C175 Lebe7178-00

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2/25/2009 7:58 AM
V002 D9D8
Table Of Contents
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Table of Contents
1 INTRODUCTION AND PURPOSE ....................................................................... 15
1.1 REFERENCES...................................................................................................................................... 15
2 IMPORTANT SAFETY INFORMATION ............................................................... 16
2.1 ELECTRICAL SAFETY ......................................................................................................................... 17
2.2 ELECTROSTATIC DISCHARGE AWARENESS.................................................................................. 17
2.3 WELDING ON A MACHINE.................................................................................................................. 18
2.4 HIGH PRESSURE FUEL WARNING.................................................................................................... 18
2.5 REPLACEMENT PARTS ...................................................................................................................... 19
3 ENGINE SYSTEM OVERVIEW ............................................................................ 20
3.1 ENGINE ELECTRONIC CONTROL MODULE ..................................................................................... 20
SENSOR VOLTAGE.........................................................................................................................................21
ROUTING .........................................................................................................................................................22
SHORT CIRCUIT PROTECTION .....................................................................................................................22
3.2 COMMON RAIL FUEL SYSTEM .......................................................................................................... 23
FUEL TRANSFER PUMP.................................................................................................................................23
HIGH PRESSURE PUMP.................................................................................................................................23
FUEL CONTROL VALVE .................................................................................................................................23
3.3 ELECTRIC FUEL INJECTORS............................................................................................................. 24
HIGH PRESSURE COMMON RAIL – INJECTOR OPERATION......................................................................24
3.4 ENGINE SENSORS .............................................................................................................................. 25
ENGINE POSITION SENSING.........................................................................................................................27
SPEED TIMING SENSORS - OPERATION .....................................................................................................27
LUBICATION SYSTEM SENSING ...................................................................................................................29
COOLING SYSTEM SENSING ........................................................................................................................30
AIR SYSTEM SENSING...................................................................................................................................31
TURBO CHARGING SYSTEM SENSING ........................................................................................................32
FUEL TRANSFER SYSTEM SENSING ...........................................................................................................33
HIGH PRESSURE COMMON RAIL SENSING ................................................................................................35
ELECTRONIC COOLANT TEMPERATURE CONTROL MODULE..................................................................37
4 POWER AND GROUNDING ................................................................................ 38

4.1 SYSTEM VOLTAGE ............................................................................................................................. 38
MINIMUM BATTERY VOLTAGE ......................................................................................................................38
WIRE SIZING ...................................................................................................................................................38
BATTERY DISCONNECT SWITCH .................................................................................................................38
4.2 GROUNDING THE ENGINE................................................................................................................. 39
4.3 GROUNDING SR5 GENERATORS ..................................................................................................... 40
4.4 STARTING SYSTEM WIRING.............................................................................................................. 42
4.5 BATTERY CABLE SIZING (MAXIMUM ALLOWABLE RESISTANCE) .................................................................. 42
FIXED RESISTANCE IN A PARALLEL CIRCUIT.............................................................................................44
CONNECTIONS/PROPER PRACTICES..........................................................................................................44
4.6 WELDING AND AN ELECTRONIC ENGINE........................................................................................ 45
4.7 TRANSIENT VOLTAGE SUPPRESSION.............................................................................................46
TRANSIENT SUPPRESSION TECHNIQUES ..................................................................................................46
4.8 POWER CONTROL PANELS............................................................................................................... 47
4.9 ECM POWER SUPPLY CONNECTIONS............................................................................................. 50
FUSING ............................................................................................................................................................50
4.10 KEY SWITCH CONNECTION (OPTION) ........................................................................................... 51
KEY SWITCH OPERATION .............................................................................................................................52
4.11 ECM - INTERNAL BATTERY.............................................................................................................. 52
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4.12 ECM - CURRENT REQUIREMENTS ................................................................................................. 53

4.13 FUSE LIST .......................................................................................................................................... 53
5 CONNECTORS AND WIRING HARNESSES ...................................................... 54
5.1 WIRING HARNESS COMPONENTS ................................................................................................... 54
DT CONNECTOR.............................................................................................................................................54
DEUTSCH HD CONNECTORS........................................................................................................................55
DRY / ACE CONNECTOR................................................................................................................................55
OPTIONAL CATERPILLAR CUSTOMER HARNESS ......................................................................................55
AMPSEAL CONNECTORS ..............................................................................................................................56
AMPSEAL CONNECTORS AND TOOLS.........................................................................................................56
CONNECTOR SERVICE KIT ...........................................................................................................................56
5.2 ENGINE INTERFACE CONNECTOR (EIC) ......................................................................................... 57
CONNECTOR TERMINALS .............................................................................................................................58
WIRE TYPE AND GAUGE SIZE.......................................................................................................................58
WIRE SIZE .......................................................................................................................................................59
WIRE INSULATION..........................................................................................................................................59
5.3 CONNECTOR SEAL PLUGS ............................................................................................................... 60
5.4 WIRING HARNESS DESIGN ............................................................................................................... 60
HARNESS ROUTING.......................................................................................................................................60
MAINTENANCE CONSIDERATIONS ..............................................................................................................61
HARNESS BENDS ...........................................................................................................................................61
HARNESS BENDS (AT CONNECTORS).........................................................................................................61
DRIP LOOP ......................................................................................................................................................62
SEALING SPLICES AND RING TERMINALS ..................................................................................................62
WIRE CONNECTION CRIMP GUIDELINES AND TOOLING ..........................................................................63
5.5 SERVICE TOOL CONNECTOR WIRING.............................................................................................64
SERVICE TOOL CONNECTOR PIN-OUTS .....................................................................................................64
SERVICE TOOL WIRING SCHEMATIC...........................................................................................................64
TERMINATING RESISTOR..............................................................................................................................64
5.6 CAN DATA LINK HARNESS DESIGN.................................................................................................. 65
5.7 CONNECTING MODULES TO THE CAN DATA LINK ........................................................................ 66
CAN DATA LINK KEY COMPONENTS............................................................................................................66
6 SECURITY ........................................................................................................... 68
6.1 EQUIPMENT IDENTIFICATION ........................................................................................................... 68
EQUIPMENT IDENTIFICATION - CONFIGURATION......................................................................................68
6.2 CUSTOMER PASSWORDS ................................................................................................................. 68
CUSTOMER PASSWORD(S) - CONFIGURATION .........................................................................................68
6.3 PARAMETER LOCKOUT ..................................................................................................................... 69
PARAMETER LOCKOUT - CONFIGURATION ................................................................................................69
7 STARTING AND STOPPING THE ENGINE ........................................................ 70

7.1 STARTING THE ENGINE ..................................................................................................................... 70
STARTING PROCEDURE................................................................................................................................70
REDUNDANT STARTING ................................................................................................................................70
7.2 STARTING SYSTEM PARAMETERS .................................................................................................. 70
STARTING SYSTEM SELECTION MODE.......................................................................................................70
STARTER PINION ENGAGEMENT DETECTION SYSTEM ENABLE STATUS..............................................71
STARTING SYSTEM #1 TYPE ........................................................................................................................71
STARTING SYSTEM #2 TYPE ........................................................................................................................72
ENGINE STATE CONTROL PARAMETERS ...................................................................................................73
7.3 EMERGENCY STOP (E-STOP) ........................................................................................................... 74
ACTIVATING THE EMERGENCY STOP .........................................................................................................74
RESETTING A LATCHED SHUTDOWN ..........................................................................................................74
7.4 CONFIGURABLE E-STOP ................................................................................................................... 75
7.5 E-STOP - I/O REQUIREMENTS........................................................................................................... 75
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INPUTS ............................................................................................................................................................75
7.6 REMOTE E-STOP SWITCH - INPUT TYPE CONFIGURATION ......................................................... 78
7.7 REMOTE SHUTDOWN......................................................................................................................... 78
REMOTE SHUTDOWN ....................................................................................................................................79
75% ENGINE OVER SPEED VERIFY..............................................................................................................79
8 ENGINE SPEED DEMANDS................................................................................ 80

8.1 CAN SPEED CONTROL (TSC1) (DATA LINK COMMAND)................................................................ 80
CAN SPEED CONTROL CONFIGURATION ...................................................................................................80
CAN SPEED CONTROL INSTALLATION ........................................................................................................80
8.2 THROTTLE POSITION SENSOR......................................................................................................... 80
8.3 START/RUN/STOP CONTROL ............................................................................................................ 81
REQUESTED ENGINE CONTROL MODE ......................................................................................................81
DATALINK CONTROL ENABLE.......................................................................................................................83
8.4 ENGINE CONTROL PARAMETERS.................................................................................................... 83
ENGINE SPEED CONTROL PARAMETERS...................................................................................................83
ENGINE/GEAR PARAMETERS .......................................................................................................................83
LOW IDLE SPEED ...........................................................................................................................................84
LOW IDLE SPEED CONFIGURATION ............................................................................................................84
8.5 THROTTLE ARBITRATION STRATEGY .............................................................................................84
THROTTLE ARBITRATION STRATEGY INSTALLATION ...............................................................................85
8.6 SIMPLE DROOP - ISOCHRONOUS MODE CONTROL...................................................................... 85
DROOP/ISOCHRONOUS MODE CONTROL W/DATA LINK OVERRIDE.......................................................85
EP SETPOINT DROOP CONTROL WITH DATA LINK OVERRIDE ................................................................85
FAILURE MODE FUNCTIONALITY .................................................................................................................87
8.7 COOLDOWN / SHUTDOWN STRATEGY............................................................................................ 87
9 SPEED GOVERNOR TUNING ............................................................................. 88
9.1 ENGINE INSTABILITY CHECK LIST ................................................................................................... 88
9.2 TUNING THE SPEED GOVERNOR..................................................................................................... 89
9.3 RESTORING FACTORY DEFAULT GOVERNOR GAINS................................................................... 90
GOVERNOR CONFIGURATION SYSTEM PARAMETERS ............................................................................90
10 ENGINE MONITORING AND PROTECTION ...................................................... 92

10.1 MONITORING SYSTEM - PROGRAMMABLE SETTINGS................................................................ 92
WARNING, DERATE, OR SHUTDOWN ACTIONS..........................................................................................94
ENGINE PROTECTION PARAMETERS..........................................................................................................96
10.2 DIAGNOSTIC CODES ........................................................................................................................ 96
ACTIVE CODES ...............................................................................................................................................96
LOGGED CODES.............................................................................................................................................97
11 COLD STARTING AID ......................................................................................... 99

11.1 COMMON STARTING AIDS OVERVIEW .......................................................................................... 99
ELECTRIC STARTING.....................................................................................................................................99
ETHER STARTING ..........................................................................................................................................99
11.2 CONTINUOUS FLOW ETHER STARTING AID SYSTEM ...............................................................100
ETHER START OPERATION.........................................................................................................................100
ETHER START CONFIGURATION................................................................................................................101
ETHER START INSTALLATION ....................................................................................................................101
11.3 STARTING AID SELECTION STRATEGY .......................................................................................104
11.4 JACKET WATER HEATER OPTION................................................................................................ 104
12 CHARGING AND STARTING SYSTEM ............................................................ 107
12.1 ALTERNATOR .................................................................................................................................. 107
ALTERNATOR - INSPECT .............................................................................................................................107
C175 ALTERNATOR ......................................................................................................................................108
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12.2 STARTING SOLENOID .................................................................................................................... 108

TYPICAL SOLENOID .....................................................................................................................................108
STARTING MOTOR PROTECTION...............................................................................................................109
DC CIRCUIT BREAKER.................................................................................................................................109
12.3 C175 STARTERS ............................................................................................................................. 111
STARTER PART NUMBERS .........................................................................................................................111
12.4 STARTER CONFIGURATION .......................................................................................................... 111
PRIMARY AND SECONDARY STARTER CONTROL ...................................................................................111
STARTER MOTOR DRIVE ENGAGEMENT PROTECTION..........................................................................111
STARTER MOTOR TEMPERATURE PROTECTION ....................................................................................111
13 PRE-LUBE SYSTEM.......................................................................................... 112

13.1 PRELUBE OVERRIDE...................................................................................................................... 112
13.2 PRELUBE CIRCUIT.......................................................................................................................... 112
13.3 PRE-LUBE INPUTS AND OUTPUTS ...............................................................................................113
INPUTS ..........................................................................................................................................................113
OUTPUTS ......................................................................................................................................................113
13.4 PRELUBE FUNCTIONS ................................................................................................................... 114
PRELUBE REQUEST SOURCES ..................................................................................................................114
PRELUBE OIL PRESENCE ...........................................................................................................................114
PRELUBE STATES ........................................................................................................................................114
PRELUBE REMAINING TIME ........................................................................................................................115
13.5 PRE-LUBE CONFIGURATIONS ...................................................................................................... 115
RUN TIME CONFIGURATIONS .....................................................................................................................115
ENGINE PRE-LUBE PARAMETERS .............................................................................................................115
14 ENGINE MANAGEMENT SYSTEM (EMS) ........................................................ 117

14.1 PRIMARY FUNCTIONS CONTROL STRATEGY ............................................................................117
THE ENGINE GOVERNOR............................................................................................................................117
AIR TO FUEL RATIO CONTROL ...................................................................................................................117
INJECTION TIMING CONTROL.....................................................................................................................117
TORQUE RISE SHAPING..............................................................................................................................117
COLD STARTING STRATEGY ......................................................................................................................117
COLD MODE OPERATION............................................................................................................................117
INTERLOCKS.................................................................................................................................................117
14.2 SYSTEM PARAMETERS..................................................................................................................118
PROGRAMMING PARAMETERS ..................................................................................................................118
14.3 FACTORY CONFIGURATION PARAMETERS................................................................................120
ENGINE SERIAL NUMBER............................................................................................................................120
ENGINE SERIAL NUMBER - CONFIGURATION...........................................................................................120
RATING NUMBER..........................................................................................................................................120
RATING NUMBER - CONFIGURATION ........................................................................................................120
FLS (FULL LOAD SETTING)..........................................................................................................................121
FTS (FULL TORQUE SETTING) ....................................................................................................................121
14.4 CUSTOMER CONFIGURATION PARAMETERS ............................................................................ 121
SOFTWARE FLASH FILE ..............................................................................................................................122
EQUIPMENT ID..............................................................................................................................................122
ENGINE SERIAL NUMBER............................................................................................................................122
ECM SERIAL NUMBER .................................................................................................................................122
SOFTWARE GROUP PART NUMBER ..........................................................................................................122
SOFTWARE GROUP RELEASE DATE .........................................................................................................122
SOFTWARE GROUP DESCRIPTION............................................................................................................122
RATED ENGINE SPEED................................................................................................................................122
14.5 I/O CONFIGURATION PARAMETERS ............................................................................................122
AIR INTAKE SHUTOFF DETECTION INSTALLATION STATUS...................................................................122
COLD CYLINDER CUTOUT...........................................................................................................................123
DIRECT FUEL CONTROL MODE ..................................................................................................................123
14.6 SECURITY ACCESS PARAMETERS .............................................................................................. 123
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TATTLETALE .................................................................................................................................................123
TOTAL TATTLETALE.....................................................................................................................................123
14.7 INPUT PROCESSING - J1939 DATA LINK SENSORS...................................................................123
HPCR ACTUAL THROTTLE POSITION ........................................................................................................123
ENGINE COOLANT PUMP OUTLET TEMPERATURE .................................................................................123
ACTIVE AND PASSIVE SENSORS ...............................................................................................................124
14.8 ENGINE SPEED INPUTS – SPEED/TIMING/DIRECTION ..............................................................131
15 DATA COMMUNICATIONS ............................................................................... 134
15.1 DATA LINKS ..................................................................................................................................... 134
SAE J1939 DATA LINK ..................................................................................................................................134
CAT DATA LINK .............................................................................................................................................136
MODBUS DATA LINK ....................................................................................................................................136
15.2 ELECTRONIC MODULAR CONTROL PANEL 3 (ECMP 3) ............................................................ 137
ALARM INDICATORS ....................................................................................................................................139
DIGITAL INPUTS............................................................................................................................................139
15.3 CONTROL PANEL............................................................................................................................ 140
15.4 ANNUNCIATOR MODULE ............................................................................................................... 141
GENERAL INFORMATION ............................................................................................................................141
BASIC OPERATION.......................................................................................................................................141
CONFIGURATION..........................................................................................................................................141
15.5 ANNUNCIATOR PANEL - INSPECT ................................................................................................ 142
16 APPENDICES .................................................................................................... 143
APPENDIX 01 ECM PIN ASSIGNMENTS.................................................................. 144
APPENDIX 02 C175 EPG MODEL VIEW ILLUSTRATIONS ..................................... 146
APPENDIX 03 ECM A4 ELECTRICAL BOX .............................................................. 147
ENGINE INTERFACE CONNECTOR.............................................................................................................148
ELECTRICAL BOX CONNECTORS (OTHER)...............................................................................................150
APPENDIX 04 LH & RH HARNESS ........................................................................... 152

APPENDIX 05 PARAMETER CONFIGURATION ...................................................... 155
PROGRAMMABLE MONITORING SYSTEM (PMS) ......................................................................................155
APPENDIX 06 OVERRIDE PARAMETERS ............................................................... 158

CONFIGURABLE PARAMETERS SUMMARY ..............................................................................................158
CONFIGURABLE BASIC ENGINE PARAMETERS .......................................................................................158
CONFIGURABLE EPG FEATURE PARAMETERS........................................................................................158
APPENDIX 07 ENGINE SENSOR PLACEMENT ....................................................... 161

APPENDIX 08 SENSOR GUIDE ................................................................................ 167
C175 SENSOR DATA & IMAGES ............................................................................................................ 167
TBD ................................................................................................................................................................167
TBD ................................................................................................................................................................167
247-7635 ........................................................................................................................................................167
TBD ................................................................................................................................................................167
266-0136 ........................................................................................................................................................167
238-0112 ........................................................................................................................................................167
287-1866 ........................................................................................................................................................167
274-6720 ........................................................................................................................................................167
274-6721 ........................................................................................................................................................168
306-6834 ........................................................................................................................................................168
219-7105 ........................................................................................................................................................168
3E-8595 ..........................................................................................................................................................168
224-4535 ........................................................................................................................................................168
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239-9957 ........................................................................................................................................................168
123-2993 ........................................................................................................................................................168
196-6846 ........................................................................................................................................................168
178-2345 ........................................................................................................................................................168
244-5544 ........................................................................................................................................................168
191-8305 [1] ...................................................................................................................................................168
191-8304 [2] ...................................................................................................................................................168
144-2813 ........................................................................................................................................................168
195-2431 ........................................................................................................................................................168
SENSOR ECM, ELECTRICAL, PHYSICAL DATA, & PART NUMBERS................................................. 169
CAMSHAFT POSITION PRIMARY.................................................................................................................169
191-8305 ........................................................................................................................................................169
CAMSHAFT POSITION SECONDARY ..........................................................................................................169
191-8304 ........................................................................................................................................................169
CONFIG..........................................................................................................................................................169
CONFIG..........................................................................................................................................................169
CONFIG..........................................................................................................................................................169
ATMOSPHERIC PRESSURE.........................................................................................................................169
306-6834 ........................................................................................................................................................169
ENGINE OIL BLOCK INLET PRESSURE ......................................................................................................169
274-6721 ........................................................................................................................................................169
FUEL TRANSFER PRESSURE PUMP OUTLET ...........................................................................................169
274-6721 ........................................................................................................................................................169
FUEL TRANSFER PRESSURE FILTERED ...................................................................................................169
274-6721 ........................................................................................................................................................169
OIL LEVEL SENSING.....................................................................................................................................169
251-5520 ........................................................................................................................................................169
AIR INLET MANIFOLD PRESSURE ..............................................................................................................169
274-6721 ........................................................................................................................................................169
COMPRESSER ILET AIR PRESSURE 1 LH .................................................................................................169
306-6834 ........................................................................................................................................................169
COMPRESSOR INLET AIR PRESSURE 2 RH ..............................................................................................169
306-6834 ........................................................................................................................................................169
HPCR RAIL PRESSURE................................................................................................................................169
287-1866 ........................................................................................................................................................169
CRANK CASE PRESSURE............................................................................................................................169
306-6834 ........................................................................................................................................................169
SCAC CORE WATER INLET TEMPERATURE .............................................................................................169
238-0112 ........................................................................................................................................................169
FUEL TRANSFER TEMPERATURE ..............................................................................................................169
238-0112 ........................................................................................................................................................169
AIR INLET MANIFOLD TEMPERATURE RH .................................................................................................169
238-0112 ........................................................................................................................................................169
COMPRESSOR INLET AIR TEMPERATURE................................................................................................169
238-0112 ........................................................................................................................................................169
FUEL FILTER (SUCTION SIDE) DIFF PRESS .............................................................................................169
266-0136 ........................................................................................................................................................169
PAS: ENGINE COOLANT BLOCK OUTLET TEMPERATURE ......................................................................169
238-0112 ........................................................................................................................................................169
ACT: SCAC PUMP OUTLET PRESSURE .....................................................................................................169
274-6721 ........................................................................................................................................................169
ACT: ENGINE COOLANT BLOCK OUTLET PRESSURE..............................................................................169
274-6721 ........................................................................................................................................................169
ACT: ENGINE COOLANT BLOCK INLET PRESSURE..................................................................................170
274-6721 ........................................................................................................................................................170
ACT: ENGINE OIL FILTER INLET PRESSURE .............................................................................................170
274-6719 ........................................................................................................................................................170
PAS: ENGINE OIL BLOCK INLET TEMPERATURE......................................................................................170
238-0112 ........................................................................................................................................................170
ANALOG THROT/DIRECT RACK FUELING..................................................................................................170
PAS: HPCR RAIL TEMPERATURE ...............................................................................................................170
238-0112 ........................................................................................................................................................170
FUEL FILTER (SUCTION SIDE) INTAKE PRESS .........................................................................................170
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274-6720 ........................................................................................................................................................170
DRIVEN EQUIPMENT SHUTDOWN..............................................................................................................170
E/STOP ..........................................................................................................................................................170
RUN/STOP .....................................................................................................................................................170
AIR SHUTOFF POSITION FEED BACK INPUT.............................................................................................170
RATED SPEED SWITCH ...............................................................................................................................170
CRANKING MOTOR SELECT .......................................................................................................................170
ENGINE COOLANT LEVEL DISCRETE ........................................................................................................170
239-9957 ........................................................................................................................................................170
MONITORING SYSTEM OVERRIDE .............................................................................................................170
RAPID START/SHUTDOWN REQUEST........................................................................................................170
LOW IDLE SPEED SWITCH .........................................................................................................................170
SPARE ...........................................................................................................................................................170
TBD ................................................................................................................................................................170
RUN/STOP 2 ..................................................................................................................................................170
E-STOP 2/MOMENTARY STOP ....................................................................................................................170
REMOTE CONTROL ENABLE.......................................................................................................................170
PRELUBE MANUAL REQUEST.....................................................................................................................170
HPCR RAIL LEAK DETECTION.....................................................................................................................170
261-2773 ........................................................................................................................................................170
RESERVED FOR A-TRIM ..............................................................................................................................170
THROTTLE 1 (DIRECT RACK / FUELING)....................................................................................................170
CONFIG..........................................................................................................................................................170
CONFIG..........................................................................................................................................................170
CONFIG..........................................................................................................................................................170
TURBINE INLET TEMPERATURE LH ...........................................................................................................171
247-7635 ........................................................................................................................................................171
TURBINE INLET TEMPERATURE RH...........................................................................................................171
247-7635 ........................................................................................................................................................171
ABB? ..............................................................................................................................................................171
ABB? ..............................................................................................................................................................171
SPARE ...........................................................................................................................................................171
CONFIG..........................................................................................................................................................171
INJECTOR BANK 1 HS 1 ...............................................................................................................................171
INJECTOR BANK 1 HS 2 ...............................................................................................................................171
INJECTOR BANK 1 HS 3 ...............................................................................................................................171
INJECTOR BANK 1 LS1 #1............................................................................................................................171
INJECTOR BANK 1 LS1 #2............................................................................................................................171
INJECTOR BANK 1 LS1 #3............................................................................................................................171
INJECTOR BANK 1 LS2 #1............................................................................................................................171
INJECTOR BANK 1 LS2 #2............................................................................................................................171
INJECTOR BANK 1 LS2 #3............................................................................................................................171
INJECTOR BANK 2 HS 1 ...............................................................................................................................171
INJECTOR BANK 2 HS 2 ...............................................................................................................................171
INJECTOR BANK 2 HS 3 ...............................................................................................................................171
INJECTOR BANK 2 LS1 #1............................................................................................................................171
INJECTOR BANK 2 LS1 #2............................................................................................................................171
INJECTOR BANK 2 LS1 #3............................................................................................................................171
INJECTOR BANK 2 LS2 #1............................................................................................................................171
INJECTOR BANK 2 LS2 #2............................................................................................................................171
INJECTOR BANK 2 LS2 #3............................................................................................................................171
INJECTOR BANK 3 HS 1 ...............................................................................................................................172
INJECTOR BANK 3 HS 2 ...............................................................................................................................172
INJECTOR BANK 3 HS 3 ...............................................................................................................................172
INJECTOR BANK 3 LS1 #1............................................................................................................................172
INJECTOR BANK 3 LS1 #2............................................................................................................................172
INJECTOR BANK 3 LS1 #3............................................................................................................................172
INJECTOR BANK 3 LS2 #1............................................................................................................................172
INJECTOR BANK 3 LS2 #2............................................................................................................................172
INJECTOR BANK 3 LS2 #3............................................................................................................................172
INJECTOR BANK 4 HS 1 ...............................................................................................................................172
INJECTOR BANK 4 HS 2 ...............................................................................................................................172
INJECTOR BANK 4 HS 3 ...............................................................................................................................172
INJECTOR BANK 4 LS1 #1............................................................................................................................172
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INJECTOR BANK 4 LS1 #2............................................................................................................................172

INJECTOR BANK 4 LS1 #3............................................................................................................................172
INJECTOR BANK 4 LS2 #1............................................................................................................................172
INJECTOR BANK 4 LS2 #2............................................................................................................................172
INJECTOR BANK 4 LS2 #3............................................................................................................................172
STARTER ENABLE RELAY + ........................................................................................................................172
STARTER ENABLE RELAY - .........................................................................................................................172
CONFIG..........................................................................................................................................................172
STARTER ENABLE RELAY + ........................................................................................................................172
STARTER ENABLE RELAY - .........................................................................................................................172
CONFIG..........................................................................................................................................................172
CONFIG..........................................................................................................................................................173
FUEL PRIMING PUMP RELAY ......................................................................................................................173
OIL RENEWAL SYSTEM RELAY...................................................................................................................173
CONFIG..........................................................................................................................................................173
CONFIG..........................................................................................................................................................173
CONFIG..........................................................................................................................................................173
ETHER HOLD-IN RELAY ...............................................................................................................................173
DIGITAL OUTPUT RETURN ..........................................................................................................................173
POWER MODING OUTPUT (SIMULATES KEY SWITCH TO AUX EQUIPMENT) .......................................173
CONFIG..........................................................................................................................................................173
CONFIG..........................................................................................................................................................173
CONFIG..........................................................................................................................................................173
SPARE ...........................................................................................................................................................173
SHUTDOWN NOTIFY ....................................................................................................................................173
DIAGNOSTIC ACTIVE LAMP.........................................................................................................................173
REMOVED FROM A4E4V3............................................................................................................................173
SENSOR FEATURES............................................................................................................................... 173
EXHAUST PORT THERMOCOUPLES ..........................................................................................................173
TBD ................................................................................................................................................................173
EXHAUST TEMPERATURE: RTD (2) ............................................................................................................174
TBD ................................................................................................................................................................174
TURBINE INLET THERMOCOUPLES (2)......................................................................................................174
TBD ................................................................................................................................................................174
TURBINE INLET THERMOCOUPLES (2)......................................................................................................174
TBD ................................................................................................................................................................174
AIR INLET MANIFOLD TEMPERATURE LH .................................................................................................174
238-0112 ........................................................................................................................................................174
AIR INLET MANIFOLD TEMPERATURE RH .................................................................................................174
COMPRESSOR INLET AIR TEMPERATURE................................................................................................174
ENGINE COOLANT BLOCK OUTLET TEMPERATURE ...............................................................................174
FUEL TRANSFER TEMPERATURE ..............................................................................................................174
ENGINE OIL BLOCK INLET TEMPERATURE ...............................................................................................174
HPCR RAIL TEMPERATURE ........................................................................................................................174
HPCR RAIL PRESSURE................................................................................................................................174
287-1866 ........................................................................................................................................................174
ENGINE OIL BLOCK INLET PRESSURE ......................................................................................................174
274-6719 ........................................................................................................................................................174
FUEL TRANSFER PRESSURE PUMP OUTLET ...........................................................................................174
AIR INLET MANIFOLD PRESSURE ..............................................................................................................174
274-6721 ........................................................................................................................................................174
FUEL TRANSFER PRESSURE PUMP INLET ...............................................................................................174
COMPRESSOR OUTLET AIR PRESSURE ...................................................................................................174
ATMOSPHERIC PRESSURE.........................................................................................................................174
241-1798 ........................................................................................................................................................174
COMPRESSER ILET AIR PRESSURE LH ....................................................................................................174
COMPRESSOR INLET AIR PRESSURE RH .................................................................................................174
CRANKCASE PRESSURE.............................................................................................................................174
MANIFOLD AIR PRESSURE .........................................................................................................................174
274-6721 ........................................................................................................................................................174
COOLANT BLOCK OUTLET PRESSURE .....................................................................................................174
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COOLANT PUMP OUTLET PRESSURE .......................................................................................................174

SCAC PUMP OUTLET PRESSURE...............................................................................................................174
COOLANT BLOCK OUTLET PRESSURE .....................................................................................................174
219-7105 ........................................................................................................................................................174
COOLANT PUMP OUTLET PRESSURE .......................................................................................................174
SCAC PUMP OUTLET PRESSURE...............................................................................................................174
HYDRAX OIL PRESSURE .............................................................................................................................175
3E-8595 ..........................................................................................................................................................175
HYDRAX OIL PRESSURE .............................................................................................................................175
224-4535 ........................................................................................................................................................175
COOLANT TANK LEVEL................................................................................................................................175
239-9957 ........................................................................................................................................................175
SCAC TANK LEVEL .......................................................................................................................................175
FUEL LEVEL ..................................................................................................................................................175
123-2993 ........................................................................................................................................................175
WET SENSOR ( 1, 2 OR 4)............................................................................................................................175
196-6846 ........................................................................................................................................................175
WATER-IN-FUEL SENSOR ...........................................................................................................................175
178-2345 ........................................................................................................................................................175
CRANKSHAFT POSITION SENSOR .............................................................................................................175
244-5544 ........................................................................................................................................................175
CRANKSHAFT POSITION SENSOR BACKUP .............................................................................................175
CAMSHAFT POSITION SENSOR..................................................................................................................175
191-8305 ........................................................................................................................................................175
CAMSHAFT POSITION SENSOR BACKUP ..................................................................................................175
191-8304 ........................................................................................................................................................175
OIL LEVEL SENSOR......................................................................................................................................175
144-2813 ........................................................................................................................................................175
OIL CONDITION SENSOR.............................................................................................................................175
MAIN BEARING TEMPERATURE SENSOR .................................................................................................175
DETONATION SENSOR ................................................................................................................................175
195-2431 ........................................................................................................................................................175
BLUE: VERIFY ...............................................................................................................................................175
RED: ELIMINATE ...........................................................................................................................................175
APPENDIX 09 PRODUCT AND DEALER INFORMATION SHEET........................... 176

APPENDIX 10 GENERATOR START-UP CHECKLIST............................................. 177
APPENDIX 11 PACKAGE EQUIPMENT SUMMARY ................................................ 179
Glossary...........................................................................................................................182
Index................................................................................................................................... 184
Figures
FIGURE 3-1 BASIC ENGINE ELECTRONICS OVERVIEW .................................................................................... 20
FIGURE 3-2 ELECTRICAL BOX & ...................................................................................................................21
FIGURE 3-3 A4 ECM .................................................................................................................................. 21
FIGURE 3-4 CAT COMMON RAIL FUEL SYSTEM ............................................................................................. 23
FIGURE 3-5 FUEL SYSTEM AND INJECTORS.................................................................................................... 24
FIGURE 3-6 SYSTEM DIAGRAM – C175 BASIC ENGINE (REFERENCE ONLY).................................................... 26
FIGURE 3-7 ENGINE POSITION SENSING ........................................................................................................ 27
FIGURE 3-8 SPEED TIMING ...........................................................................................................................28
FIGURE 3-9 C175 LUBE SYSTEM .................................................................................................................. 29
Table Of Contents
12
FIGURE 3-10 C175 COOLING SYSTEM .......................................................................................................... 30

FIGURE 3-11 C175 AIR SYSTEM ................................................................................................................... 31
FIGURE 3-12 C175 AIR SYSTEM – TURBOCHARGER ...................................................................................... 32
FIGURE 3-13 FUEL SYSTEM SENSORS .......................................................................................................... 33
FIGURE 3-14 FUEL SUPPLY SENSOR DIAGRAM ............................................................................................. 34
FIGURE 3-15 HPCR – RAIL SENSORS .......................................................................................................... 35
FIGURE 3-16 ELECTRONIC COOLANT TEMPERATURE CONTROL MODULE (ECTCM) ........................................ 37
FIGURE 3-17 ELECTRONIC CONTROL MODULE SIGNAL................................................................................... 37
FIGURE 4-1 BATTERY DISCONNECT SWITCH (CIRCUIT BREAKERS ARE NOT SHOWN)......................................... 39
FIGURE 4-2 RESISTANCE IN OHMS ................................................................................................................ 43
FIGURE 4-3 PARALLEL BATTERY CONNECTION .............................................................................................. 44
FIGURE 4-4 WELDING ON ENGINE GUIDELINE DIAGRAM ................................................................................. 45
FIGURE 4-5 VOLTAGE SUPPRESSION DIAGRAM .............................................................................................. 46
FIGURE 4-6 POWER DISTRIBUTION ................................................................................................................ 47
FIGURE 4-7 HCPD PANEL ............................................................................................................................48
FIGURE 4-8 LCPD PANEL ............................................................................................................................49
FIGURE 4-9 POWER SUPPLY CONNECTIONS .................................................................................................. 50
FIGURE 4-10 KEY SWITCH SCHEMATIC ......................................................................................................... 51
FIGURE 4-11 KEY SWITCH DIAGRAM ............................................................................................................. 52
FIGURE 5-1 HD CONNECTORS.......................................................................................................................55
FIGURE 5-2 70 PIN ECM HARNESS CONNECTOR (J1)....................................................................................56
FIGURE 5-3 ECM HARNESS TIE DOWN POINT ............................................................................................... 56
FIGURE 5-4 CONNECTOR SEALING ................................................................................................................ 56
FIGURE 5-5 EIC CONNECTOR .......................................................................................................................57
FIGURE 5-6 PLUG INSERTION ........................................................................................................................60
FIGURE 5-7 EXAMPLE OF WIRE HARNESS ROUTING AT THE ECM CONNECTOR ............................................... 62
FIGURE 5-8 SERVICE TOOL CONNECTOR PIN LOCATIONS............................................................................... 64
FIGURE 5-9 SERVICE TOOL CONNECTOR - WIRING DIAGRAM ........................................................................ 64
FIGURE 5-10 SAE J1939 CONNECTOR ASSEMBLY ........................................................................................ 65
FIGURE 5-11 J1939 MULTIPLE MODULE INSTALLATION ................................................................................. 66
FIGURE 7-1 REMOTE SHUTDOWN SWITCH P1/J1 ECM..................................................................................79
FIGURE 8-1 THROTTLE POSITION SENSOR SCHEMATIC .................................................................................. 80
FIGURE 8-2 DROOP VALUES .........................................................................................................................86
FIGURE 8-3 DROOP GRAPH ..........................................................................................................................87
FIGURE 10-1 WARNING AND SHUTDOWN EXAMPLE ........................................................................................ 93
FIGURE 10-2 EVENT AND DIAGNOSTIC CODE EXAMPLE .................................................................................. 97
FIGURE 11-1 SELECTING START AIDS .......................................................................................................... 99
FIGURE 11-2 STARTER AND BATTERY SELECTION ........................................................................................ 99
Table Of Contents
13
FIGURE 11-3 C175 START AID DIAGRAM ....................................................................................................100

