 0-4, 5-9, 10-14 mphor 0-599, 600-699, 700-799 rpm. A reset occurs via a data link message only.

24.4 Engine Snapshot Recorder

The ECM stores engine operating parameters when diagnostic codes occur. An Electronic Service Tool or theCruise Set/Resume switch can also be used to manually trigger a snapshot. The Set/Resume switch must betoggled to the Set then the Resume position within one second to trigger the snapshot recorder. The ECM canstore up to two Diagnostic Code Triggered snapshots, two Externally triggered snapshots, and one Quick StopSnapshot. Each type is stored in a “circular buffer”. When a new snapshot is taken, the oldest one in the bufferwill be replaced.

24.5 Engine Snapshot Recorder Records

Each diagnostic record contains 27 frames of information; frame 20 is the diagnostic code occurrence, 19 framesbefore, 7 frames following the code. Each frame is separated by 0.48 seconds. Each switch activated recordcontains 54 frames; frame 40 is the switch activation trigger, 39 frames before, 14 frames after the switch trigger.Time between frame is 0.24 seconds for the switch activated record.

24.6 Quick Stop Recorder

A snapshot can also be stored for a Quick Stop occurrence if the Customer Parameter is programmed. The ECMstores the number of occurrences of the Quick Stop Events, as well as a snapshot of the latest occurrence.

Each Quick Stop record contains 60 frames of information; frame 45 is the Quick Stop occurrence, 44 framesbefore, 15 frames following the code. Each frame is separated by 1.0 second.

24.6.1 Data Stored In Quick Stop Recorder Frames

Each frame of the Quick Stop snapshot record stores the following data;

ECM Snapshot Frame Data

Engine rpm Vehicle Speed

Throttle Position Cruise Status

Clutch Switch Brake Switch #1

Time (Engine Hours) Idle Fuel Average Driving Speed

Driving Time Percent Idle Time Max Vehicle Speed

Distance PTO Time Max Engine Speed

Fuel PTO Fuel Start Time

Overall Fuel Economy Percent PTO Time End Time

Driving Fuel Economy Average Load Factor Start Odometer

Idle Time Average Vehicle Speed End Odometer



24.7 ECM Date/Time Clock

The ECM date & time can be programmed using an Electronic Service Tool or VEPS. The Electronic Service Toolwill display the programmed Date in Month/Day/Year format and the programmed Time in Hour:Minute:Secondformat. The Electronic Service Tool has the option to program any date/time or automatically select the date/timestored in the PC real time clock. The date and time will remain in the ECM and will not reset even if the UnswitchedBattery connections are removed.

The ECM real time clock is accurate to within four minutes per month worst case. Typically the accuracy is similarto a personal computer real time clock.

24.8 ECM Diagnostic Clock

The Diagnostic Clock should not be confused with the ECM Date/Time clock. The Diagnostic Clock records actualhours that the ECM has been powered (ignition key switch ON). The diagnostic clock information is used to logdiagnostic code and event code occurrences. Logged diagnostic codes and event codes display the diagnosticclock hour of the first and last occurrence and the total number of occurrences. The Diagnostic Clock does notrepresent actual Engine Hours, it increments any time the ECM is powered regardless of whether the engineis running or not. Actual Engine Running hours (Total Time) can be obtained from the Current Totals menu ofET (Electronic Technician).

