C18 - C32 Electronics A&i LEBH0009-01

Cat® C18 ACERT™ - C32 ACERT
Tier 4 Interim/Stage IIIB &

Tier 4 Final/Stage IV Industrial
Engines
electronics application &

installation guide
AT
INDUSTRIAL
C18 ACERT™ (BDN)*
C27 ACERT (RAM & NAR)
C32 ACERT (NST & SDK)
*Only > 750 hp/ 560 kW ratings
of this serial number prefix.
LEBH0009-01
Table of Contents
1.0 Introduction and Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

1.1 Purpose
1.2 Electronic Applications Contacts
1.3 Safety
1.4 Terminology
2.0 Engine & Aftertreatment Component Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

2.1 Engine Control Unit (ECU)
2.2 Software Flash File
2.3 Engine Sensor Details
2.4 Aftertreatment (Tier 4 Final/Stage IV – Petroleum Ratings Only)
2.5 System Component Diagrams and Schematics
3.0 Customer System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

3.1 Minimum Mandatory Engine Connection Customer Requirements
3.2 Minimum Mandatory AT Connection & Interconnection Customer Requirements
3.3 Optional Customer Functionality
3.4 Typical Customer-installed Component Diagram
3.5 Customer ID & Passwords
4.0 Power and Grounding Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

4.1 Power Requirements
4.2 Engine System Grounding
4.3 Example Schematics Method of Power and Ground Connection
4.4 Engine ECU Power Supply Circuit Resistance Test
4.5 Direct Battery Connection Requirements
4.6 Powering the Engine ECU via Auxiliary Power Supplies
4.7 Air Starter Equipped Vehicles
4.8 Sensor Common Connections
4.9 Suppression of Voltage Transients
4.10 Battery Disconnect Switch
5.0 Connectors and Wiring Harness Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

5.1 Wiring Harness Components
5.2 Wiring Harness Design
5.3 Customer-supplied Service Tool Connector (J66) Wiring
5.4 SAE J1939/11 – Data Bus Wiring
6.0 Connecting The Engine and Aftertreatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59

6.1 Tier 4 Final/Stage IV (Petroleum) C18 ACERT™ > 750 hp (560 kW) – C32 ACERT Emission Critical
Aftertreatment
6.2 Air Inlet Temperature Sensor (AIT)
3
Table of Contents
7.0 Monitored Inputs for Customer-installed Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64

7.1 Air Filter Service Indicator – Air Intake Restriction Switch
7.2 Coolant Level Switch
7.3 Auxiliary Temperature Sensors
7.4 Auxiliary Pressure Sensor
8.0 Starting and Stopping the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69

8.1 Starting the Engine
8.2 Stopping the Engine (and Preventing Restart)
9.0 Engine Compression Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76

9.1 Compression Brake Operation
10.0 Engine Cooling Fan Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78

10.1 Hydraulic Fan Control
10.2 Reversing Hydraulic Fan Control
10.3 Variable Pitch Fan Control
10.4 Variable Pitch Fan Reversing (Purging)
11.0 Engine Speed Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87

11.1 PWM Throttle Position Sensor (TPS)
11.2 Throttle Lock (Previously PTO Mode)
11.3 Multi Position Throttle Switch (MPTS)
11.4 Intermediate Engine Speed
11.5 Torque Speed Control TSC1 (Speed Control Over CAN)
11.6 Arbitration of Speed Demand
11.7 Acceleration and Deceleration Ramp Rates
11.8 Throttle Behavior During Engine Governor Changes
11.9 Definition of Engine Speed Points
12.0 Engine Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107

12.1 Min/Max Governing
12.2 All Speed (Full Range)
12.3 Auxiliary Governor
12.4 Rating Selection via Cat® ET Service Tool
12.5 Engine High Speed Governor (Governor Run-out)
12.6 Mode Selection
13.0 Cold Starting Aid and Cold Ambient Strategy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113

13.1 Continuous Flow Ether Starting Aid System
13.2 Arctic Weather Feature
13.3 HC Mitigation Overview (C27 ACERT/C32 ACERT Only)
13.4 IMFP Overview (C18 ACERT Only)
4 C18 ACERT™ – C32 ACERT TIER 4 INTERIM & FINAL ENGINES

Table of Contents
14.0 Engine, Indicators, and Operator Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116

14.1 Engine Management System Status Indication
14.2 Gauge Drivers
14.3 Lamp Outputs
14.4 Activation of J1939 Indicators
15.0 Engine Monitoring System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123

15.1 General Information
15.2 Engine Monitoring and Protection
16.0 Data Link Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133

16.1 SAE J1939
16.2 SAE J1939/11 – Physical Layer Data Bus Wiring
16.3 SAE J1939 Supported Parameters Quick Reference
16.4 Cat Data Link
16.5 Other Data Link Standards
17.0 Tier 4 Interim/Stage IIIB Service Tool Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142

17.1 Introduction
17.2 Cat ET Service Tool Features
17.3 System Configuration Parameters
18.0 Appendices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148

Appendix A: ECU J1 Connector Terminal Assignments C18 ACERT – C32 ACERT >750 hp (560 kW)
Appendix B: List of Diagnostic and Event Codes
Appendix C: Marine Mini Industrial Power Display (MIPD) Pinouts
Appendix D: Hydraulic Fan Control Calibration Procedure
Appendix E: Commercial Engine Cooling Fan Summary
Summary of Revisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
ELECTRONICS APPLICATION AND INSTALLATION GUIDE 5

Introduction and Purpose
1.0 Introduction and Purpose

1.1 Purpose
This document is intended to provide the necessary information for correct electrical and electronic installation
of the following Cat Tier IV Interim and/or Stage IIIB engines into off-highway engine applications: C18 ACERT,
C27 ACERT, and C32 ACERT engine family.
The primary purpose is to assist engineers and designers specializing in engine installations. The A&I Manual and
Supplement Guide, Engine Application and Installation Guide, and TMI complement this booklet. Reference these
documents as required.
Note: T he information in this document is subject to change as engine feature requirements are revised and
software continues to be developed. In addition, some of the features described in this document are not
yet released.
The information in this document is the property of Caterpillar Inc. and/or its subsidiaries. Without written
permission, any copying, transmission to others, and any use except that for which it is loaned is prohibited.
Note: Temporary Labels – for those engines that require aftertreatment (T4 Final only) Federal regulation
40 CFR 1068.261 requires that “If the engine is supplied without aftertreatement system components
(i.e., under Delegated Final Assembly Agreement), the temporary DFA label must be removed following
correct installation of the aftertreatment system.” Typically this label is found on the turbo exhaust outlet
shipping boot.
1.2 Electronic Applications Contacts

Please contact applicationsupport@cat.com if further details are desired.
1.3 Safety
Most accidents that involve product operation, maintenance and repair are caused by failure to observe basic
safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations
before an accident occurs. A person must be alert to potential hazards. This person should also have the
necessary training, skills and tools in order to perform these functions properly.
The information in this publication was based upon current information at the time of publication. Check for the
most current information before you start any job. Cat dealers will have the most current information.
Improper operation, maintenance or repair of this product may be dangerous. Improper operation, maintenance
or repair of this product may result in injury or death.
WARNING
Do not operate or work on this engine 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. Contact
any Cat dealer for replacement manuals. Proper care is your
responsibility.

Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. The warnings
in this publication and on the product are not all inclusive. If a tool, a procedure, a work method or an operating
technique that is not specifically recommended by Caterpillar is used, you must be sure that it is safe for you
and for other people. You must also be sure that the product will not be damaged. You must also be sure that the
product will not be made unsafe by the procedures that are used.
1.3.1 Warning – Welding

Welding can cause damage to the on engine electronics. The following precautions should be taken before welding:
• Turn the engine OFF. Place the ignition keyswitch in the OFF position
• Disconnect the negative battery cable from the battery. If the machine is installed with a battery disconnect
switch then open the switch
• Clamp the ground cable of the welder to the conductive area that will be welded. Place the clamp as close as
possible to the weld.
• Disconnect all electronic components of driven equipment including engine ECU, and sensors from wiring
harness before welding.
• Protect any wiring harnesses from welding debris and splatter.
• Use standard welding procedures to weld the materials together.
• Welding on the AT frame/chassis is prohibited!
DO NOT use electrical components in order to ground the welder. Do not use the ECU or sensors or any other
electronic components in order to ground the welder.

1.3.2 Warning – Electrostatic Paint Spraying

Warning: Painting the AT is prohibited!
The high voltages used in electrostatic paint spraying can cause damage to on engine electronics. The damage
can manifest itself through immediate failure of components, or by weakening electronic components causing
them to fail at a later date.
The following precautions should be taken when using electrostatic paint spraying techniques on engines:
• Connect all pins the ECU J1 Connector directly to the spraying booth ground.
• Connect the engine block to ground at two points. Ensure that good screwed connections onto bright metal
are used.
1.3.3 Warning – Jump Starting

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

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

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

1.4 Terminology
The terminology used throughout this document will be as follows:
AT – Aftertreatment
AMOX – Ammonia Oxidation Catalyst
ATAAC – Air-to-Air Aftercooled
BPV – Backpressure Valve
CAC – Charge Air Cooled
CAN – Controller Area Network
CB – Circuit Breaker
CDPF – Catalyzed Diesel PArcticulate Filter
CEPRU – Caterpillar Electric Priming and Regeneration Pump Unit
CG – Center of Gravity
CO – Carbon Monoxide
Delta P – Differential Pressure
DOC – Diesel Oxidation Catalyst
DPF – Diesel PArcticulate Filter
DSN – Dealer Service Network
ECU – Electronic Control Unit
EU – European Union
FEA – Finite Elemental Analysis
FMEA – Failure Modes & Effects Analysis
HC – Hydro Carbon
hp – Horsepower
HSR – High Speed Regeneration
ID – Identification
IPU – Industrial Power Unit
IP – Ingress Protection
IVS – Idle Validation Switch
IVA – Intake Valve Actuation
J1/P1 – Jack 1/Plug 1
kW – Kilowatt
LPS – Large Power Systems
LSR – Low Speed Regeneration
MAF – Mass Air Flow
MEUI™ – Mechanical Electronic Unit Injector
MPTS – Multi Position Throttle Switch
NOx – Nitrous Oxides – NO and NO2
OEM – Original Equipment Manufacturer
PM – PArcticulate Matter
RSLL – Rated Speed Lower Limit
RSUL – Rated Speed Upper Limit
SCAC – Separate Circuit Aftercooled
SCR – Selective Catalytic Reduction
S/N – Serial Number
TDC – Top Dead Center
TPS – Throttle Position Sensor

Engine & Aftertreatment Component Overview
2.0 Engine & Aftertreatment Component Overview

Industrial Engine Electronic Component Table
C18 ACERT C27 ACERT/C32 ACERT
A4:E4 ECU X X
Engine Connector (70/120 pin, J2/P2) 120 120
AT A1E1 Aftertreatment ID X X
Customer Connector (70-pin connector, J1/P1) X X
EUI Injector X X
Secondary Fuel Filter Outlet Pressure Sensor X X
Secondary Fuel Filter Differential Pressure Switch X
Fuel Temperature Sensor X X
Dual Speed/Timing Sensors X X
Compression Brake Solenoids X(2) X
Barometric Pressure Sensor X X
Crank Case Pressure Sensor X X
Intake Manifold Pressure Sensor X X
Intake Manifold Air Temperature Sensor X
Coolant Temperature Sensor X X
Air Inlet Temperature Sensor X X
Oil Pressure Sensor X X
NOx Reduction System Valve Actuator X X
NOx Reduction System Pressure Sensors (2) X X
NOx Reduction System Temperature Sensor X X
NOx Reduction System Balance Valve Actuator X X
Exhaust Manifold Temperature Sensor X
IVA End of Rail Valve X(1)
IVA Oil Pressure Sensor X(1)
(1) C18 ACERT >/= 700 hp (522 kW) ratings only (2) Certain ratings only
2.1 Engine Control Unit (ECU)