FIGURE 11-4 ETHER START SCHEMATIC.....................................................................................................102
FIGURE 11-5 C175 JACKET WATER HEATER ...............................................................................................104
FIGURE 11-6 JACKET WATER HEATER SCHEMATIC ......................................................................................105
FIGURE 12-1 ALTERNATOR (TYPICAL EXAMPLE) ...........................................................................................107
FIGURE 12-2 SOLENOID (TYPICAL EXAMPLE)...............................................................................................108
FIGURE 12-3 ELECTRIC STARTING MOTOR ..................................................................................................109
FIGURE 12-4 C175 CHARGING AND STARTING SCHEMATIC ........................................................................ 110
FIGURE 13-1 PRELUBE CIRCUIT ..................................................................................................................112
FIGURE 14-1 ANALOG SENSORS SCHEMATIC #1.........................................................................................124
FIGURE 14-4 TURBINE INLET TEMPERATURE SCHEMATIC .............................................................................130
FIGURE 14-5 SPEED SENSORS ..................................................................................................................131
FIGURE 15-1 ENGINE COMMUNICATIONS .....................................................................................................134
FIGURE 15-2 CAN DATA LINK DIAGRAM...................................................................................................135
FIGURE 15-3 ECMP 3 KEYBOARD ..........................................................................................................137
FIGURE 15-4 EPG CONTROL PANEL ...........................................................................................................140
FIGURE 15-5 ANNUNCIATOR .......................................................................................................................141
FIGURE 16-1 C175 EPG MODEL VIEW ILLUSTRATIONS ................................................................................146
FIGURE 16-2 PRESSURE DIFFERENTIAL SENSOR ..........................................................................................167
FIGURE 16-3 TEMPERATURE SENSOR .........................................................................................................167
FIGURE 16-4 PRESSURE SENSOR ...............................................................................................................167
FIGURE 16-5 ............................................................................................................................................... 167
FIGURE 16-6 PRESSURE SENSOR ...............................................................................................................168
FIGURE 16-7 TIMING SENSOR .....................................................................................................................168
FIGURE 16-8 TIMING SENSOR .....................................................................................................................168
FIGURE 16-9 DETONATION SENSOR ............................................................................................................168
Tables
TABLE 4-1 MAXIMUM ALLOWABLE CIRCUIT RESISTANCE ................................................................................ 43
TABLE 4-2 MAXIMUM RECOMMENDED TOTAL BATTERY CABLE LENGTH .......................................................... 44
TABLE 4-3 ECM CURRENT REQUIREMENTS .................................................................................................. 53
TABLE 4-4 BLADE FUSES ..............................................................................................................................53
TABLE 5-1 STANDARD DT CONNECTORS....................................................................................................... 54
TABLE 5-2 3 POSITION DT CONNECTORS ...................................................................................................... 54
TABLE 5-3 HD CONNECTORS .......................................................................................................................55
TABLE 5-4 AMPSEAL CONNECTORS: POSITION, KEY, PART # ........................................................................ 57
Table Of Contents
14
TABLE 5-5 AMPSEAL TOOLS NEEDED ............................................................................................................ 57

TABLE 5-6 CONNECTOR TERMINAL SPECIFICATIONS ...................................................................................... 58
TABLE 5-7 WIRE SIZES ................................................................................................................................. 59
TABLE 5-8 ECM WIRE GAUGES ....................................................................................................................59
TABLE 5-9 HEAT SHRINK TUBING REFERENCE TABLE .................................................................................... 63
TABLE 5-10 CRIMP TOOL SPECIFICATIONS .................................................................................................... 63
TABLE 5-11 J1939 CONDUCTOR SPECIFICATIONS ......................................................................................... 65
TABLE 7-1 REGULAR E-STOP SWITCH INPUT (SWITCH TO GROUND)................................................................. 75
TABLE 7-2 PARITY E-STOP SWITCH INPUT (SWITCH TO GROUND) .................................................................... 76
TABLE 7-3 REGULAR E-STOP SWITCH INPUT (SWITCH TO GROUND)................................................................. 76
TABLE 7-4 PARITY E-STOP SWITCH INPUT (SWITCH TO GROUND) .................................................................... 77
TABLE 7-5 INPUT TYPE CONFIGURATION FOR EPG ........................................................................................ 77
TABLE 7-6 EVENTS ....................................................................................................................................... 78
TABLE 8-1 REQUESTED ENGINE CONTROL MODES ........................................................................................ 81
TABLE 8-2 REQUESTED ENGINE CONTROL MODES ........................................................................................ 82
TABLE 8-3 EPG ENGINE THROTTLE ARBITRATION STRATEGY ........................................................................ 85
TABLE 10-1 MONITORING SYSTEM PARAMETERS ........................................................................................... 93
TABLE 10-2 DERATE SCHEDULED AT ........................................................................................................... 95
TABLE 10-3 BASIC ENGINE ET STATUS FLAGS .............................................................................................. 95
TABLE 11-1 CONTINUOUS ETHER FLOW PARTS LIST ....................................................................................103
TABLE 12-1 ALTERNATOR SPECIFICATIONS .................................................................................................108
TABLE 13-1 ENGINE PRE-LUBE ...................................................................................................................115
TABLE 14-1 SYSTEM PARAMETERS ..............................................................................................................118
TABLE 15-1 ECMP 3 NAVIGATION KEYS .....................................................................................................137
Equations
EQUATION 1 ALLOWABLE CABLE RESISTANCE ............................................................................................... 43
% DROOP = PROGRAMMED THROUGH PID F515EQUATION 2 DESIRED SPEED ............................................... 86
EQUATION 3 DROOP SPEED ..........................................................................................................................86
Table Of Contents
15
1 INTRODUCTION AND PURPOSE

This document is intended to provide the electrical installation information for the Caterpillar
C175 engines used in Electrical Power Generation (EPG). Engines covered by this publication
have an A4 Electronic Control Module (ECM).
For the latest information on software, feature release date(s) contact Cat Electronics via
catelectronics@cat.com or visit the Cat Electronics web site at www.catelectronics.com
• Information in this document is subject to change as engine features, software, and
requirements are revised and developed. Some of the features described in this
document are not yet released.
• The information in this document is the property of Caterpillar Inc. and/or its subsidiaries.
Any copying, transmission to others, and any other uses (except for that which it is
loaned) are strictly prohibited without written permission.
• CATERPILLAR®, CAT, and their respective logos, as will as Caterpillar Yellow, and
other corporate and product identity(s) used herein, are trademarks of Caterpillar®, Inc.
and may not be used without permission.
1.1 REFERENCES
• RENR9339 • KENR5397 • LEBW4993
• SEHS9615 • KENR5398 • LEHE4748
• SEBU8100 • LEBH4623 • LEHE5347
• KENR5397 • RENR9341 • LEBE4980
• KERN5398 • NEHS0950 • LEBE1924
1 INTRODUCTION AND PURPOSE

16
2 IMPORTANT SAFETY INFORMATION

Most accidents that involve product operation, maintenance and repair are caused by failure to
observe basic safety rules or precautions. An accident can often be avoided by recognizing
potentially hazardous situations before an accident occurs. A person must be alert to potential
hazards. This person should also have the necessary training, skills and tools to perform these
functions properly.
IMPROPER OPERATION, LUBRICATION, MAINTENANCE OR REPAIR OF THIS PRODUCT

CAN BE DANGEROUS AND COULD RESULT IN INJURY OR DEATH.
DO NOT OPERATE OR PERFORM ANY LUBRICATION, MAINTENANCE OR REPAIR ON

THIS PRODUCT, UNTIL YOU HAVE READ AND UNDERSTOOD THE OPERATION,
LUBRICATION, MAINTENANCE AND REPAIR INFORMATION.
Safety precautions and warnings are provided in this manual and on the product. If these
hazard warnings are not heeded, bodily injury or death could occur to you or to other persons.
The hazards are identified by the Safety Alert Symbol and followed by a Signal Word such as
DANGER, WARNING or CAUTION. The Safety Alert WARNING label is shown below.
The meaning of this safety alert symbol is as follows:
Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or
pictorially presented.
Operations that may cause product damage are identified by NOTICE labels on the product and
in this publication.
CATERPILLAR CANNOT ANTICIPATE EVERY POSSIBLE CIRCUMSTANCE THAT MIGHT

INVOLVE A POTENTIAL HAZARD.
THE WARNINGS IN THIS PUBLICATION AND ON THE PRODUCT ARE, THEREFORE, NOT
ALL INCLUSIVE. IF A TOOL, PROCEDURE, WORK METHOD OR OPERATING TECHNIQUE
THAT IS NOT SPECIFICALLY RECOMMENDED BY CATERPILLAR IS USED, YOU MUST
SATISFY YOURSELF THAT IT IS SAFE FOR YOU AND FOR OTHERS. YOU SHOULD
ALSO ENSURE THAT THE PRODUCT WILL NOT BE DAMAGED OR BE MADE UNSAFE
BY THE OPERATION, LUBRICATION, MAINTENANCE OR REPAIR PROCEDURES THAT
YOU CHOOSE.
The information, specifications, and illustrations in this publication are on the basis of
information that was available at the time that the publication was written. The specifications,
torques, pressures, measurements, adjustments, illustrations, and other items can change at
any time. These changes can affect the service that is given to the product. Obtain the complete
and most current information before you start any job. Caterpillar dealers have the most current
information available.
CAUTION: Do not use procedures that cause the product to be unsafe.

17
2.1 ELECTRICAL SAFETY
Do not operate or work on an engine or generator

set unless you have read and understand the
instructions and warnings in the Operation and
Maintenance Manual.
FAILURE TO FOLLOW THE INSTRUCTIONS OR

HEED THE WARNINGS COULD RESULT IN INJURY
OR DEATH.
Proper care is your responsibility. Contact any Caterpillar dealer for replacement manuals.
2.2 ELECTROSTATIC DISCHARGE AWARENESS

ECM control contains components that are sensitive to electrostatic discharge (ESD). An
electrostatic charge can damage the control resulting in ECM breakdown or improper operation.
Take the following precautions while installing/removing/handling the control:
• Handle equipment correctly. Use ESD protective packaging and material handling
containers that are anti-static and provide discharge protection and electric field
suppression
• Use protective devices: ESD-protective workstations and/or work surfaces (grounding
mat, anti-static wrist strap, etc)
• Keep all plastic items away from the devices. Any plastic item is a potential static
generator. This includes candy wrappers, foam cups, synthetic carpet, foam cushions,
etc.
• The anti-static bag cannot function as a static dissipating mat. Do not use the anti-static
bag for any other purpose than to enclose a product.
CAUTION: The connectors on the top of the control are the most vulnerable area to
ESD. Make sure extra attention is addressed to this area while handling the
ECM. If extra care is not taken while handling this area of the control, the
control may become damaged or inoperable.
Consult the Electrostatic Discharge Association (ESDA) regarding proper procedure for
particular situations, (www.esda.org).

18
2.3 WELDING ON A MACHINE

Before welding on a product equipped with an electronic engine, the following precautions
should be observed:
Turn the engine OFF.
Place the ignition key switch (if equipped) in the OFF position.
Disconnect the negative battery cable from the battery.
If the unit is equipped with a battery disconnect switch, open the switch.
DO NOT use electrical components in order to ground the welder.
Do not use the ECM or sensors or any other electronic component in order to ground
the welder.
Refer to: Power and Grounding Considerations (Section 5) for more information.
2.4 HIGH PRESSURE FUEL WARNING
Do not operate or work on an engine or generator set unless you have read and
understand the instructions and warnings in the Operation and Maintenance Manual.
DO NOT Service the high pressure fuel system before releasing the remaining high
pressure fuel from the system. Refer to Testing and Adjusting, Fuel Rail Pressure -
Release.
FAILURE TO FOLLOW THE INSTRUCTIONS OR HEED THE WARNINGS COULD

RESULT IN INJURY OR DEATH.
Personal injury or death can result from improperly checking for a leak. Always use a
board or cardboard when checking for a leak. Escaping air or fluid under pressure,
even a pin-hole size leak, can penetrate body tissue causing serious injury, and
possible death. If fluid is injected into your skin, it must be treated immediately by a
doctor familiar with this type of injury.
The fuel system of the C175 Common Rail System and its connected components may have as
much as 180,000 kPa (26,000 psi) of internal fuel pressure!
• Follow factory bleed down procedures before attempting any fuel system repairs.
• Refer to Systems Operation Testing and Adjusting manual, KENR5397-01

19
2.5 REPLACEMENT PARTS

Caterpillar recommends using Caterpillar replacement parts or parts with equivalent
specifications including, but not limited to:
• Physical Dimensions
• Type
• Strength
• Material
When replacement parts are required for this product Caterpillar recommends using
Caterpillar replacement parts or parts with equivalent specifications including, but not
limited to, physical dimensions, type, strength and material.
FAILURE TO HEED THIS WARNING CAN LEAD TO PREMATURE FAILURES, PRODUCT

DAMAGE, PERSONAL INJURY OR DEATH.

20
3 ENGINE SYSTEM OVERVIEW
Figure 3-1 Basic Engine Electronics Overview
The C175 engine is designed for electronic control. The key objective of the Engine
Management System (EMS) is to direct the operation of the engine, deliver and maintain
performance, and communicate the engine’s condition. This system consists of the following
primary components:
• Electronic Control Module A4 (ECM) – for details see APPENDIX 03 - ECM A4
ELECTRICAL BOX, page 147.
• Common Rail Fuel System (CRFS)
• Fuel Control Valve (FCV)
• Sensors – for placement details see APPENDIX 07 - ENGINE SENSOR PLACEMENT,
page 161.
• Electronic Coolant Temperature Control Module (ECTCM)
The complete system is referred to as the Engine Management System, Figure 3-1. For a
detailed view see APPENDIX 02 - C175 EPG MODEL VIEW ILLUSTRATIONS, page 146.
3.1 ENGINE ELECTRONIC CONTROL MODULE

The ECM is located on the top, front, center of the engine as shown in Figure 3-2 (see
APPENDIX 03 ENGINE INTERFACE CONNECTOR, page 148 57).

21
These connectors are factory wired to external

connectors provided on the outside of the A4
control box mounted on top of the C175. For
details see APPENDIX 03 - ECM A4
ELECTRICAL BOX, page 147. All necessary
pinouts for all control, monitoring, and optional
features are provided from these external
connections. No internal connections are
required.
The A4 Engine Electronic Control Module (ECM)
monitors and controls the fuel system which is
highly integrated into the Engine Management
System (EMS), Figure 3-3, along with: Figure 3-2 Electrical Box &
Monitoring Engine Sensors
Protecting, Diagnosing, And Reporting The
Engine Condition
Communicating Engine Parameters
Driving Up To 20 Injectors (C175-20)
The A4 also provides:
Engine Control Strategy (Primary Functions)
and System Parameters:
Factory Configuration Parameters
Customer Configuration Parameters
I/O Configuration Parameters Figure 3-3 A4 ECM
Security Access Parameters
SENSOR VOLTAGE
The ECM supplies a regulated voltage of 5.0 ± 0.2 VDC to the following sensors:
• Atmospheric Pressure Sensor • Intake Manifold Pressure Sensor
• Crankcase Pressure Sensor • Turbocharger 1 Compressor Inlet
• Engine Coolant Pump Outlet Pressure Pressure Sensor
Sensor • Turbocharger 2 Compressor Inlet
• Filtered Oil Pressure Sensor Pressure Sensor
• Filtered Fuel Pressure Sensor • Fuel Filter (suction side) Intake
Pressure
• Fuel Transfer Pump Inlet Pressure
Sensor • Fuel Filter (suction side) Differential
Pressure
• Fuel Rail Pressure Sensor
• Unfiltered Fuel Pressure Sensor
• Unfiltered Oil Pressure Sensor
The ECM supplies a regulated voltage of 8.0 ± 0.4 VDC to the following sensors:
• Right turbocharger turbine inlet temperature sensor
• Left turbocharger turbine inlet temperature sensor

22
ROUTING
The supply voltage for the sensors is routed from the ECM to terminal 1 of each sensor
connector. The sensor return for the sensors is routed from the ECM to terminal 2 of each
sensor connector.
SHORT CIRCUIT PROTECTION
The ECM provides short circuit protection for the internal power supply. A short circuit to the
battery will not damage the internal power supply.
CAUTION: The sensors are not protected from overvoltage. A short from the supply
line to the +Battery may damage the sensors.

23
3.2 COMMON RAIL FUEL SYSTEM
Figure 3-4 CAT Common Rail Fuel System
The C175 utilizes a high pressure common rail fuel system, Figure 3-4. The major components
of the fuel system are:
• Primary/Secondary Fuel Filters • High Pressure Rail
• Fuel Transfer Pump • Fuel Control Valve
• High Pressure Pump • Electronic Fuel Injectors
FUEL TRANSFER PUMP

The fuel goes from the fuel tank to the primary fuel filter/water separator, and then the fuel is
pressurized to 650kPa (+/- 100Kpa(g) tolerance of the fuel pressure regulator) gauge pressure
(approximately 95 psi) by the Fuel Transfer Pump . The pressurized fuel is the sent through the
secondary fuel filter (to insure clean fuel).
HIGH PRESSURE PUMP
The High Pressure Fuel Pump increases the fuel pressure, again, and pumps the fuel to the
high pressure fuel lines (double walled for best fuel containment), thru a high pressure Fuel
Control Valve (FCV), and finally to the electronic injector to be dispersed into the cylinder.
CAUTION: The electronic injector is pressurized to 180,000 kPa (26,000 psi).
FUEL CONTROL VALVE

The Fuel Control Valve (FCV) controls flow to the high pressure pump. The ECM sends a
desired throttle position to the FCV. The FCV has on-board electronics to control and maintain

24
the necessary valve position. The electronic fuel injectors are controlled by the ECM for precise
timing and delivery of the fuel.
3.3 ELECTRIC FUEL INJECTORS

The fuel Injectors are controlled by the ECM for precise timing and delivery of the fuel.
Personal injury or death can result from improperly checking for a leak. Always use a
board or cardboard when checking for a leak. Escaping air or fluid under pressure,
even a pin-hole size leak, can penetrate body tissue causing serious injury, and
possible death. If fluid is injected into your skin, it must be treated immediately by a
doctor familiar with this type of injury.
See Chapter 2.4: HIGH PRESSURE FUEL WARNING, page 18.
HIGH PRESSURE COMMON RAIL – INJECTOR OPERATION
Figure 3-5 Fuel System and Injectors

The High Pressure Common Rail (HPCR) fuel system is a double walled fuel delivery system
that provides a constant fuel pressure to all injectors. This fuel system is pressurized to 180,000
kPa (26,000 psi). See Chapter 2.4, HIGH PRESSURE FUEL WARNING, before operating this
system.

25
The fuel pressure for the high pressure common rail fuel system is generated by the high
pressure injection pump. Pressure regulation for the high pressure injection pump is provided by
the flow control valve. Control for the flow control valve is provided by the high pressure
common rail controller.
The engine ECM communicates a desired throttle position to the high pressure common rail
controller in the form of a PWM signal. The high pressure common rail controller uses this signal
to adjust the position of the flow control valve. The flow control valve regulates the pressure that
is produced by the high pressure injection pump. This is done by regulating the fuel flow into the
pump.
This PWM signal has a constant frequency of 500 hertz. At low engine idle, the signal will have
a duty cycle of approximately 10 percent. At low engine idle, the “Fuel Actuator Position
Command” will be approximately 0 percent. At high engine idle, the signal will have a duty cycle
of approximately 25 percent. At high engine speed and full load, the “Fuel Actuator Position
Command” will be approximately 60 percent.
A power module is used to power the high pressure common rail controller. The power module
is used to convert battery voltage (24 VDC) to the 15.5 ± 1.5 VDC that is used by the controller.
Electrical Shock Hazard. The unit injector system uses 90 - 120 volts. The ECM sends
this signal to the unit injectors. Do not come in contact with the unit injector harness
connector while the engine is operating. Failure to follow this instruction could
resulting in personal injury or death.
Contact with high pressure fuel may cause fluid penetration and burn hazards. High
pressure fuel spray may cause a fire hazard.
3.4 ENGINE SENSORS

The engine control system uses the engine sensors to monitor the engine’s operating
conditions. Operation outside of customer or factory configured normal operating conditions will
cause the engine to employ a warning, prevention or protection strategy(s).
If any of these conditions occurs, an event is logged in the engine ECM. These logs can be
accessed using the Electronic Modular Control Panel (ECMP) or by using the Cat® Electronic
Technician tool (ET).
The Primary Engine Sensors are discussed below and include, but, not limited to:
• Engine Position Sensing • Air System Sensing
• Lubrication System Sensing • Turbo Charging System Sensing
• Cooling System Sensing • Fuel System Sensing

26
Figure 3-6 System Diagram – C175 Basic Engine (Reference Only)

27
ENGINE POSITION SENSING
Figure 3-7 Engine Position Sensing
CRANKSHAFT SPEED / TIMING

The sensor measures Engine Crankshaft Position and speed. This sensor is the primary means
of determining engine position and speed for accurate fuel delivery.
CAMSHAFT POSITION SENSOR PRIMARY

The sensor measures Engine Camshaft Position. The sensor provides a backup in the event of
failure of the Crankshaft Position Sensor.
CAMSHAFT POSITION SENSOR SECONDARY

The sensor provides a backup in the event of failure of the Primary Camshaft Position Sensor.
NOTE: For a detailed view see Figure APPENDIX 07 Engine Sensors – Speed, page 166
and APPENDIX 08 , Figure 16-7 & Figure 16-8, page 168.
SPEED TIMING SENSORS - OPERATION

The C175 is equipped with three engine speed/timing sensors. The primary engine speed/timing
sensor for the crankshaft is mounted inside the engine crankcase and toward the left rear
section of the engine. This sensor utilizes the teeth for the rear gear group’s crankshaft gear in
order to sense the engine speed and the crankshaft position.
There are two secondary engine speed / timing sensors that are located on the top rear portion
of the engine. Both of these sensors utilize the teeth for the rear gear group’s camshaft gear in
order to sense the engine speed and the camshaft position. A single tooth for both of these
gears has been partially removed in order to provide a timing reference for the ECM.

28
Under normal operation,

the ECM utilizes the
signal from the
crankshaft’s engine speed
/ timing sensor in order to
determine the crankshaft
position for accurate fuel
delivery and timing. This
eliminates the need for a
separate timing calibration
procedure for timing
calibration.
A timing offset is
determined during each
engine start-up. The value
of the timing offset is
stored in the electronic
control module’s non-
volatile memory until the
next engine start-up. If a
failure mode for the
Figure 3-8 Speed Timing
crankshaft’s engine speed/timing sensor is detected during engine start-up, the value of the
timing offset that has been stored in memory will be used. This value will continue to be used for
the engine’s timing calibration until the diagnostic is resolved. A timing calibration cannot be
performed manually on this engine.
The fuel delivery to the engine is synchronized by the signal from the camshaft engine
speed/timing sensor (RH). If a failure mode for the crankshaft’s engine speed/timing sensor is
detected, the ECM will use the signal from this sensor for the fuel delivery and the engine
timing.
In this application, the camshaft engine speed/timing sensor (LH) is provided as a backup for
the camshaft engine speed/timing sensor (RH). If a failure mode for the camshaft engine
speed/timing sensor (RH) is detected, the ECM will use this sensor to provide the functionality
of the failed sensor.
• The engine will not start when only one sensor signal is
present.
• The engine will continue to run if the signal from one of the
sensors is present.
CAUTION: The engine speed/timing sensors are not

interchangeable. Do not attempt to switch the positions of the
sensors.

29
LUBICATION SYSTEM SENSING
Figure 3-9 C175 Lube System
OIL LEVEL – OPTIONAL

The Oil Level sensor measures engine’s oil level in the oil pan.
ENGINE OIL FILTER INLET PRESSURE

The Engine Oil Filter Inlet Pressure sensor measures engine oil pressure upstream of the oil
filters, downstream of the engine oil cooler. This allows detection of a plugged oil filter and oil
cooler (Figure 3-9).
ENGINE OIL BLOCK INLET TEMPERATURE

The Engine Oil Block Inlet Temperature sensor measures the hot engine oil temperature at the
entry into the engine block.
ENGINE OIL BLOCK INLET PRESSURE

The Engine Block Inlet Oil Pressure sensor measures the engine’s oil pressure downstream of
the oil filters at the entry into the engine block. This allows the implementation of engine
protection strategies to prevent engine damage from loss of oil pressure. These strategies are
utilized by the operator display.
CRANKCASE PRESSURE
The Engine Crankcase Pressure sensor measures the crankcase pressure. This is used to
detect high crankcase pressure due to high cylinder blow by.

30
COOLING SYSTEM SENSING
Figure 3-10 C175 Cooling System
ENGINE COOLANT LOSS LEVEL - OPTIONAL

The Engine Coolant Loss Level sensor measures engine coolant fluid level in the radiator surge
tank. This is used to warn the operator of a low engine coolant level condition and to respond
to prevent engine damage.
COOLANT BLOCK OUTLET TEMPERATURE

The Coolant Block Outlet Temperature sensor measures the engine’s coolant fluid temperature
at the outlet of engine block pump. This is used to detect high engine temperature.
ENGINE COOLANT BLOCK OUTLET PRESSURE

The sensor measures Engine Coolant Pressure at the engine block exit.
ENGINE COOLANT BLOCK INLET PRESSURE
The Engine Coolant Block Inlet Pressure sensor measures the engine coolant pressure at the
outlet of the engine block. This is used to detect low coolant flow.
(SCAC) CORE WATER INLET TEMPERATURE - SEPARATE CIRCUIT AFTERCOOLER

The Core Water Inlet Temperature sensor measures the separate circuit aftercooler (SCAC)
inlet water temperature, Figure 3-10. This is used to diagnose aftercooler efficiency and SCAC
or plant heat exchanger malfunctions.
(SCAC) PUMP OUTLET PRESSURE SENSOR - SEPARATE CIRCUIT AFTERCOOLER

31
The Pump Outlet Pressure sensor measures aftercooler core inlet water pressure at the SCAC
pump outlet. This is used to detect low SCAC water flow.
AIR SYSTEM SENSING
Figure 3-11 C175 Air System
ATMOSPHERIC PRESSURE
The Atmospheric Pressure sensor measures atmospheric pressure. This is used as an input to
engine control strategies.
AIR INLET MANIFOLD PRESSURE

The Air Inlet Manifold Pressure sensor measures air pressure within the manifold. Commonly
referred to as the “boost” pressure sensor, it is used in engine control strategies and to detect
high boost pressure.
AIR INTAKE MANIFOLD TEMPERATURE

The Air Intake Manifold Temperature sensor measures the air temperature within the air intake
manifold(s). This is used to detect high intake air temperature and to enable cold strategies on
low intake air temperatures.

32
TURBO CHARGING SYSTEM SENSING
Figure 3-12 C175 Air System – Turbocharger
COMPRESSOR INLET AIR PRESSURE

The Compressor Inlet Air Pressure sensor measures the inlet air pressure of the turbochargers
(1-LH & 2-RH,). This is used to detect plugged air filters to the turbochargers.
COMPRESSOR INLET AIR TEMPERATURE

The Compressor Inlet Air Temperature sensor measures the inlet air temperature to the
turbochargers . This is used to determine if any cold start strategies should be applied or if any
high ambient air temperatures occur.
TURBINE INLET TEMPERATURE

The Turbine Inlet Temperature sensors are thermocouples that measure exhaust gas
temperature at the turbochargers (LH & RH).

33
FUEL TRANSFER SYSTEM SENSING
Figure 3-13 Fuel System Sensors
DO WE NEED TO CHANGE THE FIGURE TO SHOW THE 2 SENSORSFUEL TRANSFER

PRESSURE PUMP OUTLET
The Fuel Transfer Pressure Pump Outlet sensor measures pressure at the primary fuel filter
inlet. This is used to detect plugged fuel filters.
FUEL TRANSFER TEMPERATURE

The Fuel Transfer Temperature sensor measures the inlet temperature to the High Pressure
Common Rail (HPCR) fuel pump. The fuel transfer temperature is monitored to protect the fuel
system from damage.
FUEL TRANSFER PUMP INLET PRESSURE SENSOR

The Fuel Transfer Pump Inlet Pressure Sensor measures Fuel Transfer Pressure at inlet to the
Fuel Transfer Pump, after the Primary Fuel Filter.
FUEL PRIMARY DIFFERENTIAL PRESSURE SENSOR

Fuel Primary Differential Pressure Sensor detects blockage of the Primary Fuel Filter (Water
Separator) located on the suction side of the Fuel Transfer Pump. This input is a DeltaP
(Differential Pressure) sensor. It senses the difference between the Primary Fuel Filter Inlet
Pressure and Fuel Transfer Pump Inlet pressure. If the sensor value is greater than the
configured threshold value, then the PMS warning is activated. ( Figure 3-14 on page 34).
FUEL SECONDARY FILTER INLET PRESSURE

The Fuel Secondary Filter Inlet Pressure sensor measures fuel transfer pressure at the primary
fuel filter inlet. This is used in fuel priming strategies and to detect plugged fuel filters.

34
FUEL SECONDARY FILTER OUTLET PRESSURE

The Fuel Secondary Filter Outlet Pressure sensor measures fuel transfer pressure at the outlet
of the secondary fuel filter. This is used for detecting plugged fuel filters.
Fuel Filter Differential Pressure - Change in fuel delivery pressure, measured across the filter, due to accumulation of solid or
semisolid matter on the filter element. Suspect Parameter Number:95
Fuel Supply Pump Inlet Pressure - Absolute pressure of fuel at the fuel supply pump inlet. Suspect Parameter Number:1381
Fuel Filter (suction side) Differential Pressure - Differential pressure measured across the fuel filter located between the fuel tank
and the supply pump. Suspect Parameter Number:1382
Fuel Delivery Pressure - Gage pressure of fuel in system as delivered from supply pump to the injection pump. Suspect Parameter
Number:94
Fuel Filter Differential Pressure - Change in fuel delivery pressure, measured across the filter, due to accumulation of solid or
semisolid matter on the filter element. Suspect Parameter Number:95
Figure 3-14 Fuel Supply Sensor Diagram

35
HIGH PRESSURE COMMON RAIL SENSING
Figure 3-15 HPCR – Rail Sensors
HPCR RAIL PRESSURE

The HPCR Rail Pressure sensor measures fuel pressure in the HPCR fuel rail.
HPCR RAIL TEMPERATURE

The HPCR Rail Temperature sensor is used to protect the fuel system from damage. HPCR
Pump Head Temperature is sensed as an approximation to HPCR Fuel Temperature. A model
is used to estimate HPCR Fuel Temperature from HPCR Pump Head Temperature. This
temperature in conjunction with HPCR Rail Pressure and Engine Coolant Temperature is used
by an Injector Fuel Temperature modeling algorithm to predict fuel temperature at the fuel
injector. HPCR Fuel Temperature is used to correct fuel delivery variation due to changes in fuel
density.
PERSONAL INJURY OR DEATH CAN RESULT FROM IMPROPERLY CHECKING FOR A

LEAK. ALWAYS USE A BOARD OR CARDBOARD WHEN CHECKING FOR A LEAK.
ESCAPING AIR OR FLUID UNDER PRESSURE, EVEN A PIN-HOLE SIZE LEAK, CAN
PENETRATE BODY TISSUE CAUSING SERIOUS INJURY, AND POSSIBLE DEATH.
IF FLUID IS INJECTED INTO YOUR SKIN, IT MUST BE TREATED IMMEDIATELY BY A

DOCTOR FAMILIAR WITH THIS TYPE OF INJURY.

36
DO NOT Service the high pressure fuel system before releasing the remaining high
pressure fuel from the system.
Refer to Testing and Adjusting, Fuel Rail Pressure - Release.
Care must be taken to ensure that fluids are contained during performance of inspection,
maintenance, testing, adjusting and repair of the product. Be prepared to collect the fluid with
suitable containers before opening any compartment or disassembling any component
containing fluids.
Refer to Special Publication, NENG2500, Caterpillar Dealer Service Tool Catalog for tools
and supplies suitable to collect and contain fluids on Caterpillar products.
Dispose of all fluids according to local regulations and mandates.
NOTICE: Ensure that all adjustments and repairs that are carried out to the fuel system
are performed by authorized personnel that have the correct training. Before beginning
ANY work on the fuel system, refer to Operation and Maintenance Manual, General
Hazard Information and High Pressure Fuel Lines for safety information.

37
ELECTRONIC COOLANT TEMPERATURE CONTROL MODULE
Figure 3-16 Electronic Coolant Temperature Control Module (ECTCM)
The Electronic Coolant Temperature Control Module (ECTCM) is the electronic thermostat for
the C175 engine. It is monitored and controlled by the ECM.
The ECM sends a desired coolant
temperature signal to the ECTCM via the
local engine J1939 data link message as
shown in Figure 3-17. The ECTCM then
controls and monitors the valve position to
maintain the desired coolant pump inlet
temperature.
NOTE: Both the Coolant Pump Outlet
Temperature and the Electronic Coolant
Temperature Control Module are
configurable using the Caterpillar Electronic
Technician (ET) and their signals are
broadcast over the J1939 Local Data Link.
The purge strategy works when engine is
running and TCM is not in regulating mode.
Figure 3-17 Electronic Control Module Signal

38
4 POWER AND GROUNDING

4.1 SYSTEM VOLTAGE
The electronic control system operates as a 24 VDC electrical system. The switched negative
battery and the un-switched positive battery connections to the ECM are made at the P1/J1
connector. See Figure 4-1, page 39. Battery connections should be made to the High Current
Power Distribution (HCPD) panel and/or the Low Current Power Distribution (LCPD) panel, if
equipped. See section 4.8; POWER CONTROL PANELS, page 47.
MINIMUM BATTERY VOLTAGE
The ECM monitors system voltage input (un-switched power) and triggers a diagnostic code if
the voltage drops below 18 VDC and then returns above 18 VDC.
Injector performance may be effected if the system voltage drops bellow 18VDC. The Flow
Control Valve (FCV) will not operate below 14VDC.
CAUTION:
The ECM Injector voltage outputs may exceed 100 volts and
can produce an electric shock hazard.
WIRE SIZING
The batteries, charging system, starter, and associated wiring must be sized and designed
correctly to allow the starter to crank the engine to an appropriate minimum engine speed to
start the engine. The engine installation should meet the minimum cranking speeds at the
COLDEST ANTICIPATED TEMPERATURES. For C175 the minimum cranking speed required
to start the engine is 100 rpm.
BATTERY DISCONNECT SWITCH
The generator set should incorporate a battery disconnect switch on the negative battery side
of the battery circuit, Figure 4-1. The purpose of this switch is to disconnect the battery during
long-term storage and to prevent electrical shock during machine service. This switch should
not be used as an emergency shutdown switch or as an E-Stop. Refer to Chapter 4.11, ECM -
INTERNAL BATTERY for information on ECM battery life.
CAUTION: The battery disconnect switch is not an emergency shutdown switch.

39
Figure 4-1 Battery Disconnect Switch (circuit breakers are not shown)
4.2 GROUNDING THE ENGINE

CAUTION: Consult your dealer, contractor, and all local and national codes
before grounding and wiring generator sets.
Ground the engine block with a ground strap that is furnished by the customer. Connect
this ground strap to the ground plane. This ground plane connection should be made as
close to Earth ground as possible. Long runs of grounding wire will cause transient
voltages to occur on the engine block.
NOTE: All starters and alternators should be isolated and sensors should have an isolated
return (ground) back to the ECM not the engine block.

40
CAUTION: Disconnect the power when you are working on the engine’s electronics. If
rubber couplings are used to connect the steel piping of the cooling system
and the radiator, the piping and the radiator will be partially electrically
isolated.
Ensure that the piping and the radiator are continuously grounded to the engine. Use
ground straps that bypass the rubber couplings.
CAUTION: Improper grounding results in unreliable electrical circuit paths. All

ground paths must be capable of carrying any fault currents. These
problems are often very difficult to diagnose and repair.
Stray electrical currents can damage: main bearings, crankshaft journal

surfaces, and aluminum components
Stray electrical currents can also cause: electrical noise, and degrading
control system, and other electronics.
4.3 GROUNDING SR5 GENERATORS

1: In any generator set installation, the
frame of the generator must be positively
connected to an earth ground or to the
hull of a vessel. This connection is the
first one made at installation, and the last
one to be removed. If the generator set is
on flexible or resilient pads, the ground
connection must be flexible to avoid
possible breakage in later operation.
Ground connection cables or straps
should have at least the current carrying
capacity of the largest line lead to the connected load. Joints in cables or straps must be
clean, free of electrical resistance, and protected from possible oxidation.
Bolted ground connection joints eventually oxidize, and are frequent sources of radio
frequency interference. Silver soldered, joints are electrically and mechanically sound.
2: Where local codes permit, an a possible ground connection can be made to an
underground all metallic water piping system. Do not ground to plastic and cement-type
water pipes, One or more approved corrosion resistant ground rods, driven at least ten
feet (three meters) into damp soil, are effective. In dry, sandy soil, an extensive wire
ground mat may be required. “Y”-connected generators should have the neutral (and
frame) grounded when the generator is installed unless definite measures are taken to
prevent grounds on the load side.
CAUTION: FOLLOW THE NATIONAL ELECTRIC CODE AND OTHER
LOCAL CODES FOR GROUNDING MORE THEN ONE GROUND ROD IN A
GROUND GRID. CONSULT AN AUTHORIZED ELECTRICAL
CONTRACTOR FAMILIAR WITH LARGE POWER DISTRIBUTION
SYSTEMS TO DESIGN AND CERTIFY THAT THE GROUNDING SYSTEM
IS CORRECT BEFORE STARTING ANY GENERATOR.