Date Time VEPS PID

Month Day Year hour:minute:second FC1D



24.9 C7 and C9 ECM Vehicle Harness Connector Terminal Assignments and Loads



Terminal Wire ID Wire Signal Assignment Voltage Current

1 Not Used

2 G897-OR 18 AWG Supply +5V 5 Volts DC 40 mA

3 993-BR 18 AWG Common Input Sensor Common #2

4 C985-BU 18 AWG Supply +8V Cab Throttle Sensor Supply 8 Volts DC 40 mA

5 H795-PK 18 AWG Common AP Sensor/Switch Sensor Common

6 G843-OR 18 AWG Switch to 2 SPD Axle Switch 13 Volts DC 6.5 mASensor Common

7 G841-GN 18 AWG Switch to Torque Limit Switch 13 Volts DC 6.5 mASensor Common PTO Engine RPM Set Speed B


8 E794-YL 18 AWG Data Link J1587 Data Link Positive 5 Volts DC 100 mA

9 E793-BU 18 AWG Data Link J1587Data Link Negative 5 Volts DC 100 mA

10 E718-PK 18 AWG High Side Starting Aid battery 1.5 A

11 G837-YL 18 AWG High Side PWM Fan Control battery 1.0 A PWM

12 E991-GY 18 AWG High Side Exhaust Brake battery 1.5 A

13 G836-WH 18 AWG High Side Engine Running Output battery 1.5 A

14 Not Used

15 * Primary Fuel Tank Level

16 C981-GY 18 AWG Switch to Exhaust Brake Switch 13 Volts DC 6.5 mASensor Common

17 Not Used

18 L901-GY 18 AWG Common Input Sensor Common #1

19 G838-BR 18 AWG High Side PTO Active Output battery 1.0 A

20 G839-BU 18 AWG High Side Transmission shift Output battery 1.0 A

21 G880-PK 18 AWG High Side Fast Idle Lamp battery 1.0 A

22 C977-BU 18 AWG Switch to Clutch Pedal Position Switch 13 Volts DC 6.5 mASensor Common

23 M990-OR 18 AWG Switch to Torque Limit Switch 13 Volts DC 6.5 mASensor Common PTO Engine RPM Set SPD B


24 Not Used

25 Not Used

26 2 Wire Float Coolant Level Sensor*Secondary Fuel Tank Level

27 Not Used (Transit Rating Only)

28 L994-YL 18 AWG Low Side Driver Check Engine Lamp battery 0.3 A

29 659-PK 18 AWG Low Side Driver Warning Lamp battery 0.3 ALow Oil Pressure Lamp

30 K998-BU 18 AWG Low Side Driver PTO Switch On Lamp battery 0.3 AChange Oil LampLow Coolant Level




31 G880-PK 18 AWG Low Side Driver Fast Idle Lamp battery 0.3 AWait To Start LampHigh Coolant Temp* Engine Running Output

32 G808-BU 18 AWG Differential Input Vehicle Speed In +

33 G809-GN 18 AWG Differential Input Vehicle Speed In -

34 K990-GN 18 AWG Data Link J1939 Data Link Negative per J1939

35 C978-BR 18 AWG Switch to Cruise Control Set 13 Volts DC 6.5 mASensor Common

36 C974-PU 18 AWG Complementary Speedometer+ 10 Volts 4 mA

37 C973-GN 18 AWG Complementary Speedometer- 10 Volts 4 mA

38 450-YL 18 AWG Complementary Tachometer + 10 Volts 4 mA

39 451-BR 18 AWG Complementary Tachometer - 10 Volts 4 mA

40 L902-GN 18 AWG Switch to Input #18 (Fast Idle) 13 Volts DC 6.5 mASensor Common

41 E971-GN 18 AWG Switch to A/C High Press. Sw 13 Volts DC 6.5 mASensor Common * A/C Fan Request Switch

42 A249-BK 18 AWG Data Link J1939 Data Link Shield per J1939

43 Not Used

44 C979-OR 18 AWG Switch to Cruise Control Resume 13 Volts DC 6.5 mASensor Common

45 C992-PU 18 AWG Switch to Service Brake Pedal Pos. Sw.#1 13 Volts DC 6.5 mASensor Common

46 G844-PK 18 AWG Switch to Diagnostic Enable 13 Volts DC 6.5 mASensor Common PTO Engine RPM Set Speed A

47 G842-GY 18 AWG Switch to Ignore Brake/Clutch 13 Volts DC 6.5 mASensor Common

48 101-RD 14 AWG Supply Unswitched +Battery battery 10 Amps

49 C983-WH 18 AWG Input Coolant Level Normal 13 VDC 0.6 mA

50 K900-YL 18 AWG Data Link J1939 Data Link Positive per J1939

51 Not Used



54 C984-YL 18 AWG Input Coolant Level Low 13 Volts DC 0.6 mA


56 K999-GN 18 AWG Switch to PTO On/Off Switch 13 Volts DC 6.5 mASensor Common

57 Not Used

58 K980-PK 18 AWG Switch to Remote PTO Set Switch 13 Volts DC 6.5 mASensor Common

59 C975-WH 18 AWG Switch to Cruise Control On/Off Switch 13 Volts DC 6.5 mASensor Common

60 K982-YL 18 AWG Switch to Remote PTO Resume Switch 13 Volts DC 6.5 mASensor Common

61 Not Used

62 409-OR 18 AWG Switch to Bat. Neutral Switch battery 6.0 mA*A/C Fan Request Switch