The ECU is generally located on the left lower rear for C18 ACERT and left front upper side of the engine for
C27 ACERT and C32 ACERT. There are two connectors on the ECU and one integrated into the engine wiring
harness.
2.1.1 Engine Connector (J2/P2)

Engine system and control information is transmitted between the J2/P2 connector on the engine ECU and the
engine components through the engine harness. The engine harness provides the interface to the following
engine components:
• Engine sensors
• Aftertreatment ID (AT ID) Module
• Fuel injection system

2.1.1.1 Aftertreatment ID Module Connector

AT ID Module Connector provides the means to communicate AT identification information.
2.1.2 Customer Connector (J1/P1)

Customer control and display information is transmitted between the 70-pin connector on the engine ECU and the
customer-installed components through the customer harness. The customer harness provides the interface to
the following components:
• Battery
• Data links
• Customer components
• AT
2.2 Software Flash File

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

This section is to give details of the engine sensors and actuators that either will be installed when the engine is
delivered to the customer or must be installed by the customer in each installation.
Note: R
eference the chart at the beginning of Section 2 for details regarding which sensors and actuators are
included on each engine model.
2.3.1 Fuel System

2.3.1.1 MEUI Injector (C18 ACERT – C32 ACERT)
The injector lobe on the camshaft mechanically actuates the Mechanical Electronic Unit Injector (MEUI) fuel
injectors. The electronic control and mechanical actuation provide a level of control of the timing and fuel volume.
The timing advance is achieved by precise control of the unit injector timing. Higher voltages (approximately 108
V) and sharp pulses of relatively high current are used to control the injectors. There is no OEM connection to the
injectors; however, the OEM should ensure that any systems that are sensitive to electromagnetic radiation are
not in proximity to the harness that leads to the injectors.

2.3.1.2 Secondary Fuel Filter Differential Pressure Sensors (C27 ACERT, C32 ACERT)
Fuel pressure is sampled in the secondary fuel filter base before and after the secondary fuel filter. These two
sensors are used by the engine control in order to monitor the condition of the secondary fuel filter. This sensor
input is used for engine monitoring.
2.3.1.3 Secondary Fuel Filter Outlet Pressure Sensor (C27 ACERT, C32 ACERT)
Fuel pressure is sampled in the secondary fuel filter base after the secondary fuel filter. This sensor is used by the
engine control in order to monitor for a low-pressure condition at the outlet of secondary fuel filter. This sensor
2.3.1.4 Secondary Fuel Filter Differential Pressure Switch (C27 ACERT, C32 ACERT)
Fuel pressure is sampled in the secondary fuel filter base before and after the secondary fuel filter using a
differential pressure switch. This switch is used by the engine control in order to monitor the condition of the
secondary fuel filter. This sensor input is used for engine monitoring.
2.3.1.5 Fuel Temperature Sensor

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

2.3.3.1 Dual Speed Timing Sensors
The engine speed/timing sensors are used to determine both engine speed and fuel injection timing. Camshaft
timing sensors may also be used for limp home operations in the event of a crank speed sensor/circuit failure.
Speed/timing sensors work in conjunction with a timing ring installed to a rotating shaft (crankshaft, camshaft or
high pressure fuel pump shaft) to determine crankshaft or camshaft position. C18 ACERT – C32 ACERT engines
have one camshaft position sensor triggered by a target wheel on the camshaft and one crankshaft position
sensor triggered by a target wheel on the crankshaft.
2.3.3.2 Compression Brake Solenoids

Certain engines ratings are available with a compression brake. There is one compression brake actuator
assembly per pair of adjacent cylinders and one control solenoid per brake assembly. The ECU directly drives the
solenoid through the engine harness. One, two or three levels of engine braking may be available for each engine
rating. Refer to the Engine Braking Section 9.1 for ratings available with compression brakes.
2.3.3.3 Barometric Pressure Sensor

The Barometric Pressure Sensor measures the atmospheric pressure. The sensor is open to the atmosphere. The
sensor data is used to assist in determining atmospheric pressure for proper engine performance at
various altitudes.
2.3.3.4 Crankcase Pressure Sensor

The Crankcase Differential Pressure Sensor measures the level of crankcase pressure. This sensor data is used
to determine proper range of pressure of the Open Crankcase System. Too high or too low pressure data will
trigger fault and service will be required to address fault.

2.3.3.5 Intake Manifold Pressure Sensor

The intake manifold air pressure sensor is used to determine pressure in the engine’s cylinder head or in the
inlet manifold after charge airflow has been mixed with air from the Cat NOx Reduction System. This is typically
an absolute pressure sensor. Intake manifold pressure as displayed by service tools and communicated over the
data link is the value obtained by subtracting the barometric pressure (as measured by the barometric pressure
sensor) from the absolute value measured intake pressure sensor.
When the engine is running, the sensor measurement is used as an input parameter to calculate torque and air
fuel ratio limits. This helps prevent black smoke during transient engine conditions, mainly during acceleration or
upon sudden load application; i.e. if intake manifold pressure is too low for the requested fuel, the fuel is limited to
prevent the over-fuel condition.
The sensor is also used to select certain timing maps and to control the turbo charger waste gate valve on
engines using this hardware option
2.3.3.6 Intake Manifold Air Temperature Sensor

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

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

This customer-installed sensor is required for all engines. Refer to Customer-installed Sensors 6.2 for information.
2.3.3.9 Oil Pressure Sensor

The oil pressure sensor measures engine oil pressure. The low oil pressure threshold is defined as a map against
engine speed. This sensor input is used for engine monitoring and engine protection.
2.3.3.10 NOx Reduction System Valve Actuator

The Cat NOx reduction system valve actuator regulates mass airflow through the NOx reduction cooler into the
intake manifold.
2.3.3.11 NOx Reduction System Pressure Sensors

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

This sensor is a required for temperature measurement to assist in the calculation of the Cat NOx reduction
system mass airflow. The Cat NOx reduction system valve differential pressure and the mass airflow temperature
are used by the ECU to determine the appropriate mass airflow of the Cat NOx reduction system.

2.3.3.13 NOx Reduction System Balance Valve Actuator (C18 ACERT – C32 ACERT)
The balance valve actuator is used to provide the ECU with control of the 2-position balance valve located in
the turbo.
2.3.3.14 Exhaust Manifold Temperature Sensor

Exhaust temperature sensors are installed in the exhaust manifolds of C27 ACERT and C32 ACERT engines. This
sensor input is used for engine monitoring.
2.3.3.15 Intake Valve Actuation (IVA) Oil System Control Valve

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

The IVA pressure sensor measures the oil pressure in the oil rail. The sensor is located at the valve cover base.
2.4 Aftertreatment (Tier 4 Final/Stage IV – Petroleum Ratings Only)

2.4.1 Aftertreatment Identification Module (AT ID)
AT ID is an electrical device shipped and attached to the AT with the engine. It is installed on the engine when
engine is installed in the application. This device provides the engine with confirmation that the AT is compatible
with this engine and rating.

2.5 System Component Diagrams and Schematics

2.5.1 C18 ACERT System Component Diagrams
2.5.1.1 C18 ACERT Engine Wiring and Components
A4: E4v3.1 ECU

2.5.1.2 C18 ACERT Engine Electronic Components
Locations of the engine sensors (typical left side engine view)

(1) Secondary Speed Timing Sensor
(2) Intake Manifold Pressure Sensor
(3) Charge Air Cooled Outlet Temperature Sensor
(4) NOx Reduction System Temperature Sensor
(5) NOx Reduction System Actuator
(6) AT ID Module Connector
(7) Engine Oil Pressure Sensor
(8) Crankcase Pressure Sensor
(9) Barometric Pressure Sensor
(10) Fuel Pressure Sensor
(11) Fuel Temperature Sensor
(12) Primary Speed Timing Sensor

Locations of the engine sensors (typical top front engine view)

(1) IVA Oil Pressure Sensor
(2) Injector Harness Connectors
(3) Charge Air Cooled Outlet Temperature Sensor
(4) Secondary Speed Timing Sensor
(5) Engine Coolant Temperature Sensor

Locations of the engine sensors (typical top rear engine view)

(1) IVA Oil System Control Valve
(2) IVA Oil Pressure Sensor
(3) Injector Harness Connectors
(4) Balance Valve Actuator
(5) NOx Reduction System Actuator Valve
(6) NOx Reduction System Intake Pressure Sensor
(7) NOx Reduction System Differential Pressure Sensor

2.5.1.3 C18 ACERT Customer-installed Wiring & Components

2.5.1.3.1 C18 ACERT Aftertreatment Electronic Components
Aftertreatment ID (AT ID) must be removed and installed on a 6 pin receptacle from the J2/P2 engine harness. No
other wiring required. See below for location on engine.
*C18 ACERT units use two DOC cans with one AT ID module that must be removed and connected to the engine
harness at the location shown below.
Engine Mounted AT

2.5.2 C27 ACERT & C32 ACERT System Component Diagrams and Schematics
2.5.2.1 C27 ACERT & C32 ACERT Engine Wiring and Components

2.5.2.2 C27 ACERT & C32 ACERT Engine Electronic Components
Electronic components that are on the left side of the engine:

(1) Electronic Control Module (ECU)
(2) Termination resistor for the CAN data link
(3) NOx reduction system temperature sensor
(4) Differential pressure sensor for the NOx reduction system system
(5) Absolute pressure sensor for the NOx reduction system system
(6) Engine oil pressure sensor
(7) Crankshaft speed/timing sensor
(8) Buffer for the exhaust temperature sensors
(9) Low oil level switch for engine off
(10) Low oil level switch for engine running
(11) Low oil level switch for safe to start
(12) Turbocharger inlet temperature sensor for cylinders 1, 3, and 5

Electronic components that are on the right side of the engine:

(14) Solenoid for NOx reduction system actuator
(15) Camshaft speed/timing sensor
(18) Buffer for the exhaust temperature sensors

Electronic components that are on the top of the engine:

(19) Harness connector at the valve cover base that is for the injectors and brake actuators for the cylinders that
are on the left bank of the engine.
(20) Harness connector at the valve cover base that is for the injectors and brake actuators for the cylinders that
are on the right bank of the engine.
(21) Balance valve solenoid
(22) Right intake manifold temperature sensor
(23) Left intake manifold temperature sensor
(24) Crankcase pressure sensor
(25) Intake manifold pressure sensor
(26) J2/P2 ECU connectors
(27) J1 ECU connector
(28) Barometric pressure sensor
(29) Coolant temperature sensor
(30) Electric fuel priming pump
(31) Fuel temperature sensor
(32) Fuel pressure differential switch
(33) Fuel pressure sensor

Location of the turbocharger inlet pressure sensors:

(34) Turbocharger inlet pressure sensors
Location of the connectors for the aftertreatment identification modules

(3) Aftertreatment #2 identification module
(4) Aftertreatment #1 identification module
(5) J2/P2 ECU connector

2.5.2.3 C
27 ACERT & C32 ACERT Customer-installed Wiring & Components (Petroleum Tier 4 Final/
Stage IV Only)
2.5.2.3.1 C
27 ACERT & C32 ACERT Aftertreatment Electronic Components (Petroleum Tier 4 Final/
Stage IV Only)
Aftertreatment ID (AT ID) must be removed and installed on the J2/P2 engine harness that connects a 6-pin
receptacle. No other wiring required. See above for location on engine.
The module(s) is supplied attached to the AT cradle. The OEM is responsible for connecting the AT ID module to
the engine wiring harness connector provided. Connection to the AT ID module is made via a 6-way plug.