41
a: If the neutral wire is grounded and one of the phase leads becomes grounded, the
excessive current will open the load circuit breaker or collapse the generator voltage.
The result depends on the particular generator electrical characteristics, type of fault,
and circuit breaker trip rating. An undervoltage device may be required to provide
adequate short circuit protection.
b: There are some instances in which it is undesirable to ground the neutral wire. In
these applications where definite measures (ground fault protective circuits) have
been taken to prevent grounds to the phase leads, an ungrounded generator neutral
lead is acceptable. Ground fault protection requires that the entire group of
distribution circuits be studied and treated as a system. The owner should engage a
competent consultant if a new distribution system is being developed, or if an
existing system is to be modified for ground fault protection.
3: There have been reports of excessive circulating neutral current occurring when two or
more generators are operated in parallel. Generators should be installed with the
assumption that no excessive circulating neutral current will occur with the generators
paralleled at full load. The phase current should not exceed 100% of the generator
nameplate ampere rating. In those cases where excessive neutral currents are
encountered, either a neutral lead resistor or reactor or selective grounding of the
neutrals may be used. If the selective grounding of one generator neutral is used, a
disconnect switch should be installed in each generator neutral to ground lead. The
disconnect switch should have about 25% more current-carrying capacity than the
generator line ampere rating.
NOTE: Three phase, “Y”-connected generators can have a third harmonic voltage that
does not cancel at the neutral. It is this voltage that causes the excessive
circulating neutral current that can occur when operating in parallel.
4: Most radio and audio frequency interference problems are corrected by proper
grounding of the generator frame. In other instances, the cause is not the generator set,
but equipment that may be related or unrelated to it. A small, hand-held battery-
operated radio is a useful tool in locating the source sound and leak proof. Tune the
radio receiver to the radio frequency of the interference and use the receiver as a probe
around pipes, conduits, or other metal parts. Emitted noise will increase as the source is
approached. Pipes rubbing together can cause radio frequency interference. There have
been instances where steel and galvanized pipe connections create interference even
though the joint is mechanically sound and leak proof. In areas adjacent to high power
radio frequency generators (transmitters, heating frequency, etc.), a corroded joint or
connecting acts like a very poor rectifier, and can emit at frequencies different from the
exciting frequency.
The solution in all such instances has been physical bonding of the joint or conduit.
A clean copper strap bridging the joint normally clears up the interference.
Refer to LEKX3114, Engine Data Sheet - EDS 75.0.

42
4.4 STARTING SYSTEM WIRING

Power carrying capability and serviceability are primary concerns of the wiring system.
For correct size and correct circuit for starting system components, see wiring diagrams
provided with the engine or the Operation and Maintenance manual. All control wiring must be
protected by fuses or a manual reset circuit breaker. The main battery cables need not be
fused. These may or may not be shown on the wiring diagrams. Fuses and circuit breakers
should have sufficient capacity and be readily accessible for service.
Other preferred wiring practices are:
Use a minimum number of connections, especially with battery cables.
Use positive mechanical connections.
Use permanently labeled or color-coded wires.
Position the batteries near the starting motor; short cables should be used to minimize
voltage drop.
If frame connections are used, tin the contact surface. The current path must not
include high resistance points such as painted, bolted, or riveted joints.
Protect the battery cables from rubbing against sharp or abrasive surfaces.
All battery connections must be kept tight and coated with grease or other protectant to
prevent corrosion.
The cranking batteries should always be securely mounted where it is easy to visually
inspect and maintain. They must be located away from flame or spark sources and
isolated from vibration. Batteries should be mounted level on non-conducting material
and protected from splash and dirt. Short slack cables should be used to minimize
voltage drops.
Disconnect the battery charger when removing or connecting battery leads. Solid-state
equipment, like the electronic governor or speed switches, can be harmed if subjected
to transients.
Connect the battery charger directly to the batteries, not to the engine or generator
package.
4.5 BATTERY CABLE SIZING (MAXIMUM ALLOWABLE

RESISTANCE)
The start circuit between battery and starting motor, and the control circuit between the battery,
battery-switch, and motor solenoid must be within maximum resistance limits
shown in Table 4-1.
NOTE: Resistance values in Table 4-1 include connections and contactors, except the
motor solenoid contactor.

43
Table 4-1 Maximum Allowable Circuit Resistance
Maximum Allowable Circuit Resistance

Magnetic Switch and
Solenoid Switch Circuit Starting Motor Circuit
Series-Parallel Circuit
24 Volt System .10 Ohm .030 Ohm .002 Ohm
• Fixed resistance allowances for contactors, relays, solenoid and switches are 0.0002
Ohm each.
• Fixed resistance allowances for connections (series connector) are 0.00001 Ohm each.
NOTE: The fixed resistance of

connections and contactors is
determined by the cable routing. The
ground cable should also be added to
the circuit’s resistance calculations.
Equation 1 Allowable Cable Resistance
Rt - Rf = Rc
Fixed resistance (Rf) subtracted from
total resistance (Rt) equals allowable
cable resistance (Rc). With cable
length and fixed resistance
determined, select cable size using
Figure 4-2 and Table 4-2.
CAUTION:
Only full-stranded copper wire should
be used. Arc welding cable is much
more flexible and easier to install than
full stranded copper wire cable, but
welding cable is not as durable and will
be damaged from corrosion in a much
shorter time.
Figure 4-2 Resistance in Ohms

44
Table 4-2 Maximum Recommended Total Battery Cable Length
Maximum Recommended Total Battery Cable Length

Cable Size Direct Electric Starting
24
AWG MM2
Feet Feet
0 50 15.0 15.0
00 70 18.0 18.0
000 95 21.0 21.0
0000 120 27.0 27.0
FIXED RESISTANCE IN A PARALLEL CIRCUIT

To meet cable length and resistance
requirements, cable size is most
important.
To determine fixed resistance in a
parallel circuit, only the long cables of
the parallel circuit are counted.
The paralleling cables are short
enough to be insignificant in the
resistance calculation.
In the parallel battery connection,
shown in Figure 4-3, only the 56-inch
and the 76-inch cable lengths need to
be counted.
CONNECTIONS/PROPER
PRACTICES
Electrical connections are often a
source of problems in any application.
Shipboard, drill rig and any other
electrical system that is exposed to
salt air and water are especially
susceptible because these elements
are highly corrosive. Electrical
connections are usually made of
dissimilar metals. Corrosion is more
destructive between dissimilar metals. Figure 4-3 Parallel Battery Connection
The following items are good practices for electrical system connections:
When making electrical connections between wires, connect wires mechanically so

tugging or pulling can be withstood without any other treatment of the joint.
Coat the joint and the nearest portions of each wire with electrical solder.
Do not expect solder to increase joint strength. The solder is for corrosion protection.

45
CAUTION: Do not use crimp-type connectors for marine and petroleum service — the
plastic sleeve tends to hide the corrosion from view rather than protecting
the joint.
4.6 WELDING AND AN ELECTRONIC ENGINE
Figure 4-4 Welding on Engine Guideline Diagram
Before welding on any generator set with an electronic engine, the following precautions should
be observed.
Turn the engine OFF.
Disconnect the negative Battery (-) cable from the battery. If the vehicle is equipped
with a battery disconnect switch, open the switch.
Clamp the ground cable of the welder to the component that will be welded. Place the
clamp as close as possible to the weld. This will reduce the possibility of damage to the
bearings of the drive train, hydraulic components, ground straps, and other components
of the generator set.
Protect any wiring harnesses from welding debris and spatter. Use proper welding
procedures in order to weld the materials.

46
DO NOT use electrical components in order to ground the welder.
DO NOT use the ECM or sensors or any other electronic component in order to
ground the welder. Clamp the ground cable for the welder to the component that will
be welded.
Current flow from the welder to the welder ground will not cause damage to any of the
associated components, Figure 4-4, page 45.
4.7 TRANSIENT VOLTAGE SUPPRESSION

The installation of transient suppression at the source of the transient is recommended.
Caterpillar follows a stringent electrical environment standard that is similar to SAE
recommended practices.
The use of inductive devices such as relays and solenoids can result in the generation of
voltage transients in electrical circuits.
CAUTION: Voltage transients that are not suppressed can exceed specifications and
lead to the degradation of the performance of the electronic control system.
Power Power Power Power
Figure 4-5 Voltage Suppression Diagram

The customer should specify relays and solenoids with built-in voltage transient suppression.
Refer to Figure 4-5 to minimize voltage transients from relays and solenoids without built-in
voltage transient suppression.
TRANSIENT SUPPRESSION TECHNIQUES
Electrical noise on the ECM’s input pins (due to poor grounding, wiring practice, or proximity of
other machinery) may lead to unintended impacts on ECM performance.
Techniques include the installation of a diode or resistor of the proper size in parallel with the
solenoid or the relay coil. Other techniques may also be used.

47
• Inductive devices such as relays or solenoids should be located as far as possible from
the components of the electronic control system.
• Wiring harnesses that are installed by the customer should be routed as far as possible
from the wiring harness of the electronic control system in order to avoid problems that
are associated with electrical noise.
4.8 POWER CONTROL PANELS
Figure 4-6 Power Distribution
The C175 engine, installed on Electrical Power Generator Sets (Figure 4-6), can be equipped
with a HCPD Panel (High Current Power Distribution) and Low Current Power Distribution Panel
(LCPD). These panels aid in the distribution of electric power to the various electronic and
electrical systems on the C175 engine.

48
HIGH CURRENT POWER DISTRIBUTION - HCPD
Figure 4-7 HCPD Panel
Main battery connections, starter solenoids and motors, alternator(s), pumps, and other high
current electrical connections are made at the HCPD Panel (see Figure 4-7). All ECM power is
also routed from the HCPD Panel to the LCPD Panel (see Figure 4-8, page 20).

49
LOW CURRENT POWER DISTRIBUTION – LCPD
Figure 4-8 LCPD Panel
The C175 engine, installed on generator sets, can be equipped with a Low Current Power
Distribution Panel (LCPD Panel), Figure 4-8. Main battery connections are made at the LCPD
Panel (if the Genset does not have the optional HCPD Panel installed). The HCPD Panel
supplies electrical power to all of the electronics on the C175 and it contains fusing for these
various circuits. Critical components such as the ECM, relays, sensors and others derive their
power from the LCPD Panel.

50
POWER DISTRIBUTION
Figure 4-9 Power Supply Connections - page 50, illustrates the standard connections on the
C175 Genset power distribution system.
Figure 4-9 Power Supply Connections
4.9 ECM POWER SUPPLY CONNECTIONS

CAUTION: This information is provided as reference only. No customer connections
are required to the ECM. Any customer connections to the ECM are via the
EIC connector on the ECM electrical box.
FUSING
The ECM requires five un-switched Battery (+) connections, five un-switched Battery (-)
connections and an ignition key switch input. These connections carry nearly all power to the
ECM during peak requirements and provide the ECM power when the key switch is in the off
position. The C175 ECM fusing is done in the LCPD Panel and is protected by a single 20 Amp
fused circuit, fuse part # 113-8492.
ECM BATTERY (+)

51
The ECM Battery (+) connections for the C175 engine are made from the ECM, out the ECM’s
electrical box (located on the top, front of the engine via a 70 pin through connector on pins #4
and #5) to the LCPD Panel YELLOW connector pins B and C (see Figure 4-8).
ECM BATTERY (-)
The five Battery (-) connections are connected inside the ECM’s electrical box and then fed to
the LCPD Panel on the BLUE pins A and B.
HCPD PANEL
The C175 engine can be equipped with an HCPD (High Current Power Distribution) Panel. The
HCPD Panel supplies the engine electronics and other system power, including power to the
LCPD Panel.
NOTE: The user should not need to make any connections to the ECM directly. All
connections are provided by connectors on the ECM electrical box located on the
top, front of the engine.
KEY SWITCH OFF - SLEEP MODE

When the key switch is in the off position, the ECM is in sleep mode where, it draws a very
small residual current through the battery connections.
KEY SWITCH ON - ACTIVE MODE
When the key switch input is turned on, the ECM will become active, allowing the engine to start
and run.
4.10 KEY SWITCH CONNECTION (OPTION)
Figure 4-10 Key Switch Schematic

On the C175 engine, the ECM Key Switch connection (pin 70) is split into two lines (see Figure
4-11).
One line goes to the KEY Switch relay (located inside the electrical box), out through the 70 pin
connector pin 63, to the LCPD Panel GREY connector pin “E”, and fused at 7.5 Amps. Pin “F”
supplies the BAT+ to the Key Switch on pin “B” (see Figure 4-10, page 51).

52
The other line goes to pin 17 of the Front Sensor connector (located on the ECM electrical box)
and connects to pin 8 of the Temperature Control Module connector. Refer to RENR9341, C175
Schematic.
Figure 4-11 Key Switch Diagram
KEY SWITCH OPERATION

Unswitched battery voltage is supplied through pin 18 of the Engine Interface Connector (EIC)
to pin 5 of the Key Switch Relay coil. When the Key Switch is turned ON the coil will energize
closing the Key Switch relay contacts. Pin “E” of the LCPD GREY connector supplies the 7.5
Amp fused supply voltage to pin 1 of the Key Switch relay contact, to pin 70 on the ECM, and to
pin17 of the Temperature Control Module. This voltage allows the ECM to “Wake UP” and
communicate to the rest of the control circuitry. When battery voltage is removed from this input,
the ECM will power down (Figure 4-11, page 52).
The negative battery is supplied to pin 2 of the Key Switch coil. This is terminated inside the
ECM Electrical box at a common ground connection and is fed from the LCPD GREY connector
pin “H”.
NOTE: The engine ECM requires the Key Switch to be in the ON position in order to
maintain communications with Caterpillar Electronic Technician (ET).
4.11 ECM - INTERNAL BATTERY

The ECM has an internal battery that powers critical circuits and battery backed memory when
all power sources are disconnected from the ECM. The internal battery is expected to meet a
15-year battery life if the ECM is stored, or switched off without any external battery connection,
at a storage temperature at or below 30° C. The exact storage life is dependent on temperature.
The storage life may fall to as low as 10 years if the storage temperature is elevated to 70° C.

53
4.12 ECM - CURRENT REQUIREMENTS

The ECM A4 current requirements are shown in Table 4-3.
Table 4-3 ECM Current Requirements
Current CHARACTERISTICS 24V Units

Sleep Mode Current Draw 14 mA
Steady-State Current Draw with Open I/O 850 mA
Inrush Current at Power-Up with Open I/O, Key Switch
96 A
tied to mains
Inrush Current Duration at Power-Up with Open I/O,
3 ms
Key Switch tied to mains
Inrush Current at Power-up with Open I/O, Key Switch
3.0 A
activated with mains already powered
Inrush Current Duration at Power-Up with Open I/O,
2 ms
Key Switch activated with mains already powered
4.13 FUSE LIST

Below is a list of blade fuses typically used in the LCPD Panel and other Caterpillar applications.
Table 4-4 Blade Fuses
CURRENT
MFR VOLTAGE
CAT P/N RATING COLOR TYPE
CODE (V - Max)
(Amp)
141-2759 5 ATM Tan 32 Blade

141-2760 7.5 ATM Brown 32 Blade
113-8490 10 ATM Red 32 Blade
113-8491 15 ATM Lt Blue 32 Blade
113-8492 20 ATM Yellow 32 Blade
113-8493 25 ATM Natural 32 Blade
124-3548 30 ATM Green 32 Blade

54
5 CONNECTORS AND WIRING HARNESSES

This section covers component and wiring harness design requirements for the customer to
design the required harnessing to interface to the engine. The pin-out information for the ECM
and EIC are not included in this section, but, can be found in the Appendix B.
5.1 WIRING HARNESS COMPONENTS

DT CONNECTOR
The DT connector is the preferred choice for in-line applications. The connector is available in
2,3,4,6,8 and 12 terminal configurations. It is also intended for SAE J1939 application use. The
wire size range the connector will accept is 0.8 mm2 (18 AWG), 1.0 mm2 (16 AWG), and 2.0
mm2 (14 AWG). The plug assembly with interface seal accepts socket terminals and the
receptacle assembly accepts pin terminals. Sealing plugs are to be used in unused wire
cavities.
A DT connector has a wedge that locks the pins and the sockets in place. The wedge can be
removed and replaced without cutting the wires. The Wedge Removal Tool (p/n 147-6456) can
be used to aid in the removal of the wedges. When the receptacle is inserted into the plug, a
click should be heard as the two halves lock together. The connector should not be able to be
pulled apart.
Following tables contain the Caterpillar part numbers for DT inline connector plug and
receptacle kits for all available number of pin positions. The kit is comprised of the plug or
receptacle and the respective locking wedge.
The connector is available with a wire seal end-cap. The end-cap is recommended for
connector applications where constant exposure to fuel and engine oil is expected (i.e. fluid filter
service areas, etc.). Occasional exposure to oil and fuel does not require a connector with an
end-cap.
Table 5-1 Standard DT Connectors Table 5-2 3 Position DT Connectors
STANDARD DT CONNECTORS DT CONNECTORS (All 3 Position)
CAT PART NUMBER COMPONENT CAT PART NUMBER

POSITIONS
Plug Kit Receptacle Kit Plug Kit 174-0503
2 155-2270 102-8802 Receptacle Kit 176-9299
3 155-2260 102-8803 Plug Resistor 174-3016
4 155-2271 197-7565 Receptacle Kit 134-2540
6 155-2274 102-8805 Receptacle Tee 133-0970
8 155-2265 102-8806
12 155-2255 102-8801
The connector has also been configured for bulkhead mountings and integral component
applications (e.g. lamp housing, engine sensor, etc.). Terminal configurations and mounting
configurations vary for these applications.

55
DEUTSCH HD CONNECTORS
This circular connector is used for inline and bulkhead applications, Figure 5-1. It is more
expensive than other connector choices but easier to adapt to wire harness conduit applications
(i.e. CSA, Marine, etc.). The connector is available in 3,6, and 9 terminal configurations. The
wire size range the connector will accept is 0.8 mm2 (18 AWG), 1.0 mm2 (16 AWG), and 2.0
mm2 (14 AWG), and 3.0 mm2 (12 AWG).
The plug assembly with interface seal accepts socket terminals and the receptacle assembly
accepts pin terminals. Sealing plugs are to be used in unused wire cavities.
Ensure that the wires in the plug align with the corresponding wires in the receptacle. Ensure
that the index markings on the plug and the receptacle are aligned. Rotate the plug until the
plug slips into the receptacle. Rotate the coupling by approximately 90 degrees until a click is
heard. Ensure that the plug and the receptacle cannot be pulled apart.
Table 5-3 HD Connectors
HD CONNECTORS
Positions Plug Kit Receptacle Kit
3 8T-8731 8T-8732
6 8C-3654 7T-3272
9 8T-8735 8T-8736
NOTE: Interface sealing caps and wire strain

relief(s) are available for the connectors.
Contact the local Deutsch sales contact for
more information on these components.
Figure 5-1 HD Connectors
Table 5-3 HD Connectors contains the Caterpillar part numbers for HD inline connector plug
and receptacle for all available number of pin positions. Most common usage for the HD
connector is the 9 position connector used for the Cat Service Tool interface.
DRY / ACE CONNECTOR
The connector is available in 24, 40 and 70 terminal configurations. It can be used for inline or
bulkhead mountings. The connector is frequently used in electronic box applications. The wire
size range the connector will accept is 0.8 mm2 (18 AWG), 1.0 mm2 (16 AWG), and 2.0 mm2 (14
AWG). The plug assembly with interface seal accepts socket terminals and the receptacle
(header) assembly accepts pin terminals. Sealing plugs are to be used in unused wire cavities.
OPTIONAL CATERPILLAR CUSTOMER HARNESS
This connector is labeled as EIC Connector on engine wiring schematics.
The DRC connectors are keyed to align correctly when the two parts are mated together. An
allen head screw holds the two connectors in place. Ensure that the allen head screw is
tightened to a torque of 2.25 + 0.25 Nm (20 + 2 lb in).

56
AMPSEAL CONNECTORS
ECM 70 PIN CONNECTOR (J1)

The ECM uses an integral rectangular 70 pin
Deutsch connector, Figure 5-2, to interface to the
OEM vehicle wiring harness (Caterpillar part number
160-7689). 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.).
Figure 5-2 70 pin ECM Harness

Connector (J1)
ECM HARNESS TIE DOWN POINT

The A4 ECM has a harness tie-down point mounted
to the ECM. A flexible strap may be employed to
secures the OEM harness to this bracket, Figure 5-3.
The use of this bracket requires a different harness
dress cover called an End Bell.
ECM CONNECTOR END-BELL

A Deutsch connector (Caterpillar part number 237-
0336) Connector End-bell is available to provide
additional protection and controlled wire routing for Figure 5-3 ECM harness Tie Down Point
the harness at the ECM. This is a new part number
for the A4 control.
ECM 70 PIN CONNECTOR SEALING

(WEATHERPROOFING)
The ECM Connector Interface seal is serviceable
using Caterpillar part number 159-9322, Figure 5-4.
AMPSEAL CONNECTORS AND TOOLS

Table 5-4 lists the Standard Ampseal Connectors,
Positions, Keys, and Part Numbers.
Table 5-5 list the tools needed to add wires to these
connectors.
Refer to Tool Operating Manuals SEHS9615-03,
Servicing Deutsch HD and DT Style Connectors and Figure 5-4 Connector Sealing
NEHS0950, Using the 270-5051 Amp ATAC.
CONNECTOR SERVICE KIT

57
Table 5-4 Ampseal Connectors: Position, Key, Part # Table 5-5 Ampseal Tools Needed
STANDARD AMPSEAL CONNECTORS TOOLS NEEDED
Cat Part Number Wedge Removal Tool 147-6456

Positions Key
Plug Receptacle Crimp Tool 1U-5804
2 1 230-4011 230-4012 Ampseal Service Kit 270-5051
2 2 238-8245 238-8246
2 3 238-8247 238-8248
2 4 281-8801 281-8802
3 1 230-4013 230-4014
3 2 237-0227 237-0228
3 3 281-8803 281-8805
3 4 281-8804 281-8806
4 1 230-5008 230-5009
4 2 239-7349 239-7350
4 3 281-8807 281-8809
4 4 281-8808 281-8810
6 1 230-5010 230-5011
6 2 239-7352 239-7353
6 3 281-8811 281-8812
8 1 231-2295 231-2300
8 2 231-2296 231-2301
8 3 231-2297 231-2302
8 4 231-2298 231-2303
12 1 230-4009 230-4010
12 2 239-7356 239-7357
12 3 241-8834 241-8835
12 4 281-8813 281-8812
5.2 ENGINE INTERFACE CONNECTOR (EIC)
Figure 5-5 EIC Connector

See APPENDIX 01 – page144 for pin out table

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CONNECTOR TERMINALS
The terminals available for production use are stamped and formed, or machined. The lowest
cost terminal option is stamped and formed. Machined terminals are also used for field repair.
Terminals are available with nickel or gold plating.
Gold plating should be used for applications of 5 volts or less and/or less than 100 milliamps.
Typically these low level circuits require low resistance at the pin/socket connection and gold
plating is the best low cost choice. Nickel plated terminals can be used in power type circuits or
circuits where low resistance at the pin/socket connection is not a concern Table 5-6.
CAUTION: Deutsch nickel-plated stamped and formed terminals are not recommended
for use because of excessive voltage drop experience in laboratory tests.
Table 5-6 Connector Terminal Specifications
Connector Terminal Specifications
WIRE USAGE
CONTACT TYPE PLATING CAT P/N
(AWG - TYPE)
ECM Connector (J1)
#16/ #18 - SXL and
Socket Stamped & Formed Gold 126-1766
#14/#16/#18 - GXL
#14 - All Socket Machined Gold 126-1768
#16/ #18 Socket Machined Gold 9X - 3402
HD/DT Connector (Standard)
#14 Socket Machined Nickel 9W-0844
#14 Pin Machined Nickel 9W-0852
#16/ #18 Socket Machined Nickel 186-3736
#16/ #18 Pin Machined Nickel 186-3735
#14 Socket Machined Gold 126-1768
#14 Pin Machined Gold 126-1767
#16/ #18 Socket Machined Gold 9X-3402
#16/ #18 Pin Machined Gold 9X-3401
DT Connector (J1939 only)
#16/#18 (J1939) Socket (extended) Machined Gold 133-0969
#16/#18 (J1939) Pin (extended) Machined Gold 133-0967
WIRE TYPE AND GAUGE SIZE
WIRE SELECTION
Typical factors to be considered in the selection are voltage, current, ambient temperature,
mechanical strength, connector sealing range, abrasion, flexure and extreme environments
such as areas or locations susceptible to significant fluid concentrations.
• Wire must be of a type suitable for the application.

59
• Wire must be selected so that the rated maximum conductor temperature is not
exceeded for any combination of electrical loading, ambient temperature, and heating
effects of bundles, protective braid, conduit and other enclosures.
WIRE SIZE
The minimum conductor size used on caterpillar Table 5-7 Wire Sizes
products is 0.8 mm2 (18 AWG). Smaller
conductors are susceptible to breakage and Wire Sizes
fatigue failures. SAE J1614, wiring distribution CIRCUIT SIZE (AWG)
systems for construction, agricultural, and off- Battery Negative 14
road work machines require wire sizes no Positive Battery: Switched 14-18
smaller than 0.8 mm2 (18 AWG). ECM wire size Positive Battery: Un-switched 14
requirements per connection are shown in Table
Digital Sensor Power 16-18
5-7.
Digital Sensor Return 16-18
(1)
143-5018 Cable (Twisted Pair) Analog Sensor Power 16-18
(2)
153-2707 Cable (Shielded Twisted Pair)
CAT Data Link (1) 18
(2)
J1939 (CAN) Data Link 18
WIRE INSULATION Switch to Ground 16-18
Thermoplastic polyvinyl chloride (PVC) insulation Low Side (300 mA) Driver 16-18
shall not be used in wire harness designs
because of its low operating temperature range High Side (2 A) Driver 14-16
(-40 to 85°C), melt characteristics, and flammability characteristics.

Cross Linked Polyethylene (XLPE) is the primary wire insulation type used in chassis, cab, and
engine compartment locations. It has a temperature rating of –50 to 120°C.
The voltage rating for Caterpillar 1E0815 wire and SAE J1128, Type SXL is 50 volts. The circuit
voltage shall be considered when making wire selections. This wire insulation is also available
with 50, 150, 300, or 600-volt ratings. The outside diameter range of the insulation is 0.089 to
0.131 in. (2.26 to 3.33 mm).
The Table 5-8 provides insulation diameter range for each gauge and wire type.
Table 5-8 ECM Wire Gauges
ECM CONNECTOR WIRE INSULATION AND GAUGE SIZE
Wire Type Wire Gauge Insulation Diameter

14 0.114 – 0.125
GXL 16 0.098 – 0.112
18 0.089 – 0.098
16 0.116 – 0.131
SXL
18 0.103 – 0.118
Metric Equivalents For AWG Wire Numbers
AWG 20 19 18 16 14 12 4
Diameter (mm2) 0.5 0.65 0.8 1 2 3 19

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5.3 CONNECTOR SEAL PLUGS

All unused cavities for sockets and pins must
be filled with Seal Plugs in order to ensure that
the connector is sealed. Two options are
available for plugging unused connector
cavities. Either the Deutsch 114017
(Caterpillar part number 8T-8737) or PEI
Genesis 225-0093-000 (Caterpillar part
number 9G-3695) sealing plugs can be used.
The seal plugs are installed from the wire
insertion side of the plug or receptacle.
Correct installation of either of these cavity
plugs is critical to maintain connector seal
integrity. Figure 5-6 illustrates the correct
insertion of the plug. The seal plug cap is
Figure 5-6 Plug Insertion
designed to rest against the seal, not inserted
in the hole in the seal.
5.4 WIRING HARNESS DESIGN

HARNESS ROUTING
Wiring shall be routed to ensure reliability and to offer protection from the following:
Refer to Cat Publication: Guidelines For Routing And Installing Wire Harness Assemblies
SEBD0402-00.
• Chafing/rubbing/vibrating against other parts
• Use as handholds or as support for personal equipment
• Damage by personnel moving within the vehicle
• Damage by impact, thrown or falling debris
• Damage by battery acid fumes, engine and hydraulic oil, fuel, and coolant
• Abrasion or damage when exposed to rocks, ice, mud, etc
• Vandalism damage (to the maximum extent practicable)
• Damage by moving parts
• Harsh environment such as nitrite mines, high temperatures, or areas susceptible to
significant fluid or fume concentration
CAUTION: Wire harnesses shall not be located in close proximity to oil and fuel fluid fill
areas or below fuel and oil filter locations. If these locations cannot be
avoided then additional protective covers and shields must be provided to
protect the harness.
Harnesses shall be located a minimum of 50 mm from high heat sources (e.g. exhaust
manifolds, turbo chargers, hydraulic components, etc.) to avoid insulation and/or connector
deterioration.

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MAINTENANCE CONSIDERATIONS
The maintainability of the wiring system shall be an important consideration in the selection,
design and installation of harnesses, cable assemblies and other wiring system components.
All wiring components shall be accessible, repairable, and replaceable (i.e. connector
terminals).
High-pressure wash systems are now in frequent use by maintenance people.
When locating electrical connectors:
• Place them in accessible locations.
• Use other physical elements for protection and prevention of direct exposure to wash
systems (e.g. Brackets, housings, sheet metal structure, etc.).
• Where direct exposure to high-pressure wash systems cannot be avoided, use
protective shields. These shields will need to be designed and installed.
HARNESS BENDS
If the harness curvature is too close to the connector be sure the connector seals are not
stressed. This applies to the routing of:
• Customer lines on or near the engine harness.
• ECM Customer Connector (J1/P1)
RADIUS BENDS
The minimum bend radius for a braided wire harness, as measured from the inside of the bend,
shall be four times the outer diameter of the harness. Tighter bends are possible if the bend is
preformed during harness manufacture. The bend radius size and location must be specified on
the wire harness drawing.
JACKETED CABLE BENDS

Bends in jacketed cables shall be based on the manufacturer recommendations. A bend must
not adversely affect the operating characteristics of the cable. For flexible coaxial cables, the
bend radius must not be less than six times the outside diameter. For semi-rigid coaxial cable,
the bend radius must not be less than ten times the outside diameter of the cable.
FLEXIBLE CONDUIT BENDS

The minimum bend radius for flexible conduit must be six times the outer diameter of the
conduit. Conduit bends shall not cause internal chafing of the wiring.
HARNESS BENDS (AT CONNECTORS)
Avoid wire harness bends within 25 mm (10 in) of the connector. When a harness bend is too
close to the connector, the connector seal is stretched away from the wire, providing an opening
for moisture entry. The wire should exit perpendicular to the connector before curving as
necessary for routing, Figure 5-7.
BENDS NEAR A CONNECTOR

Wire harness bends near a connector must be no less than twice the wire harness diameter.
Special consideration shall be given to connectors with large wire counts. Stresses placed upon
the retention system of the connector can cause contact retention failures and wire pull out. In
order to avoid this problem consider the following options:
• Pre-form the harness to the required bend.

62
• The harness assembly drawing shall detail the harness bend requirements (e.g. location
and radius).
Figure 5-7 Example of Wire Harness Routing at the ECM Connector
• The harness braid protection should be applied up to the tangent point of the bend
furthest from the connector.
• Connector orientation to the bend may be necessary and should be specified on the
harness print.
• If harness braiding is used
• Increase the unbraided harness length to 150 mm. This will allow the wires to fan out
when the harness is bent, greatly reducing the forces placed on the connector contact
retention system.
• The connector should also be oriented properly with respect to the harness so that upon
installation to the product the harness will not need to be twisted to align the connector.
DRIP LOOP
When a harness is routed downward to a connector, terminal block, panel, or junction box, a
trap or drip loop shall be provided in the harness. This feature will prevent fluids or condensate
from running into the above devices.
SEALING SPLICES AND RING TERMINALS
Caterpillar requires all ring terminals and splices connected to the Engine ECM be sealed using
Raychem ES2000 adhesive lined heat shrink tubing or equivalent. Table 5-9, below, shows
heat shrink tubing sizing information.

63
Table 5-9 Heat Shrink Tubing Reference Table
Heat Shrink Tubing Reference Table
Cat Part I.D. Before Shrink I.D. After Shrink

Number (mm) (inch) (mm) (inch)
8T-6342 3.20 0.126 1.58 0.062
3E-9553 4.70 0.185 1.78 0.070
125-7874 5.72 0.225 1.27 0.050
9X-2109 6.40 0.252 3.20 0.126
125-7875 7.44 0.293 1.65 0.065
119-3662 0.427 2.41 0.095
125-7876 17.78 0.700 4.45 0.175
8C-3423 68.00 2.678 22.00 0.866
WIRE CONNECTION CRIMP GUIDELINES AND TOOLING
WIRE CRIMP GUIDELINES

Use Table 5-10 Crimp Tool Specifications and the following requirements to ensure the correct
installation of terminals in the connectors:
• Do not solder the sockets and pins to the wires.
• Never crimp more than one wire into a socket or a pin. Connector pins and sockets are
designed to accept only one wire of a specified gauge or gauge range.
• Do NOT insert multiple wires of a smaller gauge.
• All sockets and pins should be crimped on the wires. Use the Crimp Tool (Caterpillar
part number)1U-5804 for 12 to 26 AWG wire.
• Perform the pull test on each wire. The pull test is used to verify that the wire is properly
crimped in the terminal and the terminal is properly inserted in the connector. Each
terminal (socket or pin) and each connector should easily withstand 45 N (10 lb) of pull
and each wire should remain in the connector body.
WIRE CONNECTION CRIMP TOOLING

Insulation barrel crimp height for AMP 776093-1 stamped and formed sockets must be set
according to the insulation diameter. Crimp width for all insulations is 0.145 inches maximum.
Table 5-10 Crimp Tool Specifications
CRIMP TOOL SPECIFICATIONS

No-Go
Crimp Tool Options DIE Locator Go (inches)
(inches)
Deutsch Hand Tool HDT-48-00 N/A N/A 0.045 0.50
Pico Model 400 414DA- 16N 4301-16 0.043 0.050

64
5.5 SERVICE TOOL CONNECTOR WIRING

SERVICE TOOL CONNECTOR PIN-OUTS
Figure 5-8 illustrates the pin-out location
on the Deutsch HD 9 position connector
for ease of reference. Wiring from the
ECM to the Service Tool Connector is
illustrated in Figure 5-9. The Cat Data
Link wiring should be twisted two-
conductor cable (18 AWG wire) with one
twist per 25 mm (approx. 1 inch).
Reference Caterpillar service tool cable
(part number 143-5018). See Figure 5-9
for J1939 Data link wiring requirements.
• EPG Engine communication to
Cat ET is via Cat Data Link Figure 5-8 Service Tool Connector Pin Locations
(CDL) and the J1939 Data Link.
SERVICE TOOL WIRING SCHEMATIC

The service tool wiring diagram is shown in Figure 5-9.
Figure 5-9 Service Tool Connector - Wiring Diagram
TERMINATING RESISTOR
NOTE: A Terminating Resistor is required unless; the OEM is installing an OEM J1939-11
backbone, Figure 5-9 and Figure 5-11.