63 229-BK 14 AWG Supply - Battery battery 10 Amps

*Parameter is restricted to GMT560 trucks.




64 L900-PU 18 AWG Switch to Bat. Service Brake Switch #2 battery 6.0 mA


66 C986-BR 18 AWG Accelerator Input Cab Throttle Position 5 Volts DC 40 mA

67 229-BK 14 AWG Supply -Battery battery 10 Amps

68 G845-PU 18 AWG Accelerator Input Remote Throttle 5 Volts DC 40 mA


70 J906 18 AWG Switch to Bat. Ignition Key Switch battery 1.2 mA



2-Pin Switch Coolant Level Sensor (GMT 560 only) ..........................................54

2-Wire Float Coolant Level Sensor ............52

2-Wire Float Sensor Diagnostics ..............54

70 Terminal ECM Connector Part Numbers ............................................26

A

A/C Fan request Switch (GMT560 Only) ........................................112

A/C Fan Request Switch (GMT560 Only) ........................................171

A/C High Pressure Switch........................170

A/C High Pressure Switch..........................65

A/C Switch Fan On-Time ........................161

Accelerator Pedal Position SensorConnections ..............................................34

Accelerator Pedal Position SensorConnectors ................................................34

Accelerator Pedal Position SensorDuty Cycle..................................................33

Accelerator Pedal Position SensorElectrical Specifications ............................33

Accelerator Pedal Position Sensorfor Remote PTO Applications ....................36

Accelerator Pedal Position SensorThree Terminal Connector Terminals ........35

Accelerator Pedal Position Sensors ..........32

Air Conditioning High Pressure Switch ....111

Allison 1000 & 2000 Series......................101

Allison AT/MT/HT Shift InterfaceRelay Operation ......................................102

Allison AT/MT/HT Transmissions..............101

Allison Electronic Transmissions ................40

Allison WT Series ....................................101

Allow Idle Shutdown Override ..................161

Amber Check Engine Lamp ......................49

AT/MT/HT Part Throttle Shift Speed ........159

Atmospheric Pressure Sensor ....................5

Auto Retarder In Cruise ..........................149

Automatic Transmissions with ElectronicVehicle Speed Source................................40

B

Battery Monitor & Engine Control Voltage ........................................162

Battery Monitor Low Idle Engine Speed ..........................................162

Bit Code Definition ..................................117

Boost Pressure Sensor ................................5

C

C7 and C9 ECM Vehicle Harness Connector TerminalAssignments and Loads ..........................193

Cab Switches Programmable Options ......82

Change Oil Lamp ....................................172

Change Oil Lamp ......................................48

Check Engine Lamp Operation ..................46

Clutch Pedal Position Switch Function ......61

Clutch Pedal Position Switchwith Automatic Transmissions ....................62

Clutch Pedal Position Switch....................171

Clutch Switch ............................................73

Cold Mode Idle Shutdown Timer Enable ..113

Cold Mode Idle Shutdown Timer Enable..161

Cold Mode Operation ..................................4

Connection Of Devices Other ThanA Speedometer/Tachometer ......................44

Connector Interface Seal ..........................29

Connectors and Wiring HarnessRequirements ............................................26

Coolant Level Sensor Connections............51

Coolant Level Sensor Diagnostic ..............52

Coolant Level Sensor EnvironmentalCompatibility ..............................................50

Coolant Level Sensor MountingGuidelines (4-Pin) ......................................50