Customer System Overview
3.0 Customer System Overview
3.1 Minimum Mandatory Engine Connection Customer Requirements

Certain installation requirements must be fulfilled in order for an installation to be acceptable to Caterpillar.
C18 ACERT
C27 ACERT/
Optional Components > 750 hp Section
C32 ACERT
(522 kW)
Battery X X Power and Grounding Considerations
Circuit Protection X X Power and Grounding Considerations
Keyswitch X (3)
X (3)
Starting the Engine
Warning Lamp X (1)
X (1)
Operator Displays
Shutdown Lamp X(1) X(1) Operator Displays
Speed Demand Input X X Engine Speed Demand
Engine Service Tool Connector Wiring X (2)
X (2)
Customer-supplied Service Tool Wiring
Air Inlet Temperature X X Connecting Engine to Aftertreatment
Fuel Priming Pump X X Starting and Stopping the Engine
(1)
equirement may be fulfilled by a J1939 display capable of utilizing and displaying J1939 messages to replace
R
lamps and switches.
(2)
Requirement is available by purchasing optional 70 to 70-pin (previously 70 to 40-pin) customer harness. If
purchased, this harness includes the 9-pin service tool wiring and connector.
(3)
Requirement only applies to Tier 4 Final/Stage IV (petroleum) engine ratings. This is not necessary for Tier 4
Interim/Stage IIIB product since no aftertreatment is required.
3.2 M
inimum Mandatory AT Connection & Interconnection Customer
Requirements
Mandatory Components C18 ACERT > 750 hp (560 kW), C27 ACERT & C32 ACERT
Aftertreatment ID Module X(3)
J1/P1 X
(3)
equirement only applies to Tier 4 Final/Stage IV (petroleum) engine ratings. This is not necessary for Tier 4
R
Interim/Stage IIIB product since no aftertreatment is required.
3.3 Optional Customer Functionality

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

C18 ACERT
C27 ACERT/
Optional Components > 750 hp Section
C32 ACERT
(522 kW)
Maintenance Due Lamp X(1) X(1) Operator Displays
Remote Shutdown Switch X X Stopping the Engine
Coolant Level Switch X X Customer-installed Sensors
Air Filter Restriction (Inlet Depression) Switch X X Customer-installed Sensors
1 or 2 PWM Throttle Position Sensors X X Engine Speed Demand
Throttle Arbitration Switch X X Engine Speed Demand
Multi Position Switch X X Engine Speed Demand
Throttle Lock Selector Switch X X Engine Speed Demand
Throttle Lock On/Off Switch X X Engine Speed Demand
Throttle Lock Set/Lower Switch X X Engine Speed Demand
Throttle Lock Raise/Resume Switch X X Engine Speed Demand
Throttle Lock Disengage Switch X X Engine Speed Demand
Governor/Intermediate Engine Speed Switch X X Engine Speed Demand
Ether Start X X Cold Starting Aids
Engine Cooling Fan Control X X Engine Cooling Fan Control
2 Auxiliary Temperature Sensors (3) X X Customer-installed Sensors
1 Auxiliary Pressure Sensor X X Customer-installed Sensors
Overspeed Verify Switch X X Engine Speed Demand
Air Shutoff Relay X X Starting and Stopping Engine
Compression Brake X X Engine Compression Brake
J1939 Data Link X X Data Link Support
Fan Reverse Switch X X Engine Cooling Fan Control
Reversing Fan Dout X X Engine Cooling Fan Control
Analog Pitch Sensor Input for Flexxaire X X Engine Cooling Fan Control
Arctic Cold Weather Strategy X X Cold Starting Aids
(1)
Maintenance due lamp available only via a J1939 message.
(3)
The 2nd auxiliary temperature inputs are currently not available.
3.3.2 Optional Functionality Customer Configuration Parameters

Customer configuration parameters are ECU software settings that the customer can change in order to suit the
needs of the specific application. These parameters are changed within the configuration screen in Cat ET. If
a customer has more than one engine that should have the same configuration, the fleet configuration option
is available 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 ECU is flash programmed for the first time. The customer configuration parameters must
be reprogrammed if the ECU is replaced and/or the engine rating is changed. Refer to the Cat ET Service Tool
Features section for System Configuration Parameters for a complete list of supported programmable parameters.
Further definition of each parameter can be found within the section of the document that defines a software
feature that uses the parameter to support installation or operation of that specific software feature.

Customer configuration parameters in legacy product that are no longer supported.

* C18 ACERT – C32 ACERT Torque Limiting (Section 12 LEBH4623)
* C18 ACERT – C32 ACERT Maintenance Lamp (Section 15 LEBH4623)
Notes on Programming Parameters

1. Changing parameters protected by factory passwords may void Caterpillar warranty. Consult Industrial
Application Support Center or Dealer Support Network prior to making any changes.
2. In order for the programmed values to change, the keyswitch (switched power only) may need to be cycled off
and on.
3. If there is an interlock error (personality module mismatch), then the programmed parameters will not change.
It may appear that the parameters are changed, but they will not change until the “personality module
mismatch” code is cleared.
3.4 Typical Customer-installed Component Diagram

The engine can be configured and wired in many different ways depending upon the application features
selected. The following examples act as a guide for the customer.
Basic Application
This solution is suitable for applications where very little integration or additional engineering is required when
compared to the solution used for a mechanical engine. The customer needs to consider only basic functions:
power supply, operator indication, cold start aid, a method of controlling the engine and as with all Tier 4
applications a mandatory interface to the engine aftertreatment system.
Basic Industrial Application

An application where the engine, in response to an arrangement of switched inputs, will operate at one of a
range of defined speeds. This is suitable for applications where the device has multiple operating speeds that
are defined for the specific output reasons, for simplicity of operator use, or for operation dependent upon the
environment e.g., quiet modes this could include auxiliary engine on-road sweeper, multiple speed water pumps
etc. There are sixteen possible set speeds based on four discrete ECU inputs. A PWM throttle position sensor is
also installed. In addition to the keyswitch a separate engine shutdown switch is used to stop the engine. Coolant
level switch, air inlet restriction indicator and ether starting are also included.
Basic Petroleum Application

An typical petroleum application is provided similar to the industrial application where a PWM throttle position
sensor is used along with air shutoffs. Ether is not shown in this schematic.

3.4.1 Basic Schematic OEM Harness

3.4.1.1 C18 ACERT – C32 ACERT Basic Harness Schematic
Engine ECU
J1 Connector
U
U
U

3.4.2 Construction Schematic OEM Harness

3.4.2.2
3.4.2.1 C18 ACERT C18 ACERT
– C32 – C32
ACERT ACERT
Basic Basic Harness
Industrial IndustrialSchematic
Harness Schematic
Engine ECU
J1 Connector
U
U
U

3.4.3 IPU Schematic OEM Harness

3.4.3.1 C18 ACERT
3.4.3.2 – C32
C18 ACERT
ACERT Basic
– C32 Petroleum
ACERT Harness Schematic
Basic Petroleum Harness Schematic
Engine ECU
J1 Connector
CU
U
U

3.5 Customer ID & Passwords

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

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

None required.
3.5.2 Customer Passwords

3.5.2.1 Customer Passwords Operation
Customer passwords are sometimes referred to as “OEM passwords.” Customer passwords may be programmed
in order to limit access to certain parameters. There are two customer passwords available. Both customer
passwords do not need to be programmed in order to provide protection. If both customer passwords are
programmed, then both are required to access and change the password-protected parameters. If a customer
password is forgotten or lost, these can be reset, but factory passwords are required to change them. The
following parameters are protected with customer passwords:
• Ether Control
• Ether Configuration
• Throttle Position Sensor
• Air Inlet Heater Installation Status
• Coolant Level Sensor
• Aux Temperature Sensor Installation Status
• Aux Pressure Sensor Installation Status
3.5.2.2 Customer Passwords Configuration

One or two parameters must be configured in Cat ET prior to using customer passwords:
1. Customer Password #1
2. Customer Password #2
Both passwords default to an empty field. The display shows “********” whether or not the password is set. A
maximum of eight alphanumeric characters may be entered for each of the two available customer passwords.
These passwords are case sensitive.
3.5.2.3 Customer Passwords Installation

None required.

3.5.3 Parameter Lockout

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

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

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

1. Remove the lockout – In the Parameter Lockout screen, a factory password allows the protection level to be
changed back to normal Cat ET access.
2. Retain the lockout – In the Configuration screen, a factory password allows changing the value one time.

Power and Grounding Considerations
4.0 Power and Grounding Considerations

4.1 Power Requirements
4.1.1 Engine System Voltage
The electronic control system is voltage specific. Engines configured in the Price List or Engines Sales Manual
to be 12 VDC must be installed with 12 VDC supply. Engines configured in the Price List or Engines Sales Manual
to be 24 VDC must be installed with 24 VDC supply. The correct system voltage must be applied (12V or 24V), the
following engine system components are system voltage sensitive:
• Cat NOx Reduction System Valve Actuator
• Cat NOx Reduction System Balance Valve Actuator
The switched positive battery and the unswitched positive battery connections to the ECU are made at the P1/J1
customer harness connector. The minimum battery voltage for the ECU to actuate the fuel injectors, regardless
of system voltage (12 VDC or 24 VDC) is 9 VDC. The batteries, charging system, starter, and associated wiring
must be sized and designed correctly to allow the starter to crank the engine to an appropriate minimum engine
speed to start the engine. The engine installation should meet the minimum cranking speeds at the COLDEST
ANTICIPATED TEMPERATURES. Refer to TMI System Data for minimum cranking speed requirements.
4.1.2 Engine ECU Battery (+) Connection

The A4E4 ECU requires four unswitched battery (+) inputs. These unswitched battery (+) inputs may be powered
through a battery isolation switch. Battery isolation switches should be carefully selected. These switches can
add significant resistance within the ECU power circuit. The A4E4 ECU requires one switched power input. An
ignition keyswitch typically powers this switched power input. When battery (+) is not applied to the switched
input, the ECU is in sleep mode. When the ECU is in sleep mode it draws a very small residual current through the
unswitched battery inputs. When the switched power is connected to battery (+), the ECU will become active,
allowing the engine to start and run. The switched power for both ECUs is connected on pin P1/J1-70 and carries
approximately 2 mA on a 12 VDC system and 4 mA on a 24 VDC system.
A4E4 (C18 ACERT – C32 ACERT)

48
52
53
55

4.1.3 Correct Power Supply Wiring

The unswitched battery (+) input connections should run directly from the P1/J1 connector to the positive side of
the battery. These inputs carry nearly all power to the ECU. Switched power must be turned off before connecting
or disconnecting the ECU J1 connector. This helps prevent damage to the P1/J1 pins. Power to all designated
unswitched battery (+) inputs must be provided to prolong the service life of the ECU.
4.1.4 Voltage and Current Requirements

The ECU power supply requirements must be carefully considered when designing the supply circuit. There are
specific limitations that must be considered in the design to ensure a reliable, consistent power supply to the
engine electronic components.
Based on engine operating at rated speed and load with 65% input/output load.
A4E4 v3.1 A4E4 v3.1 C27 ACERT/
Voltage Supply System C18 ACERT C32 ACERT
12V 24V 12V 24V
Max Peak Current (.08 ms) 29.8 A – 29.8 A –
Max Peak Current (.07 ms) – 42 A – 42 A
Normal Operating Current – Peak 46 A 38 A 33 A 27 A
Normal RMS Current 23 A 19 A 29 A 24 A
Suggested Fuse Rating** 40 A 40 A 40 A 40 A
Sleep Current (keyswitch off) 17 mA 14 mA 17 mA 14 mA
Key On Current Engine Off 895 mA 525 mA 895 mA 525 mA
Min Running Voltage 9V 18V 9V 18V
Max Running Voltage 16V 32V 16V 32V
Maximum Total ECU Power Circuit Wire Resistance 50 mOhm 100 mOhm 50 mOhm 100 mOhm
Target Circuit Resistance 40 mOhm 80 mOhm 40 mOhm 80 mOhm
C18 ACERT – C32 ACERT LPS Engine Voltage Supply System Requirements
**Refer to 4.1.5 Circuit Protection for recommendations.