65
5.6 CAN DATA LINK HARNESS DESIGN

The data link connector that Caterpillar uses is a modified DT connector, special wedge, cable,
and extended socket. The harness assembly requirements are unique to typical Caterpillar wire
harnesses, Figure 5-10. Caterpillar recommends 2 conductor shielded cable from Raychem
Corp (Raychem part number 2019D0309-0 / Cat part number 153-2707) for all J1939 Data Link
wiring. This is twisted pair wiring.
If the Caterpillar recommended cable is not used, the cable must meet J1939 specifications for
conductors (refer to Table 5-11). For additional information regarding the electrical system
design see the SAE publication J1939/11 Physical Layer. The minimum bend radius for the
data link cable is 40 mm.
Table 5-11 J1939 Conductor Specifications
J1939 SPECIFICATIONS FOR CONDUCTORS

Minimum Nominal Maximum
Impedance (ohm) 108 120 132
Capacitance between conductors (pF/m) 0 40 75
Capacitance between conductors and shield (pF/m) 0 70 110
ASSEMBLING THE CONNECTOR

For proper data link function, identify the J1939 connector on the customer wire harness print,
Figure 5-10.
Figure 5-10 SAE J1939 Connector Assembly
The following steps must be used:

1. Remove 75 mm of the outer jacket of Data Link shielded cable. (Reference Cat part
number 153-2707)

66
2. Remove the foil shield from the exposed wires to within 3 mm of the cable jacket end.
3. Crimp gold plated socket terminals to the wires and the extended socket terminal to the
drain wire.
4. Slide heat shrink tube over the cable end. (Reference Cat part number 125-7876)
5. Install the terminals into the appropriate connector cavity positions.
6. Install the wedge into the connector.
7. Apply the heat shrink tube over the back of the connector body and the jacket of the
cable.
CAUTION: The above components and assembly procedures must be used to insure
the cable to connector joint will be sealed. Failure to conform to these
requirements will result in cable contamination and result in loss of shield
performance. (See Figure 5-10).
5.7 CONNECTING MODULES TO THE CAN DATA LINK

The SAE J1939 Data Link is used to communicate engine information to an SAE J1939
compatible display or other desired SAE J1939 compatible modules. Figure 5-11 shows two
J1939 modules properly connected to the J1939 data link
CAN DATA LINK KEY COMPONENTS
The Key components are as follows:
• The total length of the Data Link
between terminal resistors must not
exceed 40 m (130 ft).
• The length of each branch, or stub
length, must not exceed 1 m (3.3 ft).
Reference: Cable assembly that is 1m
long with Deutsch DT 3 pin plug on one
end (part number 165-0200) and, J1939
signal and shield wires with appropriate
crimped socket on the other end for
insertion into J1939 module connector.
• All splices and end nodes can be
implemented using a connector tee.
Reference: Deutsch DT receptacle
assembly (part number 133-0970).
• Two terminal resistors must be installed.
These two terminal resistors are critical
for the proper operation of the network
and one resistor is required at each end
of the Data Link. Reference: Deutsch
DT plug with termination resistor (part
number 174-3016).
Figure 5-11 J1939 Multiple Module Installation
• One terminal resistor for the J1939 Data Link is included in the engine harness. Any
J1939 Data Link must have a terminal resistor at each end of the Data Link.

67
• A terminal resistor is required at the terminal ends of the Data Link cable. A terminal
resistor is not required at each node on the Data Link.
• Any number of display modules or service tool connectors may be connected to the
J1939 Data Link, providing the requirements for J1939 Data Link connections are met.

68
6 SECURITY
6.1 EQUIPMENT IDENTIFICATION
Equipment Identification is a configuration parameter that the customer can program, in the
ECM, to uniquely identify an engine installation. Typical uses for the equipment identification
parameter include manufacturer model number, machine number, installation location, etc.
NOTE: Configuring this parameter is optional. The parameter is for customer reference
only.
EQUIPMENT IDENTIFICATION - CONFIGURATION

The EQUIPMENT ID defaults to NOT PROGRAMMED and can be set to a customer-defined
identification for the engine. This parameter must be updated using the Cat ET.
A maximum of 17 characters may be entered in the field. Characters can be any alphanumeric
character.
6.2 CUSTOMER PASSWORDS

Customer passwords are sometimes referred to as OEM passwords. Customer passwords may
be programmed in order to limit access to certain parameters. There are two customer
passwords available (both customer passwords do not need to be programmed in order to
provide protection). If both customer passwords are programmed then, both are required to
access and change the password-protected parameters. If a customer password is forgotten or
lost, these can be reset.
NOTE: Factory passwords are required to change them.
The following parameters are protected with customer passwords:

• Ether Control • Coolant Level Sensor
• Ether Configuration • Oil Level
CUSTOMER PASSWORD(S) - CONFIGURATION

One or two parameters must be configured in Cat ET prior to using customer password(s):
• Customer Password #1
• Customer Password #2
Both passwords default to an empty field.
Whether the password is set or not, the display shows:
A maximum of eight alphanumeric characters may be entered for each of the two available
customer passwords.
NOTE: These passwords are case sensitive.
6 SECURITY
69
6.3 PARAMETER LOCKOUT

PARAMETER LOCKOUT changes the protection (security) level of certain parameters.
For Example: From NORMAL Cat ET access to FACTORY PASSWORD REQUIRED.
If customer passwords are programmed, these will be required to LOCK and UNLOCKED
parameters in the PARAMETER LOCKOUT Cat ET screen.
The following configuration parameters can be LOCKED out if selected:
• High Idle Speed • Intermediate Engine Speed

• Rating Number • Programmable Monitoring System
• Maximum Engine Torque Limit
PARAMETER LOCKOUT - CONFIGURATION

Access the PARAMETER LOCKOUT screen in the service menu of Cat ET.
Customer password(s) are required to access this screen if programmed.
One or more of the listed configuration parameters can be LOCKED or UNLOCKED in one
session.
All parameters default to UNLOCKED.
If a locked out parameter must be changed, there are two options:
1. Remove the lockout — In the PARAMETER LOCKOUT screen, a factory password
allows the protection level to be changed back to normal ET access.
2. Retain the lockout — In the CONFIGURATION screen, a factory password allows
changing the value one time.
6 SECURITY
70
7 STARTING AND STOPPING THE ENGINE

7.1 STARTING THE ENGINE
When the key switch is placed in the start position and all conditional checks are valid, the
Engine ECM will turn on a relay driver, which will pull in a relay and engage the starter. After
the engine speed reaches crank terminate, the relay driver will be turned off.
STARTING PROCEDURE
ENGINE SPEED CONDITIONAL CHECK

If engine speed is detected prior to enabling the start relay, it will not allow the start relay to be
engaged. This eliminates the possibility of engaging the starter while the engine is running.
KEY SWITCH POSITION

The key switch, connected to the EIC, is monitored for Start position. If in the start position, the
ECM can enable the start driver. If not in the start position, the ECM will not enable the start
driver.
START DRIVER INITIALIZED AND COUNTER INDEX

The start driver is turned on and the counter is indexed to 1.
ENGINE SPEED CHECK

The engine speed is checked and once the engine rpm exceeds the programmed Crank
Terminate RPM parameter (default is 400 rpm) the start driver is turned off.
REDUNDANT STARTING
A C175 Engine may require one or more type(s) of starting system(s) depending upon ambient
air temperature and other environmental conditions. One of these redundant starting systems,
starting systems that are powered from different sources (for example, air and electric), must
be designated as Primary while the other as Secondary.
SELECTING REDUNDANT STARTING SYSTEMS

A means to select between these by a package control or operator is required. This allows the
selection of the starting motor package that the ECM will use to crank the engine. This will
provide the input to the cranking feature, which actually activates/deactivates the selected
cranking motor. A switch is used as the input to see which starting system is selected. If the
input is connected to Battery -, then it shall be treated as Active. If the input is connected to
Battery + or left disconnected, then the result shall be treated as Inactive.
If the switch input is Inactive, then the Primary cranking motor shall be selected. If the switch
input is Active, then the Secondary cranking motor shall be selected.
7.2 STARTING SYSTEM PARAMETERS

STARTING SYSTEM SELECTION MODE
This parameter defines the method for engine starting that will be used for the application.
Programming the parameter to Manual indicates that an external system will be used as input to
start the engine. Programming the parameter to Automatic indicates that an external system will
be used to start the engine.

71
STARTER PINION ENGAGEMENT DETECTION SYSTEM ENABLE STATUS

This parameter is used to set the status of the detection system for starter pinion engagement.
This system is used in order to detect the engagement of the starter pinion to the flywheel.
STARTING SYSTEM #1 TYPE

This parameter defines the type of starting system that has been installed on the engine.
Should the engine ship without the starting system the following would be defined.
STARTING SYSTEM #1 ASSIGNMENT

This parameter defines the configuration of the Starting System #1 as the primary starting
system or the secondary starting system.
STARTING SYSTEM #1 MAXIMUM NUMBER OF CRANK CYCLES

This parameter defines the total number of crank cycles that are performed by the primary
starting system during an attempt to start the engine. An overcrank fault is logged for Starting
System #1 if the engine does not start.
STARTING SYSTEM #1 CRANK CYCLE REST INTERVAL

This parameter defines the rest time between the end of one crank cycle and the beginning of
the next crank cycle for the engine’s Starting System #1.
STARTING SYSTEM #1 CRANK DURATION

This parameter defines the maximum crank cycle duration for the starting motors that are for
Starting System #1.

72
STARTING SYSTEM #2 TYPE

This parameter allows the configuration of a secondary starting system for the engine.
Should the engine ship without the secondary starting system the following would be defined.
STARTING SYSTEM #2 ASSIGNMENT

This parameter defines the configuration of the Starting System #2 as the primary starting
system or the secondary starting system.
STARTING SYSTEM #2 MAXIMUM NUMBER OF CRANK CYCLES

This parameter defines the total number of crank cycles that are performed by the primary
starting system during an attempt to start the engine. An overcrank fault is logged for Starting
System #1 if the engine does not start.
STARTING SYSTEM #2 CRANK CYCLE REST INTERVAL

This parameter defines the rest time between the end of one crank cycle and the beginning of
the next crank cycle for the engine’s Starting System #1.
STARTING SYSTEM #2 CRANK DURATION

This parameter defines the maximum crank cycle duration for the starting motors that are for
Starting System #2.
CRANK TERMINATE RPM

This parameter determines the engine rpm that the starting motors will be disengaged.

73
ENGINE STATE CONTROL PARAMETERS
ENGINE STATE CONTROL INPUT SELECTION METHOD

This parameter identifies the type of control input that will be used for the engine operating state
by the ECM.
ENGINE STATE CONTROL INPUT CONFIGURATION

This parameter identifies the type of external source (back up)
that is used by the ECM in order to obtain command signals for the engine state control. This
parameter is used only when Engine State Control Input Selection Method is set to configured
value.
ENGINE STATE CONTROL SECONDARY INPUT CONFIGURATION

This parameter identifies the type of secondary source that is used by the ECM in order to
obtain command signals for the engine state control. This parameter is used only when Engine
State Control Input Selection Method is set to configured value.
ENGINE STATE CONTROL DEFAULT VALUE

If a failure occurs on the current source for the engine operating state, this parameter will be
used in order to identify the engine operating state. This parameter will also be used if the
engine ECM cannot determine the current engine operating state.
ENGINE STATE CONTROL SOURCE TRANSFER MATCH REQUIREMENT STATUS

This parameter identifies the need for a match between the inputs for the engine state control
prior to switching from one input to another input. This parameter is used only when Engine
State Control Input Selection Method is set to configured value.
ENGINE STATE CONTROL HARDWIRED INPUT TYPE CONFIGURATION

This parameter configures the type of input that is used for engine state control when the source
is wired directly to the ECM. The Energized to Switch State refers to a momentary contact
switch that is used for the start/stop control.

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REMOTE EMERGENCY STOP (E-STOP) SWITCH INPUT TYPE CONFIGURATION

This parameter defines the type of emergency stop switch that is installed on the application.
Should the system ship without a Remote E-Stop switch, the parameters would be as shown
below.
COOLDOWN SPEED
This parameter defines the engine rpm during the cooldown period.
COOLDOWN DURATION
This parameter defines the duration of engine operation at the cooldown speed. Programming
this parameter to 0 will disable this function.
7.3 EMERGENCY STOP (E-STOP)

An EMERGENCY STOP (E-Stop) is necessary for safety reasons around an engine. In the event
that the engine needs to be stopped immediately or the Electronic Control System (ECS) is
faulty, the E-Stop may be used to stop the engine.
ACTIVATING THE EMERGENCY STOP
The control system, or ECM, will activate the Emergency Stop event based on the status of the
E-Stop Switch input and the configuration of the REMOTE EMERGENCY STOP SWITCH INPUT TYPE
CONFIGURATION parameter. This switch configuration parameter determines which state should
create an E-Stop event, ACTIVE or NOT ACTIVE.
RESETTING A LATCHED SHUTDOWN
An E-Stop requires that the ECM be power cycled to reset the latched shutdown. Removing the
Key switch input momentarily does this reset.

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7.4 CONFIGURABLE E-STOP

FUNCTIONAL DESCRIPTION
• When the Remote Emergency Stop Switch Input Type Configuration is set to NOT
INSTALLED, the E-Stop switch input will have no affect on the engine operation.
• When the Remote Emergency Stop Switch Input Type Configuration is set to NORMALLY
OPEN, the E-Stop will activate when the E-Stop switch input is closed.
• When the Remote Emergency Stop Switch Input Type Configuration is set to NORMALLY
CLOSED (to ground), the E-Stop will activate when the E-Stop switch input is open.
An active E-Stop condition, as annunciated by the E-Stop input-processing module will disable
injection and initiate an Air Shutoff request with the Air Shutoff system (If installed via the
Caterpillar ET configuration parameter).
The system will also latch any E-Stop state that has resulted in a diagnostic. The cause of the
diagnostic is based on complementary E-Stop inputs. The diagnostic will remain active while
fault condition occurs and be placed in the log.
The diagnostic 337-02 will deactivate when both E-Stop inputs go to matching states.
The 337-02 diagnostic is caused by a single wire failure of the E-Stop inputs.
7.5 E-STOP - I/O REQUIREMENTS

INPUTS
E-Stop Status based on Inputs for NORMALLY CLOSED
The ECM defines the E-Stop states based on the following inputs:
1: REGULAR E-Stop switch inputs Normally Closed
and
2: PARITY E-Stop switch inputs Normally Closed
These are shown in the two tables below, Table 7-1 and Table 7-2.
Table 7-1 Regular E-Stop switch input (switch to ground)
INPUTS OUTPUTS
DL J1939
(PGN FD93) INJECTION
E-STOP PID E-STOP
DL E-STOP REQUESTED DISABLE /
SWITCH SW POSITION
ENGINE CONTROL EID264 ACTIVE
MODE
NOT IN
LOW No message/OFF (0) NO OFF
ESTOP_MODE
LOW No message/OFF (0) ESTOP_MODE YES OFF
LOW ON ($01-$F7) Don’t care YES OFF
FLOAT Don’t care Don’t care YES ON

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Table 7-2 Parity E-Stop switch input (switch to ground)
INPUTS OUTPUTS
DL J1939
(PGN FD93) INJECTION
PID E-
E-STOP E-STOP REQUESTED DISABLE / DIAGNOSTICS
DL E-STOP STOP SW
SW1 SW2 ENGINE EID264 (337-02)
POSITION
CONTROL ACTIVE
MODE
NOT IN
LOW LOW No message/OFF (0) NO OFF NO
ESTOP_MODE
NOT IN
LOW FLOAT No message/OFF (0) NO OFF YES
ESTOP_MODE
NOT IN
FLOAT LOW No message/OFF (0) NO OFF YES
ESTOP_MODE
LOW LOW ON ($01$F7) Don’t care YES OFF NO
LOW FLOAT ON ($01$F7) Don’t care YES OFF YES
FLOAT LOW ON ($01$F7) Don’t care YES OFF YES
FLOAT FLOAT Don’t care Don’t care YES ON NO
LOW LOW No message/OFF (0) ESTOP_MODE YES OFF NO
LOW FLOAT No message/OFF (0) ESTOP_MODE YES OFF YES
FLOAT LOW No message/OFF (0) ESTOP_MODE YES OFF YES
E-Stop Status Based on Inputs for NORMALLY OPENED

The system defines the E-Stop states based on the following inputs:
1: REGULAR E-Stop switch inputs Normally Opened
and
2: PARITY E-Stop switch inputs Normally Opened
These are shown in the two tables below, Table 7-3 and Table 7-4.
Table 7-3 Regular E-Stop switch input (switch to ground)
INPUTS OUTPUTS
DL J1939 (PGN FD93)
INJECTION PID E-STOP
E-STOP REQUESTED
DL E-STOP DISABLE / SW
SWITCH ENGINE CONTROL
EID264 ACTIVE POSITION
MODE
No message/OFF
FLOAT NOT IN ESTOP_MODE NO OFF
(0)
No message/OFF
FLOAT ESTOP_MODE YES OFF
(0)
FLOAT ON ($01-$F7) Don’t care YES OFF
LOW Don’t care Don’t care YES ON

77
Table 7-4 Parity E-Stop switch input (switch to ground)
INPUTS OUTPUTS
DL J1939
INJECTION
(PGN FD93) PID E-STOP
E-STOP E-STOP DISABLE / DIAGNOSTICS
DL E-STOP REQUESTED SW
SW1 SW1 EID264 (337-02)
ENGINE CONTROL POSITION
ACTIVE
MODE
No message/OFF
FLOAT FLOAT NOT IN ESTOP_MODE NO OFF NO
(0)
No message/OFF
FLOAT LOW NOT IN ESTOP_MODE YES ON YES
(0)
No message/OFF
LOW FLOAT NOT IN ESTOP_MODE YES ON YES
(0)
FLOAT FLOAT ON ($01$F7) Don’t care YES OFF NO
FLOAT LOW ON ($01$F7) Don’t care YES ON YES
LOW FLOAT ON ($01$F7) Don’t care YES ON YES
LOW LOW Don’t care Don’t care YES ON NO
No message/OFF
FLOAT FLOAT ESTOP_MODE YES OFF NO
(0)
No message/OFF
FLOAT LOW ESTOP_MODE YES ON YES
(0)
No message/OFF
LOW FLOAT ESTOP_MODE YES ON YES
(0)
SENSOR INPUT DIAGNOSTICS

The system will not latch any E-Stop state that has resulted in a diagnostic.
The cause of the diagnostic is based on complementary E-Stop inputs.
The diagnostic will remain ACTIVE while fault condition occurs and be placed in the log.
An E-Stop will activate if: the inputs are complimentary and then resolved to both FLOATING.
DIAGNOSTIC 337-02
The diagnostic 337-02 will DEACTIVATE when both E-Stop inputs go to matching states.
NOTE: MARINE SOCIETY REQUIREMENT: The 337-02 DIAGNOSTIC is caused by a single

wire failure of the E-Stop inputs. This requirement is based on Marine Society
needs for not disabling an engine based on a single wire failure.
CDL PID OUTPUT

EMERGENCY STOP SWITCH INPUT TYPE CONFIGURATION FOR EPG ($D1 $074D):
Use the following table to read and program the INPUT TYPE CONFIGURATION of the switch used
for an Emergency Stop.
Table 7-5 Input Type Configuration for EPG
INPUT TYPE CONFIGURATION

Valid Data Range: $0000 - $FFFF
Data Status IDs: $FFE0 - $FFFF

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7.6 REMOTE E-STOP SWITCH - INPUT TYPE

CONFIGURATION
FUNCTIONAL DESCRIPTION
1: When the Remote Emergency Stop Switch Input Type Configuration is set to
NOT INSTALLED, the E-Stop switch input will have no affect on the engine operation.
NORMALLY OPEN, the E-Stop will ACTIVATE when the E-Stop switch input is CLOSED.
NORMALLY CLOSED (to ground), the E-Stop will ACTIVATE when the E-Stop switch input
is OPEN.
NOTE: An ACTIVE E-Stop condition will DISABLE injection via Basic Engine and initiate an
Air Shutoff request with the Air Shutoff system. This must first be installed using
the Caterpillar ET configuration parameter.
FAILURE MODE FUNCTIONALITY

Not Applicable
EVENTS
Events are listed in Table 7-6, below.
Table 7-6 Events
EVENTS
EID FMI DESCRIPTION
264 3 Emergency Stop Activated
7.7 REMOTE SHUTDOWN

The remote shutdown is intended to provide a convenient method of stopping the engine using
a remote ground signal from other controls such as a fire alarm. This allows the customer the
ability to connect a given switch to –Battery and have the fuel injection be disabled, and allow
the ECM to remain on.
If the remote shutdown is closed to ground, then released, the engine stops. However, if the
inertial load keeps the engine turning, the monitoring system will continue to measure sensor
outputs (i.e. oil pressure, fuel pressure, etc.) and may record an event code. If the remote
shutdown is held closed until the engine quits turning, a fault will not be recorded.
When the remote shutdown is closed to ground, the ECM disables fuel injection. Under normal
conditions, disabling fuel injection stops the engine. However, the remote shutdown is not
designed as an Emergency Stop Switch. The remote shutdown must be opened and the key
switch (switched power) must be cycled in order to restart the engine.
CAUTION: Remote shutdown is not an EMERGENCY STOP SWITCH. The remote

shutdown is not designed to be a fail-safe. It should not be used to assure
the protection of personnel or equipment.

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NOTE: During a remote shutdown, the air shutoff solenoid is not activated and the ECM
remains energized.
REMOTE SHUTDOWN
There is no Cat ET configuration necessary for the remote shutdown switch to function.
REMOTE SHUTDOWN SWITCH INSTALLATION
Figure 7-1 Remote Shutdown Switch P1/J1 ECM
75% ENGINE OVER SPEED VERIFY

This function is performed over the CAT Data Link for EPG Applications.
The purpose of this override PID which acts as a switch is to allow the customer to validate the
over speed protection system on the engine without actually over speeding the engine. Once
the switch is shorted to (–) Battery, the over speed protection will be activated at 75% of the
programmed overspeed value.
WARNING LAMP
If the overspeed verify function is enabled the warning lamp will turn on when the engine
reaches 75% of the overspeed warning trip level of the engine overspeed as set in PMS.
When the engine reaches 75% of the overspeed shutdown value (set in PMS) the warning lamp
will turn on and the air doors will close.

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8 ENGINE SPEED DEMANDS

There are several options available to set the desired engine speed used by the control system
to control engine speed. The application requirements determine which option, or combination
of options, should be selected. Following are the different methods of controlling the speed of
the engine:
• J1939 Speed Control •
• Throttle Position Sensor (PWM) • Datalink Control Enable
•
8.1 CAN SPEED CONTROL (TSC1) (DATA LINK COMMAND)

J1939 CAN speed control is available via the J1939 Data Link (TSC1 modes 1 and 3). J1939
CAN Data Link engine speed control signals will send by EMCP3 over the CAN datalink.
CAN SPEED CONTROL CONFIGURATION
There are two configurations required in order to use J1939 speed control. Operator has to
select CAN input as desired engine speed control either in the primary desired engine speed
input or secondary desired engine speed input to use the value on TSC1. Secondary source is
used only when the primary fails.
CAN SPEED CONTROL INSTALLATION
If a customer requires engine control through the SAE J1939 Data Link, the Data Link wiring
must be properly installed. See the Connectors and Wiring Harness Requirements section for
proper Data Link installation information.
8.2 THROTTLE POSITION SENSOR

The Throttle Position Sensor is a Pulse Width Modulated Sensor (PWM) that provides a signal
to the engine’s ECM. The sensor receives a 8.0 ± 0.4 VDC regulated voltage from the ECM.
The ECM performs an automatic calibration of this sensor whenever the ECM is powered and
the engine has been off for at least five seconds.
Figure 8-1 Throttle Position Sensor Schematic

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8.3 START/RUN/STOP CONTROL

The engine control system has the ability to control all aspects of engine start and stop, based
on the status of selected configuration parameters. A PID called, “Engine State Control Input
Configuration” will be used to select either not installed, hard wired, or CAN input, which will be
used to determine engine operation (starting, stopping, and running) as described in the
sections below.
REQUESTED ENGINE CONTROL MODE
HARD-WIRED START/STOP CONTROL

When properly configured, the control system will accept a hard-wired signal that will be used to
determine the state in which the control system will attempt to put the engine. The following
table shows the potential requested engine control modes and the control systems response to
each of them:
Table 8-1 Requested Engine Control Modes
RAPID START / SHUTDOWN INPUT STATE

CURRENT
ENGINE Not Active Active
OPERATING
STATE Run / Stop Input State Run / Stop Input State
Not Active Active Not Active Active
Stopped no change Standard engine start no change Immediately energize
using any programmed start relay
start aids
Pre-Start Abandon current Pre- no change Abandon current Pre- Immediately bypass
Start tasks Start remaining Pre-Start
tasks tasks
and energize start relay
Starting Abandon current start no change Abandon current start No change
attempt attempt
Running Standard engine no change Immediately shutdown, No change

shutdown using any bypass any cool-down
programmed cool-down
Cool-Down no change Bypass remaining cool- Immediately bypass Bypass remaining cool-
down duration and remaining cool-down down duration and
return to normal time and shutdown return to normal
running engine running
Post Run no change no change no change Immediately bypass
remaining post run
activities
Stopping no change Re-enable fuel and no change Re-enable fuel and

attempt to run if engine attempt to run if engine
speed is greater than speed is greater than
the crank terminate the crank terminate
speed speed

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DATA LINK START/STOP CONTROL

When properly configured, the control system will accept a signal via the J1939 datalink that will
be used to determine the state in which the control system will attempt to put the engine. The
following table shows the potential requested engine control modes and the control systems
response to each of them:
Table 8-2 Requested Engine Control Modes
CURRENT REQUESTED ENGINE CONTROL MODE

ENGINE
Normal
OPERATING Rapid Engine Emergency Engine Normal Engine
Engine Rapid Engine Start
STATE Shutdown Shutdown Start
Shutdown
Stopped no change no change Activate any installed Standard engine Immediately
emergency stop aids, start using any energize
and e-stop event programmed start start relay
aids
Pre-Start Abandon Abandon Abandon current Pre- no change Immediately bypass

current current Pre- Start tasks, and remaining Pre-Start
Pre-Start Start tasks activate any installed tasks and energize
tasks emergency stop aids, start relay
and e-stop event
Starting Abandon Abandon Abandon current start no change No change

current current start attempt and activate
start attempt attempt any installed
emergency stop aids,
and e-stop event
Running Standard Immediately Immediately no change No change

engine shutdown, shutdown, bypass
shutdown bypass any any cool-down and
using any cool-down activate any installed
programmed emergency stop aids,
cool-down and e-stop event
Cool-Down no change Immediately Immediately bypass Bypass remaining Bypass remaining

Bypass remaining cool-down cool-down duration cool-down duration
remaining time, shutdown and return to normal and return to normal
cool-down time engine and activate running running
and any installed
shutdown emergency stop aids,
engine and e-stop event
Post Run no change no change Activate any installed no change Immediately bypass
emergency stop aids, remaining post run
and e-stop event activities
Stopping no change no change Activate any installed Re-enable fuel and Re-enable fuel and
emergency stop aids, attempt to run if attempt to run if
and e-stop event engine speed is engine speed is
greater than the greater than the
crank terminate crank terminate
speed speed

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DATALINK CONTROL ENABLE

When the control system input for datalink control enable is inactive, the Requested Engine
Control mode will be forced to Hard-Wired inputs no matter how the configuration parameters
are set.
8.4 ENGINE CONTROL PARAMETERS

ENGINE SPEED CONTROL PARAMETERS
ENGINE SPEED CONTROL SOURCE SELECTION TYPE

This feature is not available for this application.
ENGINE SPEED CONTROL SOURCE CONFIGURATION

ENGINE SPEED CONTROL DEFAULT SOURCE

ENGINE SPEED CONTROL SOURCE TRANSFER MAXIMUM SPEED DIFFERENCE

ENGINE SPEED CONTROL DEFAULT VALUE TYPE

ENGINE SPEED CONTROL DEFAULT VALUE

ENGINE/GEAR PARAMETERS
ACCELERATION DELAY TIME

This parameter defines the maximum waiting period before the ECM will begin to ramp the
engine speed to high idle.
Programming this parameter to 0 will disable this function.
ENGINE ACCELERATION RATE

The engine acceleration rate defines the maximum rate of engine acceleration and deceleration.
LOW IDLE SPEED

This parameter is set to configure the low idle rpm of the engine.
REMOTE THROTTLE CONTROL MIN SPEED

84
When the remote throttle is being used, this parameter sets the negative side of the tolerance
for the rated speed. For example, if the rated speed is set to 1200 rpm and the Remote Throttle
Control Min Speed is set to 100 rpm then the minimum rated speed would be 1100 rpm.
REMOTE THROTTLE CONTROL MAX SPEED

When the remote throttle is being used, this parameter sets the positive side of the tolerance for
the rated speed. For example, if the rated speed is set to 1200 rpm and the Remote Throttle
Control Min Speed is set to 100 rpm then the maximum rated speed would be 1300 rpm.
DROOP MODE SELECTION

This parameter enables the engine to be operated in an isochronous load sharing system or in
stand-alone mode.
ENGINE SPEED DROOP

This parameter defines the allowed reduction in engine speed when full load is applied to the
engine.
LOW IDLE SPEED

Low Idle Speed is a programmable parameter that allows the customer to program the engine’s
low idle speed. Low idle speed is the minimum allowable operating speed for the engine.
LOW IDLE SPEED CONFIGURATION
One parameter must be configured in Cat® ET in order to program low idle speed. Low idle
speed must set to the customer’s desired minimum operating speed. Typically Low Idle defaults
to 900 rpm and can be programmed from 500 to 1369 rpm.
8.5 THROTTLE ARBITRATION STRATEGY

If more than one speed input device or method is used, then the engine ECM chooses or
arbitrates between the different input devices.
Strategy summary:
• Different priority signals are present: The engine ECM compares multiple speed input
signals and identifies the signal with the highest priority. The highest priority speed input
signal is always the signal on which the engine ECM acts.
• Same priority signals are present:
The strategy for choosing the correct speed input device is also summarized in the Table 8-3
below.

85
Table 8-3 EPG Engine Throttle Arbitration Strategy
EPG ENGINE THROTTLE ARBITRATION STRATEGY
Desired Engine Speed Input Method Priority Arbitration

Memory Override 1
ET Override (dyno test mode) 2 ---
Timing Calibration 3
Low Idle Speed Switch 4 ---
Cooldown Speed 5
ET selected Throttle (TSC1 or PWM) 9 ---
THROTTLE ARBITRATION STRATEGY INSTALLATION

Throttle arbitration strategy is set within the industrial software and cannot be altered.
8.6 SIMPLE DROOP - ISOCHRONOUS MODE CONTROL

DROOP/ISOCHRONOUS MODE CONTROL W/DATA LINK OVERRIDE
The droop mode can be enabled from one of two sources:
1. Not available for C175
2. Data Link parameter
EP SETPOINT DROOP CONTROL WITH DATA LINK OVERRIDE

To modify isochronous desired engine speed based on droop input and engine load.
INPUTS
• Setpoint (set via data link or service tool configuration)
• PWM Droop Signal
NOTE: Your application may have one or more of these sources. See your application’s
requirement specification for details. Compile time configuration to select the
source. Only one source can be selected, either datalink or PWM but not both.
The ECM performs range checking on requested droop values according to application
specified limits.

86
Figure 8-2 Droop Values
The droop setpoint is programmable via the service tool using PID 0xF515. This setpoint is
intended for infrequent adjustment via a service tool interface.
Refer to the application’s requirement specification for the default droop value; maximum droop
value, and security level. If droop source is PWM droop signal disable support to PID 0xF515.
Speed droop adjustment is the percentage reduction in engine speed at full load compared to
reduction at no load. This function is vitally important in EP applications because it determines
the redistribution of the load among several engines. Droop can be adjusted, as needed, for
stability of engines with different rates of engine speed changes. Droop function allows for load
division between two or more engines connected to a single shaft, or for operation in parallel.
Droop is usually expressed as a percentage. The electronic control system is designed to
provide percentage droop adjustment in the EP application. The speed droop of the governor is
the percent that the engine speed drops at full load and rated speed, Figure 8-3. When using
droop, the desired speed is calculated using the following equations,
Equation 2 Desired Speed, and Equation 3 Droop Speed.
DROOP CALCULATIONS
% Droop = Programmed through PID F515Equation 2 Desired Speed

DESIRED SPEED = ISOCHRONOUS SPEED - DROOP SPEED
Equation 3 Droop Speed

DROOP SPEED = ISOCHRONOUS SPEED * (%DROOP/100) * (%LOAD/100)

87
Figure 8-3 Droop Graph
FAILURE MODE FUNCTIONALITY

If there is an active diagnostic on all configured throttles, then the ECM should default the
Desired engine Speed to Rated, and change the governing mode to droop (at whatever the
configured value is).
8.7 COOLDOWN / SHUTDOWN STRATEGY

The Cooldown/Shutdown mode is triggered when the engine is required to STOP or
AUTO/STOP while the engine is running in RUN or AUTO/RUN mode.
The engine speed will go to the Cooldown Speed until the Cooldown Duration time (0 - 223
minutes) has expired. At time out, the Cooldown/Shutdown strategy will disable the injection and
stop the engine.
Remaining cool down time is reset to the Cooldown Duration upon ECS Control Mode
transitioning to Run. The user may view the remaining cool down time in seconds.
CAN SPEED CONTROL

CAN Speed Control is available from the ECMP 3.1, 3.2, and 3.3

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9 SPEED GOVERNOR TUNING

Modern, electronically controlled diesel engines do not have a mechanical speed governor. The
speed governor is a software algorithm that resides in the engine ECM. The speed governor
compares the desired engine speed and the actual engine speed and attempts to make them
match within a certain allowable error.
The desired engine speed is determined by the ECM from inputs such as J1939 data link
messages or a throttle sensor input. The actual engine speed is determined by the ECM from
the engine speed timing sensors.
Governor gains are the allowable rate of change in speed from the actual engine speed to the
desired engine speed. Governor gains affect both engine response and engine stability;
increased engine response decreases engine stability. Excessively high gains can cause the
system to be uncontrollable.
If an engine stability problem is encountered, the customer is cautioned to follow the instability
checklist before attempting to tune the governor gains.
NOTE: If the engine was running stable, and now does not run stable, the problem is NOT
THE GOVERNOR GAINS.
9.1 ENGINE INSTABILITY CHECK LIST

SHOULD ENGINE INSTABILITY OCCUR CHECK, THE FOLLOWING :
Use Caterpillar ET and determine that there are no fault codes. If there are any fault
codes, following the repair procedures in the appropriate troubleshooting guide. Repair
the faulty condition and retest the system.
Check the coupling between the engine and load. Spline couplings can wear out
extremely rapidly if you have engine instability, or if the coupling is subjected to large,
fast load reversals. Worn couplings are the one of the most likely causes of instability
complaints.
Check the fuel injectors. Using Caterpillar ET, perform the injector solenoid clack test,
and the cylinder cut out test. See the appropriate troubleshooting guide for your engine
for more information (Fuel System Verification test).
Check the behavior of the device providing the load to the engine (such as the
generator).
Check the behavior of the device providing the desired speed input.
CAUTION: The Governor Gains may need to be re-tuned IF all of the above cases
have been resolved and there is still an instability problem. If an application
is operating acceptably, and then suddenly exhibits an instability problem,
the most likely root cause of the problem is a hardware failure. Sometimes,
changing governor gains can temporarily reduce or relive the problem but,
it will not address the root cause. Do NOT change the Governor Gains until
all other possible causes have been eliminated.
NOTE: The gain numbers in ET are dimensionless parameters. The numbers do not have
any physical significance.

89
NOTE: The default values for different ratings within the same engine family may be
different. There is no reason to believe that the tuned values for one engine rating
or application will be appropriate for another rating or application. If you do
attempt to tune the governor gains, start from the factory default setting and follow
the procedure described below.
Tuning the Governor Gains assume that the system dynamics (load inertia, injector
performance, type of loading, etc) will not change drastically over time. Fine-tuning is done
using the load conditions that the application is expected to encounter in field operation.
Major changes in the system are:
• Changes to the system inertia.
• Changes in load conditions.
• Changes to the load acceptance requirements.
• Changes to the engine/generator combination.
9.2 TUNING THE SPEED GOVERNOR

CAUTION: TUNING THE GOVERNOR GAINS CAN BE A TIME CONSUMING TASK.
• The customer is STRONGLY ADVISED to document all of the settings

each time you change them.
• Write down a brief summary of what was good or bad about the
engine response for each trial run.
• Document any other data or data files that you have recorded for
each trial run.
• This can save hours in trying to remember what gains have already
been tried and the associated performance effects.
TUNING SPEED GOVERNOR WITH ET VARIABLES:

Make sure the engine is running correctly before attempting any governor tuning (no fault
codes, de-rates, or injector problems. Review above check list).
1: Set the Max Stability Factor to a level of 5 times the Min Stability Factor.
a) The Max Stability Factor helps when you have a sudden load increase or decrease
which causes an engine speed departure of greater than 20 rpm from setpoint.
b) The Max Stability Factor will not affect steady-state stability, but values of greater
than 7 times the Min Stability Factor may cause ringing during a load transient.
c) The Max Stability Factor can be raised above 7 times the Min Stability Factor (it is
higher in some applications) but, if the engine speed starts ringing after you increase
the Max Stability Factor to Min Stability Factor ratio, you MUST lower it back down.
2: Adjust the Gov Gain Factor, Min Stability Factor, and Max Stability Factor by the SAME
percentage, up or down, whenever making a ‘GAIN’ adjustment.
a) 10% adjustment is a ‘fine’ adjustment. There is no need to use steps smaller than
10%.