Coolant Level Sensor Outputs ..................52

Coolant Level Sensor Power Supply ..........51

Coolant Level Sensor Response Time ......52

INDEX



Coolant Level Sensor ..............................163

Coolant Level Sensor ..................................5

Coolant Level Sensors ..............................50

Coolant Temperature Sensor ......................5

Cooling Fan Control with the Ignition Key Off ..................................110

Cooling Fan Output Operation (On/Off) ....................................................107

Cooling Fan Output Operation(Variable Speed Fan Option S) ................108

Cooling Fan..............................................106

Cruise Control Accel Switch ......................72

Cruise Control Decel Switch ......................73

Cruise Control On/Off Switch ..................170

Cruise Control On/Off Switch ....................68

Cruise Control On/Off Switch ....................72

Cruise Control Parameters ......................148

Cruise Control Pause Switch ..................170

Cruise Control Resume Switch ..................72

Cruise Control Set Switch ..........................72

Cruise Control Set/Resume Switch..........170

Cruise Control Switches and Operation ....68

Cruise Control ............................................68

Cruise Pause Switch ..................................73

Cruise Switch Inputs ..................................72

Cruise/Idle/PTO Switch Configuration......149

Customer Parameter Lockout ..................144

Customer Password #1 andCustomer Password #2 ............................173

Customer Specified Parameters ..............144

D

Dash - Customer Parameters ..................165

Dash - PM1 Reset....................................165

Data Link Parameters ..............................173

Data Links ................................................114

Data Stored In Quick Stop Recorder Frames ....................................191

Dedicated PTO Operation..........................75

Dedicated PTO Parameters ....................152

Deutsch Connector Wire Gauge Size ........35

Deutsch Connector Wire InsulationSize Range ................................................35

Diagnostic Enable ....................................169

Diagnostic Enable ......................................62

Diagnostics, Service Tools andService Information ..................................187

Dual Coil Speed Sensor ............................40

E

ECM +8V Cab Accelerator PedalPosition Sensor Supply ..............................34

ECM 70 Terminal Connector AllenScrew Torque ............................................26

ECM 70 Terminal Connector Sealing Plugs ............................................28

ECM 70 Terminal Connector Terminals......27

ECM 70 Terminal Connector WireInsulation and Size Range ........................26

ECM Connector Endbell ............................31

ECM Connector TerminalInstallation Guidelines................................27

ECM Connector Terminals andSealing Plugs ............................................26

ECM Connector Wire Gauge Size ............26

ECM Connector ........................................26

ECM Current Draw with Ignition Key Off ..........................................24

ECM Date/Time Clock..............................192

ECM Diagnostic Clock ............................192

ECM Negative Battery Connections ..........22

ECM Positive Battery Connections ............24

ECM Power Up and Preheat Cycle ............59

ECM Software Changes ..........................190

ECM Speedometer and Tachometer Outputs ..................................42

Electric Starting Motors..............................22

Electrical Specifications ............................45

INDEX



Electronic Governing....................................4

EMI/RFI Testing..........................................24

Engine Component Overview ......................5

Engine Connection To VehicleBattery Ground ..........................................22

Engine Control Module (ECM) ....................5

Engine Cranking Cycle ..............................59

Engine Diagnostic Switch ..........................74

Engine Exhaust Brake andAutomatic Transmissions............................98

Engine Exhaust Brake................................95

Engine Functions ........................................4

Engine Ground Stud ..................................22

Engine Monitoring - Coolant Level Sensor ................................15

Engine Monitoring - Coolant Temperature Sensor ....................13

Engine Monitoring - Engine Sensors ........13

Engine Monitoring - Intake AirTemperature Sensor ..................................13

Engine Monitoring - Oil Pressure Sensor ..................................13

Engine Monitoring and OEM Requirements ..................................12

Engine Monitoring Lamp Options ..............12

Engine Monitoring Lamps ........................162

Engine Monitoring Mode ..........................162

Engine Monitoring Parameters ................162

Engine Monitoring Programmed to “Warning” ..............................................16

Engine Monitoring Programmed to Derate ....................................................17

Engine Monitoring Programmedto Shutdown ..............................................18