4.1.5 Circuit Protection

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

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

4.1.7 Important Voltage Supply Circuit Considerations

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

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

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

The diagrams below indicate acceptable grounding locations for each engine model:
C18 ACERT Grounding Location
C27 ACERT and C32 ACERT Ground Point Location
4.2.2 Engine ECU Battery (-) Connections

A4E4 (C18 ACERT – C32 ACERT) ECUs require four battery (-) connections. These inputs should be permanently
connected to the machine battery and all inputs must be used to ensure the ECU is supplied with an
adequate connection to ground. Failure to use all five inputs could result in intermittent communication and
or driver operation.

The ECU negative inputs must be connected back to the main bat (-) terminal on the application batteries and not
through application chassis. The consistent quality of the ground path cannot be guaranteed when grounding the
negative return through the chassis, which may cause intermittent system failures and excessive noise levels on
the ECU supply circuit. Caterpillar will not approve installations, which do not meet this requirement. Section 4.3.1
shows the correct method of supplying both Power and Ground connections to the ECU.
Battery Connection – Do not supply power to the ECU from the starter motor connections:
A4E4 (C18 ACERT – C32 ACERT)

61
63
65
69
4.2.3 Engine Ground Stud to Vehicle Battery Ground

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

4.3 Example Schematics Method of Power and Ground Connection

4.3.1 Correct Method of ECU Battery Connection.
Correct Power Supply Wiring
• ECU positive wires connected direct to battery, not via starter motor.
• Power supply wires go to all designated power and ground pins on the ECU connector.
• Negative is wired to the battery rather than return through chassis.
The engine is grounded.
4.4 Engine ECU Power Supply Circuit Resistance Test

Cat Part Number Supplier Part Number Quantity
J1 Receptacle 133-8751* 776184-1 1
2.2 Ohm Resistor 200W N/A N/A 1
Relay (low contact resistance) N/A N/A 1
Pushbutton N/A N/A 1
Voltmeter N/A N/A 2
* J1 receptacle is not available through Morton parts.
Note: T he total ECU supply circuit resistance forms part of the Application Appraisal. Circuits not meeting
requirements stated in Section 4.1.4 will not be allowed.
4.4.1 Test Procedure

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

Worked Example:
V1 = 11.8
V2 = 12
R1 = 2.21 Ohms
1000 * (2.21 * (12 - 11.8)/11.8)

1000 * (2.21 * 0.01695)
1000 * (0.0375)
Harness Resistance = 37.5 mOhms
4.5 Direct Battery Connection Requirements

The following components require a power supply direct from the application battery, these components are
voltage dependent:
• Engine electric fuel lift pump and relay
Other components such as the air inlet temp sensor may need power or grounding. Those components will be
supplied from the ECU.
4.6 Powering the Engine ECU via Auxiliary Power Supplies

If the engine is to be supplied with electrical power via any other means than a standard machine battery
arrangement, care must be taken when choosing the power supply. Engine ECUs powered by devices such as
switch mode power supplies can be pArcticularly troublesome due to the intermittent high current load demands
of the engine ECU during engine operation. To ensure that the power supply operates correctly, management
of these intermittent high current spikes is employed. For more assistance when implementing auxiliary power
supplies please contact the applications engineering department.
4.7 Air Starter Equipped Vehicles

Refer to the guidelines for connection to the main frame ground in Engine Ground Stud to Vehicle Battery Ground
(Section 4.2.3).

4.8 Sensor Common Connections

Certain components that interface directly with the ECU are connected to the dedicated sensor returns at the P1/
J1 customer connector. Separate sensor returns are provided for analog and digital signals.
4.8.1 Digital Sensor Return

P1/J1 Pin 18 should only be connected to the ground side of the ECU Digital Switched Input sensors.
4.8.2 Analog Sensor Return

P1/J1 Pin 5 should only be connected to the ground side of the ECU Analog Input sensors.
4.9 Suppression of Voltage Transients

Note: T he installation of transient suppression at the source of the transient is required. Caterpillar follows a
stringent electrical environment standard that is similar to SAE recommended practices.
The use of inductive devices such as relays and solenoids can result in the generation of voltage transients in
electrical circuits. Voltage transients that are not suppressed can exceed SAE specifications and lead to the
degradation of the performance of the electronic control system.
Voltage Suppression Diagram
The customer should specify relays and solenoids with built-in voltage transient suppression. Refer to Figure 2
for ways to minimize voltage transients from relays and solenoids without built-in voltage transient suppression.
Techniques include the installation of a diode or resistor of the proper size in parallel with the solenoid or the
relay coil.

Diodes and resistors accomplish suppression in different ways. Diodes clamp the voltage across the coil to
approximately -0.7 V when the switch opens. The current circulates in the loop until it eventually diminishes.
Suppression resistors will allow the transient voltage to increase to a value determined by the forward current
flow through the coil and the value of resistance of the suppression resistor. However, resistor suppression
causes the current in the loop to diminish much faster than would a diode.
Diode selection should be based on the normal voltage and current seen by the coil. For example, if the normal
voltage applied to the coil is 24 V and the coil has a resistance of 50 ohms, then the current passing through the
coil is 480 mA (I=V/R). The diode then would need to be able to withstand a reverse voltage of 24 V and a forward
current of 480 mA when the current to the coil is interrupted by the opening of the switch since the collapse of
the coil’s magnetic field will attempt to maintain that current. The 189-3158 suppressor would function well in this
application since it can withstand a reverse voltage of 600 V and a forward current of 2 A.
Suppression resistors are low-cost alternatives and can be less stressful on relay coils. Resistor selection should
be determined by the voltage applied across the coil, the resistance of the coil, maximum power dissipation
allowed, and the level of transient voltage to be tolerated. For example, if the coil is 50 ohms and the voltage
applied is 24 V, an 82 ohm suppression resistor would allow the transient voltage to reach -39.6 V (V=IR= -.48 A X
82 ohms, the voltage is shown as negative since the polarity reverses when the switch opens). Using a 330 ohm
resistor would allow a -158 V transient but the current would diminish in the loop faster. For power dissipation
concerns, the resistor’s power rating should be considered. For example, if 24 V is applied across a 330 ohm
resistor, the power dissipated by the resistor would be 1.75 W (P=V2/R). Therefore, the 330 ohm resistor should
be selected that could dissipate at least 2 W. The heat generated by the resistor should be considered when
selecting a resistor.
Note: I f the resistance of the suppression resistor is too low, the driver circuitry in the ECU may be loaded to
a point where the relay or solenoid does not function properly. If the resistance is too high, the transient
voltage may reach undesirable levels.
There are other techniques that can be used for transient suppression. Snubbers, zener diodes, and varistors
are all methods that have characteristics that make them better suited for some applications. But, for the simple
applications of relays or solenoids, diodes or resistors should suffice.
Inductive devices such as relays or solenoids should be located as far as possible from the components of the
electronic control system. Wiring harnesses that are installed by the customer should be routed as far as possible
from the wiring harness of the electronic control system in order to avoid problems that are associated with
electrical noise.
4.10 Battery Disconnect Switch

The machine OEM should incorporate a battery disconnect switch on the negative battery side of the battery
circuit. The purpose of this switch is to disconnect the battery during long-term storage and to prevent electrical
shock during machine service. This switch should not be used as an emergency shutdown switch or as an E-stop.
Note: The battery disconnect switch is not an emergency shutdown switch.

Connectors and Wiring Harness Requirements
5.0 Connectors and Wiring Harness Requirements

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

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

Standard DT Connectors
Cat Part Number
Terminal Numbers
Plug Kit Receptacle Kit
2 155-2270 102-8802
3 155-2260 102-8803
4 155-2271 197-7565
6 155-2274 102-8805
8 155-2265 102-8806
12 155-2255 102-8801
J1939 DT Connectors (All 3 Terminal)

Component Cat Part Number
Plug Kit 174-0503
Receptacle Kit 176-9299
Plug Resistor 174-3016
Receptacle Resistor 134-2540
Receptacle Tee 133-0970
The connector has also been configured for bulkhead mountings and integral component applications (e.g. lamp
housing, engine sensor, etc.). Terminal configurations and mounting configurations vary for these applications.
Contact the local Deutsch sales contact for more information on these connectors.
5.1.2 Deutsch HD-10 Connectors

This circular connector is used for inline and bulkhead applications. It is more expensive than other connector
choices but easier to adapt to wire harness conduit applications (i.e. CSA, Marine, etc.). The connector is
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.
The following table contains the Cat part numbers for HD-10 inline connector plug and receptacle for all available
number of pin positions. Most common usage for the HD-10 connector is the 9-position connectors used for Cat
service tool interface.
HD-10 Connectors
Terminal Numbers Plug Kit Receptacle Kit
3 8T-8731 8T-8732
6 8C-3654 7T-3272
9 8T-8735 8T-8736
Interface sealing caps and wire strain reliefs are available for the connectors. Contact the local Deutsch sales
contact for more information on these components.

5.1.3 Deutsch DRC/AEC Connector

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

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

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

5.1.4.3 ECU Harness Tie-Down Point

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

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

5.1.5 Connector Terminal Contacts

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

Hand Crimping for Prototype Machines and Low Volume Production:

A hand crimping tool and appropriate die are required for crimping contact sockets. The hand crimping tool and
the socket removal tool part numbers are shown in table below. These components can be ordered via the Cat
parts system.
Hand Crimping Tool Part Numbers

Component Cat Part Number
Contact Socket 126-1768
Crimp Tool Number 9X-3402
Removal Tool 1U5804
Note: T he insulation should be stripped to 5 mm from the end of the wire. Only a single wire must be crimped into
each terminal.
Machine Crimping for High Volume Production

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

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

The minimum conductor size used on Cat products is 0.8 mm2 (18 AWG). Smaller conductors are susceptible to
breakage and fatigue failures. SAE J1614, wiring distribution systems for construction, agricultural, and off-road
work machines require wire sizes no smaller than 0.8 mm2 (18 AWG).
ECU wire size requirements per connection are:
1)
143-5018 Cable (Twisted Pair) (2)
153-2707 Cable (Shielded Twisted Pair)

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

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

All unused cavities for sockets and pins must be filled with seal plugs in order to ensure that the connector is
sealed. Two options are available for plugging unused connector cavities. Either the Deutsch 114017 (Cat part
number 8T-8737) or PEI Genesis 225-0093-000 (Cat part number 9G-3695) sealing plugs can be used.

Correct
AVOID
Figure 2: Plug Insertion in Unused Connector Cavity
The seal plugs are installed from the wire insertion side of the plug or receptacle. Correct installation of either of
these cavity plugs is critical to maintain connector sealing integrity. Figure 2 illustrates the correct insertion of the
plug. The seal plug cap is designed to rest against the seal, not inserted in the hole in the seal.
5.1.8 OEM Harness Dress Cover with Integrated Strain Relief

To ensure that the machine wiring harness is correctly supported and protected at the ECU connector, the dress
cover with integrated strain relief shown in figure below must be used. This dress cover is a mandatory fit item.
The part number for the component is 343-1867 and has a tightening torque to the ECU of 6.5 N•m +/- 0.5 N•m.
ECU J1 Customer Harness Dress Cover and Strain Relief

5.2 Wiring Harness Design

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

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

Routing of the harness should insure connector seals are not stressed because the harness curvature is too
close to the connector. This applies to routing of customer lines on or near the engine harness as well as the ECU
customer connector (J1/P1).