90
b) 30% adjustment is large enough that you should be able to see a difference in the
response after the adjustment is made
3: If ENGINE SPEED RINGING, or INSTABILITY occur with a constant load (or no-load):
d) Lower the Max Stability Factor to 1 time the Min Stability Factor. This should NOT
have an effect. If it does, your Max Stability Factor is too high.
e) After determining if the Max Stability Factor is NOT too high, set it back to its previous
value. Then, lower ALL 3 gains by the SAME percentage.
4: If during load increases or load decreases, there are ENGINE SPEED CHANGES that are too
large, try raising the Max Stability Factor to 7 times the Min Stability Factor PRIOR TO
adjusting the Gov Gain Factor, or the Min Stability Factor.
NOTE: The ET Governor parameters are multipliers to the Base Governor maps stored in
the software. The ET multipliers are active only under specific conditions (for
C175, the engine must be operating ABOVE 1300 rpm).
9.3 RESTORING FACTORY DEFAULT GOVERNOR GAINS

To restore the factory default Governor Gains Use the Cat Electronic Technician (ET) tool.
Three programmable parameters will be available to shift the governor gain map for
Proportional, Minimum Integrator and Maximum Integrator.
The software allows a user to revert to factory default gains by programming the gain value to
the minimum or maximum value in the range. Programming values outside the range will not be
allowed by the service tool.
GOVERNOR CONFIGURATION SYSTEM PARAMETERS
RATED FUEL VOLUME

3
This parameter allows the customer to program the fuel volume (mm ) for the engine at the
rated engine speed. This data can be used in order to calculate the different map curves that
are based on the relationship between the fuel volume that is specified by the customer and the
mapped fuel volume. This parameter is protected by factory passwords and is programmable
only one time.
FUEL CORRECTION FACTOR

FULL LOAD SETTING (FLS)

FLS is a parameter that represents the adjustment to the fuel system that was made at the
factory in order to fine tune the fuel system. The correct value for this parameter is stamped on
the engine information plate. Only change this value if the engine is rerated or if a new ECM
has been installed. Factory passwords are required to change this parameter.
FULL TORQUE SETTING (FTS)

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FTS is similar to FLS. Only change this value if the engine is rerated or if a new ECM has been
installed. Factory passwords are required to change this parameter.
FUEL AIR RATIO CONTROL ADJUST (CURRENTLY NOT AVAILABLE)

This parameter allows the programming of the Fuel Air Ratio Control (FARC). This adjustment
allows the setting of a lean air/fuel mixture for the engine in order to offset the effects of altitude
on the engine.
GOVERNOR GAIN FACTOR

This parameter is used in determining the engine’s rate of response to an engine load.
GOVERNOR MINIMUM STABILITY FACTOR

This parameter is used by the ECM to offset the steady state speed error when the steady state
speed error is less than 20 rpm.
GOVERNOR MAXIMUM STABILITY FACTOR

This parameter is used by the ECM to offset the steady state speed error when the steady state
speed error is greater than 20 rpm.

92
10 ENGINE MONITORING AND PROTECTION

The engine control system provides an Engine Monitoring System to monitor critical system
parameters for conditions that can damage the engine. The ECM monitors the engine sensor
signals. Below is a list of many of the sensors monitored by the ECM:
• Auxiliary Pressure Sensor
• Auxiliary Temperature Sensor
• Coolant Level Sensor
• Fuel Pressure Sensor
• Fuel Temperature Sensor
• Engine Coolant Temperature Sensor
• Engine Oil Pressure Sensor
• Engine Speed/Timing Sensors
• Inlet Air Temperature Sensor
• Exhaust Temperature (calculated value)
See Section 3.4, ENGINE SENSORS, page 25 for more details on the engine sensors.
10.1 MONITORING SYSTEM - PROGRAMMABLE SETTINGS

The monitoring system has programmable settings that give the customer the ability to
customize how the engine control system reacts to possible engine, or system, damaging
conditions. The settings the customer can program determine when the control system should
take action and what level of action the ECM should take in response to the harmful condition.
The levels of action the ECM can be configured to take are defined as follows:
• Level 1 — warn operator of the condition
• Level 2 — reduce engine power to a safe operating level
• Level 3 — shutdown the engine
The level of action the ECM can be configured to take is dependent on the operating condition
that is being monitored. Not all action levels are available for each condition. The customer can
configure the engine monitoring system to take one, two, or all of the ECM action level options
for a specific monitored condition.
The Figure 10-1 shows when the Warning and Shutdown occur for the engine’s oil pressure.

93
Figure 10-1 Warning and Shutdown Example
The timing for when the ECM takes action is based on set point and time delay settings. A set
point and time delay is defined for each monitored parameter action level available for a
monitored parameter. The set point is the lower (or upper) limit of a monitored parameter’s
normal operating range. The delay time is how long the monitored parameter must exceed the
set point before the ECM will take the programmed action (warning, derate, or shutdown).
NOTE: Not all set points and delay times can be configured for each monitored
parameter.
The ECM action level options for each of the monitored parameters are defined in Table 10-1.
Table 10-1 Monitoring System Parameters
MONITORING SYSTEM PARAMETERS
Monitoring System Parameters Warning Derate Shutdown

Low Engine Oil Pressure None ■ None
o o o
High Engine Coolant Temperature 203 F 208.4 F 221 F
o
Low Engine Coolant Temperature 176 F ■ ■
115% of 118%of
Engine Overspeed ■
rated speed rated speed
High Engine Oil Filter Restriction Pressure 21.7 PSI ■ ■
High Fuel Filter Restriction Pressure 15.2 PSI ■ ■
High Crankcase Pressure 16.1” H2O ■ ■

94
MONITORING SYSTEM PARAMETERS
Monitoring System Parameters Warning Derate Shutdown

o o o
High Aftercooler Coolant Temperature 194 F 212 F 212 F
o o o
High Engine Oil Temperature 226 F 230 F 239 F
o o
High Engine Inlet Air Temperature 131 F 140 F ■
o o o
High Fuel Temperature 145 F 149 F 167 F
Low Fuel Pressure None None None
High Fuel Pressure 133.43 PSI 141.4 PSI 145 PSI
o o o
High Turbo Turbine Inlet Temperature 1337 F 1382 F 1472 F
High Intake Manifold Air Pressure 72.5 PSI 76.13 PSI 79.75 PSI
High Fuel Rail Pressure 725 PSI ■ ■
Low Fuel Rail Pressure 725 PSI 725 PSI ■
Low Engine Coolant Pressure None ■ ■
o o o
High Intake Manifold Air Temperature 176 F 194 F 212 F
Low Aftercooler Coolant Pressure None ■ ■
Low Turbocharger Compressor Inlet Pressure None ■ ■
o o o
High Fuel Rail Temperature 203 F 212 F 239 F
High Airf filter restriction #1 and # 2 None None ■
o
High Exhaust Port Temperature #1 to #16 1220 F ■ 1382 oF
High Exhaust Port Temperature Deviating High
212 oF ■ 392 oF
# 1 to #16
High Exhaust Port Temperature Deviating Low
167 oF ■ 572 oF
#1 to #16
Fuel Filter (Suction Side) Restriction Pressure None ■ ■
Low Fuel Filter (Suction Side) Intake Pressure -1.45 PSI ■ ■
22PSI
High Fuel Filter (Suction Side) Intake Pressure ■ ■
(150KPA)
The action level, set point, and time delay settings are configured in the Monitoring System
Configuration screen in Cat ET. The customer does not have the option to change some of the
monitoring system settings for certain monitored parameters. The parameter settings that
cannot be configured will default to the setting programmed in the factory. See the subsections
within Engine Monitoring and Protection (Section 10, page 92) for each of the monitored
parameters for more information on configuring the monitoring system.
WARNING, DERATE, OR SHUTDOWN ACTIONS
The following actions are taken by the ECM when a Warning, Derate, or Shutdown condition is
detected:

95
• ECM logs an event code Table 10-2 Derate Scheduled At
• Event code information is broadcast on the

DERATE SCHEDULED AT
J1939 CAN data link
LHV (kJ/kg) 42700
• Event code is available for display on Cat
ET, see Table 10-C. Altitude (m) 750
o
Inlet Air Temp. ( C) 43
• Warning lamp is turned ON
Inlet Restriction (kPA) 4.0
• Diagnostic lamp is turned ON (only event
Exhaust Backpressure (kPa) 5.0
codes with flash codes)
• ECM performs specified derate or
shutdown action
Table 10-3 Basic Engine ET Status Flags
ET STATUS FLAG ACTIVATES WHEN
No Engine Speed Engine speed = 0 rpm

Cold Mode MR: SSM 0 active HD: Cold mode active
Test ECM Active ET activates Test ECM mode
Turbo Overspeed Derate Active Data currently unavailable
Altitude Adjust Active Altitude timing mode active.
Low Engine Oil Pressure Warning Low oil pressure warning is tripped.
Low Engine Oil Pressure Derate Low oil pressure derate is tripped.
High Exhaust Temp Warning High exhaust temp warning is tripped.
Exhaust Temperature Derate Active Exhaust temp derate > 0%
High Intake Manifold Air Temp Warning High engine inlet air temp warning is tripped
High Intake Manifold Air Temp Derate High engine inlet air temp derate is tripped
High Altitude Warning High altitude warning is tripped
High Altitude Derate High altitude derate is tripped
High Engine Coolant Temp Warning High engine coolant temp warning is tripped
High Engine Coolant Temp Derate High engine coolant temp derate is tripped
High Boost Pressure Warning Application specific?
Engine Overspeed Warning Engine overspeed warning is tripped
Injection Disabled PM mismatch(may include):
- Crank w/o inject ?
- Fire suppression shutdown ?
- User-defined shutdown ?

96
ENGINE PROTECTION PARAMETERS
EMERGENCY SHUTDOWN OVERRIDE SWITCH INSTALLATION STATUS

This parameter defines the installation status of the emergency shutdown override switch. This
parameter is protected by factory passwords.
EMERGENCY SHUTDOWN OVERRIDE INPUT CONFIGURATION

This parameter defines the input configuration of the signal source that is for the emergency
shutdown override.
10.2 DIAGNOSTIC CODES

The engine’s Electronic Control Module (ECM) has the ability to monitor the circuitry between
the ECM and the engine’s components. The ECM also has the ability to monitor the engine’s
operating conditions. If the ECM detects a problem, a code is generated, Figure 10-2.
There are two categories of codes:
• Diagnostic code • Event code
DIAGNOSTIC CODE – A diagnostic code indicates an electrical problem such as a short or an
open in the engine’s wiring or in an electrical component.
EVENT CODE – An event code is generated by the detection of an abnormal engine operating
condition. For example, an event code will be generated if the oil pressure is too low. In this
case, the event code indicates the symptom of a problem. Event codes indicate mechanical
problems rather than electrical problems.
Codes can have two different states:
• Active
• Logged
ACTIVE CODES
An active code indicates that a problem is present. Service the active code first. For the
appropriate troubleshooting procedure for a particular code, refer to the following
troubleshooting procedure:
• Troubleshooting, Diagnostic Code List
• Troubleshooting, Event Code List

97
LOGGED CODES
The codes are logged and stored in the
ECM memory. The problem may have
been repaired and/or the problem may
no longer exist. If the system is
powered, it is possible to generate an
active diagnostic code whenever a
component is disconnected. If the
component is reconnected, the code is
no longer active but the code may
become logged.
Logged codes may not indicate that a
repair is needed. The problem may
have been temporary. Logged codes
may be useful to help troubleshoot
intermittent problems. Logged codes
can also be used to review the
performance of the engine and of the
electronic system.
Figure 10-2 Event and Diagnostic Code Example

98

99
11 COLD STARTING AID

Cold start strategies are developed in a laboratory environment (cold room) using worst-case
scenarios. All possible configurations and load cases cannot be developed and tested. If a
particular application has very high parasitic loads, extreme cold (arctic) conditions, or unique
engine load or configuration issues, please consult an application engineer prior to purchase.
11.1 COMMON STARTING AIDS OVERVIEW

Diesel engines require the heat of compressed air in the cylinder to ignite the fuel. Below certain
temperatures, the cranking system will not crank the engine fast enough or long enough to
ignite the fuel. Ether may be required to start the engine. Engines with prelube requirements
may require oil heaters. Refer to Operation and Maintenance manual for the C175 for cold
weather procedures.
Figure 11-1 shows what start aides should be selected depending on what ambient air
temperature the engine is in.
Figure 11-1 Selecting Start Aids
ELECTRIC STARTING
When using electric starters only, Figure 11-2 shows the correct number of starters and
batteries required to start the C175. These do not reflect any loading factors for attached
generators.
Figure 11-2 Starter And Battery Selection
ETHER STARTING
Ether is a volatile and highly combustible agent. Small quantities of ether fumes added to the
engine’s intake air during cranking reduce compression temperature required for engine
starting. This method can be used for starting of an engine at practically any ambient
temperature.

100
CAUTION: When other than fully sealed ether systems are used, ensure adequate
ventilation for venting fumes to the atmosphere to prevent accidental
explosion and danger to operating personnel.
The high-pressure metallic capsule-type is recommended for mobile applications. When placed
in an injection device and pierced, ether passes into the intake manifold. This has proven to be
the best system since few special precautions are required for handling, shipping, or storage.
Ether must be used only as directed by the manufacturer of the starting aid device. The ether
system must be such that a maximum of 3.0 cc (0.18 cu in) of ether will be released each time
the button is pushed.
Caterpillar ether systems are designed to release 2.25 cc (0.14 cu in) of ether each time the
system is activated. Excessive injection of ether can damage an engine. Ether should not be
released into a running engine.
Lighter fuels, such as kerosene, can ease the unaided cranking requirements slightly by
lowering the compression temperature required for starting. These lighter fuels also slightly
reduce horsepower delivered at any given fuel rack setting.
NOTE: All fuels must meet Caterpillar requirements.
Excessive parasitic loads should be disconnected during engine cranking.
11.2 CONTINUOUS FLOW ETHER STARTING AID SYSTEM

Caterpillar offers an optional ether start system matched to each engine’s particular cold start
strategy. Please refer to the industrial engine price list for the appropriate parts.
CAUTION: If a third-party ether injection system is used, the Caterpillar engine may be
damaged.
ETHER START OPERATION
Figure 11-3 C175 Start Aid Diagram

The ether solenoid control is available to drive a relay and/or solenoid to control ether delivery to
the intake manifold. The ECM controls the ether solenoid control output when conditions dictate
the use of a starting aid. Two ether start solenoids may be used on the C175 if the engine has
the four turbo package installed. Refer to the RENR9341 schematics.
If there are active faults on both the coolant temperature sensor and the inlet air temperature
sensor, the ECM will not activate the ether injection system.

101
If there is an active fault on either the air temperature sensor or the coolant temperature sensor,
the valid sensor will be used in the ether control strategy.
If both the air temperature and coolant temperature sensor are valid, then the coldest
temperature will be used.
If both sensors are valid, then usage of a block heater will not affect the ether control strategy.
ETHER INJECTION DURATIONS

The ether control strategy establishes ether injection durations based on temperature and
altitude. The temperature threshold is not programmable by the customer.
If the temperature is below the threshold [0° C (32° F) at sea level] and an attempt is made to
start the engine, the ether solenoid control will be enabled until the engine rpm reaches 1200
rpm.
If the engine starts or a condition occurs that prevents fuel from being injected, the ether
solenoid control will be DISABLED.
• Ether will only be injected while engine speed is greater than zero and If the temperature
is below the threshold [0° C (32° F) at sea level].
• Ether will not be injected prior to cranking the engine.
ETHER START CONFIGURATION
Either Start has two parameters that must be configured in Cat ET prior to using ether start:
• Ether control defaults set to DISABLED and must be programmed to ENABLED.
• Ether solenoid configuration defaults to NOT INSTALLED and must be programmed to
CONTINUOUS FLOW SOLENOID.
Both parameters should be configured.
ETHER CONTROL PARAMETER

Programming this parameter to Disabled will disable the function. Program this parameter to
Disabled if the function is not being used or installed on this engine. This will prevent
diagnostics from being logged.
Minimum Default Maximum
Disabled Continuous Continuous
ETHER START INSTALLATION

The continuous flow ether system is available as an optional attachment on the engine price list.
The component in the ether system that controls ether quantity and spray angle is the atomizer.
The atomizer has a control orifice that is sized for a specific range of intake air flow.
CAUTION: Be sure to order the correct ether system to match the engine.
The ECM can activate the ether control valve solenoid with a direct connection from ECM to the
solenoid, Figure 11-4 Ether Start Schematic.

102
Breathing ether vapors or repeated contact of ether with skin can cause personal
injury. Personal injury may occur from failure to adhere to the following procedures.
Use ether only in well ventilated areas.
Do not smoke while changing ether cylinders.
Use ether with care to avoid fires.
Do not store replacement ether cylinders in living areas or in the operator’s

compartment.
Do not store ether cylinders in direct sunlight or at temperatures above 49 °C

(120 °F).
Discard cylinders in a safe place. Do not puncture or burn cylinders.
Keep ether cylinders out of the reach of unauthorized personnel.
To avoid possible injury, be sure the brakes are applied and all controls are
in Hold or Neutral when starting the engine.
Older systems required the use of a relay to switch battery supply to the solenoid, but the relay
is no longer required due to more efficient solenoids and the higher current capability of the
ECM driver.
Figure 11-4 Ether Start Schematic
The ECM will source 2.0 amps at normal operating conditions. At cold operating conditions, the
ECM may source as low as 1.0 amp to the solenoid or relay. Select components that will
operate between 1.0A and 2.0A, Table 11-1.

103
Table 11-1 Continuous Ether Flow Parts List
ETHER FLOW PARTS
VALVES (continuous ether flow) Voltage Part Number Connector type

Relay application (4.2Amps) to be used
24V 228-0853 2 pins DT
with an ECM activated relay
ECM application (1.2Amps) to be used
24V 239-1134 2 pins DT
with a 1.5A ECM drive
ECM application (0.5Amp) to be used
24V 274-6826 2 pins DT
with a 1.0A ECM drive
CONTROL FITTINGS (continuous Straight Straight (SAE 45º

90º (Compression)
ether flow) (Compression) Flare)
C175 271-0166 276-5441 282-9868
VALVES (metered ether shot) Voltage Part Number Connector type
For engines over 900 CID (14.7L) 12.0cc 9G-9364 2 pins Sure-Seal
24V
ether shot 3E-6334 2 pins DT
Straight 90º
CONTROL FITTINGS
Metered Ether Shot
276-8495 276-8471
TUBING Part Number

Nylon Tube By Meter 5P-5630
MOUNTING BRACKETS AND CYLINDER CLAMPS Part Number

Clamp with mounting bracket 7N-2059
Clamp (small) 276-6596
Clamp (large) 5P-0580
Clamp (heavy-duty) 257-3184
Mounting plate 236-8013
Mounting group (plate & clamp) 276-6597
Mounting plate (heavy-duty) 303-2179
Cylinder Gasket 7N-9801
Nut and Sleeve 236-4545

104
11.3 STARTING AID SELECTION STRATEGY

If an ether injection system and an air inlet heater are both installed and configured, the ECM
will automatically determine and activate the optimum device for starting.
If inlet air temperature or coolant temperature is below 0° C, ether will be activated for starting.
If the inlet air heater is on, the ether will not turn on.
NOTE: An air inlet heater and an ether injection system can be installed on the
same engine, but they will not operate at the same time.
AIR INTAKE SHUTOFF DETECTION INSTALLATION STATUS

11.4 JACKET WATER HEATER OPTION

Jacket water heaters are electrical heaters that maintain the jacket water at a temperature high
enough to allow easy starting of the engine. More heaters of higher ratings may be required in
areas of extremely cold temperature.
Jacket water heaters are used on both manual and automatic starting systems but, are essential
for automatic starting below 21°C (70°F).
Heaters precondition engines for quick starting and minimize the high wear of rough
combustion, by maintaining jacket water temperature during shutdown periods. Heaters
thermostatically control jacket water temperature near 32°C (90°F) to promote fast starts. Higher
temperatures accelerate aging of gaskets and rubber material.
The C175 Jacket Water Heater assembly is shown in Figure 11-5 and is available as option
equipment. Figure 11-6 on page 105, illustrates a schematic diagram for the Jacket Water
Heater.
Figure 11-5 C175 Jacket Water Heater

105
Figure 11-6 Jacket Water Heater Schematic

106
NOTES:

107
12 CHARGING AND STARTING SYSTEM

CAUTION: All alternators, solenoids, and starters should be isolated units on Gensets.
Consult your Caterpillar dealer for assistance and correct sizing.
CAUTION: Never operate the alternator without the battery in the circuit. Making or
breaking an alternator connection with heavy load on the circuit can cause
damage to the regulator.
12.1 ALTERNATOR
(1) Regulator
(2) Roller bearing
(3) Stator winding
(4) Ball bearing
(5) Rectifier bridge
(6) Field winding
(7) Rotor assembly
(8) Fan
Figure 12-1 Alternator (typical example)

The alternator is driven by a belt from an auxiliary drive at the front right corner of the engine.
This alternator is a three-phase, self-rectifying charging unit, and the regulator is part of the
alternator.
The voltage regulator is a solid-state, electronic switch. The regulator turns on and the regulator
turns off many times in one second in order to control the field current to the alternator. The
output voltage from the alternator will now supply the needs of the battery and the other
components in the electrical system.
No adjustment can be made in order to change the rate of charge on these alternator
regulators.
ALTERNATOR - INSPECT
Inspect the alternator for the following conditions:
• Proper connections
• Clean ports for cooling airflow
• Proper charging of the battery
Observe the ammeter during engine operation in
order to ensure proper battery performance and/or
proper performance of the electrical system.

108
Make repairs, if necessary. See the Service Manual for service procedures. Consult your
Caterpillar dealer for assistance.
C175 ALTERNATOR
The C175 Alternator is a 34SI (part # 276-8899) with metric interface bolts.
Table 12-1 Alternator Specifications
OUTPUT
MAX RATED
CAT GROUND 'R' 'I' SYSTEM AT
MOUNT AMBIENT ACTIVATION OUTPUT
PART NO. TYPE TERMINAL TERMINAL VOLTAGE 2K RPM
AIR TEMP (AMPS)
(AMPS)
Insulated SAE
276-8899 Yes Yes 93 C Self Excited 24 75 40
Ground (J180)
12.2 STARTING SOLENOID

A solenoid is an electromagnetic switch that
does two basic operations:
Close the high current starting motor circuit
with a low current start switch circuit.
Engage the starting motor pinion with the ring
gear.
TYPICAL SOLENOID
The solenoid, Figure 12-2, has windings (one
or two sets) around a hollow cylinder. There is
a spring-loaded plunger inside the cylinder.
The plunger can move forward and backward. Figure 12-2 Solenoid (Typical Example)
When the start switch is closed and the electricity is sent through the windings, a magnetic field
is made. The magnetic field pulls the plunger forward in the cylinder. This moves the shift lever
in order to engage the pinion drive gear with the ring gear. The front end of the plunger makes
contact across the battery and the motor terminals of the solenoid. The starting motor begins to
turn the flywheel of the engine.
When the start switch is opened, current no longer flows through the windings. The spring
pushes the plunger back to the original position. The spring simultaneously moves the pinion
gear away from the flywheel.
When two sets of windings in the solenoid are used, the windings are called the hold-in winding
and the pull-in winding. Both of the winding have the same number of turns around the cylinder.
However, the pull-in winding uses a wire with a larger diameter in order to produce a greater
magnetic field.
When closing the Start Switch, some of the current flows from the battery through the hold-in
windings, the balance of the current flows through the pull-in windings to the motor terminal,
through the motor to the ground.
When the solenoid is fully activated, current is shut off through the pull-in windings. Only the
smaller hold-in windings are in operation for the extended period of time. This period of time is
the amount of time that is needed for the engine to start. The solenoid will now take less current
from the battery. The heat that is made by the solenoid will be kept at an acceptable level.

109
ELECTRIC STARTING MOTOR

The starting motors are used
to turn the engine flywheel in
order to get the engine
running. Cross section of the
starting motor, Figure 12-3
(typical example):
(1) Field
(2) Solenoid
(3) Clutch
(4) Pinion
(5) Commutator
(6) Brush Assembly
(7) Armature Figure 12-3 Electric Starting Motor
The starting motor has a solenoid. When the start switch is activated, electricity will flow through
the windings of the solenoid. The solenoid core will move in order to push the starting motor
pinion with a mechanical linkage. This will engage with the ring gear on the flywheel of the
engine. The starting motor pinion will engage with the ring gear before the electric contacts in
the solenoid close the circuit between the battery and the starting motor. When the circuit
between the battery and the starting motor is complete, the pinion will turn the engine flywheel.
STARTING MOTOR PROTECTION
The starting motor is protected from damage in two ways:
• The starting motor is protected from engagement with the engine when the starting
motor is running. The control feature will not allow the starting motor to engage if the
speed is above 0 rpm.
• The starting motor is protected from continued operation by disengaging the starting
motor solenoid after engine speed reaches crank terminate.
DC CIRCUIT BREAKER
The DC circuit breaker is a switch that opens the battery circuit if the current in the electrical
system goes higher than the rating of the circuit breaker. A heat-activated metal disc with a
contact point completes the electric circuit through the circuit breaker. If the current in the
electrical system gets too high the metal disc will get hot. This heat causes a distortion of metal
disc. The disc opens the contacts. The disc breaks the circuit.
NOTE: Find and correct the problem that causes the circuit breaker to open. This will help
prevent damage to the circuit components from too much current.

110
Figure 12-4 C175 Charging And Starting Schematic

111
12.3 C175 STARTERS

The C175 uses dual electric starters mounted on the left side of the engine and dual redundant
electric starters mounted on the right side on the engine (4 starters).
All of these starter packages (except the redundant electric option) are wired in the factory. See
Figure 12-4 - C175 Charging And Starting Schematic, page 110.
STARTER PART NUMBERS
• ELECTRIC STARTER – 276-8900 (left side mounted)
• ELECTRIC STARTER– 276-8901 (right side mounted redundant)
• AIR STARTER – 281 2841 (right side mounted)
12.4 STARTER CONFIGURATION

Electric starters are mounted on the left side of the engine. Redundant electric starters are
mounted on the right. The air starter is mounted on the right.
Both electric and air starters together or electric and redundant electric together can be ordered.
PRIMARY AND SECONDARY STARTER CONTROL
The ECM control system is capable of supporting two starting systems, air, electric, hydraulic,
etc Each starting system can be installed or uninstalled through CAT ET. One or both starting
systems can be assigned as primary or secondary. The ECM can be programmed to activate
the primary or secondary starting system in an Auto Mode in the order mentioned. The primary
or secondary starting system(s) can also be selected through a Cranking Motor Select input.
STARTER MOTOR DRIVE ENGAGEMENT PROTECTION
This is also known as Butt Engagement Detection. This feature can be enabled or disabled
through CAT ET. If enabled, the crank relay(s) will be turned off if, the engine speed does not
exceed the speed threshold in the configured time interval. The crank relay(s) will be turned off
for the configured hold-off time before the next start attempt is made.
STARTER MOTOR TEMPERATURE PROTECTION
To protect the starter(s) from the damage (due to continuous running), each type of starting
motor has an Active Time Limit and a Rest Time Limit. The motor is in operation for the Active
Time Limit and is resting for Rest Time Limit before the next crank attempt is made.

112
13 PRE-LUBE SYSTEM
The ECM has the ability to automatically
lubricate the engine before cranking. This
may increase the life of certain engine
parts by lubricating these parts before the
starting motor is engaged.
When installed the prelubrication system
is activated when the ECM detects a
Start. The ECM prevents the starting
motor from engaging while the pump
builds pressure in the engine’s lubrication
system. The ECM determines the charge
pressure status via the engine oil
pressure sensor.
13.1 PRELUBE OVERRIDE

An override for the prelubrication system is available in Caterpillar Electronic Technician (ET).
The override allows the technician to activate the prelubrication system for service and testing.
The test is functional only when the engine speed is zero rpm.
13.2 PRELUBE CIRCUIT
Figure 13-1 Prelube Circuit

A typical C175 Prelube Schematic is shown in Figure 13-1. The proper engine starting
procedures are detailed in the Engine Prelubrication System strategy. These details should be
followed to prevent excessive engine wear, engine damage and warranty claims.
13 PRE-LUBE SYSTEM
113
13.3 PRE-LUBE INPUTS AND OUTPUTS

INPUTS
SWITCHES
• Manual Prelube Switch (GND Switch)
• Switch 15, J1-60
CDL PID
• Engine Prelube control
• Engine Prelube Type Configuration
• Engine Prelube Timeout period
• Engine Ready to Start Pre-Lube Duration
• Engine Continuous Pre-Lube Duration
• Engine Continuous Pre-Lube Interval
SENSOR MAPPING
None
OUTPUTS
PRELUBE RELAY
• 2 Amp
CDL
• Engine Pre-Lube Mode
• $00 = Pre-Lube is OFF (for PRELUBE OFF or PRELUBE FAILED)
• $01 = Pre-Lube is ON (PRELUBE WAITING FOR OIL or PRELUBE WAITING FOR
FILL)
• $02 = Pre-Lube is DISABLED (PRELUBE DISABLED)
• $03 = Pre-Lube is COMPLETED (PRELUBE READY TO START or PRELUBE
CONTINUOUS)
J1939
• Engine Oil Priming State, SPN 3551, PGN 65130. The SPN transmits:
0 - Prelube State is PRELUBE OFF or PRELUBE FAILED.
1 - Prelube State is PRELUBE READY TO START or PRELUBE CONTINUOUS.
2 - Prelube State is PRELUBE WAITING FOR OIL or PRELUBE WAITING FOR
FILL.
3 - Prelube State is PRELUBE DISABLED
• CDL PID (diagnostics Not applicable)
13 PRE-LUBE SYSTEM
114
13.4 PRELUBE FUNCTIONS

PRELUBE REQUEST SOURCES
The Prelubrication Strategy is activated by requests originating from following sources:
• Engine State Machine – when the state is PRESTART
• Prelube Manual Request switch
PRELUBE OIL PRESENCE
The presence of prelube oil in the galleries is sensed by measuring the oil pressure verses a
given period of time. If the measured oil pressure exceeds the time period, then the ECM
reports OIL PRESENT.
PRELUBE STATES
PRELUBE OFF STATE

In the PRELUBE OFF state, the prelube system is inactive. When the ECM powers-up, the
prelube system will transition into the PRELUBE OFF state.
PRELUBE WAITING FOR OIL STATE

In the PRELUBE WAITING FOR OIL state, the prelube system is active and is waiting for
feedback that the engine oil galleries are filling with oil.
OIL OVERRIDE TRANSITION

The prelube system will make this transition if a RAPID START REQUEST occurs while waiting for
the presence indication.
NOTE: This transition is only available if allowed by the PRELUBE OVERRIDE OPTION
parameter.
PRELUBE WAITING FOR FILL STATE

In the PRELUBE WAITING FOR FILL state, the prelube system is active. The system is waiting
for the engine oil galleries to completely fill with oil.
NOTE: This transition is only available if allowed by the Prelube Override Option
parameter, above.
PRELUBE READY TO START STATE

In the PRELUBE READY TO START state, the prelube system is active. The system is waiting
for the engine to be cranked.
PRELUBE CONTINUOUS STATE

In the PRELUBE CONTINUOUS state, the prelube system is active. The system is waiting for
the engine to be cranked.
CONTINUOUS ENGINE STARTS TRANSITION

The prelube system shall make this transition when the Engine State is CRANKING.
PRELUBE FAILED STATE

The PRELUBE FAILED STATE is entered when a problem during the prelube sequence is
encountered.
13 PRE-LUBE SYSTEM
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PRELUBE REMAINING TIME

The PRELUBE REMAINING TIME is calculated by adding the Prelube Waiting for Oil Timeout
and Prelube Waiting for Fill Timeout and then counted down.
NOTE: If the Prelube Control is DISABLED, then the PRELUBE REMAINING TIME will NOT
be available.
13.5 PRE-LUBE CONFIGURATIONS

RUN TIME CONFIGURATIONS
C175 Pre-Lube Run Time Configurations is listed in Table 13-1.
Table 13-1 Engine Pre-Lube
RUN TIME Configurations Example
Feature should be configurable ON or OFF ON

Prelube override, ENABLED or DISABLED DISABLED
Prelube oil pressure threshold, 4 to 30 kPa 30 kPa
Prelube Fill Time, 0 –1800 secs 2d map
Engine Prelube oil present time out period, 1 to 1800 secs 120 secs
Engine Prelube ready for start timeout period, 1 to 1800 secs 120 secs
Engine Prelube Continuous Run Time, 0 to 10,000 mins 120 mins
Engine Prelube Continuous Wait Time, 0 to 10,000 mins 120 mins
ENGINE PRE-LUBE PARAMETERS

Programming this parameter to Disabled will disable the function. Program this parameter to
Disabled if the function is not being used or installed on this engine. This will prevent
diagnostics from being logged.
ENGINE PRE-LUBE SYSTEM CONFIGURATION

This parameter allows the engine to be set for the continuous prelubrication. If the parameter is
set to Continuous, the pump keeps the engine prelubed continuously while the engine is not
running. This allows the engine to be ready for a rapid start. If the continuous prelubrication is
used, the engine must be equipped with an appropriate prelubrication pump and other
components in order to prevent flooding the engine with engine oil.
Note: Setting this parameter to Continuous requires the use of a prelubrication pump and
other components that are appropriate for this task. If the engine is improperly
equipped, the engine could be flooded with engine oil and engine components
may be damaged during engine starting.
13 PRE-LUBE SYSTEM
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ENGINE PRE-LUBE TIME OUT PERIOD

This parameter defines the duration of operation of the prelubrication pump prior to the
detection of oil pressure in the engine’s lubrication system. If the timer expires and pressure is
not present in the lubrication system, the prelubrication pump will be shutdown.
ENGINE READY TO START PRE-LUBE DURATION

This parameter configures the actual duration of operation for the prelubrication pump during
the Ready To Start state of the prelubrication function. This state is entered when enough oil
has been pumped into the engine in order to allow engine cranking to begin. If the engine is not
immediately cranked, the prelubrication pump will continue to run in order to more thoroughly
lubricate the engine.
ENGINE CONTINUOUS PRE-LUBE DURATION

This parameter is used to configure the duration of continuous operation for the prelubrication
pump when the pump is operating in the state of continuous prelubrication. The Engine Prelube
System Configuration parameter must be configured to Continuous in order for this parameter to
be initiated.
ENGINE CONTINUOUS PRE-LUBE INTERVAL

This parameter is used to configure the rest time for the prelubrication pump when the pump is
operating in the state of continuous prelubrication. During this rest time, the prelubrication pump
is not running. The Engine Prelube System Configuration must be configured to Continuous in
order for this parameter to be initiated.
13 PRE-LUBE SYSTEM
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14 ENGINE MANAGEMENT SYSTEM (EMS)

14.1 PRIMARY FUNCTIONS CONTROL STRATEGY
THE ENGINE GOVERNOR
The Engine Governor determines how much fuel to deliver to each cylinder to respond to
changes in operator demand or engine load conditions. Refer to the section 14 titled: Engine
Governor for additional information.
AIR TO FUEL RATIO CONTROL
The control system has full authority over engine fuel delivery. The mechanical fuel/air ratio
control is eliminated on an electronically controlled engine. Electronic control of the fuel/air ratio
provides optimum performance while limiting emissions.
INJECTION TIMING CONTROL
Injection timing is varied as a function of engine operating conditions to optimize engine
performance for emissions, noise, fuel consumption, and electrical power load.
TORQUE RISE SHAPING
Electronic controls provide increased flexibility to tailor the torque curve over a broad load
range.
COLD STARTING STRATEGY
Before and during cranking, the engine monitors atmospheric pressure, air manifold intake
temperature, and/or coolant temperature. Based on these inputs, the engine may execute a
complex cold starting strategy that adjusts fuel volume, timing, and starting aids in order to start
the engine.
Refer to the section titled: Cold Starting Aid (section 14) for more information. Refer to the
Engine Operation and Maintenance Manual and the Troubleshooting Guide for more
information.
COLD MODE OPERATION
Cold mode operation is activated based on the coolant temperature and/or IMAT. The low idle
speed may be elevated when in cold mode. Refer to the Operation and Maintenance Manual
and the Troubleshooting Guide for more information.
INTERLOCKS
Interlocks prevent unauthorized use of marketable engine control software and to prevent the
accidental use of the wrong software. If either occurs, fuel injection is disabled so the engine
won't start.
The software flash file contains an interlock code. The code has two parts, an engine code
(known as the ECM interlock) and an application code (known as the rating interlock). For
example, engine codes 7 and 8 are for 3408E and 3412E engines, respectively.
After software is flashed into a new ECM the interlock code in the flash file is automatically
programmed into the ECM’s permanent memory.
Factory passwords are not required for flashing a new ECM. A new ECM is an ECM that has
never been flash programmed.
After software is flashed into an old ECM, the interlock code in the flash file is compared to the
interlock code stored in the ECM’s permanent memory. If the two do not match, then two things
are done:

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1. Fuel injection is disabled, so the engine won’t start, and

2. A diagnostic is activated. On the Cat Data Link the diagnostic is 253-2 Personality
Module Mismatch.
With a service tool the mechanic can read the information required to obtain a factory password.
Once the password is entered the interlock code in the flash file is automatically programmed
into the ECM’s permanent memory.
14.2 SYSTEM PARAMETERS

System configuration parameters are parameters that affect emissions, power of the engine,
and other features that define the characteristics of the engine subsystems. The parameters are
preprogrammed at the factory. In most cases, the parameters do not need to be changed.
Reprogramming these parameters may be necessary if the Electronic Control Module (ECM) is
replaced and/or if the engine rating has been reprogram. System configuration parameters do
not need to be reprogram if the flash file is replaced.
Caterpillar® Electronic Technician (ET) can be used to view the values for these parameters at
any time. A brief list is provided below.
Certain system configuration parameters are stamped on the engine information plate.
NOTE: The unauthorized tampering with the parameters that are protected by factory
passwords may cause the Caterpillar warranty to be voided.
PROGRAMMING PARAMETERS
• Changing parameters protected by factory passwords may void Caterpillar warranty.
Consult Dealer Support Network contacts before changing these settings.
• If there is an interlock error (Personality Module Mismatch), then the programmed
parameters will not change. It may appear that the parameters are changed, but they will
not change until the personality module mismatch code is cleared.
Table 14-1 System Parameters

Factory power ET Security
Programmable Parameter Range Auto cleared
Default cycle Level
Customer Programmable
Customer password #1 8 alphanums 8 spaces No 2 No
Customer password #2 8 alphanums 8 spaces No 2 No
Engine serial number 8 alphanums 8 spaces No 1 No
Equipment ID 17 alphanums 17 spaces No 1 Yes
Full load setting -128 to +127 0 No 3 Yes
Full torque setting -128 to +127 0 No 3 Yes
Rated Fuel Volume 0 to 1,000 mm3 750 mm3 No 3 Yes
no ether, pulsed or
Ether type (Tier 3 only) No ether No 1 Yes
continuous flow
Factory Programmed
Total tattletale note 2 note 2 No N/a No
Injector #1 serial number 20 alphanums, note 3 20 zeros No 1 Yes

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Factory power ET Security

Programmable Parameter Range Auto cleared
Default cycle Level
Customer Resetable
Total operating hours 0 to 65,535 hours 0 N/a 3 Yes
Total fuel 0 to 268,435,456 gals 0 N/a 3 Yes
Total maximum fuel 0 to 536,879,970 gals 0 N/a 3 Yes
Engine starts 0 to 65,535 starts 0 N/a 3 Yes
Total engine revs 0 to 17 billion revs 0 N/a 3 Yes
Total idle time 0 to 214,748,363 hrs 0 N/a 3 Yes
Total idle fuel 0 to 536,879,970 gals 0 N/a 3 Yes
1. The ECM automatically programs the interlock (both the engine and application interlocks) after factory (level 3)
passwords are entered.
2. The total tattletale is an internally calculated value.
3. The ECM automatically programs the injector serial number when that injector’s e-trim data is programmed into
the ECM.