Engine Monitoring ......................................12

Engine Oil Pressure Sensor ....................163

Engine Running Cycle ..............................59

Engine Running Output (GMT560 Only) ........................................172

Engine Running Output (Starter Lockout) ........................................98

Engine Snapshot Recorder Records ......191

Engine Snapshot Recorder......................191

Engine Speed/Timing Sensors ....................5

Engine Totals............................................190

Engine/Gear Parameters ........................156

Exhaust Brake Configuration ..................156

Exhaust Brake Mode................................148

Exhaust Brake Operation andAuto Retarder in Cruise..............................97

Exhaust Brake Operationas a Warm Up Device ................................97

Exhaust Brake Operation While In Cruise ..........................................96

Exhaust Brake Options ............................156

Exhaust Brake Switch ..............................167

Exhaust Brake Switch ................................65

Exhaust Brake Switch ................................73

Extended Idle kick outs ..............................71

Extended Idle ............................................70

F

Fan Control basics ..................................106

Fan Control Options ................................106

Fan Control Type ......................................171

Fan Override Switch ................................166

Fan Override Switch ..................................73

Fan with Engine Brake On ......................161

Fast Idle Enabled Lamp ..........................171

Fast Idle Enabled Lamp ............................48

Fast Idle RPM #1 ....................................151

Fast Idle RPM #2 ....................................152

Fast Idle Switch..........................................63

Fleet Trip Segment ..................................191

Four Pin Coolant Level SensorElectrical Specifications ............................51

Fuel Pressure Sensor ..................................6

INDEX



Fuel Tank Level Sensing (GMT560 trucks only) ................................55

Fuel/Air Ratio Control ..................................4

Full Range Governor................................104

G

Gear Down Protection RPM Limit ............157

Gear Down Protection Turn On Speed ....158

General Vehicle Speed SourceRequirements for Passive SpeedSensor Input ..............................................38

Governor Type..........................................104

Governor Type..........................................160

Grounding ..................................................20

H

Hard-wired Switch Inputs ..........................60

High Cruise Control Speed Set Limit ......148

High Speed Range Axle Ratio ................147

I

IAH and Active Engine Diagnostics............59

IAH and Starting Aid Interaction ................59

Idle Functions ............................................70

Idle Parameters........................................151

Idle RPM Limit..........................................151

Idle Shutdown Time..................................160

Idle Shutdown Timer ................................113

Idle Vehicle Speed Limit ..........................151

Idle/PTO Bump RPM................................151

Ignition Key Switch to Positive Battery ......66

Ignore Brake/Clutch Switch......................167

Ignore Brake/Clutch Switch........................64

Ignoring the Transmission NeutralSwitch input. ..............................................67

Injection Actuation Pressure (IAP) Sensor ................................................5

Injection Actuation PressureControl Valve (IAPCV)..................................5

Injection Timing Control ..............................4

Inlet Air Heater and Relay ............................6

Inlet Air Heater Lamp ................................57

Inlet Air Heater Relay Connections ............56

Inlet Air Heater Relay ElectricalSpecifications ............................................56

Inlet Air Heater, Lamp and Relay Operation ........................................56

Inlet Manifold Air Temperature Sensor ........5

Input Electrical Specifications ....................75

Input Selections ......................................166

Intermediate Gears Engine RPM Limit ....157

Intermediate Gears Turn Off Speed ........157

J

J1939 ABS Wheel Speed BasedVehicle Speed Source................................41

J1939 Based Switch Messages ................72

J1939 Data Link Driven Lamps..................49

J1939 Transmission Output ShaftSpeed Based Vehicle Speed Source ........41

L

Lamp Outputs ............................................45

Lamp Test ..................................................46

Low Coolant Level During an Engine’sFirst 6 Hours of Operation..........................15

Low Coolant Level Lamp............................47

Low Cruise Control Speed Set Limit ........148

Low Idle Engine RPM ..............................158

Low Oil Pressure Lamp..............................47

Lower Gears Engine RPM Limit ..............157

Lower Gears Turn Off Speed ..................157

M

Maintenance Indicator Mode....................164

Maintenance Parameters ........................164

Maximum PTO Enable Speed..................154

Maximum PTO Enable Speed....................77

Maximum PTO Vehicle Speed..................155

Maximum Vehicle Speed in PTO Mode......77

INDEX



Medium Duty Engine J1939Broadcast Messages ..............................119

Min/Max Governor with Speed Control ....105

Min/Max Governor....................................104

Mounting the Remote AcceleratorPosition Sensor ..........................................36