The minimum bend radius for a braided wire harness as measured from the inside of the bend shall be four
times the outer diameter of the harness. Tighter bends are possible if the bend is preformed during harness
manufacture. The bend radius size and location must be specified on the wire harness drawing.
Bends in jacketed cables shall be based on manufacturer recommendations. A bend must not adversely affect
the operating characteristics of the cable. For flexible coaxial cables, the bend radius must not be less than six
times the outside diameter. For semi-rigid coaxial cable, the bend radius must not be less than ten times the
outside diameter of the cable.
The minimum bend radius for flexible conduit must be six times the outer diameter of the conduit. Conduit bends
shall not cause internal chafing of the wiring.
5.2.5 Harness Bends near Connectors

Avoid wire harness bends within 25 mm (1 in.) of the connector. When a harness bend is too close to the
connector, the connector seal is stretched away from the wire, providing an opening for moisture entry. The wire
should exit perpendicular to the connector before curving as necessary for routing. Refer to illustration in Figure 3.
Correct AVOID
Figure 3: Example of Wire Harness Routing at the ECU Connector
Wire harness bends near a connector must be no less than twice the wire harness diameter. Special
consideration shall be given to connectors with large wire counts. Stresses placed upon the retention system of
the connector can cause contact retention failures and wire pull-out. In order to avoid this problem consider the
following options:
1. Pre-form the harness to the required bend. The harness assembly drawing shall detail the harness bend
requirements (e.g. location and radius). The harness braid protection should be applied up to the tangent point
of the bend furthest from the connector. Connector orientation to the bend may be necessary and should be
specified on the harness print.
2. If harness braiding is used, increase the unbraided harness length to 150 mm. This will allow the wires to fan
out when the harness is bent, greatly reducing the forces placed on the connector contact retention system.
The connector should also be oriented properly with respect to the harness so that upon installation to the
product the harness will not need to be twisted to align the connector.

5.2.6 Drip Loop

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

Caterpillar requires all ring terminals and splices connected to the engine ECU are sealed using Raychem ES2000
adhesive lined heat shrink tubing or equivalent. Refer to Table 1 for heat shrink tubing sizing information.
Table 1: Heat Shrink Tubing Reference Table
5.2.8 Wire Connection Guidelines

The following requirements ensure the correct installation of solid contacts into connector terminals:
• Do not solder the contact (socket or pin) to the wire.
• Never crimp more than one wire into a contact. Connector contacts are designed to accept only one wire of a
specified gauge or gauge range, do NOT insert multiple wires of a smaller gauge.
• All contacts should be crimped on the wires. Use the crimp tool (Cat part number 1U-5804) for 12 to 18 AWG
wire.
• Perform the pull test on each wire. The pull test is used to verify that the wire is properly crimped in the contact
and the contact is properly inserted in the connector terminal. Each contact and connector terminal should
easily withstand 45 N (10 lb) of pull such that the wire remains in the connector body.
5.3 Customer-supplied Service Tool Connector (J66) Wiring

An optional Cat customer harness is available and is called a “Harness – ECU Interconnect” in the Industrial
Price List’s Optional Attachments. This optional customer harness provides a service tool connector designated
as J63. If this optional customer harness is not used, a customer-supplied service tool connector is required. The
Cat service tool cable (Cat part number 139-4166) has a Deutsch HD 9-position plug connector, thus the customer
must supply the mating receptacle on the engine harness.
For an engine compartment-mounted diagnostic connector, Caterpillar recommends grounding the engine data
link connector directly to the engine ground stud. It must not be grounded to ECU sensor common connections.
The Cat service tool (Cat ET) communicates with industrial engines via the Cat Data Link and J1939.

It is recommended that one service tool connector is located in close proximity to the engine, and a second
service tool connector is located in the machine cab or at the operator station. Proper wiring of the customer
supplied service tool connector is essential for reliable communications. The maximum length of the Cat Data Link
cable is 30 meters (100 ft).
Figure 4 illustrates the pinout location on the Deutsch HD 9-position connector for ease of reference. All
customer-supplied wiring shown in Figure 4 is required. This includes power and ground as well as all Cat Data
Link and J1939 data link wiring. Wiring from the ECU to the service tool connector is illustrated in Figure 5. The Cat
Data Link wiring should be twisted two-conductor cable (18 AWG wire) with one twist per 25 mm (approx. 1 inch).
Reference Cat service tool cable (part number 143-5018). See Section 5.4 for J1939 data bus wiring requirements.
Figure 4: Service Tool Connector Pin Locations
Figure 5: Service Tool Connector Wiring Diagram
Note: All 7 wires, J1939, Cat Data Link, power and ground as shown in this diagram are required.
Note: The ECU provides the only ground necessary for the J1939 shield. Do not apply any other grounding to this line.

5.4 SAE J1939/11 – Data Bus Wiring

5.4.1 J1939 Data Bus Harness Design
The data bus connector that Caterpillar uses is a modified DT connector, special wedge, cable, and extended
socket. The harness assembly requirements are unique to typical Cat wire harnesses. Caterpillar recommends
two conductor shielded cables from Raychem Corp (Raychem part number 2019D0309-0 or Cat part number
153-2707) for all J1939 data link wiring. This is twisted pair wiring. If the Caterpillar recommended cable is not
used, the cable must meet J1939 specifications for conductors (refer to Table 2). For additional information
regarding the electrical system design see the SAE publication J1939/11 “Physical Layer.” The minimum bend
radius for the data bus cable is 40 mm.
Table 2: J1939 Conductor Specifications
In order that the data bus will function as intended the following requirements must be identified on the customer
wire harness print.
1. Remove 75 mm of the outer jacket of data link shielded cable. (Reference Cat part number 153-2707).
2. Remove the foil shield from the exposed wires to within 3 mm of the cable jacket end.
3. Crimp gold-plated socket terminals to the wires and the extended socket terminal to the drain wire.
4. Slide heat shrink tube over the cable end. (Reference Cat part number 125-7876.)
5. Install the terminals into the appropriate connector cavity positions.
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.
The above components and assembly procedures must be used to ensure the cable to connector joint will be
sealed. Failure to conform to these requirements will result in cable contamination and result in loss of shield
performance. See Figure 6.

Figure 6: SAE J1939 Connector Assembly
Note: Refer to SAE J1939-11 “Physical Layer” document for more information.
5.4.2 Connecting Modules to the CAN Data Link

The SAE J1939 data link is used to communicate engine information to an SAE J1939 compatible display or other
desired SAE J1939 compatible modules. Refer to SENR9764 “Installation Guide for Industrial Electronic Engine
Displays” for more information on connecting J1939 displays to Cat industrial engines.
The illustration in Figure 7 shows two J1939 modules properly connected to the J1939 data bus. The key
components to note are as follows:
• The total length of the data link between terminal resistors must not exceed 40 m (130 ft).
• Length of each branch, or stub length, must not exceed 1 m (3.3 ft). Reference cable assembly (Cat part number
165-0200) that is .15 m long with Deutsch DT 3 pin plug on one end and J1939 signal and shield wires with
appropriate crimped socket on the other end for insertion into J1939 module connector.
• All splices and end nodes can be implemented using a connector tee. (Reference Deutsch DT receptacle
assembly – Cat part number 133-0970.)
• Two terminal resistors must be installed. One resistor is required at each end of the data link in order to ensure
proper operation. These two terminal resistors are critical for the proper operation of the network. (Reference
Deutsch DT plug with integrated termination resistor – Cat part number 174-3016.)

ECU
Figure 7: J1939 Multiple Module Installation Example
1. Two terminal resistors are required. Optional customer harness provides the resistor at the ECU if installed.
2. Maximum stub length = 1 m (3.3 ft)
3. Fabricate 153-2707 cable to length.
Note: I f the requirements for J1939 data link connections are met, any number of display modules or service tool
connectors may be connected to the J1939 data link.
Note: O
ne terminal resistor for the J1939 data link is included in the optional customer harness. If the optional
customer harness is not present, two terminal resistors must be installed. Any J1939 data link must have a
terminal resistor at each end of the data link.
Note: A
terminal resistor is required at the terminal ends of the data link cable. A terminal resistor is not required
at each node on the data link.

Connecting the Engine and Aftertreatment
6.0 Connecting the Engine and Aftertreatment

With the introduction of Tier 4 emission standards some engines in this power range need to use aftertreatment.
The Tier 4 Interim/Stage IIIB engines in this range do not require aftertreatment. The Tier 4 Final/Stage IV or
Petroleum specific market engines require the use of dual DOCs. The following sections describe in specific
detail the components, connections and wiring required for each engine model.
6.1 T
ier 4 Final/Stage IV (Petroleum) C18 ACERT > 750 hp (560 kW) –
C32 ACERT Emission Critical Aftertreatment
6.1.1 C18 ACERT – C32 ACERT Overview
This is the least complex of the Cat aftertreatment solutions with fit for life aftertreatment and is used for
applications that include C18 ACERT, C27 ACERT, and C32 ACERT engines. This aftertreatment is only required for
Tier 4 Final/Stage IV – petroleum engines. The ratings include 755 hp (563 kW) C18 ACERT, 800-1050 hp
(596-793 kW) C27 ACERT and 950-1200 hp (708-895 kW) C32 ACERT. Two separate DOC modules are required. DOC
modules are required and are available in both dual- or single-can configurations
This module is made of:

1. 1 DOC can
2. Aftertreatment ID (identification plate)
3. Mounting cradle
4. A1:E1 aftertreatment ID module
These modules do not contain any sensors or customer supplied electrical harness interface. There is an A1:E1
Aftertreatment ID module located on the cradle that must be removed and installed on the engine wiring harness
connector plate via a 6 pin A1:E1 connector.
6.1.2 A1:E1 Module Operation

The A1:E1 (AT Identification Module) is a first-fit detection ECU designed to ensure that the correct aftertreatment
is attached to an engine at the time of installation and to transmit DOC configuration information. This is called
a “certified pairing” and provides a traceable method for verifying that engines and aftertreatment systems are
matched correctly.

The serial number and configuration information received from the A1:E1 is compared to a list of acceptable
aftertreatment stored in the engine ECU to determine the acceptability of the aftertreatment. If the aftertreatment
is emissions compliant (a certified pair) for the engine it is installed on, the engine and aftertreatment will
automatically match and run normally.
Note: I f the aftertreatment is not a certified pair with the engine or if no aftertreatment information is present, the
engine ECU will apply a 100% derate to the engine and trip an event.
6.1.3 A1E1 Module Configuration

Each A1:E1 is programmed at the factory with the unique aftertreatment serial number and DOC configuration
information of the aftertreatment it is attached to. It is not user-programmable.
The aftertreatment information may also be programmed into the engine via Cat ET using a factory password. This
should not be done unless the A1:E1 is malfunctioning or missing, or if the engine has run for more than 100 hours
before the aftertreatment was installed.
Note: I f engine lifetime hours (viewable in Cat ET) is over 100 when a new or replacement aftertreatment is
installed on an engine, the aftertreatment identification information MUST be programmed via Cat ET.
Connect to the engine ECU with Cat ET and open the configuration page. Then open the “Aftertreatment
Configuration” Section. The aftertreatment serial numbers (Factory-Installed Aftertreatment #1 Identification
Number & Factory-Installed Aftertreatment #2 Identification Number) information will be displayed on the screen.