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14.3 FACTORY CONFIGURATION PARAMETERS

Factory configuration parameters are ECM software settings that affect the emissions, power,
and identification of the engine. These parameters are programmed at the factory during engine
assembly and test. Emissions control agencies require that the factory setting for these
parameters is stamped on the engine information plate and any changes to these settings
require that the engine plate be updated along with the change to the ECM setting. The factory
configuration parameters must be reprogrammed if the ECM is replaced and/or the engine
rating is changed. These parameters do not need to be reprogrammed if the ECM is re-flashed
with a latest version of software flash file.
The following is a list of engine supported parameters:
• Engine Serial Number
• Rating Number
• Full Load Setting (FLS)
• Full Torque Setting (FTS)
ENGINE SERIAL NUMBER
The engine serial number is programmed in the factory during engine assembly. It is used to
identify the engine to electronic monitoring systems and the Cat ET service tool. The
programmed engine serial number should match the engine serial number stamped on the
engine information plate.
ENGINE SERIAL NUMBER - CONFIGURATION
The engine serial number defaults to the engine serial number set in the factory. Using Cat ET,
program the Engine Serial Number to match the engine serial number that is stamped on the
engine information plate. If the ECM is replaced, the engine serial number from the engine
information plate should be fed into the new ECM. This parameter must be configured to
change the engine serial number.
RATING NUMBER
Engine software can support multiple engine ratings in a software flash file. The multiple ratings
allow the customer to change the performance and operating characteristics of the engine
without changing the engine performance iron.
The engine rating and number of ratings supported in the software flash file is specific to a set of
engine performance iron. A rating number is assigned to each engine power curve within a
software flash file. The rating number is set in the factory to the corresponding number for the
rating specified by the customer in the engine order.
NOTE: The customer should carefully consider the rating required prior to purchase. A
rating change after purchase may require an iron update and will incur an up-rate
charge for the specified rating or a minimum maintenance fee to update engine
documentation.
RATING NUMBER - CONFIGURATION

In order to change the engine rating number, one parameter must be configured in Cat ET. The
rating number defaults to the engine rating set in factory and can be set to any other rating
supported within the software flash file. The available engine ratings peak torque and rated
power are correlated to a rating number that is displayed in the Cat ET configuration screen.

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NOTE: Changing the rating number requires factory passwords. All rating changes will
result in an up-rate charge for the specified rating or a minimum maintenance fee
to update engine documentation.
1 = Continuous
2 = Prime
3 = Standby
FLS (FULL LOAD SETTING)
FLS is a number that represents the adjustment to the fuel system that was made at the factory
in order to set the engine to a factory-defined nominal power. The correct value for this
parameter is stamped on the engine information plate. Refer to SEBD9369: Engine News
Responsibilities for Emissions Certified Engines.
NOTE: Factory passwords are required to change FLS. Contact Dealer Support Network
prior to changing FLS.
CAUTION: Changing FLS or FTS may void your engine warranty or make your engine non-
compliant with applicable emissions regulations.
FTS (FULL TORQUE SETTING)
FTS is similar to FLS in that it is a calibration parameter set at the factory. Refer to SEBD9369,
Engine News Responsibilities for Emissions Certified Engines.
NOTE: Factory passwords are required to change FTS. Contact Dealer Support Network
prior to changing FTS.
CAUTION: Changing FLS or FTS may void your engine warranty or make your engine
non-compliant with applicable emissions regulations.
14.4 CUSTOMER CONFIGURATION PARAMETERS

Customer configuration parameters are ECM software settings that the customer can change in
order to suit the needs of the specific application. These parameters are changed within the
configuration screen in Caterpillar Electronic Technician (Cat ET). If a customer has more than
one engine that should have the same configuration, the Fleet Configuration option is available
in Cat ET to save the configuration settings to a file and download the settings to all subsequent
engines that are to have the same configuration settings.
Default values for these parameters are set in the factory when the new ECM is flash
programmed for the first time. The customer configuration parameters must be reprogrammed if
the ECM is replaced and/or the engine rating is changed. These parameters do not need to be
reprogrammed if the ECM is re-flashed with an updated version of software flash file.
NOTES ON PROGRAMMING PARAMETERS
1: Changing parameters protected by factory passwords may void Caterpillar warranty.
Consult Industrial Application Support Center contacts before changing.
2: In order for the programmed values to change, the key switch (switched power only)
must be cycled off and on.
3: If there is an interlock error (personality module mismatch), then the programmed
parameters will not change. It may appear that the parameters are changed, but they will
not change until the personality module mismatch code is cleared.

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Customer Configuration Parameters are used to modify factory set parameters, to change or
add engine performance and/or optional hardware, and to update software versions by Flashing
the ECM via the Cat ET.
SOFTWARE FLASH FILE
If the ECM is connected to a computer, then the personality module (also known as flash file) is
the software for the computer. The term flash file is derived by the method in which the software
is programmed into the ECM — a technology known as flash programming.
The flash file contains the operating maps that define the performance and operating
characteristics of the engine as will as the Industrial application feature support.
Once flashed, the ECM contains the following information to identify the flash file and supported
®
ratings: (these can be viewed in the Configuration Parameter screen using the Cat ET service
tool).
Personality Module PN Rated Peak Torque
Software Gp Release Date Top Engine Speed Range
Rated Power Test Spec
EQUIPMENT ID
Equipment ID allows the customer to enter a description into the ECM in order to identify the
installation. A maximum of 17 characters may be entered in the field. This parameter is only for
reference by the customer. This parameter is not required.
ENGINE SERIAL NUMBER
Program the Engine Serial Number to match the engine serial number that is stamped on the
engine information plate.
NOTE: When you are requesting factory passwords, always use the engine serial number
that is resident in the ECM.
ECM SERIAL NUMBER

The ECM Serial Number is stored in the memory of the ECM. The ECMSERIALNUMBER can
be accessed by the use of the service tool.
SOFTWARE GROUP PART NUMBER
This parameter identifies the part number of the flash file that is currently installed in the ECM.
SOFTWARE GROUP RELEASE DATE
This parameter identifies the release date of the flash file that is currently installed in the ECM.
SOFTWARE GROUP DESCRIPTION
This parameter identifies the description of the application for the flash file that is currently
installed in the ECM.
RATED ENGINE SPEED
This is the optimum speed of the engine under the rated load.
14.5 I/O CONFIGURATION PARAMETERS

AIR INTAKE SHUTOFF DETECTION INSTALLATION STATUS

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COLD CYLINDER CUTOUT

During a cold start, the engine ECM will automatically turn off the fuel injection to all cylinders
that are on the left bank of the engine. This strategy reduces the following: the engine’s warm-
up time and white smoke emissions. In order for the cold cylinder cutout to be activated the
engine coolant temperature or intake air temperature must be less than a value that is map
dependent.
DIRECT FUEL CONTROL MODE
Not available in this application but, will be available in marine applications.
14.6 SECURITY ACCESS PARAMETERS

TATTLETALE
Each programmable parameter has a tattletale. The tattletale allows Caterpillar or a dealer to
determine if engine control software features have been adjusted or activated. This is indicates
any unauthorized change(s) of the programmable parameters.
Each time a parameter is reprogrammed its individual tattletale is incremented and the total
tattletale is incremented. All the individual tattletales are totaled for the factory password
calculation so the factory password can only be used once.
TOTAL TATTLETALE
The total tattletale counts the number of changes that are made to the system parameters and
is incremented when a logged event is cleared.
14.7 INPUT PROCESSING - J1939 DATA LINK SENSORS

HPCR ACTUAL THROTTLE POSITION
This is a Display only value, representing the actual % open of the High Pressure Common Rail
fuel value.
ENGINE COOLANT PUMP OUTLET TEMPERATURE
This is a Display only value, representing the actual temperature of the coolant pump outlet
temperature sensor.
The TCM sensor data is communicated to the ECM via the CDL, The Engine Coolant Pump
Outlet Temperature (deg C) is then communicated to the ECMP 3 via the J1939 Data Link.

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ACTIVE AND PASSIVE SENSORS
Figure 14-1 Analog Sensors Schematic #1
NOTE: Active sensors use 5 volts DC.
The atmospheric Pressure sensor measures the air pressure and that value is converted by the
ECM to kPa abs.
At start up there is a slight delay where the Atmospheric Pressure value is held at 0 kPa.
NOTE: The following sensors are auto calibrated:
• Compressor #1 Inlet Pressure

• Compressor #2 Inlet Pressure
• Fuel Filter (suction side) Intake pressure
through SCAC PUMP OUTLET PRESSURE.
The Compressors #1, #2, Inlet Pressure(s) are all derived in the same manor as described
below.
At startup there is a slight delay where the ECM holds the Compressor Inlet Pressure at 100
kPa.

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10 seconds after power up, if the engine speed = 0 rpm, the Compressor Inlet Pressure value is
calibrated, derived, and then compared against the Atmospheric Pressure sensor value. Should
there be a difference in the comparison of +/- 15 kPa; the new information is stored as an offset,
added to the Compressor Inlet Pressure (kPa absolute).
NOTE: #n is the number of the compressor monitored, for example: Compressor #1.
INTAKE MANIFOLD AIR PRESSURE

The Intake Manifold Air Pressure sensor is an analog sensor. Its value is converted to a digital
value.
At startup there is a slight delay where the ECM holds the Intake Manifold Air Pressure at 0 kPa
and then checks for diagnostics. Should no diagnostics be required the ECM switches to normal
mode.
During normal mode the Intake Manifold Air Pressure value is calibrated for 2 seconds, then
compared against the Atmospheric Pressure value. If the result is within +/- 15 kPa, that value is
added to the Intake Manifold Air Pressure (kPa absolute) and displayed as Intake Manifold Air
Pressure (kPa absolute).

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This new value is then subtracted from the Atmospheric Pressure value and provides a second
Intake Manifold Air Pressure (kPa gauge).

The Engine Oil Block Inlet Pressure sensor is an analog sensor. Its value is converted to a
digital value and is compared against the Atmospheric Pressure value.
At startup there is a slight delay where the ECM holds Engine Oil Block Inlet Pressure at 0 kPa.
During normal mode the Engine Oil Block Inlet Pressure value is calibrated for 2 seconds then
compared against the Atmospheric Pressure. If the result is within +/- 15 kPa, that value is
added to the Engine Oil Block Inlet Pressure (kPa absolute) and displayed as Engine Oil Block
Inlet Pressure (kPa absolute).
This atmospheric pressure is then subtracted from the Engine Oil Block Inlet and provides a
second Engine Oil Block Inlet Pressure (kPa gauge).
ENGINE OIL FILTER INLET PRESSURE

The Engine Oil Filter Inlet Pressure sensor is an analog sensor. Its value is converted to a
At startup there is a slight delay where the ECM holds Engine Oil Filter Inlet Pressure at 0 kPa.
During normal mode the Engine Oil Filter Inlet Pressure value is calibrated for 2 seconds, then
added to the Engine Oil Filter Inlet Pressure (kPa absolute) and displayed as Engine Oil Filter
Inlet Pressure (kPa absolute).
This atmospheric pressure is then subtracted from the Engine Oil Filter Inlet Pressure and
provides a second Engine Oil Filter Inlet Pressure (kPa gauge).
FUEL TRANSFER FILTERED PRESSURE

The Fuel Transfer Filtered Pressure sensor is an analog sensor. Its value is converted to a
At startup there is a slight delay where the ECM holds Fuel Transfer Filtered Pressure at 0 kPa.
During normal mode the Fuel Transfer Filtered Pressure value is calibrated for 2 seconds, then
added to the Fuel Transfer Filtered Pressure (kPa absolute) and displayed as Fuel Transfer
Filtered Pressure (kPa absolute).
This atmospheric pressure is then subtracted from the Fuel Transfer Filtered Pressure and
provides a second Fuel Transfer Filtered Pressure (kPa gauge).
FUEL TRANSFER PUMP OUTLET PRESSURE

The Fuel Transfer Pump Outlet Pressure sensor is an analog sensor. Its value is converted to a
At startup there is a slight delay where the ECM holds Fuel Transfer Pump Outlet Pressure at 0
kPa.
During normal mode the Fuel Transfer Pump Outlet Pressure value is calibrated for 2 seconds,
then compared against the Atmospheric Pressure. If the result is within +/- 15 kPa, that value is
added to the Fuel Transfer Pump Outlet Pressure (kPa absolute) and displayed as Fuel
Transfer Pump Outlet Pressure (kPa absolute).

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This atmospheric pressure is then subtracted from the Fuel Transfer Pump Outlet Pressure and
provides a second Fuel Transfer Pump Outlet Pressure (kPa gauge).
CRANKCASE PRESSURE
The Crankcase Pressure sensor is an analog sensor. Its value is converted to a digital value
and is compared against the Atmospheric Pressure value.
At startup there is a slight delay where the ECM holds Crankcase Pressure at 0 kPa.
During normal mode the Crankcase Pressure value is calibrated for 2 seconds, then compared
against the Atmospheric Pressure. If the result is within +/- 15 kPa, that value is added to the
Crankcase Pressure (kPa absolute) and displayed as Crankcase Pressure (kPa absolute).
This atmospheric pressure is then subtracted from the Crankcase Pressure and provides a
second Crankcase Pressure (kPa gauge).
COOLANT BLOCK OUTLET PRESSURE

The Coolant Block Outlet Pressure sensor is an analog sensor. Its value is converted to a digital
value and is compared against the Atmospheric Pressure value.
At startup there is a slight delay where the ECM holds Crankcase Pressure at 0 kPa.
During normal mode the Coolant Block Outlet Pressure value is calibrated for 2 seconds, then
added to the Coolant Block Outlet Pressure (kPa absolute) and displayed as Coolant Block
Outlet (kPa absolute).
This atmospheric pressure is then subtracted from the Coolant Block Outlet Pressure and
provides a second Coolant Block Outlet (kPa gauge).
COOLANT PUMP OUTLET PRESSURE

The Coolant Pump Outlet Pressure sensor is an analog sensor. Its value is converted to a
At startup there is a slight delay where the ECM holds Coolant Pump Outlet Pressure at 0 kPa.
During normal mode the Coolant Pump Outlet Pressure value is calibrated for 2 seconds, then
added to the Coolant Pump Outlet Pressure (kPa absolute) and displayed as Coolant Pump
Outlet Pressure (kPa absolute).
This atmospheric pressure is then subtracted from the Coolant Pump Outlet Pressure and
provides a second Coolant Pump Outlet Pressure (kPa gauge).
SCAC PUMP OUTLET PRESSURE

The Separate Circuit Aftercooler (SCAC) Pump Outlet Pressure sensor is an analog sensor. Its
value is converted to a digital value and is compared against the Atmospheric Pressure value.
At startup there is a slight delay where the ECM holds SCAC Pump Outlet Pressure at 0 kPa.
During normal mode the SCAC Pump Outlet Pressure value is calibrated for 2 seconds, then
added to the SCAC Pump Outlet Pressure (kPa absolute) and displayed as SCAC Pump Outlet
Pressure (kPa absolute).
This atmospheric pressure is then subtracted from the SCAC Pump Outlet Pressure and
provides a second SCAC Pump Outlet Pressure (kPa gauge).

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RAIL PRESSURE
The Rail Sensor is an analog sensor that the ECM converts to a digital value.
At startup there is a slight delay where the ECM holds the Rail Pressure value at 0 MPa and
then checks for diagnostics. Should no diagnostics be detected the ECM switches to normal
mode.
COOLANT TEMPERATURE
The Coolant Temperature is an analog sensor that the ECM converts to a digital value.
At startup there is a slight delay where the ECM holds the Coolant Temperature value at 0 deg
C and then checks for diagnostics. Should no diagnostics be detected the ECM switches to
normal mode.
During Normal mode the ECM checks the Coolant Temperature value and compares that value
to a temperature sensor map. A valid value is then calculated by the ECM and displayed as
Coolant Temperature (deg C).
SCAC TEMPERATURE
The Separate Circuit Aftercooler (SCAC) Temperature is an analog sensor that the ECM
converts to a digital value.
At startup there is a slight delay where the ECM holds the SCAC Temperature value at 0 deg C
and then checks for diagnostics.
Should no diagnostics be required the ECM switches to normal mode.
During Normal mode the ECM checks the SCAC Temperature value and compares that value to
a temperature sensor map. A valid value is then calculated by the ECM and displayed as SCAC
Temperature (deg C).
INTAKE MANIFOLD AIR TEMPERATURE

The Intake Manifold Air Temperature is an analog sensor that the ECM converts to a digital
value.
At startup there is a slight delay where the ECM holds the Intake Manifold Air Temperature
value at 0 deg C and then checks for diagnostics. Should no diagnostics be required the ECM
switches to normal mode.
During Normal mode the ECM checks the Intake Manifold Air Temperature value and compares
that value to a temperature sensor map. A valid value is then calculated by the ECM and
displayed as Intake Manifold Air Temperature (deg C).

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COMPRESSOR INLET TEMPERATURE

The Compressor Inlet Temperature is an analog sensor that the ECM converts to a digital value.
At startup there is a slight delay where the ECM holds the Compressor Inlet Temperature value
at 0 deg C and then checks for diagnostics. Should no diagnostics be required the ECM
switches to normal mode.
During Normal mode the ECM checks the Compressor Inlet Temperature value and compares
that value to a temperature sensor map. A valid value is then calculated by the ECM and
displayed as Compressor Inlet Temperature (deg C).
RIGHT TURBINE INLET TEMPERATURE - OPTIONAL

The Right Turbine Inlet Temperature is an analog sensor that the ECM converts to a digital
value.
The ECM checks the Right Turbine Inlet Temperature value and compares that value to a
temperature sensor map. A valid value is then calculated by the ECM and displayed as Right
Turbine Inlet Temperature (deg C).

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Figure 14-4 Turbine Inlet Temperature Schematic
LEFT TURBINE INLET TEMPERATURE - OPTIONAL

The Left Turbine Inlet Temperature is an analog sensor that the ECM converts to a digital value.
The ECM checks the Left Turbine Inlet Temperature value and compares that value to a
temperature sensor map. A valid value is then calculated by the ECM and displayed as Left
Turbine Inlet Temperature (deg C).
FUEL TEMPERATURE
The Fuel Temperature is an analog sensor that the ECM converts to a digital value.
At startup there is a slight delay where the ECM holds the Fuel Temperature value at 0 deg C
and then checks for diagnostics. Should no diagnostics be required the ECM switches to normal
mode.
During Normal mode the ECM checks the Fuel Temperature value and compares that value to a
temperature sensor map. A valid value is then calculated by the ECM and displayed as Fuel
OIL TEMPERATURE
The Oil Temperature is an analog sensor that the ECM converts to a digital value.
At startup there is a slight delay where the ECM holds the Oil Temperature value at 0 deg C and
then checks for diagnostics. Should no diagnostics be required the ECM switches to normal
mode.
During Normal mode the ECM checks the Oil Temperature value and compares that value to a
temperature sensor map. A valid value is then calculated by the ECM and displayed as Oil
HPCR RAIL TEMPERATURE

The High Pressure Common Rail (HPCR) Rail Temperature is an analog sensor that the ECM
converts to a digital value.
At startup there is a slight delay where the ECM holds the HPCR Rail Temperature value at 0
deg C and then checks for diagnostics. Should no diagnostics be required the ECM switches to
normal mode.
During Normal mode the ECM checks the HPCR Rail Temperature value and compares that
value to a temperature sensor map. A valid value is then calculated by the ECM and displayed
as HPCR Rail Temperature (deg C).

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COMPRESSOR INLET PRESSURE

There are four (4) Compressor Inlet Pressure sensors the ECM uses to calculate the
Compressor Inlet Pressure; Right #1, Right #2, Left #1, and Left #2. The ECM checks each
sensor individually.
AIR FILTER RESTRICTION PRESSURE

The ECM uses the previously calculated pressures; Compressor #1 Inlet Pressure, Compressor
#2 Inlet Pressure, Compressor #3 Inlet Pressure, Compressor #4 Inlet Pressure values and
compares each value against atmospheric pressure, then selects the largest value as the Peak
Air Filter Restriction Pressure (kPa abs).
The individual comparisons become: Air Filter #1 Pressure, Air Filter #2 Pressure, Air Filter #3
Pressure, Air Filter #4 Pressure (kPa abs).
OIL FILTER DIFFERENTIAL PRESSURE

The ECM compares the Oil Block Inlet Pressure to the Oil Filter Inlet Pressure. The difference is
displayed as the Oil Filter Differential Pressure (kPa abs).
FUEL FILTER DIFFERENTIAL PRESSURE

The ECM compares the Fuel Transfer Filtered Pressure to the Fuel Transfer Pump Outlet
Pressure. The difference is displayed as the Fuel Filter Differential Pressure (kPa abs).
14.8 ENGINE SPEED INPUTS – SPEED/TIMING/DIRECTION
Figure 14-5 Speed Sensors

This engine is equipped with three engine speed/timing sensors. The primary engine
speed/timing sensor for the crankshaft is mounted inside the engine crankcase and toward the
left rear section of the engine. This sensor utilizes the teeth for the rear gear group’s crankshaft
gear in order to sense the engine speed and the crankshaft position.
There are two secondary engine speed/timing sensors that are located on the top rear portion of
the engine. Both of these sensors utilize the teeth for the rear gear group’s camshaft gear in
order to sense the engine speed and the camshaft position. A single tooth for both of these
gears has been partially removed in order to provide a timing reference for the ECM.
Under normal operation, the ECM utilizes the signal from the crankshaft’s engine speed/timing
sensor in order to determine the crankshaft position for an accurate fuel delivery and timing.
This eliminates the need for a separate procedure for timing calibration.

132
A timing offset is determined during each engine start-up. The value of the timing offset is stored
in the electronic control module’s non-volatile memory until the next engine start-up. If a failure
mode for the crankshaft’s engine speed/timing sensor is detected during engine start-up, the
value of the timing offset that has been stored in memory will be used. This value will continue
to be used for the engine’s timing calibration until the diagnostic is resolved. A timing calibration
cannot be performed manually on this engine.
The fuel delivery to the engine is synchronized by the signal from the camshaft engine
speed/timing sensor (RH). If a failure mode for the crankshaft’s engine speed/timing sensor is
detected, the ECM will use the signal from this sensor for the fuel delivery and the engine
timing.
In this application, the camshaft engine speed/timing sensor (LH) is provided as a backup for
the camshaft engine speed/timing sensor (RH). If a failure mode for the camshaft engine
speed/timing sensor (RH) is detected, the ECM will use this sensor to provide the functionality
of the failed sensor.
The engine will not start when only one sensor signal is present. The engine will continue to run
if only one signal is present. The engine speed/timing sensors are not interchangeable. Do not
attempt to switch the positions of the sensors. Speed/Timing/Direction function calculates
engine speed, reference timing and engine rotation from processing the passive speed timing
sensor input signals on the crank gear and the cam gear.

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NOTES:

134
15 DATA COMMUNICATIONS
The basic engine control can provide internal information to devices attached to one of the
ECM’s serial data links, Figure 15-1. The basic engine control supports three data links:
1: J1939 CAN data link for all applications.
a) Primary (J1939) GLOBAL
b) Accessory Data Link (J1939) LOCAL
2: Cat Data Link for machine, industrial and marine applications.
3: Modbus Data Link
The data link is available to share data between the Electronic Control Module (ECM), electronic
display modules, electronic service tools, and other modules.
Figure 15-1 Engine Communications
15.1 DATA LINKS

SAE J1939 DATA LINK
The SAE J1939 Data Link is used to communicate engine information from the ECM to display
modules on the J1939 data link, such as the Marine Power Display or the Marine Analog Power
Display.
PRIMARY J1939 DATA LINK

The Primary J1939 Data Link is used for Global communication among modules associated with
a single genset. These include one or two engine Electronic Control Modules (ECM), the
Caterpillar Digital Voltage Regulator (CDVR), and a Thermocouple Module and Cat ET.
SECONDARY J1939 DATA LINK

The secondary link is used for Local engine communication among modules associated with the
engine, HPCR, and the TCM.
135
EMCP 3 COMMUNICATIONS
The ECMP 3 Generator Set Controller (GSC) can interface with both EUI and MUI engines; in
MUI engines, the engine sensors are wired directly to the ECMP 3 GSC.
Figure 15-2 CAN DATA LINK Diagram
The Primary J1939 Data Link utilizes the Society of Automotive Engineers (SAE) J1939 protocol
and requires hardware compliant to the high-speed Controller Area Network (CAN) 2.0B
protocol defined in the International Standards Organization (ISO) 11898-2 document, running
at 250k bits per second. The Primary J1939 Data Link supports appropriate SAE J1939
Broadcast Parameter Group Numbers (PGN) and Suspect Parameter Numbers (SPN) for
engine and genset data and diagnostics.
ACCESSORY J1939 DATA LINK (ECMP 3.2 & 3.3)

The Accessory J1939 Data Link is supported by the ECMP 3.2 and ECMP 3.3 and utilizes the
Society of Automotive Engineers (SAE) J1939 protocol. It requires hardware compliant to the
high-speed Controller Area Network (CAN) 2.0B protocol at 250k bits per second
136
The Accessory Data Link is used for local or remote communication among modules associated
with a single genset. These include a Resistance Temperature Device (RTD) Module, a
Thermocouple Module, up to four Digital Input/Output Modules, and up to four Annunciators.
For engine and genset data and diagnostics, the Accessory J1939 Data Link supports
appropriate SAE J1939 Broadcast Parameter Group Numbers (PGN) and Suspect Parameter
Numbers (SPN).
The physical topology of the CAN network used in the Accessory J1939 Data Link is a bus
topology, consisting of a main trunk and small drops.
• The maximum allowable trunk length is 800 ft (250 m), and the maximum drop length is
9 ft (3 m).
• The CAN network requires a termination resistor on the extreme ends of the main trunk.
CAT DATA LINK
The Cat Data Link is a proprietary communication medium that is available on all electronic
engines that are produced by Caterpillar.
The Cat Data Link is used for communication between electronic modules, other controls in
order to communicate the engine’s operating status and It communicates information from the
Electronic Control Module (ECM) to other engine electronic systems, such as the Caterpillar
Electronic Technician (ET) used for programming and troubleshooting the ECM.
The ECM communicates over the Cat Data Link with the Caterpillar Electronic Technician (ET)
in order to share status information and diagnostic information. Cat ET can also be used to
configure the ECM parameters. This information will not be available if communication fails
between the ECM and Cat ET.
MODBUS DATA LINK
The SCADA DATA LINK or MODBUS is supported by the ECMP 3.2 and ECMP 3.3.
The ECMP 3.2 and ECMP 3.3 have a SUPERVISORY CONTROL AND DATA ACQUISITION
(SCADA) communications link between the controller and a host device using the MODBUS
protocol. The host device is able to remotely monitor or control the genset package equipped
with the ECMP 3 GSC in much the same way an operator does from the panel.
• The host device connects to the ECMP GSC through a half-duplex RS-485 serial link.
• The data is transmitted in a binary format over the serial connection.
• The host device acts as Modbus Master, and the ECMP 3 GSC acts as the Modbus
Slave, also called a REMOTE TRANSMITTER UNIT (RTU).
• The host device initiates all communication, sending commands or requests for
information to the ECMP 3.2 or EMCP 3.3.
• The ECMP 3 GSC then takes action based on the query and/or sends a response to the
query over Modbus.
Baud rates can be configured on the ECMP 3 GSC. Various data rates between 2400
bits/second (baud) and 57,600 bits/second are available.
MODBUS data transmission over RS-485 is accomplished over a single shielded twisted pair for
differential signaling with transmit and receive alternating over the same wire pair (MODBUS+
and MODBUS-). The Reference (MODBUS REF) should be connected to the shield, to prevent
ground loop currents.
137
Both ends of the Modbus lines (or the extreme ends of the trunk, for a multipoint network)
should have termination between MODBUS+ and MODBUS-. A 0.5W 150Ω resistor may be
adequate. If line polarization is implemented (see Software Configuration Chapter below), a
better choice is a 10 μF capacitor (10V minimum) in series with a 0.25W 120Ω resistor.
15.2 ELECTRONIC MODULAR CONTROL PANEL 3 (ECMP 3)
Figure 15-3 ECMP 3 KEYBOARD

The C175 ECM communicate to a wide range of controllers, such as the ECMP 3, shown in
Figure 15-3. Key board functions are discussed below.
Table 15-1 ECMP 3 Navigation Keys
Navigation Keys
(1) Display screen (7) Lamp test key (13) Right key
(2) AC overview key (8) Run key (14) Enter key
(3) Engine overview key (9) Auto key (15) Down key
(4) Yellow warning lamp (10) Stop key (16) Left key
(5) Red shutdown lamp (11) Up key
(6) Alarm acknowledge key (12) Escape key
AC OVERVIEW (2) – The AC OVERVIEW key will navigate the display to the first screen of AC
information. The AC OVERVIEW information contains various AC parameters that summarize
the electrical operation of the generator set.
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ENGINE OVERVIEW (3) – The ENGINE OVERVIEW key will navigate the display to the first
screen of engine information. The ENGINE OVERVIEW information contains various engine
parameters that summarize the operation of the generator set.
ACKNOWLEDGE KEY (6) – Pressing this key will acknowledge events in the event system,
causing any red or yellow flashing lights to either turn off or to come on continuously, depending
on the active status of the events. This key will also cause the horn relay to turn off, silencing
any horn connected to it. The ACKNOWLEDGE key also sends a global acknowledge
command over the J1939 Data Link. Each annunciator may be configured to respond to this
global acknowledge which will silence the annunciators horn (or each annunciator may be
configured to require events to be acknowledged locally)."
LAMP TEST KEY (7) – Pressing and holding the LAMP TEST key will cause each LED and the
display screen pixels to turn on continuously until the key is released.
RUN KEY (8) – Pressing the RUN key will start the engine.
AUTO KEY (9) – Pressing the AUTO key will cause the engine to enter the AUTO mode. The
engine will start if the module receives a start command from a remote source.
STOP KEY (10) – Pressing the STOP key will stop the engine.
UP KEY (11) – The UP key is used to navigate through the various menus and monitoring
screens. The UP key is also used when a setpoint is entered. When entering numeric data, the
UP key is used in order to increment the digits (0-9). If the setpoint requires selection from a list,
the UP key is used to navigate UP through the list.
ESCAPE KEY (12) – The ESCAPE key is used in order to navigate through the menus. When the
key is pressed, the user moves backward or the user moves upward through the menus. The
ESCAPE key is also used to exit out of entering data when the user is programming the
setpoints. If the ESCAPE key is pressed while the user is programming the setpoints, none of
the changes made on the screen will be saved to memory.
RIGHT KEY (13) – The RIGHT key is used during setpoint adjustment. The RIGHT key is used to
select which digit is edited while entering numeric data. The RIGHT key is also used during
some setpoint adjustments in order to select or to unselect a check box. If a check box has a
check mark, the function has been enabled. Pressing the RIGHT key will disable the function.
Pressing the RIGHT key will also cause the check mark to disappear. If the check box does not
have a check mark, the function is disabled. Pressing the RIGHT key will enable the function.
Pressing the RIGHT key will also cause a check mark to appear.
ENTER KEY (14) – The ENTER key is used in order to navigate through the menus. When the
key is pressed, the user moves forward or the user moves downward through the menus. The
ENTER key is also used to save any changes while the setpoints are being programmed.
Pressing the ENTER key during programming the setpoints causes the changes to be saved to
memory.
DOWN KEY (15) – The DOWN key is used to navigate downward through the various menus or
screens. The DOWN key is also used to program the setpoints. The DOWN key is used to
decrease the digits when entering numeric data. If the setpoint requires selection from a list, the
DOWN key is used to navigate DOWN through the list.
139
LEFT KEY (16) – The LEFT key is used during setpoint adjustment. The LEFT key is used to
select the digit that is edited during the entry of numeric data. The LEFT key is also used during
some of the setpoint adjustments to select a check box. The key is also used to unselect a
check box. If a check box has a check mark, pressing the LEFT key will disable the function.
Pressing the key will also remove the check mark. Pressing the LEFT key will also cause the
check mark to disappear. If the check box does not have a check mark, pressing the LEFT key
will enable the function. Pressing the LEFT key will also cause a check mark to appear.
ALARM INDICATORS
YELLOW WARNING LAMP (4) – A flashing yellow light indicates that there are active warnings that
have not been acknowledged. A continuous yellow light indicates that there are acknowledged
warnings that are active. If there are any active warnings, the yellow light will change from
flashing yellow to continuous yellow after the ACKNOWLEDGE key is pressed. If there are no
longer any active warnings, the yellow light will turn off after the ACKNOWLEDGE key is
pressed.
RED SHUTDOWN LAMP (5) – A flashing red light indicates that there are active shutdowns that
have not been acknowledged. A continuous red light indicates that there are active shutdowns
that have been acknowledged. If there are any active shutdowns the red light will change from
flashing red to continuous red after the ACKNOWLEDGE key is pressed. Any condition that has
caused a shutdown must be manually reset. If there are no longer any active shutdowns, the
red light will turn off.
DIGITAL INPUTS
NOTE: There are 8 digital inputs on ECMP 3.2 and ECMP 3.3. There are 6 digital inputs
on ECMP 3.1.
DIGITAL INPUT 1 – Digital Input 1 is used for the emergency stop. This input should be wired to
BATT- through an Emergency Stop switch. The input can be set to activate on an active high
(normally closed contact) or an active low (normally open contact). Activating the emergency
stop input will cause the generator set to stop immediately. The emergency stop input will also
prevent the generator set from starting. Once Digital Input 1 goes active, the engine will not start
until the event has been cleared. Refer to System Operation, Troubleshooting, Testing and
Adjusting, RENR7902, Digital Input Resetting.
DIGITAL INPUT 2 – Digital Input 2 is used for remotely starting and stopping the generator set.
This input should be wired to BATT- through a switch that can be initiated remotely. The input
can be set to activate on an active high (normally closed contact) or an active low (normally
open contact). If the input is active and the engine is in AUTO, the engine will attempt to start.
Once the input becomes inactive the engine will enter into cooldown mode (if programmed) and
then the engine will stop.
The remainder of the inputs can be configured. The main purpose for the other DIGITAL inputs
is to add additional monitoring capabilities of the parameters for the engine or generator. The
inputs can be configured by going to the EVENT I/P FUNCTIONS parameter under the
SETPOINTS menu. The DIGITAL INPUTS parameter can only be set to ACTIVE HIGH or
ACTIVE LOW in order to initiate a High Warning, Low Warning, High Shutdown, Low Shutdown,
or Status.
The inputs can be programmed to monitor the following parameters or components. Refer to
System Operation, Troubleshooting, Testing and Adjusting, RENR7902, Digital Input
Programming.
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PRESSURES:
Air Filter Differential Pressure Fire Extinguisher Pressure Oil Filter Differential Pressure
Engine Oil Pressure Fuel Filter Differential Pressure Starting Air Pressure
TEMPERATURES: LEVELS: OTHER:

Ambient Air Temperature Engine Coolant Level ATS In Normal Position
Engine Coolant Temperature Engine Oil Level ATS In Emergency Position
Engine Oil Temperature Fuel Level Battery Charger Failure
Exhaust Temperature External Fuel Tank Level Other Generator Breaker Closed
Rear Bearing Temperature Utility Breaker Closed
Right Exhaust Temperature Fuel Leak Detected
Left Exhaust Temperature Custom Event
Air Damper Closed
For detailed information about the electronic control module, see Systems Operation, Troubleshooting, Testing and
Adjusting, RENR7902, ECMP3.
15.3 CONTROL PANEL
Figure 15-4 EPG Control Panel

(1) Emergency stop push button (4) Speed potentiometer (optional)
(2) Panel light switch (5) Voltage adjust switch
(3) Starting aid auto/manual switch (optional)
(1) EMERGENCY STOP PUSH BUTTON –The emergency stop push button (ESPB) is used to shut
down the engine during an emergency situation. If equipped, the ESPB shuts off the fuel and the
ESPB activates the optional air shutoff.
(2) PANEL LIGHT SWITCH – The panel lights switch turns on or the panel lights switch turns off the
panel lights.
(3) STARTING AID AUTO/MANUAL SWITCH – The starting aid switch is optional. The starting aid
switch is used to inject ether into the engine when you are starting the engine in cold weather
conditions. When the starting aid switch is in the ON position, the switch energizes the starting aid
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solenoid valve and the switch meters a specific amount of ether into a holding chamber. When the
starting aid switch is released, the solenoid releases the ether to the engine.
(4) SPEED POTENTIOMETER – The speed potentiometer is optional. The speed potentiometer can be
used with the generator set that has an electronic governor.
(5) VOLTAGE ADJUST SWITCH – This switch can be used to raise and lower the voltage.
15.4 ANNUNCIATOR MODULE

GENERAL INFORMATION
The Annunciator module is used to indicate various system
events and conditions. The Annunciator module uses
indicator lights and an audible horn to give the operator
information about the current status of the system, Figure
15-5. The Annunciator module can be used to announce
faults and/or status signals to the operator. The Annunciator
module allows the operator to silence the horn. The
Annunciator module also allows the operator to acknowledge
faults to the system.
There are seventeen pair of LED indicators on the
Annunciator’s front panel. Sixteen pair of LED indicators are
used to announce events, diagnostics, and ready signals.
The seventeenth pair of LED indicators is used as a
combined network/module status LED. The seventeenth pair
of LED indicators can tell the operator if there is a problem
with the J1939 data link connection.
BASIC OPERATION
Each pair of LED indicators on the Annunciator consists of
two of the following three colors: green, yellow, and red.
Figure 15-5 Annunciator
For example, a pair of red and yellow LED indicators may be configured for engine oil pressure. If a
low engine oil pressure warning is read over the data link, the Annunciator will flash the yellow LED
and the audible horn will sound. If the low engine oil pressure shutdown is read over the data link,
the Annunciator will flash the red LED and the audible horn will sound.
To acknowledge the shutdown and alarm conditions or to silence the horn, press the Alarm
Acknowledge button that is located near the middle of the Annunciator.
To test the LED indicators or to test the horn when the data link is connected or the data link is
disconnected, hold in the Lamp Test button that is located near the top of the Annunciator.
CONFIGURATION
The Annunciator module can be customized in order to signal many different conditions that are
related to the system. Each pair of LEDs must be configured by using the appropriate service tool.
Once the service tool has been connected to the Annunciator, the user must enter the Configuration
screen. Each pair of LEDs has four settings: SPN, Trigger Type, Trigger Severity Level, and Failure
Mode Identifier (FMI).
For detailed information about the Annunciator module, see Systems Operation, Troubleshooting,
Testing and Adjusting, RENR7902, ECMP3.
142
15.5 ANNUNCIATOR PANEL - INSPECT

Inspect the Annunciator panel for good condition.
Perform a lamp test. All of the warning lamps should illuminate. If a warning lamp does not
illuminate, replace the Annunciator Panel. If the alarm does not sound, investigate the problem and
correct the problem.
Frequently monitor the following parameters during normal operation:
• Fuel filter differential pressure
• Inlet air restriction
• Oil filter differential pressure
Record the data in a log. Compare the new data to the data that was previously recorded.
Comparing the new data to the recorded data will establish the normal gauge readings for the
engine. A gauge reading that is abnormal may indicate a problem with operation or a problem with
the gauge.
143
16 APPENDICES
Page
APPENDIX 01 ECM PIN ASSIGNMENTS 144
APPENDIX 02 C175 EPG MODEL VIEW ILLUSTRATIONS 146
APPENDIX 03 ECM A4 ELECTRICAL BOX 147
APPENDIX 04 LH & RH HARNESS 152
APPENDIX 05 PARAMETER CONFIGURATION 155
APPENDIX 06 OVERRIDE PARAMETERS 158
APPENDIX 07 ENGINE SENSOR PLACEMENT 161
APPENDIX 08 SENSOR GUIDE 167
APPENDIX 09 PRODUCT AND DEALER INFORMATION SHEET 176
APPENDIX 10 GENERATOR START-UP CHECKLIST 177
APPENDIX 11 PACKAGE EQUIPMENT SUMMARY 179
16 APPENDICES
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APPENDIX 01 ECM PIN ASSIGNMENTS

ECM CONNECTOR J1
Table APPENDIX 01 Engine Connector J1 Pin Assignments
J1 -- PIN SIGNAL NAME J1 -- PIN SIGNAL NAME

J1 – 1 Pulse Width Modulation Input 3 J1 – 36 SPEEDO High
J1 – 2 5V Analog Power J1 – 37 SPEEDO Low
J1 – 3 Analog Return J1 – 38 TACHO High
J1 – 4 8V Digital Power J1 – 39 TACHO Low
J1 – 5 Digital Return J1 – 40 Switch to Ground 3
J1 – 6 Switch to Ground 16 J1 – 41 Switch to Ground 4
J1 – 7 Switch to Ground 17 J1 – 42 CAN A Neutral
J1 – 8 ATA/CAT Data Link + J1 – 43 Pulse Width Modulation Digital Output+
J1 – 9 ATA/CAT Data Link - J1 – 44 Switch to Ground 7
J1 – 10 2A Source On/Off Digital Output 1 J1 – 45 Switch to Ground 8
J1 – 13 2A Source On/Off Digital Output 4 J1 – 48 Battery (+)
J1 – 14 Pulse Width Modulation Input 4 J1 – 49 Switch to Ground 11
J1 – 15 Selectable Analog Input 1 J1 – 50 CAN A High
J1 – 16 Selectable Analog Input 2 J1 – 51 Pulse Width Modulation Digital Output -
J1 – 17 Selectable Analog Input 3 J1 – 52 Battery (+)
J1 – 18 Digital Return J1 – 53 Battery (+)
J1 – 20 2A Source On/Off Digital Output 6 J1 – 55 Battery (+)
J1 – 21 2A Source Pulse Width Modulation Digital Output 1 J1 – 56 Switch to Ground 13
J1 – 22 Switch to Ground 1 J1 – 57 Battery (+)
J1 – 23 Switch to Ground 2 J1 – 58 Switch to Ground 14
J1 – 24 300mA Sinking Pulse Width Modulation Digital Output 5 J1 – 59 Switch to Ground 5 300mA Sourcing Digital Output
J1 – 25 3A Sourcing Digital Output 2 J1 – 60 Switch to Ground 15
J1 – 26 Selectable Analog Input 4 J1 – 61 Battery -
J1 – 27 Selectable Analog Input 5 J1 – 62 Switch to Battery 1
J1 – 28 300mA Sinking On/Off Digital Output 1 J1 – 63 Battery -
J1 – 29 300mA Sinking On/Off Digital Output 2 J1 – 64 Switch to Battery 2
J1 – 30 300mA Sinking On/Off Digital Output 3 J1 – 65 Battery -
J1 – 31 300mA Sinking Pulse Width Modulation Digital Output 4 J1 – 66 Pulse Width Modulation Input 1
J1 – 32 Differential Speed Input 4 + J1 – 67 Battery -
J1 – 33 Differential Speed Input 4 - J1 – 68 Pulse Width Modulation Input 2
J1 – 34 CAN A Low J1 – 69 Battery -
J1 – 35 Switch to Ground 6 J1 – 70 Key Switch Input
ECM CONNECTOR J2
Table APPENDIX 01 Engine Connector J2 Pin Assignments
J2 - PIN SIGNAL NAME J2 - PIN SIGNAL NAME

J2 – 1 2A Sourcing Pulse Width Modulation Digital Output 2 J2 – 61 Injector/Brake Bank 2 High-Side Driver 2
J2 – 2 Spare J2 – 62 Passive Analog Input 2
J2 – 3 2A Sourcing Pulse Width Modulation Digital Output 3 J2 – 63 4-20mA Output 1+
J2 – 4 Spare J2 – 64 4-20mA Return 2
J2 – 5 3A Sourcing On/Off Digital Output 2 J2 – 65 Pulse Width Modulation Input 5
J2 – 6 2A Sourcing Pulse Width Modulation Digital Output 1 J2 – 66 Active Analog Input 8

145
J2 - PIN SIGNAL NAME J2 - PIN SIGNAL NAME

J2 – 7 Spare J2 – 67 Injector/Brake Bank 3 High-Side Driver 2
J2 – 8 3A Sourcing On/Off Digital Output 1 J2 – 68 Injector/Brake Bank 3 High-Side Driver 1
J2 – 9 Spare J2 – 69 Spare
J2 – 10 Pulse Width Modulation Digital Output J2 – 70 4-20mA Input 2+
J2 – 11 CAN B Low J2 – 71 4-20mA Return 1
J2 – 12 CAN B High J2 – 72 5V Sensor Supply
J2 – 13 Passive Analog Input 1 J2 – 73 Pulse Width Modulation Input 6
J2 – 14 Digital Output Return J2 – 74 Active Analog Input 10
J2 – 15 Active Analog Input 6 J2 – 75 Injector/Brake Bank 4 Low-Side 1 Return 2
J2 – 16 Active Analog Input 4 J2 – 76 Spare
J2 – 17 Analog Return J2 – 77 Injector/Brake Bank 2 High-Side Driver 1
J2 – 18 Injector/Brake Bank 3 Low-Side 2 Return 2 J2 – 78 4-20mA Input 2-
J2 – 19 2A Sinking On/Off Digital Output J2 – 79 Digital Out Return
J2 – 20 Pulse Width Modulation Output 2 + J2 – 80 5V Sensor Supply Return
J2 – 21 Injector/Brake Bank 3 Low-Side 2 Return 3 J2 – 81 5V Sensor Supply Return
J2 – 22 Injector/Brake Bank 3 Low-Side 2 Return 1 J2 – 82 5V Sensor Supply Return
J2 – 23 CAN B Shield J2 – 83 Analog Return
J2 – 24 Differential Speed Input 5 + J2 – 84 Selectable Analog Input 6
J2 – 25 Differential Speed Input 1 - J2 – 85 Active Analog Input 9
J2 – 26 Differential Speed Input 3 + J2 – 86 Injector/Brake Bank 4 Low-Side 1 Return 3
J2 – 29 8V Sensor Supply J2 – 89 4-20mA Input 1 +
J2 – 30 Analog Return J2 – 90 4-20mA Input 1 -
J2 – 31 Injector/Brake Bank 3 Low-Side 1 Return 2 J2 – 91 Passive Analog Input 4
J2 – 32 Pulse Width Modulation Output 4 - J2 – 92 Digital Return
J2 – 33 12V S/T Sensor Supply J2 – 93 Analog Return
J2 – 34 Differential Speed Input 5 - J2 – 94 Selectable Analog Input 9
J2 – 35 Differential Speed Input 1 + J2 – 95 Selectable Analog Input 8
J2 – 36 Differential Speed Input 3 - J2 – 96 Selectable Analog Input 7
J2 – 37 Pulse Width Modulation Output 6 + J2 – 97 Injector/Brake Bank 4 Low-Side 2 Return 3
J2 – 38 Selectable Analog Input 10 J2 – 98 Injector/Brake Bank 4 Low-Side 2 Return 1
J2 – 39 Pulse Width Modulation Input 7 J2 – 99 Injector/Brake Bank 1 High-Side Driver 3
J2 – 42 Injector/Brake Bank 3 Low-Side 1 Return 3 J2 – 102 Injector/Brake Bank 2 Low-Side 2 Return 3
J2 – 43 Pulse Width Modulation Output 3 - J2 – 103 Injector/Brake Bank 2 Low-Side 2 Return 2
J2 – 44 Pulse Width Modulation Output 4 + J2 – 104 Injector/Brake Bank 1 High-Side Driver 1
J2 – 45 Spare J2 –105 Injector/Brake Bank 1 Low-Side 1 Return 3
J2 – 46 Differential Speed Input 2 + J2 – 106 Injector/Brake Bank 1 Low-Side 1 Return 2
J2 – 47 Differential Speed Input 2 - J2 – 107 Injector/Brake Bank 1 Low-Side 2 Return 3
J2 – 48 Differential Speed Input 6 - J2 – 108 Injector/Brake Bank 1 Low-Side 2 Return 2
J2 – 49 Pulse Width Modulation Input 8 J2 – 109 Injector/Brake Bank 4 High-Side Driver 1
J2 – 50 Injector/Brake Bank 3 Low-Side 1 Return 1 J2 – 110 Injector/Brake Bank 4 High-Side Driver 3
J2 – 51 Pulse Width Modulation Output 3 + J2 – 111 Injector/Brake Bank 2 Low-Side 1 Return 1
J2 – 52 Spare J2 – 112 Spare
J2 – 53 Injector/Brake Bank 2 High-Side Driver 3 J2 – 113 Injector/Brake Bank 2 Low-Side 2 Return 1
J2 – 54 Analog Return J2 – 114 Spare
J2 – 55 4-20mA Output 2 + J2 – 115 Injector/Brake Bank 1 High-Side Driver 2
J2 – 56 Passive Analog Input 3 J2 – 116 Injector/Brake Bank 1 Low-Side 1 Return 1
J2 – 57 Active Analog Input1 J2 – 117 Spare
J2 – 58 Injector/Brake Bank 3 High-Side Driver 3 J2 – 118 Injector/Brake Bank 1 Low-Side 2 Return 1
J2 – 59 Pulse Width Modulation Output 1 + J2 – 119 Spare
J2 – 60 Pulse Width Modulation Output 1 - J2 – 120 Injector/Brake Bank 4 High-Side Driver 2

146
APPENDIX 02 C175 EPG MODEL VIEW ILLUSTRATIONS

The illustrations show typical features of the C175 Series Generator Sets. The illustrations do not show all of the options that are available.
Figure 16-1 C175 EPG Model View Illustrations
Model View Illustrations
(1) Electronic modular control

panel (ECMP)
(2) Air inlet
(3) Exhaust
(4) Oil filler
(5) Oil level gauge
(6) Water bypass outlet
(7) Engine Electronic Control
Module (ECM)
(8) Oil filter
(9) Oil filter drain
(10) SCAC outlet
(11) Crankcase breather
(12) Engine lifting eye
(13) Fuel filter
(14) Fuel priming pump
(15) SCAC inlet
(16) Jacket water inlet
(17) Oil drain valve
(18) Oil drain
Table APPENDIX 02 Model View

Illustrations
147
APPENDIX 03 ECM A4 ELECTRICAL BOX
Figure APPENDIX 03 ECM Top View

148
ENGINE INTERFACE CONNECTOR

The ECM is interfaced through a 40 pin EIC connector mounted on the ECM box located on the
top of the C175. There are no serviceable components inside the ECM control box and should
not be opened accept by certified Caterpillar technicians.
Figure APPENDIX 03 EIC Connector Location – Customer Interface
Figure APPENDIX 03 EIC Connector – Customer Interface

149
Table APPENDIX 03 EIC Connector – Customer Interface
EIC CONNECTOR – CUSTOMER INTERFACE
PIN # DESCRIPTION PIN # DESCRIPTION

1 MAG Pickup Shield 21 THROTTLE PWM Input 1
2 MAG Pickup - 22 THROTTLE PWM Input 2
3 MAG Pickup + 23 HARD E-STOP 1
4 BATT + (Aux 1 Breaker) 24 LH MAN CRANK OVERRIDE
5 BATT + (Aux 1 Breaker) 25 SHUTDOWN NOTIFY Output
6 Analog Sensor Power 26 SPARE
7 Throttle Analog Input 27 RH MAN CRANK OVERRIDE
8 Analog Return 28 DATA LINK CONTROL Enable
9 Start Aid 29 GENERAL ALARM
10 LOAD feedback 4-20 + 30 CRANKING MOTOR Select
11 SPARE 31 START/ RUN/ STOP 2
12 LOAD feedback 4-20 - 32 DIGITAL SENSOR POWER 5v
13 ECM CAT DATA LINK + 33 DIGITAL SENSOR POWER 8v
14 ECM CAT DATA LINK - 34 ENG PROT OVERRIDE
15 ECM Digital Reference 35 J1939 +
16 START/ RUN/ STOP 1 36 J1939 -
17 SOFT EMERGENCY STOP 1 37 EIC DIGITAL OUT Return
18 ECM KEY SWITCH 38 J1939 SHIELD
19 SOFT EMERGENCY STOP 2 39 BATTERY -
20 ENGINE DIAG Lamp 40 BATTERY -
150
ELECTRICAL BOX CONNECTORS (OTHER)
Figure APPENDIX 03 ECM Left & Right Side ECM Control Box Connectors
151
Figure APPENDIX 03 CAT Common Connectors

152
APPENDIX 04 LH & RH HARNESS
Figure APPENDIX 04 Electronics Diagram

153
Figure APPENDIX 04 Left Hand Harness Connectors

154
Figure APPENDIX 04 Right Hand Harness Connectors

155
APPENDIX 05 PARAMETER CONFIGURATION

PROGRAMMABLE MONITORING SYSTEM (PMS)
The C175 engine has a comprehensive Programmable Monitoring System that monitors
parameters and takes action should a parameter go outside an acceptable range.
Three possible control system actions are available: WARNING, DERATE, and SHUTDOWN. Some
of the actions are not available for certain parameters.
Depending on the application, Cat Electronic Technician (ET) can be used to select which
available control system actions are desired and program the trip levels and delay times for
each action.
The outline below describes the available MONITORED PARAMETERS and control system
ACTIONS.
NOTE: The defined trip points only describe the software actions taken.
PARAMETERS AND ACTIONS OUTLINE:

1: Action:
a. On – The action defaults to on.
a: Off – The action defaults to off.
b: On/Off – The action can be switched on and off with the appropriate security.
XXXXX – The action cannot be changed from the default.
2: Trip level, trip delay and trip start up delay:
a: If the monitored parameter exceeds the trip level for the trip delay time, an action is
initiated if he engine has been running for longer than the trip start up delay. The trip
start up delay applies to all three actions and it cannot be changed in the field.
b: The trip start up delay must be the same for the warning, derate and shutdown of a
given monitored parameter. However, it is possible for the start up delay to be
ignored for a particular detection level. For example, the high coolant temperature
warning, derate, and shutdown would all have the same trip start up delay of 180
seconds. The shutdown could be programmed.
3: Reset hysteresis and reset delay:
a: Once an action is activated, it is deactivated if:
b: The monitored parameter falls within the non-activated range (plus or minus the
reset hysteresis for the reset delay time). The reset hysteresis applies to all three
actions.
NOTE: The reset hysteresis and reset delay cannot be changed in the field.
4: Take action during sensor fault:

a: If the sensor used for the monitored parameter has an active fault, the action
(warning, derate or shutdown) will be taken if indicated. This behavior of taking an
action (or not) when a sensor fault is detected cannot be reconfigured in the field.
5: Service Tool Security Level:
a: Level 1 – Allows changes without passwords
156
b: Level 2 – Allows changes only if customer passwords are provided

c: Level 3 – Allows changes only if factory passwords are provided.
d: Level 4 – Allows no changes. Only viewing of trip points and delays is possible.
6: Monitoring period:
a: This is the time interval between measurements of the monitored parameter. The
monitoring period applies to all three actions and it cannot be changed in the field.
7: Derate ramp rate and derate maximum:
a: If the derate action is turned on and if the trip conditions are met, engine power is
derated according to the derate ramp rate up to the derate maximum. The rate and
the maximum cannot be changed in the field.
8: Event Code Summary:
Table APPENDIX 05 Event Code Summary
EVENT CODE SUMMARY

J1939 CDL Latched Security ACTIVE and/or
PARAMETER
SPN ENID ACTIVE To Clear LOGGED
Low Engine Oil Pressure Warning 100-17 E360-1 No Level 1 Active & Logged
Low Engine Oil Pressure Shutdown 100-01 E360-3 Yes Level 3 Active & Logged
High Engine Coolant Temperature Warning 110-15 E361-1 No Level 1 Active & Logged
High Engine Coolant Temperature Derate 110-16 E361-2 No Level 3 Active & Logged
High Engine Coolant Temperature Shutdown 110-00 E361-3 Yes Level 3 Active & Logged
Low engine coolant temperature warning 110-17 E199-1 No Level 1 Active & Logged
Engine Overspeed Warning 190-15 E362-1 No Level 1 Active & Logged
Engine Overspeed Shutdown 190-00 E362-3 Yes* Level 3 Active & Logged
High exhaust temperature warning 173-15 E173-1 No Level 1 Active & Logged
High exhaust temperature derate 173-16 E021-2 No Level 3 Active & Logged
High exhaust temperature shutdown 173-00 E022-3 Yes Level 3 Active & Logged
High engine oil filter restriction pressure warning 99-15 E99-1 No Level 1 Active & Logged
High fuel filter restriction pressure warning 95-15 E390-1 No Level 1 Active & Logged
High fuel filter restriction pressure derate 95-16 E390-2 No Level 3 Active & Logged
High Aftercooler coolant temperature warning 52-15 E771-1 No Level 1 Active & Logged
High Aftercooler coolant temperature derate 52-16 E771-2 No Level 3 Active & Logged
High Aftercooler coolant temperature shutdown 52-1 E771-3 Yes Level 3 Active & Logged
High Engine Oil Temperature Warning 175-15 E197-1 No Level 1 Active & Logged
High Engine Oil Temperature derate 175-16 E197-2 No Level 3 Active & Logged
High Engine Oil Temperature Shutdown 175-0 E197-3 Yes Level 3 Active & Logged
High Intake Manifold Air Temperature Warning 172-15 E539-1 No Level 1 Active & Logged
High Intake Manifold Air Temperature Derate 172-16 E539-2 No Level 3 Active & Logged
High Fuel Temperature Warning 174-15 E363-1 No Level 1 Active & Logged
157
EVENT CODE SUMMARY

J1939 CDL Latched Security ACTIVE and/or
PARAMETER
SPN ENID ACTIVE To Clear LOGGED
High Fuel Temperature Derate 174-16 E363-2 No Level 3 Active & Logged
Low Fuel Pressure Warning 94-17 E198-1 No Level 1 Active & Logged
High Fuel Pressure Warning 94-15 E096-1 No Level 1 Active & Logged
High Fuel Pressure Derate 94-16 E096-2 No Level 3 Active & Logged
High Fuel Pressure Shutdown 94-00 E096-3 No Level 3 Active & Logged
Shutdown Overridden 1237-31 E085-1 No Level 3 Active & Logged
E-Stop Shutdown N/A E264-3 Yes* N/A Active only
Engine Failure to Start 1664-31 E225-3 Yes Level 1 Active Only
Low Prelube pressure 3029-31 E233-3 Yes Level 1 Active Only
Diagnostic Reset N/A E255-1 No N/A Active only
Reference: EEC_SRS -- Version 1.3 – July 10 2006
If an event has not occurred for 100 hours, it is automatically erased from the log.
Events are communicated via the Cat Data Link event and diagnostic transfer protocol version 1 and also
J1939 Data Link protocol. All shutdown events should be latched in the active state, and will only be allowed
cleared from the active list via the J1939 datalink protocol or by cycling ECM power. The J1939 Extended
Protocol will be used to communicate the initial and last occurrence times, and the total occurrence count.
* These events cannot be cleared with a datalink message, they require ECM power to be cycled.
158
APPENDIX 06 OVERRIDE PARAMETERS

Parameter Description
Ether Injection Allows user to manually start Ether algorithm
Engine Overspeed Test Causes Overspeed setpoint to change to 75% of programmed value
CONFIGURABLE PARAMETERS SUMMARY

NOTE: Password level programming security definitions:
LEVEL 1 – Allows changes without passwords
LEVEL 3 – Allows changes only if factory passwords are provided.
LEVEL 4 – ECM factory changes only. Only viewing of parameter is possible.
* - Ratings are Level 3 protected if interlocks do not match; otherwise ratings
changes are Level 1.
All configurable parameters can only be altered in unit increments unless otherwise indicated.
Cat datalink PIDs listed are for reference only and are subject to change.
CONFIGURABLE BASIC ENGINE PARAMETERS
Table APPENDIX 06 Configurable Basic Engine Parameters
Password Reason
Programmable Parameter
Level Code
ECM/PM Interlock For flash updates. 3 5
ECM serial number ($F811) 4 N/A
Engine serial number 1 N/A
Equipment ID ($F81A) For the machine owner’s use. 1 N/A
Personality Module Release Date($86) 4 N/A
Personality Module Description($F81C) 4 N/A
Personality Module Part Number($F814) 4 N/A
CONFIGURABLE EPG FEATURE PARAMETERS
Table APPENDIX 06 Configurable EPG Feature Parameters
Password Reason
Programmable Parameter Default Range
Level Code
Engine Acceleration Delay Time ($F0C1) 0 Seconds 0-60 Seconds 2 N/A
Engine Acceleration Rate ($F45B) 250 RPM/Sec 40 – 400 RPM/Sec 1 N/A
Low Idle Speed ($F510) 900 RPM 100-1369 RPM 1 N/A
Droop Mode Selection ($F113) Isochronous Droop / Isochronous 1 N/A
Engine Speed Droop ($F515) 0.0% 0.0 – 8.0% 1 N/A
ENGINE STATE CONTROL

Configured Configured value, last 1 NA
Engine State Control Input Selection method
value active source, switched
(0x00D107F5)
source
Engine State Control Input configuration CAN Input Not installed, CAN 1 NA
159
Password Reason
Level Code
(0x00D106D8) Input, Hardwired
Hardwired Not installed, CAN 1 NA
Engine State Control Secondary Input
Input Input, Hardwired, CAN
Configuration (0x00D10811)
Input #2
Engine State Control Default Value Run Run, Stop, Last Good 1 NA
(0x00D107F6) value
Engine State Control Source Transfer Match Match Not Match Not required, 1 NA
Requirement Status (0x00D10806) required Match required
Energized to Energized to Run, 1 NA
Engine State Control Hardwired Input Type Run Energized to Stop,
Configuration (0x00D1080B) Energized to Switched
state
Remote Emergency Stop (E-Stop) Switch Input Normally Open Installed, Normally 1
Type Configuration (0x00D1074D) Open, Normally Closed
Cooldown Speed (0xF50A) 1000 800-1800 RPM 1 NA
Cooldown Duration (0xF014) 3 1-223 mins 1 NA
ENGINE SPEED CONTROL

Desired Speed Input Configuration PWM PWM, CAN Input 1 NA
(0x00D0012F)
Secondary Desired Speed Input Configuration Not installed Not installed, PWM, 1 NA
(0x00D10480) CAN Input
ENGINE PRELUBRICATION
Engine Pre-lube control (F151) Enabled Enabled, Disabled 1 N/A
Engine prelube system configuration (D10747) Continuous Continuous, Intermittent 1 N/A
Engine prelube timeout period (D00131) 120 secs 1-1800 secs 1 N/A
Engine ready to start pre-lube duration (D00CC6) 120 secs 1-1800 secs 1 N/A
Engine Continuous prelube duration (D00CC5) 120 mins 0-10000 mins 1 N/A
Engine Continuous prelube interval (D00C78) 120 mins 0-10000 mins 1 N/A
STARTING SYSTEM
Starter Pinion Engagement Detection System Enabled Enabled, Disabled 1 N/A
Enable Status (D1061D)
Starting System Selection Mode (0x00D1079D) Automatic Automatic, Manual 1 NA
Air Not installed, Hydraulic, 1 N/A
Starting System #1 Type (D1079E)
Electrical, Air
Starting System #1 Assignment (D107A8) Primary Primary, Secondary 1 N/A
Starting System #1 Max Number of crank cycles 3 0-20 1 N/A
(0xD00CE7)
Starting System #1 crank cycle rest interval 30 secs 1-60 secs 1 N/A
(D00CE9)
Starting System #1 Crank Duration (D00CEB) 10 secs 1-30 secs 1 N/A
Not Installed Not installed, Hydraulic, 1 N/A
Starting System #2 Type (D1079F)
Electrical, Air
Starting System #2 Assignment (D107A9) Secondary Primary, Secondary 1 N/A
Starting System #2 Max Number of crank cycles 3 0-20 1 N/A
(0xD00CE8)
Starting System #2 crank cycle rest interval 30 secs 1-60 secs 1 N/A
(D00CEA)
Starting System #2 Crank Duration (D00CEC) 10 secs 1-30 secs 1 N/A
160
Password Reason
Level Code
Crank Terminate Speed ($F50D) 400 100-500 RPM 1 N/A
ENGINE PROTECTION PARAMETERS

Emergency Shutdown Override Switch Installed Installed, Not Installed 1 NA
Installation Status (0x00D1027E)
Emergency Shutdown Override Input Switch to Switch to Ground, CAN 1
Configuration (0x00D10384) Ground Input
SYSTEM PARAMETERS
Rated Fuel volume (0x00D00710)
FLS (21) 0 -128 - 127 3 1
FTS ($22) 0 -128 - 127 3 1
Governor Gain factor ($F625) 47186 0 – 65535 1 N/A
Governor Minimum Stability Factor 2818 0 – 65535 1 N/A
($F626)
Governor Maximum Stability Factor ($F627) 7864 0 – 65535 1 N/A
161
APPENDIX 07 ENGINE SENSOR PLACEMENT

Figure APPENDIX 07 Engine Sensor Placement - Front View
Figure APPENDIX 07 Engine Sensor Placement - Left Side View

162
163
164
Figure APPENDIX 07 Engine Sensor Placement - Right Side View

165
Figure APPENDIX 07 Engine Sensor Placement - Top View
166
Figure APPENDIX 07 Engine Sensors – Speed
ENGINE SPEED SENSORS
(1) Primary speed sensor (camshaft)

(2) Secondary speed sensor
(camshaft)
(3) Magnetic pickup (flywheel)
167
APPENDIX 08 SENSOR GUIDE

C175 SENSOR DATA & IMAGES
Table APPENDIX 08 Sensor Data & Images
SENSOR SENSOR SENSOR SENSOR

FIGURE IMAGE
PART NO. TYPE RANGE ACC.
TBD K Type -40C to 1095C greater of +/-
Thermo- 2.2 C or
couple 0.75%
TBD Passive -40 to 1000C 1.50%
247-7635 50C to 850C +/- 20C
TBD PWM 50C to 850C +/- 20C
Figure 16-2 266-0136 5V Active 173 kPa DIFF +/- 3% Max

Pressure Analog and 793 kPaA DIFF Pressure
Differential (-40 to 125C)
Sensor
Figure 16-3 238-0112 Passive -40C to 150C -40C to 0C =

Temperature +/- 0.5C
Sensor 0C to 70C =
+/-0.2C
70C to 100C =
+/-0.5C
100C to 125C
= +/-0.7C
125C to 150C
= +/-1.0C
Figure 16-4 287-1866 5V Active 0 to 240Mpa +/-2%

Pressure 274-6719 Analog
Sensor 0 to 1135Kpa +/- 3% of Max
Figure 16-5 274-6720 5V Active 0 to 339 kPaA +/- 3% of Max

Analog
Pressure
Sensor
168
SENSOR SENSOR SENSOR SENSOR
FIGURE IMAGE
PART NO. TYPE RANGE ACC.
Figure 16-6 274-6721 5V Active 0Kpa to +/- 3% of Max
Pressure Analog 882Kpa = +/-34.05Kpa
Sensor
306-6834 5V Active 0Kpa to +/-3% of Max.