O

OEM Harness Routing ..............................30

OEM Installed Sensors ..............................50

Oil Level Switch (GMT560 Trucks Only) ......6

Oil Level Switch Installation Status (GMT560 only) ........................................163

Oil Pressure Sensor ....................................5

Operation with the Cruise ControlOn/Off Switch in the OFF position ............96

Option 1 - One Single Coil Speed Sensor ............................................39

Option 2 - One Single Coil Speed Sensor ............................................39

Option 3 - Separate Single CoilSpeed Sensors ..........................................39

Optional Engine Running Output(GMT560 trucks only) ................................99

Output Selections ....................................171

P

Packard Electric Connector Wire Gauge Size ................................................35

Packard Electric Connector WireInsulation Size Range ................................35

Passive Magnetic Vehicle SpeedCircuit Options ..........................................39

Passive Magnetic Vehicle SpeedSensor Electrical Requirements ................39

Passwords................................................173

PM1 Engine Oil Capacity(for Automatic Maintenance Indicator Mode) ........................................165

PM1 Interval (for Manual MaintenanceIndicator Mode) ........................................164

Power and Grounding Requirementsand Considerations ....................................19

Powertrain Data link ................................173

Primary Fuel Tank Capacity (GMT560 only) ........................................163

Programmable Output ElectricalSpecifications ............................................94

Programmable Outputs ..............................94

Programmable Parameters ......................160

Programming examples ............................89

Protect Lamp..............................................49

PTO Accelerator Position Sensor Connector ......................................36

PTO Activates Cooling Fan ......................156

PTO Activates Cooling Fan ........................77

PTO Active Output Configuration ............172

PTO Active Output ....................................76

PTO Cab Throttle RPM Limit....................154

PTO Configuration - Cab Switches ............80

PTO Configuration ..................................152

PTO Configurations....................................79

PTO Customer Access Connector ............78

PTO Engine RPM Set Speed A ..............153

PTO Engine RPM Set Speed B ..............153

PTO Engine RPM Set Speed Input A ......168

PTO Engine RPM Set Speed Input A ......170

PTO Engine RPM Set Speed Input B ......168

PTO Engine RPM Set Speed ..................152

PTO Engine Shutdown Switch ................168

PTO Engine Shutdown Switch ..................76

PTO Interlocks ..........................................78

PTO Kickout Vehicle Speed Limit ............155

PTO Kickout Vehicle Speed Limit ..............77

PTO On/Off Switch Operation....................75

PTO On/Off Switch ..................................169

PTO Output Activation Speed ..................156

PTO Shutdown Time ................................156

PTO Switch On Lamp ..............................172

INDEX



PTO Switch ON Lamp................................48

PTO Switch On Lamp ................................75

PTO Switches ............................................63

PTO to Set Speed ....................................154

PTO Top Engine Limit ..............................153

Q

Quick Stop Rate ......................................166

Quick Stop Recorder................................191

R

Rating Number ........................................145

Recommendations for Cooling Fan..........100

Recommendations for the Exhaust Brake....................................100

Remote Accelerator PedalSensor Common Connections ..................37

Remote Accelerator Pedal SensorInput Electrical Specifications ....................37

Remote Accelerator PositionSensor Assemblies ....................................36

Remote Accelerator PositionSensor PWM Input ....................................37

Remote PTO Resume Switch ..................169

Remote PTO Set Switch ..........................169

Remote Switches Programmable Options ......................................................85

Remote Switches ......................................83

Remote Throttle Programmable Options....87

Remote Throttle ........................................86

S

SAE J1587 Data Link Broadcast Parameters ............................115

SAE J1587/J1708 Data Link ....................114

SAE J1939 Data Link Broadcast Messages ..............................119

SAE J1939 Data Link Received Messages ................................136

SAE J1939 Data Link ..............................118

Sealing Splices and Ring Terminals ..........29

Secondary Fuel Tank Size (GMT560 only) ........................................164