6.1.4 A1E1 Module Installation

Remove the A1E1 module from the Factory-Installed Aftertreatment #2 Identification Number cradle as
shown below.
Install the A1E1 modules on the engine A1E1 module connector plate just above the ECU on the left side of the
engine shown above. The interface connector is a 6-way amp seal connector. The connector plate will have
one or both A1E1 module connectors depending on the engine application. Remove the protective plug that was
shipped with the A1E1 module before installation in the engine harness. This plug may be disposed of.
ECU
6.2 Air Inlet Temperature Sensor (AIT)

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

Air Inlet Temperature Sensor
6.2.2 Air Inlet Temperature (AIT) Sensor Configuration

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

The air inlet temperature sensor should be installed within inlet pipe between the air filter and turbo compressor
inlet. There are two sensor part numbers available, with the only difference being the external thread. Both
sensor part numbers are shown in Table 1.
Note: C27 ACERT and C32 ACERT engines only require one air inlet temperature sensor.
Air Inlet Temperature Sensor Mating Connector

Description Cat Part Number Supplier Part Number

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

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

This section covers the optional switches and sensors available for the customer to install/connect. All optional
switches and sensors are available within the Cat parts system and available for order. Some of the switches
and sensors are customer-installed and require customer wiring to connect them to the engine ECU. Others
are factory installed and require the customer to provide a connection to the ECU. It should also be noted that
not all switches and sensors are available across the product range. These exceptions are highlighted in each
component’s section.
Each switch/sensor can be individually configured to provide the desired level of monitoring via the standard
monitoring system parameters as described in Section 15.1. It should be noted that not all sensors and switches
offer all three levels of monitoring as shown in Section 15.2.
7.1 Air Filter Service Indicator – Air Intake Restriction Switch

7.1.1 Air Intake Restriction Switch Operation
The air filter restriction switch indicates that the air intake circuit is restricted. The switch is installed or piped to
the air filter housing or air induction pipe so that it is monitoring clean air (between the air filter and the engine).
7.1.2 Air Intake Restriction Switch Configuration

The Cat ET configurable parameter “Air Filter Restriction Switch Installation Status” must be set to “Installed.”
The Cat ET configurable parameter “Air Filter Restriction Switch Configuration” must be set to either “Closed” or
“Open” based on the type of switch used. Closed means normally closed and open means normally open.
Engine monitoring modes can be altered within the Cat ET service tool to provide the required level of protection
and monitoring, warn, or derate. Refer to Section 15 for Engine Monitoring and Protection configuration.

7.1.3 Air Intake Restriction Switch Installation

A single switched input is provided for all engines including C27 ACERT and C32 ACERT. The example below is
for N.O. configuration. Switch installation requires J1/P1 pin-64 be connected through a “normally open” contact
switch to “+ Battery” through a 12 or 24 volt connection with circuit protected by circuit breaker or fuse.
Cat Part Number Air Press (kPa) Mount Mating Connector

187-2866 Bracket/Barb (5.5 mm) 102-8802
187-2867 Thread (3/8 STOR)
6.2
193-2181 Bracket/Barb (5.3 mm) 116-6158
193-2183 Thread (1/8-27 NPT)
REQUIRED PARTS
Cat Part Number Description Qty
See Table Above to Select Switch Air Filter Restriction Switch 1
Connector Plug Kit 1
186-3735 Connector Pin (Gold) 2 (for 102-8802 Receptacle Kit)
Note: All above air filter restriction switches are normally open.
7.2 Coolant Level Switch

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

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

7.2.3 Coolant Level Switch Installation
REQUIRED PARTS
239-9957 Coolant Level Switch 1
155-2260 Connector Plug Kit 1
9X-3402 Connector Socket (Gold) 3
7.3 Auxiliary Temperature Sensors

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

One parameter must be configured within the service tool prior to using an auxiliary temperature sensor. Within
the configuration screen the default setting for the auxiliary temperature sensor is “Not Installed.” This must be
programmed to “Installed” before the sensor input can be used. Refer to Section 15 for Engine Monitoring and
Protection configuration.
7.3.3 Auxiliary Temperature Sensor #1 & #2 Installation

Caterpillar supplied auxiliary temperature sensor must be used. Third party sensors will not be compatible
with the hardware and software. The Cat auxiliary temperature sensor is a 0-5V passive analog sensor with an
operating range of -40 to 140°C (-40 to 248°F)
Note: Do not splice the sensor signal wire for input to third party devices.
The following harness design and routing guidelines are recommended for best accuracy of passive analog devices:
• Use of gold sockets is strongly recommended.
• Sensor wires should be shielded or they should be routed in a separate harness bundle from switching currents
that are greater than 100 mA.
• Maximum allowable wire length from the ECU to the sensor is 3.65 m (12 ft).
• Preferred wire gauge is 16AWG (1.5 mm).
• The maximum allowable number of connector junctions is two.

As this sensor incorporates a pigtail harness the following installation instructions must also be observed:
• The connector interface should never be secured directly to a point that is subject to vibration.
• Pigtail wire lead should be tied down on only one side of the connector interface. It is recommended that one
of the following locations are selected, midpoint on the sensor pigtail or 150 mm from the connector on the
harness side.
Shown below are the part numbers required to install this component.
Auxiliary Temperature Sensor 145-7028
REQUIRED PARTS
145-7028 Temperature Sensor (Auxiliary) 1
9X-3402 Connector Socket (Gold) 4
Auxiliary Temperature Sensor Installation
7.4 Auxiliary Pressure Sensor

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

7.4.2 Auxiliary Pressure Sensor Configuration

One parameter must be configured within the service tool prior to using an auxiliary pressure sensor. Within
the configuration screen the default setting for the auxiliary pressure sensor is “Not Installed.” This must be
programmed to “Installed” before the sensor input can be used. Refer to Section 15 for Engine Monitoring and
Protection configuration.
7.4.3 Auxiliary Pressure Sensor Installation

The Cat auxiliary pressure sensor part number must be used in order to accurately measure pressure. Third party
sensors will not be compatible with the hardware and software. The Cat auxiliary pressure sensor is an analog
sensor with an operating range of 0 to 3050 kPa (0 to 442 psi).
Note: Do not splice the sensor signal wire for input to third party devices.
This sensor as with the auxiliary temperature sensor incorporates a pigtail harness as part of the sensor assembly.
Special pigtail installation considerations are given for this type of sensor in Section 7.4.3 of this document.
Shown below are the part numbers required to install this component.
REQUIRED PARTS
161-9932 Pressure Sensor (Auxiliary) 1
9X-3402 Connector Socket 6
Auxiliary Pressure Sensor 161-9932

Starting and Stopping the Engine
8.0 Starting and Stopping the Engine

8.1 Starting the Engine
Unlike mechanically controlled fuel systems no customer connection to the fuel pump solenoid is necessary. To
activate the engine, ECU battery voltage needs to be constantly applied to pin 70. When the ECU is active the
engine crankshaft needs to be rotated above a minimum cranking speed, a typical cranking speed is 180 rpm
(this will differ dependent on the application). Once the ECU has determined engine cranking speed and engine
position, fuel pressure and delivery will be controlled.
Note: Refer to TMI System Data or the Engine Sales Manual for minimum required engine cranking speeds.
The most popular way to control engine starting is by a specifically designed 3-position keyswitch. The keyswitch
controls battery voltage to the keyswitch input and the starter motor circuit. Some application may require a
4-position switch to run auxiliary equipment when the engine is not running.
Typical Ignition Keyswitch Contact Configuration
Automatic Starting – Some applications need to be started automatically. There is no automatic start feature
available on this product. If an automatic start sequence is required the following points must be considered:
• Start Aid – Wait to Start Control • Number of Start Attempts
• Fuel Priming Pump Control • Starter Disengagement Speed
• Starter Cranking Duration • Warm Up Period
• Starter Abutment Detection • Cool Down Period
The ECU software considers the engine running when the engine speed is 100 rpm below the desired engine
speed or has reached 1400 rpm, at this point after a predetermined period of time the engine will switch from
cranking fuel maps to running fuel maps. It is important to note that starter motors must be disengaged earlier
to prevent the starter motor being driven by the engine. The engine is considered stalled when the engine has
dropped below 300 rpm.
8.1.1 Fuel Priming Pump Operation

8.1.1.1 Fuel Priming Pump Operation
The main component of this fuel system design is the Cat electric priming unit. This unit integrates the engine
primary fuel filter base and an electric pump that is used for the fuel supply and engine priming. The Cat electric
priming unit is uniquely designed and cannot be replaced with other units.

The Cat electric priming unit is made up of 3 components:

1. Electric Fuel Pump. This pump is integrated into the primary fuel filter head.
– Acts as the engine fuel system’s priming pump. This function replaces previously supplied hand-operated
manual fuel priming pumps.
Note: Consult the Fuel System section of the Mechanical A&I Guide for more information regarding the
mounting requirements for the pump.
2. Fuel Pump Relay. The ECU triggers this relay. It is triggered when the manual fuel priming pump switch has
been activated.
Note: The manual priming pump switch will prime the engine only when the switched power (keyswitch) is on.
3. Manual Fuel Priming Pump Switch. A manual fuel priming pump switch is part of the Caterpillar supplied
primary fuel filter head. There is no functional requirement to add a second switch. However, if the customer
desires, a second, customer-supplied, manual fuel priming pump switch may be provided. This may be
desirable so that a fuel priming pump switch may be remotely located such as in an operator cab. There are
multiple places to connect this switch. They will be discussed in the installation section.
When it is necessary to manually prime the engine’s fuel system, the ECU must have its switched power
(keyswitch) on and it must receive a manual input from an operator. The manual input can come from the
momentary switch provided on the primary fuel filter head or from a customer-supplied switch. Once the ECU
receives this input and there are no diagnostic codes present, it will start the fuel pump. At this point, the
engine fuel systems are priming. The fuel priming pump will only operate for a predetermined time each time the
momentary manual fuel priming pump switch is held on. The switch must be released before another priming
event can take place. The system will continue to allow the pump to operate the predetermined time for multiple
priming events. Once the priming event has completed the last timeout, the fuel pump will stop and the fuel flow
selection valve will return to Cat Regeneration System mode position.
8.2 Stopping the Engine (and Preventing Restart)

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

8.2.1 Ignition Keyswitch

It is a Caterpillar requirement that all applications have a simple intuitive and accessible method of stopping
the engine. This will normally be a directly wired ignition keyswitch. When the keyswitch is turned to the ”off”
position or when the key is removed, power must be removed from the ignition keyswitch pin (pin-70) of the ECU
J1 connector. During normal operating conditions the engine will shutdown immediately. Refer to Section 8.2.5 for
information on the delayed engine shutdown feature.
8.2.2 Emergency Stop Button

An emergency stop button is a failsafe method for an operator to stop a machine to protect people or equipment.
Emergency stop buttons are defined by national or international standards in terms of color, functionality, shape,
size, latching/locking. In the EU for example, they are described in the Machinery Directive.
For mobile machines, however, true emergency stop buttons are not always appropriate and are rarely installed,
due to the following issues:
• The regulation is designed principally for static industrial machinery (e.g. lathe) where the main power source
is mains electricity.
• Stopping a diesel engine in a mobile machine may not always be safe. In particular the vehicle may need the
power to move to a safe position (for example off the public highway, or off a railway track).
• In practice it is difficult to find components such as safety relays which are suitable for mounting on mobile
machines due to the high vibration and water ingress protection, and the low voltages that occur during starting.
• Fail-safe wiring can be a cause of machine unreliability and can create faults that are difficult to detect in
the field.
Note: C
utting all electrical power to an ECU controlled air shutoff equipped engine can result in an uncontrolled
shutdown. In the event that an ECU controlled air shutoff event needs to take place, it will not be possible
without any power to the ECU. In this scenario the unswitched power to the ECU should remain available.
If a true emergency stop button is required for an application, it is recommended that it is implemented such that
both the +battery and the ignition keyswitch lines are cut directly by the emergency stop button.
Caterpillar does not provide a standard recommendation, or approval, for a circuit for multiple emergency stop
buttons, as the differences between application mean that significant time and resources are necessary to design
a system which will be fail safe without adversely affecting reliability.
8.2.3 Battery Isolation Switches

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

• Prevent battery discharge during vehicle shipping or storage
• Protect service technicians from danger caused by inadvertent engine crank or start. To offer good protection
of service personnel is it possible to provide a switch which can be locked in the open position (e.g. with a
padlock) and the key removed and given to the service engineer who is working on the dangerous components.