Analog 116Kpa = +/- 3.48 Kpa
219-7105 8V PWM 0Kpa to +/-3% of Max
833Kpa = +/-24.99Kpa
3E-8595 8V Active 0Kpa to +/-3% of Max
Analog 3752Kpa = +/-
112.56Kpa
224-4535 5V Active 0Kpa to +/-3% of Max
Analog 3500Kpa = +/-105 Kpa
239-9957 Active 0V / 5V N/A
Switch
123-2993 Switch Open / Closed N/A
196-6846 Switch Open / Closed N/A
178-2345 8 - 32V 0V / 5V N/A
Active
Switch
244-5544 Passive
Figure 16-7 191-8305 [1] Passive
Timing
Sensor
Figure 16-8 191-8304 [2]

Timing
Sensor
144-2813 Active 0V / 5V N/A

Switch
Figure 16-9 195-2431 Detonation 3KHz to +/- 10%
Detonation 8V 6.5KHz
Sensor
169
SENSOR ECM, ELECTRICAL, PHYSICAL DATA, & PART NUMBERS

Table APPENDIX 08 Sensor ECM, Electrical, Physical Data, & Part Numbers
ECM Signal Part Mating

ECM Pin Function Sensor / Actuator EIC PIN AWG
Pin NUMBER Connector
A B C
1 2 3
CAMSHAFT POSITION PRIMARY J2-47 J2-46 18 # 191-8305 155-2270
CAMSHAFT POSITION SECONDARY J2-36 J2-26 18 # 191-8304 155-2270
CONFIG Spare - - -
CONFIG Spare - - -
CONFIG Spare - - -
ATMOSPHERIC PRESSURE J2-57 J2-72 J2-17 J2-57 18 # 306-6834 237-0227
ENGINE OIL BLOCK INLET PRESSURE J2-28 J2-72 J2-17 J2-28 18 # 274-6721 237-0227
FUEL TRANSFER PRESSURE PUMP
J2-40 J2-72 J2-17 J2-40 18 # 274-6721 237-0227
OUTLET
FUEL TRANSFER PRESSURE FILTERED J2-16 J2-72 J2-17 J2-16 18 # 274-6721 237-0227
OIL LEVEL SENSING J2-41 J2-72 J2-17 J2-41 251-5520
AIR INLET MANIFOLD PRESSURE J2-15 J2-72 J2-17 J2-15 18 # 274-6721 230-4013
COMPRESSER ILET AIR PRESSURE 1 LH J2-27 J2-72 J2-17 J2-27 18 # 306-6834 237-0227
COMPRESSOR INLET AIR PRESSURE 2
J2-66 J2-72 J2-17 J2-66 18 # 306-6834 237-0227
RH
HPCR RAIL PRESSURE J2-85 J2-72 J2-17 J2-85 18 # 287-1866 230-4013
CRANK CASE PRESSURE J2-74 J2-72 J2-17 J2-74 18 # 306-6834 237-0227
SCAC CORE WATER INLET
J2-13 J2-13 J2-30 - 18 # 238-0112 230-4011
TEMPERATURE
FUEL TRANSFER TEMPERATURE J2-62 J2-62 J2-30 - 18 # 238-0112 230-4011
AIR INLET MANIFOLD TEMPERATURE RH J2-56 J2-56 J2-30 - 18 # 238-0112 230-4011
COMPRESSOR INLET AIR
J2-91 J2-91 J2-30 - 18 # 238-0112 230-4011
TEMPERATURE
FUEL FILTER (SUCTION SIDE) DIFF
J1-15 J1-15 18 # 266-0136 273-0228
PRESS
PAS: ENGINE COOLANT BLOCK OUTLET
J1-16 J1-16 J1-3 - 18 # 238-0112 230-4011
TEMPERATURE
ACT: SCAC PUMP OUTLET PRESSURE J1-17 J2-72 J2-17 J1-17 18 # 274-6721 230-4013
ACT: ENGINE COOLANT BLOCK OUTLET
J1-26 J2-72 J2-17 J1-26 18 # 274-6721 230-4013
PRESSURE
170
A B C
1 2 3
ACT: ENGINE COOLANT BLOCK INLET
J1-27 J2-72 J2-17 J1-27 18 # 274-6721 230-4013
PRESSURE
ACT: ENGINE OIL FILTER INLET
J2-84 J2-72 J2-17 J2-84 18 # 274-6719 237-0227
PRESSURE
PAS: ENGINE OIL BLOCK INLET
J2-96 J2-96 J2-30 - 18 # 238-0112 230-4011
TEMPERATURE
ANALOG THROT/DIRECT RACK FUELING
PAS: HPCR RAIL TEMPERATURE J2-94 J2-94 J2-30 - 18 # 238-0112 230-4011
FUEL FILTER (SUCTION SIDE) INTAKE
18 # 274-6720
PRESS
DRIVEN EQUIPMENT SHUTDOWN J1-22 J1-18 - EIC-9 18 #
E/STOP J1-23 J1-18 - EIC-16 18 #
RUN/STOP J1-40 J1-18 - EIC-31 18 #
AIR SHUTOFF POSITION FEED BACK
J1-41 J1-18 - EIC-19 18 #
INPUT
RATED SPEED SWITCH J1-59 J1-18 - EIC-17 18 #
CRANKING MOTOR SELECT J1-35 J1-35 J1-18 -
ENGINE COOLANT LEVEL DISCRETE J1-44 - EIC-7 239-9957
MONITORING SYSTEM OVERRIDE J1-45 - 18 #
RAPID START/SHUTDOWN REQUEST J1-46
LOW IDLE SPEED SWITCH J1-47 J1-47 J1-18 -
SPARE J1-49 J1-49 J1-18 - 18 # TBD
RUN/STOP 2 J1-54 J1-54 J1-18 -
E-STOP 2/MOMENTARY STOP J1-56 J1-56 J1-18 -
REMOTE CONTROL ENABLE J1-58 J1-58 J1-18 -
PRELUBE MANUAL REQUEST J1-60 J1-60 J1-18 -
HPCR RAIL LEAK DETECTION J1-6 J1-18 - 261-2773
RESERVED FOR A-TRIM J1-7 J1-7 J1-18 -
THROTTLE 1 (DIRECT RACK / FUELING) J1-66 - EIC - 21 18 #
Fuel Pos
CONFIG J1-68 -
Multiplier
CONFIG Throttle 2 J1-1 EIC-?
CONFIG Spare PWM J1-14
171
A B C
1 2 3
TURBINE INLET TEMPERATURE LH J2-65 J2-29 J2-92 J2-65 18 # 247-7635 230-4013
TURBINE INLET TEMPERATURE RH J2-73 J2-29 J2-92 J2-73 18 # 247-7635 230-4013
Turbo Speed
ABB?
LH
Turbo Speed
ABB?
RH
SPARE
Spare 4-20
CONFIG
mA
Injector 1,3
INJECTOR BANK 1 HS 1 J2-104 #1,3 HS 16 # 7E-6513
HS
Injector #13,15
INJECTOR BANK 1 HS 2 J2-115 16 # 7E-6513
13,15 HS HS
INJECTOR BANK 1 HS 3 Spare J2-99 -
INJECTOR BANK 1 LS1 #1 Injector 1 LS J2-116 #1 LS 16 # 7E-6513
Injector 13
INJECTOR BANK 1 LS1 #2 J2-106 #13 LS 16 # 7E-6513
LS
INJECTOR BANK 1 LS1 #3 Spare J2-105 -
Injector 15
LS
Injector 2,4
HS
Injector #14,16
14,16 HS HS
INJECTOR BANK 2 LS1 #1 Injector 2 LS J2-111 # 2 LS 16 # 7E-6513
Injector 14
LS
Injector 16
LS
172
A B C
1 2 3
Injector 5,7
HS
Injector 9,11
HS
Injector 11
LS
Injector 6,8
HS
Injector #10,12
10,12 HS HS
Injector 10
LS
Injector 12
LS
STARTER ENABLE RELAY + J2-59 J2-60 18 #
STARTER ENABLE RELAY - J2-60 J2-59
Spare + J2-20
Spare - J2-10 EIC-26
CONFIG Spare + EIC-10
Spare - EIC-12
STARTER ENABLE RELAY + J2-44
STARTER ENABLE RELAY - J2-32
CONFIG Config
173
A B C
1 2 3
CONFIG Config
FUEL PRIMING PUMP RELAY J1-10 J1-10 J1-18 EIC-?
OIL RENEWAL SYSTEM RELAY J1-11 18 #
Prelube
CONFIG J1-12 J1-12 18 #
Relay
Crank
CONFIG Terminate J1-13
Relay
Emergency
Stop
CONFIG Command J1-19
Output
Relay
ETHER HOLD-IN RELAY J1-20
DIGITAL OUTPUT RETURN J2-14 EIC-37
POWER MODING OUTPUT (SIMULATES
J1-21
KEY SWITCH TO AUX EQUIPMENT)
CONFIG Config
CONFIG Config
CONFIG Config
SPARE J1-28
SHUTDOWN NOTIFY J1-29 EIC-25 18 #
DIAGNOSTIC ACTIVE LAMP J1-30 EIC-20 18 #
J1-31
Woodw
REMOVED FROM A4E4V3 ard TBD
FCV
SENSOR FEATURES
Table APPENDIX 08 Sensor Features
SENSOR SENSOR SENSOR MATING

COMPONENT SENSOR NOTES PINOUTS
PART NO. TYPE RANGE CONNECTOR
K Type -40C to
EXHAUST PORT THERMOCOUPLES TBD Not Metric
Thermocouple 1095C
174
LEC prefers
EXHAUST TEMPERATURE: RTD (2) TBD Passive -40 to 1000C
Thermocouples
Not Metric and pipe
TURBINE INLET THERMOCOUPLES (2) TBD PWM 50C to 850C
thread
TURBINE INLET THERMOCOUPLES (2) TBD PWM 50C to 850C Not Metric
AIR INLET MANIFOLD TEMPERATURE LH
AIR INLET MANIFOLD TEMPERATURE RH
COMPRESSOR INLET AIR TEMPERATURE
ENGINE COOLANT BLOCK OUTLET 238-0112 Passive -40C to 150C
TEMPERATURE
FUEL TRANSFER TEMPERATURE
ENGINE OIL BLOCK INLET TEMPERATURE
HPCR RAIL TEMPERATURE 230-4011 Pin 1 Sig; 2 Gnd
5V Active Proper sealing requires
HPCR RAIL PRESSURE 287-1866 0 to 240Mpa 230-4013
Analog pump port geometry
FUEL TRANSFER PRESSURE PUMP OUTLET
274-6719 237-0227
FUEL TRANSFER PRESSURE FILTERED
5V Active 0Kpa to
FUEL TRANSFER PRESSURE FILTERED Need +/-1 %
Analog 882Kpa
AIR INLET MANIFOLD PRESSURE
Pin A +5V; Pin B Gnd;
FUEL TRANSFER PRESSURE PUMP INLET 274-6721 230-4013
Pin C Signal
COMPRESSOR OUTLET AIR PRESSURE
COMPRESSER ILET AIR PRESSURE LH
5V Active 0Kpa to
COMPRESSOR INLET AIR PRESSURE RH 241-1798 Need +/- 1%
Analog 116Kpa
CRANKCASE PRESSURE 230-4013
Pin C Signal
MANIFOLD AIR PRESSURE
5V Active 0Kpa to
COOLANT PUMP OUTLET PRESSURE 274-6721 LEC requires +/-1%
Analog 472Kpa
SCAC PUMP OUTLET PRESSURE 230-4013
Pin C Signal
COOLANT PUMP OUTLET PRESSURE 0Kpa to
219-7105 8V PWM Not Metric
833Kpa
SCAC PUMP OUTLET PRESSURE 8T-8732
Pin C Signal
175
8V Active 0Kpa to Not Metric, requires 8V, Pin A +8V; Pin B Gnd;
HYDRAX OIL PRESSURE 3E-8595 8T-8732
Analog 3752Kpa would like 5V sensor Pin C Signal
5V Active 0Kpa to Not Metric, not Pin A +8V; Pin B Gnd;
HYDRAX OIL PRESSURE 224-4535 174-0502
Analog 3500Kpa released to production Pin C Signal
COOLANT TANK LEVEL
239-9957 Active Switch 0V / 5V Pin A +8V; Pin B Gnd;
SCAC TANK LEVEL 174-0502
Pin C Signal
FUEL LEVEL 123-2993 Switch Open / Closed Not Metric 176-2942 Pin 1 Sig; 2 Gnd
LEC still working
WET SENSOR ( 1, 2 OR 4) 196-6846 Switch Open / Closed
quantity
8 - 32V Active Not Metric, Assembled Pin 1 32 V; Pin 2 Gnd;
WATER-IN-FUEL SENSOR 178-2345 0V / 5V 155-2272
Switch w/Water Separator Pin 3 Sig; pin 4 unused
CRANKSHAFT POSITION SENSOR
244-5544 Passive Requires Captive Bolt
CRANKSHAFT POSITION SENSOR BACKUP 176-2942 Pin 1 Sig; 2 Gnd
CAMSHAFT POSITION SENSOR 191-8305 176-2942 Pin 1 Sig; 2 Gnd
Passive
CAMSHAFT POSITION SENSOR BACKUP 191-8304 176-2942 Pin 1 Sig; 2 Gnd
OIL LEVEL SENSOR 144-2813 Active Switch 0V / 5V 174-0502
Pin C Signal
OIL CONDITION SENSOR ? ?
MAIN BEARING TEMPERATURE SENSOR ? ?
3KHz to Will only be used for Pin A +8V; Pin B Gnd;
DETONATION SENSOR 195-2431 Detonation 8V 8T-8732
6.5KHz MCTE Pin C Signal
BLUE: VERIFY
RED: ELIMINATE
176
APPENDIX 09 PRODUCT AND DEALER INFORMATION

SHEET
177
APPENDIX 10 GENERATOR START-UP CHECKLIST

GENERATOR START-UP CHECKLIST
RATING INFORMATION
Engine Serial Number: ____________________________________ Arrangement Number: _______________________
Generator Serial Number: __________________________________ Arrangement Number: _______________________
GENERATOR NAME PLATE INFORMATION
Voltage: _______________________ Package (prime, continuous, standby): ____________________
Amperage: _____________________ Kilowatts: ___________________________________________
Storage Location:
Main Stator Megohmmeter Reading: Before Storage: After Storage:
Generator dried for 24 hours prior to start-up? (Y/N) Drying method:
SPACE HEATERS Yes No Comments
Space heaters operating properly?
Space heater operated 48 hours before
start-up?
30 sec. 60 sec. 30 sec. 60 sec. Ambient
MEGOHMMETER TEST (SEHS9124) Comments
reading reading corrected corrected temp.
Beginning Main Stator
of Storage
Main Rotor
Exciter Stator
Exciter Rotor
PMG Stator
Start-up Main Stator
Main Rotor
Exciter Stator
Exciter Rotor
PMG Stator
Regulator Voltage Amps Comments
No Load T1 to T2 AC
T1 to T3 AC
T2to T3 AC
11 to 12 AC
11 to 13 AC
12 to 13 AC
Full Load T1 to T2 AC
T1 to T3 AC
T2 to T3 AC
11 to 12 AC
11 to 13 AC
12 to 13 AC
178
GENERATOR START-UP CHECKLIST

ELECTRICAL Yes No Comments
Unit properly grounded
Check diodes
Over current protection
Over voltage protection
Check for loose wiring
Adjust voltage
Adjust frequency
MECHANICAL Data Comments
Bearing temperature readings at full load Front __________ Rear __________
Stator temperature readings at full load A0 _______ B0 _______ C0 _______
Air gap on main stator Top __________ Bottom __________
Air gap on exciter stator Top __________ Bottom __________
Air gap of PMG Top __________ Bottom __________
Ambient air to generator at full load Temperature ___________________
Supplier air opening to generator Size of Opening _________________
SWITCH GEAR/PARALLEL OPERATION
Manufacturer:
Setting 1 Setting 2 Setting 3 Comments
Circuit breaker type
Overload setting
Reverse power relay
VAR/PF Controller
Load share
INSTALLATION & LOAD INFORMATION
Neutral grounding system UPS
Enclosure type -Size
Motor: Other loads:
-Total SKVA -Lighting
-Total HP -Computers
-Welding
-Non-linear
-Other
FULL LOAD DATA

Voltage Amps KW KVARS P.F.
179
APPENDIX 11 PACKAGE EQUIPMENT SUMMARY
Features Summary 3/9/2003

C175 PACKAGE EQUIPMENT MATRIX SUMMARY SELECTION
Air Inlet System (Package Mounted)
4 rear mount turbo config (fast response - lowest installed cost) Used for all units except Premium
Std
Package
2 front mount turbo config (best efficiency - premium package) for gas tight exhaust Opt
Single Stage Air Cleaner with service indicator, Cat filter Std
Standby Open Element Air Cleaner - low cost (indoor - clean environment only) Opt
Air Cleaner - Dual Element Opt
Air Cleaner - Heavy Duty Opt
Pre-cleaner Attachment Opt
Air Inlet Protection (Air Inlet Shutoff) Opt
Air Ilet Y Adapter (1 to 2) Opt
Inlet Air Duct Flanged Adapter Opt
Inlet Air Duct Flanged Adapter - 90° Opt
Circuit Breakers (1 to 5000 amp) -Separate Spec Managed by Griffin and Alpharetta
(Up to 3 full rated circuit breakers available with each unit.)
3 Pole UL with shunt trip and aux contact - electric Opt
3 Pole UL with shunt trip and aux contact - motor Opt
3 Pole 100% rated UL with shunt trip and aux contacts - electric Opt
3 Pole 100% rated UL with shunt trip and aux contacts - motor Opt
3 Pole 80% rated UL with shunt trip and aux contacts - electric Opt
3 Pole 80% rated UL with shunt trip and aux contacts - motor Opt
3 Pole IEC rated with shunt trip and aux contacts - electric Opt
3 Pole IEC rated with shunt trip and aux contacts - motor Opt
4 Pole IEC rated with shunt trip and aux contacts - electric Opt
4 Pole IEC rated with shunt trip and aux contacts - motor Opt
Control System / Displays / Monitoring - Separate Spec (see appendix B)
Level 1 Opt
Level 2 - Std
Level 3 Opt
Engine display / Annunciator box (details……) Opt
TBD
Cooling System (See PGS FS Appendix C for schematics)
(ref 43°C at 750 m standard engine Ambient Capability for full rating)
Two Stage Aftercooler with AC1 JW cooled and SCAC for AC2 Std
Two Stage Aftercooler with AC1 JW cooled and ATAAC for AC2- FUW factory package only Opt
XX°C HT Water Circuit Engine Outlet Stats Std
XX°C HT Water Circuit Engine Inlet Control Stats Opt
110°C HT Water Circuit Engine Outlet Stats - cogen package Opt
110°C HT Water Circuit Engine Inlet Control Stats - cogen package Opt
XX°C LT Water Circuit - (Outlet and Inlet Control Stats) - FUW EPA Cert Settings - SCAC only Opt
XX°C LT Water Circuit - (Outlet and Inlet Control Stats) - FUW Best Installed Cost Settings - SCAC
Std
only
XX°C LT Water Circuit - (Outlet and Inlet Control Stats) - FUW Best BSFC Settings - SCAC only Opt
XX°C LT Water Circuit - (Outlet and Inlet Control Stats) - FUW Euro Settings - SCAC only Opt
XX°C LT Water Circuit - (Outlet and Inlet Control Stats) - FUW Euro Catalyst Settings - SCAC only Opt
XX°C LT Water Circuit - (Outlet and Inlet Control Stats) - FUW Low Emissions Settings - SCAC only Opt
Coolant drains with hoses and valves Opt
180

Water Level Switch Gauges Opt
Normal Duty JW Heaters (lowest possible cost) - valves before and after Opt
Heavy Duty JW Heaters (extreme cold capable and circulation pump included) - valves before and after Opt
Low Coolant Level Sensor SCAC Opt
Low Coolant Level Sensor JW Std
Long Life Coolant Std
Long Life Coolant Removal Opt
Cat Extended Life Coolant Opt
RADIATORS
(Listed by ambient air temperature to the engine - not air to radiator : +7°C)
Note: Temperatures listed are not water target temperatures.
Note: Review the 3500WWCD radiator functional specification for reference.
27°C C Rated - SCAC -SB (clean), Prime (dusty), Harsh Environment Opt
27°C C Rated - ATAAC -SB (clean), Prime (dusty), Harsh Environment Opt
43°C C Rated - SCAC -SB (clean), Prime (dusty), Harsh Environment Std
43°C C Rated - ATAAC -SB (clean), Prime (dusty), Harsh Environment Opt
50°C C Rated - ATAAC - SB (clean), Prime (dusty), Harsh Environment Opt
57°C C Rated -ATAAC - SB (clean), Prime (dusty), Harsh Environment Opt
Radiator Fan (Evaluate Push And Pull Options) And Fan Drive Std
Guards - Fan and Belt Std
Rock Guard Std
Duct Flange Opt
Accessory Module - Shipped Loose - nfuw factory installed radiator package Opt
Electronically controlled thermostat replacement for all mech water stats (access mod mount or ship
Opt
loose)
Engine Mounted Water Pump Removal Opt
Electric Water Pumps (2) (HT + LT) - Accessory Module Mounted Opt
Electric Water Pumps (3) (HT + LT + Spare with valving) - Accessory Module Mounted Opt
Expansion Tank - Remote Mounted Opt
Expansion Tank - JW - Accessory Module Mounted Opt
Expansion Tank - SCAC - Accessory Module Mounted Opt
Radiator Removal Opt
Engine Mounted OC Removal (for use with Four Circuit or CHP Configurations only) Opt
HEAT EXCHANGERS (JW AND SCAC):
Plate Type Heat Exchanger - JW - Accessory Module Mounted - (Low Inlet Temp / High Flow) Opt
Plate Type Heat Exchanger - JW - Accessory Module Mounted - (High Inlet Temp / Low Flow) Opt
Plate Type Heat Exchanger - SCAC - Accessory Module Mounted (Low Inlet Temp / High Flow) Opt
Plate Type Heat Exchanger - SCAC - Accessory Module Mounted (High Inlet Temp / Low Flow) Opt
Heat Exchangers (OC)-fuw CHP configuration only:
Plate Type Heat Exchanger - Oil - Accessory Module Mounted - (Low Inlet Temp / High Flow) Opt
Plate Type Heat Exchanger - Oil - Accessory Module Mounted - (High Inlet Temp / Low Flow) Opt
CRANKCASE VENTILATION
Open Crankcase Ventilation System (extended beyond the front of the radiator on pkgs) Std
Closed Crankcase Ventilation System Opt
Emissions Settings (certification)
Best Installed Cost Configuration (not certified) Std
EPA & CARB Non-Road Mobile Certified (60 Hz Only) Opt
Euro Setting (50 Hz Only) Opt
181

Euro Catalyst Setting (50 Hz Only) Opt
Best Emission Configuration (lowest NOx setting) Opt
Premium Package - (absolute lowest BSFC) (fuw - two turbo config, gas-tight exh man) Opt
ENCLOSURES
Dropover
(20 cyl - 3500 ekW esp 60 Hz / 3900 kVA esp 50 Hz)
(12 cyl - 2000 ekW ESP 60 Hz / 2250 kVA ESP 50 Hz)
Weather Protective - Low Low Low Cost Opt
Sound Attenuated Opt
Walk-In (with Sub-base fuel tank)
(12 cyl - 2000 ekW ESP 60 Hz / 2250 kVA ESP 50 Hz)
2 hour double wall tank at rated Opt
24 hour double wall tank at rated Opt
Power Module
(16 cyl - 2500 ekW PRP/LTP 60 Hz / 2750 kVA PRP/LTP 50 Hz)
(12 cyl - 1825 ekW PRP/LTP 60 Hz / 2050 kVA PRP/LTP 50 Hz)
Non-sound attenuated Opt
Sound Attenuated Opt
EXHAUST SYSTEM / HEAT SHIELDS / AFTER TREATMENT
Dry Exhaust Manifolds Std
Softwrap Shields - Exhaust Manifold / Turbo Opt
Hard Shields - Exhaust Manifold / Turbo Opt
Softwrap Shields - Air Inlet between Turbo and Aftercooler Opt
Hard Shields - Air Inlet between Turbo and Aftercooler Opt
Gas Tight Exhaust Manifold - available with LTP, PRP, COP and High Efficiency Turbos (2) Only Opt
Exhaust Elbow - turbo outlet Opt
Exhaust Flanges with Gaskets Opt
Exhaust Y Adapters (2 to 1) Opt
Exhaust Expanders with Flange and Gaskets Opt
Exhaust Bellows with Flanges and Gaskets Opt
Through Wall Installation Kit Opt
Through Ceiling Installation Kit Opt
Silencers (shipped loose)
182 C175 Engine Electronics Application and Installation Guide
Glossary of Terms
Bit One unit of information. A bit can have a value of 0 or 1.
CAN Controller Area Network: A serial communications protocol which supports
distributed real-time control with a high level of security. The message format
supports 0 to 8 bytes of information from 1 to 1000k baud. J1939 is a layer of
specification placed on the CAN network by SAE. Caterpillar controls follow
this specification which identifies an update rate of only 250k baud.
CAT Data Link Caterpillar Proprietary Data Link: High-speed (62.5 Kbaud)
serial communications system used on vehicle systems for module to module
data transfers.
Cat ET Caterpillar Electronic Technician: Proprietary service tool for use on
Caterpillar’s electronic engines.
CDL CAT Data Link
CID Component Identifier (when referring to the data link)
CPU Central Processing Unit: For Cat electronics, this typically refers to the
microprocessor integrated circuit in a control module
CAT Caterpillar Electrical & Electronic Business Unit
ELECTRONICS
EC-1 Caterpillar’s proprietary set of electrical and environmental test criteria which
are applicable to Caterpillar electronic modules.
ECM Electronic Control Module: General term used to refer to the electronic
module in a system. The original meaning was “Engine Electronic Control
Module”.
EEPROM Electrically Erasable Programmable Read Only Memory: Electronic
memory in the ECM for customer parameters, fault log, and trip recorder data
EPROM UV Electrically Erasable Programmable Read Only Memory: Electronic
memory in the personality module for software control algorithms. Must be
removed from the ECM to reprogram
ET Electronic Technician: Caterpillar PC software which serves as an
electronic service tool for service technicians.
FLASH Bulk electrically erasable programmable read-only memory: Electronic
memory in the personality module for software control algorithms. Replaces
EPROM memory. Can be reprogrammed without removal from the ECM via
the data link. Also used to describe the act of programming the memory via a
data link and service tool i.e. “flash program the ECM”
FMI Failure Mode Identifier: Code used by electronic controls to tell what type of
failure has occurred
J1939 Protocol for messages used on the CAN data link.
Kbaud 1000 bits of information per second
MID Message Identifier: Code used by electronic controls to identify the data link
message type
PID Parameter Identifier: Code used by electronic controls to identify a
particular piece of data (parameter)
PWM Pulse Width Modulated: Electrical signal consisting of a series of pulses at
C175 Engine Electronics Application and Installation Guide 183
a specific frequency. The width of the pulses determines the information

being transferred.
RAM Random Access Memory: Electronic memory in the ECM for software
variables
Resolution In this document, resolution refers to the number of pixels contained within a
display. Typically, resolution is expressed in terms of height and length of the
display in terms of pixels. For example, a display’s resolution may be referred
to as being 240 pixels tall and be 320 pixels long.
SAE Society of Automotive Engineers
SPI Serial Peripheral Interface: Acronym for Serial Peripheral Interface. SPI is a
method of communication most often used to communicate between
microcontrollers.
INDEX
ECM15, 17, 18, 20, 21, 23, 24, 25, 37, 38, 39, 46, 50,
2 51, 52, 53, 54, 56, 58, 59, 61, 62, 64, 68, 73, 74, 75,
24 VDC..........................................................................38 78, 79, 83, 84, 85, 87, 88, 90, 91, 92, 93, 94, 95, 96,
97, 99, 100, 101, 102, 103, 113, 117, 119, 120, 121,
122, 123, 124, 125, 126, 127, 128, 129, 130, 133,
A 143, 145, 146, 147, 148, 149, 157, 169
A4 ......................................... 15, 20, 21, 53, 56, 142, 146 ECM BATTERY ............................................................ 38
AFTERCOOLER ............................ 30, 94, 155, 179, 181 EIC ......................50, 54, 55, 57, 147, 148, 170, 172, 173
AIR25, 31, 32, 75, 78, 91, 92, 94, 95, 116, 121, 124, ELECTRICAL CONNECTIONS .................................... 44
125, 127, 130, 139, 145, 155, 158, 169, 170, 174, ELECTRICAL CURRENTS .......................................... 40
178, 179, 181 ELECTRICAL NOISE ................................................... 40
AIR TO FUEL RATIO CONTROL ...............................116 ELECTRONICS ........................................23, 40, 51, 187
ALARM ........................................................................140 ELECTROSTATIC DISCHARGE.................................. 17
ALARM ........................................................136, 138, 140 EMERGENCY SHUTDOWN SWITCH ......................... 38
ALTERNATORS....................................................39, 106 EMS ........................................................................ 20, 21
ANALOG ............................ 124, 125, 126, 127, 128, 129 ENGINE CONTROL MODULE ..................................... 20
ANNUNCIATOR ..................................................140, 179 ENGINE MANAGEMENT SYSTEM ...............20, 21, 116
ATMOSPHERIC ........... 31, 123, 124, 125, 126, 169, 174 ENGINE MONITORING.......................................... 92, 94
ENGINE RATING..................................89, 117, 119, 120
ESD............................................................................... 17
B E-STOP.........................74, 75, 76, 77, 78, 156, 158, 170
BATTERY CABLES ......................................................42 ETHER............................98, 99, 100, 102, 103, 117, 139
BATTERY CHARGER...................................................42 EXHAUST .................32, 92, 95, 139, 145, 173, 174, 181
BATTERY CONNECTIONS ................. 38, 42, 48, 49, 51
BATTERY DISCONNECT SWITCH..................18, 38, 45 F
BLOCK ......................................... 29, 30, 37, 39, 62, 100
BOOST....................................................................31, 95 FCV.................................................................20, 23, 173
FLASH FILE........................................117, 119, 120, 121
FLS .................................................90, 91, 119, 120, 159
C FUEL TRANSFER ..................23, 33, 125, 126, 169, 174
COLD START..........................................................32, 99
COLD START................................................................98 G
COMMON RAIL.............................................................23
COMPRESSOR ................................... 32, 123, 128, 130 GOVERNOR .................................42, 86, 88, 89, 90, 140
COOLANT20, 30, 37, 68, 92, 93, 94, 95, 122, 126, 127, GROUND ..18, 39, 40, 41, 43, 45, 46, 75, 76, 77, 78, 107
139, 155, 169, 170, 174, 175, 179, 180 GROUND FAULT.......................................................... 41
CORE ....................................................................30, 169 GROUNDED ...................................................40, 41, 178
CRANKCASE ......................... 29, 93, 126, 145, 174, 180 GROUNDING................................17, 39, 40, 41, 46, 178
CRANKING SPEED ......................................................38
CRANKSHAFT ................................................27, 40, 175 H
CRFS.............................................................................20
CTCM ......................................................................20, 37 HARNESSES........................................45, 47, 60, 61, 65
CUSTOMER HARNESS ...............................................55 HCPD..........................................................47, 48, 49, 51
CUSTOMER PASSWORD....................................69, 117 HIGH CURRENT POWER DISTRIBUTION ..... 47, 48, 51
HIGH PRESSURE FUEL WARNING ........................... 18
HPCR........................24, 33, 35, 122, 129, 169, 170, 174
D HYSTERESIS ............................................................. 154
DATA LINK59, 64, 65, 66, 67, 80, 85, 122, 133, 135, 143
DERATE..................................... 92, 93, 94, 95, 155, 156 I
DEUTSCH ................................ 54, 55, 58, 60, 63, 64, 66
DIAGNOSTIC ................................. 38, 75, 77, 87, 96, 97 INDUCTIVE................................................................... 46
DIGITAL ............. 124, 125, 126, 127, 128, 129, 130, 138 INJECTION TIMING CONTROL................................. 116
DIGITAL INPUT...........................................................138 INTAKE ...................................................98, 99, 100, 116
DIODE ...........................................................................46
J
E J193937, 54, 58, 59, 64, 65, 66, 67, 75, 76, 77, 80, 88,
95, 112, 122, 133, 140, 148, 155
J1939 CAN......................................................80, 95, 133
J1939 DATA LINK.............................37, 66, 88, 133, 140 RADIO FREQUENCY INTERFERENCE................ 40, 41
JACKET WATER HEATERS ......................................103 RAIL PRESSURE .....................18, 35, 94, 127, 169, 174
RAIL TEMPERATURE....................35, 94, 129, 170, 174
K REMOTE SHUTDOWN .......................................... 78, 79
REPLACEMENT PARTS.............................................. 19
KEY SWITCH ..................................... 18, 50, 51, 78, 120 RESISTANCE .......................................40, 42, 43, 44, 58
KEY SWITCH ................................... 51, 52, 53, 143, 173
S
L
SCAC ... 30, 123, 126, 127, 145, 169, 174, 175, 179, 180
LCPD.................................................................48, 49, 51 SEALING PLUGS ................................................... 54, 55
LEAK ...........................................................18, 24, 35, 41 SEALING PLUGS ......................................................... 60
LEVEL30, 68, 92, 117, 139, 140, 154, 155, 156, 157, SERIAL NUMBER.......................117, 118, 119, 121, 157
169, 170, 175, 179, 180 SERVICE TOOL ...........64, 67, 85, 86, 90, 119, 121, 140
LOW CURRENT POWER DISTRIBUTION ..................49 SETPOINTS................................................................ 138
SHUTDOWN74, 78, 79, 87, 92, 93, 94, 138, 155, 156,
M 159, 170, 173
SOCKET ....................................................................... 58
MANIFOLD31, 94, 95, 124, 125, 127, 155, 169, 174, 181 SOCKET CONTACTS .................................................. 58
STARTERS........................................................... 39, 106
N STOP ..........74, 75, 77, 78, 136, 138, 139, 158, 170, 173
STRAPS.................................................................. 40, 45
NEUTRAL................................................................40, 41 SYSTEM PARAMETERS ...................21, 70, 90, 93, 117
NEUTRALS ...................................................................41
T
O
TATTLETALE...................................................... 117, 122
OIL29, 68, 92, 93, 94, 95, 112, 113, 114, 125, 129, 130, THE ENGINE GOVERNOR........................................ 116
139, 140, 145, 155, 169, 170, 173, 174, 175, 180 THERMOCOUPLES ..................................................... 32
THROTTLE ...............................80, 84, 85, 122, 148, 170
P TRANSIENT......................................................39, 46, 89
TURBOCHARGER ................................................. 32, 94
PARALLEL ..................................................41, 44, 46, 86
TURBOCHARGERS..................................................... 32
PARAMETERS68, 69, 88, 90, 92, 93, 94, 100, 117, 119,
120, 121, 122, 136, 137, 138, 140, 154, 157
PASSWORDS68, 69, 90, 91, 96, 117, 120, 121, 154, V
155, 157 VOLTAGE DROP.................................................... 42, 58
PHASE CURRENT .......................................................41 VOLTAGE TRANSIENTS ............................................. 46
POWER DISTRIBUTION ..............................................50
PRACTICES............................................................44, 46
PRELUBE........... 111, 112, 113, 114, 115, 156, 170, 173 W
PRIMARY ............. 21, 23, 25, 27, 33, 116, 158, 166, 169 WARNING...........................92, 93, 94, 95, 138, 155, 156
PUMP ....... 23, 30, 33, 122, 125, 126, 169, 173, 174, 180 WELDER........................................................... 18, 45, 46
WIRING PRACTICES................................................... 42
R WIRING SYSTEM................................................... 42, 61
Caterpillar Inc.
Your Local Resource
Worldwide
Your Cat® dealer is prepared to answer any questions you

may have about Cat Power Systems, customer support,
parts or service capability anywhere in the world. For the
name and number of the Cat dealer nearest you, visit
our website or contact Caterpillar Inc. World
Headquarters in Peoria, Illinois, U.S.A.
World Headquarters:
Caterpillar Inc.
Peoria, Illinois, U.S.A
Tel: (309) 578-6298
Fax: (309) 578-2559
Mailing Address:
Caterpillar Inc.
Cat Electronics
Illinois Route 29 & Rench Road
Bldg. AC 6130, P.O. Box 610
Mossville, IL 61552-0610
Tel: (888) 598-8186 OEM Solutions
Fax: (309) 578-8534
www.cat-electronics.com
E-mail: catelectronics@cat.com
Materials and specifications are subject to change without notice.

Rating ranges listed include the lowest and highest available for a specific engine or family of engines.
Load factor and time at rated load and speed will determine the best engine/rating match.
CAT, CATERPILLAR, ACERT, ADEM, HEUI, Pocket Tec, their respective logos, and
Caterpillar Amber, as will as corporate and product identity used herein,
are trademarks of Caterpillar and may not be used without permission.
LEBE7178-00 ©2009 Caterpillar All rights reserved.
16 APPENDICES

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1

4 POWER AND GROUNDING ................................................................................ 38

4.12 ECM - CURRENT REQUIREMENTS ................................................................................................. 53

7 STARTING AND STOPPING THE ENGINE ........................................................ 70

8 ENGINE SPEED DEMANDS................................................................................ 80

10 ENGINE MONITORING AND PROTECTION ...................................................... 92

11 COLD STARTING AID ......................................................................................... 99

12.2 STARTING SOLENOID .................................................................................................................... 108

13 PRE-LUBE SYSTEM.......................................................................................... 112

14 ENGINE MANAGEMENT SYSTEM (EMS) ........................................................ 117

APPENDIX 04 LH & RH HARNESS ........................................................................... 152

APPENDIX 06 OVERRIDE PARAMETERS ............................................................... 158

APPENDIX 07 ENGINE SENSOR PLACEMENT ....................................................... 161

INJECTOR BANK 4 LS1 #2............................................................................................................................172

COOLANT PUMP OUTLET PRESSURE .......................................................................................................174

APPENDIX 09 PRODUCT AND DEALER INFORMATION SHEET........................... 176

FIGURE 3-10 C175 COOLING SYSTEM .......................................................................................................... 30

FIGURE 11-3 C175 START AID DIAGRAM ....................................................................................................100

TABLE 5-5 AMPSEAL TOOLS NEEDED ............................................................................................................ 57

1 INTRODUCTION AND PURPOSE

1 INTRODUCTION AND PURPOSE

2 IMPORTANT SAFETY INFORMATION

IMPROPER OPERATION, LUBRICATION, MAINTENANCE OR REPAIR OF THIS PRODUCT

DO NOT OPERATE OR PERFORM ANY LUBRICATION, MAINTENANCE OR REPAIR ON

Attention! Become Alert! Your Safety is Involved.

CATERPILLAR CANNOT ANTICIPATE EVERY POSSIBLE CIRCUMSTANCE THAT MIGHT

CAUTION: Do not use procedures that cause the product to be unsafe.

2 IMPORTANT SAFETY INFORMATION

2.1 ELECTRICAL SAFETY

Do not operate or work on an engine or generator

FAILURE TO FOLLOW THE INSTRUCTIONS OR

2.2 ELECTROSTATIC DISCHARGE AWARENESS

2 IMPORTANT SAFETY INFORMATION

2.3 WELDING ON A MACHINE

Turn the engine OFF.

Disconnect the negative battery cable from the battery.

DO NOT use electrical components in order to ground the welder.

2.4 HIGH PRESSURE FUEL WARNING

FAILURE TO FOLLOW THE INSTRUCTIONS OR HEED THE WARNINGS COULD

2 IMPORTANT SAFETY INFORMATION

2.5 REPLACEMENT PARTS

FAILURE TO HEED THIS WARNING CAN LEAD TO PREMATURE FAILURES, PRODUCT

2 IMPORTANT SAFETY INFORMATION

3 ENGINE SYSTEM OVERVIEW

Figure 3-1 Basic Engine Electronics Overview

3.1 ENGINE ELECTRONIC CONTROL MODULE

3 ENGINE SYSTEM OVERVIEW

These connectors are factory wired to external

3 ENGINE SYSTEM OVERVIEW

3 ENGINE SYSTEM OVERVIEW

3.2 COMMON RAIL FUEL SYSTEM

Figure 3-4 CAT Common Rail Fuel System

FUEL TRANSFER PUMP

CAUTION: The electronic injector is pressurized to 180,000 kPa (26,000 psi).

FUEL CONTROL VALVE

3 ENGINE SYSTEM OVERVIEW

3.3 ELECTRIC FUEL INJECTORS