Selected Engine Rating ..........................145

Selecting a Sensor ....................................50

Sensor Common Connections ..................22

Sensor Common Connections ..................60

Sensor Common for PTO Applications ......75

Service Brake Pedal Position Switch #1 ................................................171

Service Brake Pedal Position Switch #2 Function ....................................66

Service Brake Pedal PositionSwitches/Function......................................61

Service Brake Switch ................................73

Set/Resume Switch....................................68

Set/Resume Switch....................................69

Shift Relay Operation withCruise Control or Vehicle SpeedLimiting Not Active ..................................102

Shift Relay Operation withCruise Control or Vehicle SpeedLimiting Active ..........................................103

Shutdown Override Switch(Mass Transit only) ....................................64

Smart Idle Parameters ............................162

Smart Idle ..................................................70

Soft Vehicle Speed Limit ..........................147

SoftCruise Control....................................150

Speedometer and TachometerOutput Accuracy ........................................44

Speedometer And Tachometer ..................42

Speedometer Signal Accuracy ..................44

Starting Aid Output ..................................160

Stop Lamp..................................................49

Suppression Of Voltage Transientsand Electrical Noise ..................................23

Switch Function/Interactionfor Cruise Control ......................................69

Switch to Sensor CommonElectrical Specifications ............................60

INDEX



Switch to Sensor Common Inputs..............61

Switch-to-Battery Circuit Protection ..........66

Switch-to-Battery Electrical Specifications ............................65

T

Tachometer Calibration ............................147

Tachometer Signal Accuracy......................44

Theft Deterrent Password ........................166

Theft Deterrent System Control ..............165

Three Terminal Deutsch Mating Connector ......................................34

Three Terminal PackardElectric Mating Connector..........................35

Timer Parameters ....................................160

Top Engine Limit (TEL) ............................158

Torque limit Switch ..................................168

Torque Limit..............................................155

Torque Rise Shaping....................................4

Transmission Neutral Start Interlock ........160

Transmission Neutral SwitchStatus via J1939 Data Link ........................67

Transmission Neutral Switch ....................167

Transmission Neutral Switch ......................66

Transmission Neutral Switch ......................74

Transmission Style ..................................158

Transmissions Equippedwith J1939 Communication ......................100

Transmissions ..........................................100

Trip Data ..................................................190

Trip Histograms ........................................191

Trip Parameters........................................165

Truck Manufacturer Parameters ..............145

Truck Manufacturer ..................................145

Twisted Pair Wiring ....................................31

Two Speed Axle Switch............................167

Two Speed Axle Switch..............................62

V

Vehicle ID ................................................145

Vehicle Speed Cal (J1939 ABS) ..............146

Vehicle Speed Cal (J1939-Trans) ............146

Vehicle Speed Calibration ........................145

Vehicle Speed Input Circuit ........................38

Vehicle Speed Input ................................168

Vehicle Speed Limit..................................146

Vehicle Speed Parameters ......................145

Viewing Diagnostic Flash Codesusing Diagnostic Enable Input....................47

Viewing Diagnostic Flash Codes................46

Voltage Requirements and Considerations ....................................24

Voltage thresholds measured at ECM........65

VSL Protection ........................................147

W

Wait To Start Lamp ..................................172

Wait To Start Lamp ....................................48

Wait to Start Lamp ....................................49

Warm Up Mode Idle Speed......................152

Warning Lamp Operation ..........................47

Warning Lamp Output usedfor High Coolant TemperatureShutdown Signal ........................................47

Welding on a Vehicle Equippedwith a C7 or C9 Engine ..............................24

INDEX

LEBT2835-02 ©2008 Caterpillar Printed in U.S.A.All rights reserved.

Information contained in this publication may be considered confidential.Discretion is recommended when distributing.Materials and specifications are subject to change without notice.

CAT, CATERPILLAR, their respective logos, “Caterpillar Yellow” and the POWER EDGE trade dress, as well ascorporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission.

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C7-C9 Electrical Electronic Guide

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