The battery isolation switch is not a suitable method for stopping an engine, as it is not guaranteed to stop the
engine as the ECU may continue to operate with power generated by the alternator.
It is also possible that opening the battery isolation switch when the engine is running will cause an “alternator
load dump.” This is a kind of electrical transient that can cause damage to electronic components.
Battery isolation switches are normally installed in the negative path, close to the battery.
8.2.4 Remote Shutdown Switch

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

No Cat ET configuration is required.
8.2.4.3 Remote Shutdown Switch Installation

A single switch to ground input on pin 44 of the ECU J1 connector (several stop buttons can therefore be
connected in parallel).
Remote Stop Feature Installation Wiring

8.2.5 Delayed Engine Shutdown

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

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

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

8.2.6.1 Intake Air Shutoff Valve Operation
There are industries where flammable gases could be inhaled by the engine, potentially resulting in engine speed
runaway. The engine software shall monitor engine speed. If a predefined engine speed is exceeded the engine
software shall invoke the shutoff process. This involves disabling fuelling and closing an intake shutoff valve
(valve installed by the customer). This feature will aid stopping the engine in a runaway condition.
Some regulatory requirements in the mining and petrochemical industries stipulate the use of an engine intake
shutoff. This feature allows the user to control an air shutoff system, by monitoring engine speed and activating
the air shutoff valve output driver when required.
Once installed using the service tool the engine software monitors the measured engine speed and compares it to
a maximum engine speed limit, which must also be configured using the service tool.
The air inlet shutoff can also be triggered manually through an ECU input. This is accomplished by switching the
air inlet shutoff pin on the ECU to ground. Grounding this pin will disable fuel injection and energize the customer-
installed air inlet shutoff relay for 2.5 seconds. The air inlet shutoff switch must be opened, the keyswitch
(switched power) must be cycled, and the shutoff valve physically reset in order to restart the engine after
shutting down in this manner.
If desired, the air inlet shutoff can also be wired directly, outside of the control of the ECU. The shutoff solenoids
are not rated for continuous duty and will be damaged if powered for an extended period of time. When installing
this type of control system, a method to interrupt the power to the solenoid after approximately 2.5 seconds is
required. This can be done by various methods depending upon your control system needs and/or abilities.
Examples: 1) momentary switch as illustrated in the figure on the following page, 2) a timer device to break
the circuit after 2.5 seconds, 3) a relay to break the circuit after sensing no engine speed or oil pressure, 4) a
proximity switch that breaks the circuit after sensing the air shutoff has moved to its safe/closed position.
8.2.6.2 Intake Air Shutoff Valve Configuration

Two parameters should be configured using the service tool prior to using the intake air shutoff solenoid.
• “Air Shutoff” defaults to “Inhibited” and must be set to “Enabled.”
• “Air Intake Shutoff Detection Installation Status” should be set to “Installed.”

Air intake shutdown detection status allows the ECU to raise an event code of “Air Intake Shutoff Closed.” If it is
Not Installed, the ECU will raise an event code of “Air Intake Shutoff Detection Circuit Detected But Not Installed.”
Once installed, the engine monitoring system parameter for engine overspeed maybe changed to establish the
level of protection necessary for the specific installation. Please refer to Engine Overspeed Section 15.2.11 for
more information regarding the configuration of the engine overspeed limit.
8.2.6.3 Intake Air Shutoff Valve Installation

Air shutoffs are typically installed on engine inlet mixer down configurations. Wiring including the circuit
protection, relay, and ECU J1 connection is supplied by customer. The intake air shutoff valve is controlled by the
engine ECU using an electrical solenoid. The solenoid requires electrical connection to the engine ECU as shown
in Figure 1. The solenoid requires electrical connection to the engine ECU as shown in Figure 1 with HS Driver
current limited to 2A Max. Test air shutoff to ensure shutdown after actuator installation is complete, and at
regular intervals per testing instructions.
C27 ACERT/C32 ACERT Only

Note: W
hen installing air intake shutoffs, the shutoff actuator must allow for approximately 74 degrees clockwise
rotation and apply 5+/- N•m torque to shaft. Excessive load may cause damage to butterfly plates, shaft,
lever, or hardware.
Figure 1 C18 ACERT – C32 ACERT Intake Air Shutoff Valve Installation Wiring
Figure 2 Example Air Shutoff Wiring Diagram with Manual Air Shutoff and Overspeed Verify Switch
8.2.7 Overspeed Verify Switch

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

8.2.7.2 Overspeed Verify Switch Configuration

There is no configuration necessary for the overspeed verify switch.
8.2.7.3 Overspeed Verify Switch Installation

The switch is a normally open switch. When the switch is closed and the actual engine speed is equal to or
exceeds 75 percent the air intake shutoff feature is activated. Figure 3 shows the wiring required for this feature
to be activated.
Figure 3 Overspeed Verify Switch Installation Wiring
8.2.8 Data Link Stops

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

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

• It is possible, although extremely rare, that diesel engines continue to run even if all electrical power is
removed. This can happen when high quantities of oil vapor or other flammable gases are present in the air into
the engine. The only way to prevent this is to provide an air inlet shutoff valve (slicer valve). It is not common
practice to fit such devices to all engines, but they should be considered where there is a risk of flammable
gases (e.g. in petroleum applications), or where the application demands high engine gradeability (slopes).
• Some hazards are present when the engine is being cranked by the starter motor, as well as when it is running.
For example, components will still rotate, hydraulic pressure will still be present, and fuel may still be pumped to
high pressures.
• If an emergency stop button is pressed, to cut power to ECU and ignition, but is released while the engine is still
turning, it is possible for the engine to continue to run.

Engine Compression Brake
9.0 Engine Compression Brake

9.1 Engine Compression Brake Operation
Note: A
ftermarket compression brakes are not approved for use on engines covered by this document. Use of
these devices VOIDS normal engine warranty.
A compression brake is a device that attaches to the cylinder head to control exhaust valve position on a piston
compression stroke. When enabled, the compression brake holds the exhaust valve open so when the piston
descends on what would normally be the power stroke there is no pressure remaining in the cylinder to act on
the piston. The engine expends energy to pump air through the engine, thus slowing the engine down drastically.
The compression brake also requires a software strategy within the ECU to enable the compression brake and
to inhibit injection when the compression break is enabled. Caterpillar offers a Caterpillar designed compression
brake as an optional attachment in the Industrial Engine Price List. The Cat compression brake, often referred to
as Cat brake, includes a brake actuator assembly, wiring harness from ECU to brake actuator solenoids, and ECU
brake strategy support in the software. The Cat brake components are installed and tested in the factory when
ordered with the engine. Please contact your local Cat dealer for assistance if a compression brake is desired
and the engine was NOT ordered with the factory-installed Cat compression brake.
9.1.1 Compression Brake Operation

The Cat compression brake system has one brake actuator assembly per pair of adjacent cylinders. Each
brake actuator assembly has one electronically controlled solenoid valve that, when energized, allows the
brake actuator to open the exhaust valve for the cylinder that is on its compression stroke. The solenoid valve
is controlled directly by a current driver output on the ECU. The Cat compression brake strategy allows one or
two brake actuator assemblies to be activated, resulting in two- or four-cylinder progressive braking. The ECU
software supports the progressive braking strategy by providing three levels of engine braking: Off, Low (two
cylinders) and Medium (four cylinders). High or six-cylinder braking is not supported. The customer wiring to the
“retarder solenoid LO/HI and MED/HI” switch inputs on the ECU determines the level of engine braking. The ECU
compression brake strategy uses the braking level setting and current engine operating conditions to determine
when and which brake actuator to activate.
The compression brake can only be engaged if all of the following conditions are met:
• Engine coolant temp is >20°C
• Desired engine speed is equal to LOW IDLE
• Actual engine speed is greater than 1000 rpm
- Low idle plus 100 rpm (if low idle is > 900 rpm
• The engine has a valid speed/timing sensor signal
• There are no diagnostic codes on the throttle signal
• At least one PWM throttle must be installed

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

Two parameters must be configured in Cat ET prior to using a compression brake.
1. Engine retarder enable command defaults to “Disabled” and must be set to “Enabled.”
2. Low idle speed defaults must be configured to less than or equal to 900 rpm.
9.1.3 Compression Brake Installation

Note: The use of a compression brake requires a specific iron set from Caterpillar. Prior to completing
installation, ensure that the engine is properly equipped. For more information, consult with the Application
Support Center.
Customer installation of the Cat compression brake system requires the following ECU connections:
Compression Brake Installation Diagram

Engine Cooling Fan Control
10.0 Engine Cooling Fan Control

Refer to Appendix E: “Commercial Engine Cooling Fan Summary” for detail description of Engine Cooling Fan feature.
Overcooling Tier 4 engines is detrimental to the longevity of aftertreatment hardware. Overcooling can occur in
relatively mild ambient temperatures with low to no load or extended idle operating conditions. Ensure that CAC
out temperature stays above 0°C while working under these low ambient conditions. When a demand fan is used,
set minimum fan speed to trigger at 40°C. Likewise, set minimum fan speed for engine coolant at 90°C. If your
application requires demand or variable pitch fans to sustain minimums, fans must be controlled by using a charge
air cooler out temperature sensor on Auxiliary Temperature #2 SPN 442.
Note: Fan clutch control feature is not supported for Tier 4 Interim/Stage IIIB and Tier 4 Final/Stage IV engine
applications.
10.1 Hydraulic Fan Control

For all C18 ACERT – C32 ACERT products the engine ECU and core engine software is enabled to support the
use of hydraulic engine fan control. This feature enables a hydraulically controlled fan arrangement to be
controlled directly from the engine ECU, removing the need for additional controllers. The engine ECU provides a
configurable current output to a hydraulic valve to vary the speed of the hydraulic fan. The solenoid required to
control the oil flow to the fan is not provided by Caterpillar and must be sourced by the customer.
10.1.1 Hydraulic Fan Control Operation

The machine fan control strategy is suitable for the control of hydraulic fans only. Fan control is achieved using a
number of configurable sensor inputs including:
• Engine Coolant Temperature
• Charge Air Cooler Out Temperature
• Auxiliary Temperature Input (optional, refer to Section 7.3 for installation details)
• J1939 Inputs for Transmission Oil and Hydraulic Oil Temps
The default minimum requirement for the fan strategy to operate correctly is with the coolant temperature and
charge air cooler outlet temperature. When the control system is monitoring multiple temperatures, logic dictates
the fan engages when the minimum of either sensor reaches the minimum fan/on temperature.
Note: I f you are using Charge Air Cooler (CAC) out temp for the fan control, you need to wire the CAC out
sensor to the Aux Temp #2 input and Aux Temp #2 is not available for anything else. Refer to Section 7.3.3
for details.
The fan control is achieved using an open loop control strategy, as no fan speed feed back is required.
Before attempting to use this feature it is important that the following system parameters are understood.

10.1.2 Hydraulic Fan Control Configuration

Configuration of the fan speed control feature can be achieved using Cat ET service tool. Table 10.1 shows the
configurable fields available within Cat ET and their minimum and maximum values. For hydraulic fan control
calibration procedure refer to Appendix D: Hydraulic Fan Control Calibration Procedure.
Parameter Min Value Max Value Operation

Engine Fan Control OFF ON Enable/disable fan control
Variable Variable Only Variable Hydraulic Fan Control is
Engine Fan Type Configuration
Hydraulic Hydraulic Available
Engine Cooling Fan Pulley Ratio 0 2 Not Used
Ensures Smooth Ramping of Fan Speed
Temperature Error Increasing Hysteresis 0% 100%
as Error Increases
Ensure Smooth Ramping of Fan Speed as
Temperature Error Decreasing Hysteresis 0% 100%
Error Decreases
Rate at Which the Fan Speed Will
Current Ramp Rate 0.0A 3A Increase/Sec for a Given Change in
Current Demand.
Fan Speed Proportional Gain % 0% 600% Not Used
Fan Speed Integral Stability % 0% 600% Not Used
Top Engine Fan Speed 800 2000 Max Fan Speed
Min Fan Speed When Below Min Trigger
Min Desired Engine Cooling Fan Speed 300 800
Temp Thresholds
Solenoid Min Current 0.010A 0.5A Min Current = Max Fan Speed
Solenoid Max Current 0.01A 3.7A Max Current = Min Fan Speed
Solenoid Dither Frequency 30 Hz 500 Hz Rated Dither Freq of Valve
Solenoid Dither Amplitude (Peak to Peak) 0A 1A Rated Dither Freq Amplitude of Valve
Table 10.1 – Parameter Configuration Table
The engine temperature points at which the fan speed is a min and max value is also configurable using the
service tool. Fan control is achieved using two engine temperature values. The first is the engine coolant
temperature and the second the air charge cooler outlet temp. Table 10.2 describes the default fan min and max
air flow settings.
Parameter Min Value Max Value Default
Fan Max Air Flow Charge Air Cooler Outlet Temperature 40°C 55°C 47°C
Fan Min Air Flow Charge Air Cooler Outlet Temperature 40°C 50°C 40°C
Fan Max Air Flow Engine Coolant Temperature* 90°C 100°C 100°C
Fan Min Air Flow Engine Coolant Temperature* 80°C 90°C 90°C
Table 10.2 Temperature Setting for Min and Max Air Flow
*These parameters are recommended to be set to upper range 100°C fan max and 90°C fan min to ensure there
will be no conflicts with thermostat operation during cold ambient conditions.
Note: To ensure aftertreatment health the CAC out temperature must stay above 40°C.
The configuration settings for the chosen hydraulic valve can be found within the component technical data sheet
or by contacting the valve supplier directly. Caterpillar does not offer an off-the-shelf hydraulic valve for engine
fan control.

10.1.3 Hydraulic Fan Control Installation

The engine ECU has a dedicated output driver for the hydraulic fan control solenoid. The output from this driver
is a current control PWM signal who’s parameters for min and max fan speed are set using ET. The diagram in
Figure 10.1 indicates the correct connection of a hydraulic valve to the engine ECU.
Figure 10.1 Hydraulic Fan Solenoid Wiring Schematic
When installing and testing the hydraulic fan it is important that the system is fully validated in line with the
normal cooling pack performance sign off criteria (TPD1750). Failure to correctly install and configure the
cooling fan features can result in a range of engine cooling problems. Extensive field tests at various ambient
temperatures are advised to ensure that the fan performs as expected.
Caterpillar does not accept any responsibility for engine issues caused by the incorrect application of the
hydraulic fan control feature.
10.2 Reversing Hydraulic Fan Control

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

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

• Actual engine speed must be > 0 rpm
The duration of the fan reversing cycle is determined by the engine ECU. This value is configurable via the service
tool. Post completion of a fan reversing operation a configurable delay is applied before another reverse request
can be activated. This prevents the fan being left in a reverse state for prolonged periods and reduces the risk of
engine overheating due to incorrect operation of the fan reverse strategy.
Once initiated the fan reverse cycle cannot be inhibited. The current fan reverse cycle will be completed before
fan direction is returned to normal operation.

10.2.2 Reversing Fan Control Configuration

The fan-reversing feature can be enabled using the Cat ET service tool. To enable the feature the following
configurable fields need to be populated within the main configuration screen.
ET Parameter Min Value Max Value Default Description
Engine Fan Reversing Parameter to enable to activation of the
Disable Enable Disable
Feature reversing feature.
Enables the switch input to the ECU to
Engine Fan Manual Purge Disable Enable Disable
activate the reverse function.
Used to disable the automatic purge cycle.
Engine Fan Suspend Radiator
Disable Enable Disable With this parameter enabled, the manual
Purge Enable Status
reverse cycle will still operate.
Engine Fan Purge Cycle 300 64,800 1200 Determines the time interval between
Interval seconds seconds seconds reverse operations.
Engine Fan Purge Cycle 10 600 180 Determines the duration of a reverse
Duration seconds seconds seconds operation.
Table 10.3 Hydraulic Fan-Reversing Feature Configurable Fields
To configure the hydraulic fan option to operate in one of the two available states, automatic and auto manual,
the following configuration set-up is required.
Automatic
• Engine fan reversing feature enable
• Engine manual purge disable
• Engine fan suspend disable
• Engine fan purge cycle interval (set to required time interval between purge cycles)
• Engine fan purge cycle duration (set to required time duration of fan purge)
Auto/Manual
• Engine manual purge enable

10.2.3 Reversing Fan Control Installation

The activation of the fan-reversing feature if using the manual purge option is achieved by grounding Pin 54
(Inline) or Pin 6 (Vee) of the engine ECU. The installation wiring for this switch is shown in Figure 10.2.
Figure 10.2 Reverse Hydraulic Fan Switch Input Wiring
10.3 Variable Pitch Fan Control

10.3.1 Flexxaire Fan Operation
The variable pitch fan control strategy is suitable for the control of Flexxaire fans only. Fan pitch control is
achieved using a number of configurable sensor inputs including:
• Engine coolant temperature • Two – auxiliary temperature input (optional)
• Charge air cooler out temperature • J1939 inputs for transmission oil and hydraulic oil temps
Note: If you are using CAC out temp for the fan control, you need to wire the CAC out sensor to the Aux Temp #2
input and Aux Temp #2 is not available for anything else. Refer to Section 7.3.3 for details.
The default minimum requirement for the fan strategy to operate correctly is with the coolant temperature. While
the coolant temperature sensor is installed on the engine as standard, the charge air cooler temperature is an
additional sensor which needs to be installed when the fan strategy option is selected.
The fan pitch control is achieved using a closed loop control strategy that requires a fan pitch sensor to be
installed on the fan and wired back to the ECU. The pitch sensor returns a 1 to 4V signal back to the ECU, which
the ECU uses to determine the actual pitch of the fan blades.
On a startup after the ECU has been power cycled, a calibration procedure occurs. After a startup delay, the
software should initiate a reverse cycle. Go to full reverse (-100% pitch), hold for the full reverse time and then
return to full pitch (100% pitch) for at least five seconds. The ECU will record the highest and lowest voltages
provided by the pitch sensor during this cycle. The highest voltage corresponds to full pitch and the lowest
voltage corresponds to full reverse pitch. Any time that the fan goes into full reverse pitch, the calibration
procedure will be repeated in order to adjust for any changes that may have occurred in the system.
Once the calibration procedure is complete, the fan will operate in a normal engine cooling mode. The ECU will
calculate a desired fan pitch that will be based on the system temperatures that it is reading. It will then control
the hydraulic actuator to drive the fan pitch to the desired pitch.
When the control system is monitoring multiple temperatures, it will use the temperature that corresponds to the
highest fan pitch in order to set the desired pitch.

10.3.2 Flexxaire Fan Configuration

Configuration of the fan speed control feature can be achieved using Cat ET service tool. Table 10.4 shows the
configurable fields available within Cat ET and their min and max values.
Parameter Min Value Max Value Operation

Engine Fan Control OFF ON Enable/disable fan control
Direct Variable
Engine Fan Type Configuration Should be set to variable pitch
Drive Hydraulic
Sets the amount of hysteresis in terms
Temperature Error Increasing Hysteresis 0% 100% of temperature error before the fan pitch
will start increasing.
Sets the amount of hysteresis in terms
Temperature Error Decreasing Hysteresis 0% 100% of temperature error before the fan pitch
will start decreasing.
Rate at which the fan speed will
Current Ramp Rate 0.01A 3A increase/sec for a given change in
current demand.
Tuning parameter that affects how fast
Fan Speed Proportional Gain % 0% 600% or slow the fan pitch will change and
stabilized with a changing temperature.
Tuning parameter that affects how fast
Fan Speed Integral Stability % 0% 600% or slow the fan pitch will change and
stabilized with a changing temperature.
Min current = full pitch. This value should
Solenoid Min Current 0.010A 0.5A
be set to 0.100a
Max current = reverse pitch. this should
Solenoid Max Current 0.01A 3.7A
be set to 0.800a
Solenoid Dither Frequency 50 Hz 500 Hz Rated dither freq of valve
Solenoid Dither Amplitude (Peak to Peak) 0.5A 1A Rated dither freq amplitude of valve
Table 10.4 – Parameter Configuration Table
The engine temperature points at which the fan pitch is a min and max value is also configurable using the
service tool. The system temperatures may include charge air cooler output temperature, engine coolant
temperature, transmission oil temperature, hydraulic oil temperature, or two auxiliary temperatures, depending on
how the system is configured. Each system temperature has two setpoints associated with it that determine the
desired pitch associated with that system temperature. There is a maximum air flow temperature and a minimum
air flow temperature. The maximum air flow temperature refers to the temperature at which the fan will be at full
pitch (100% pitch) when that parameter reaches that temperature. The minimum air flow temperature refers to the
temperature at which the fan will be at 50 percent pitch when that parameter reaches that temperature. Refer to
Table 10.5 on the following page for the min, max, and default values for each set point.

When the control system is monitoring multiple temperatures, it will use the temperature that corresponds to the
highest fan pitch in order to set the desired pitch.
Parameter Min Value Max Value Default

Fan Max Air Flow Charge Air Cooler Outlet
40°C 55°C 47°C
Temperature
Fan Min Air Flow Charge Air Cooler Outlet Temperature 40°C 50°C 40°C
Fan Max Air Flow Engine Coolant Temperature** 90°C 100°C 100°C
Fan Min Air Flow Engine Coolant Temperature** 80°C 90°C 90°C
Engine Cooling Fan Maximum Air Flow Transmission
100 200 150
Oil Temperature
Engine Cooling Fan Minimum Air Flow Transmission Oil
30 100 100
Temperature
Engine Cooling Fan Maximum Air Flow Hydraulic Oil
100 200 150
Temperature
Engine Cooling Fan Minimum Air Flow Hydraulic Oil
30 100 100
Temperature
Engine Cooling Fan Maximum Air Flow
25 150 150
Auxiliary #1 Temperature
Engine Cooling Fan Minimum Air Flow
25 150 100
25 150 150
Auxiliary #2 Temperature*
25 150 100
Auxiliary #2 Temperature*
*If CAC Out Temperature is using Aux Temp #2 input for fan control strategy, this feature is not available.
**These parameters are recommended to be set to upper range 100°C fan max and 90°C fan min to ensure there
will be no conflicts with thermostat operation during cold ambient conditions.
Table 10.5 Temperature Setting for Min & Max Air Flow
The configuration settings for the chosen hydraulic valve can be found within the component technical data sheet
or by contacting the valve supplier directly. Caterpillar does not offer an off-the-shelf hydraulic valve for engine
fan control.
10.4 Variable Pitch Fan Reversing (Purging)

This feature provides the ability to reverse the pitch of the fan blades to enable the removal of dust and debris
from radiator packages.
Note: P
urging must be enabled in order for the calibration procedure to be performed at engine startup. If purging
is not enabled, the control strategy will use the default values for reading the pitch sensor and so the
control strategy may not function exactly as expected.

10.4.1 Fan Reversing Operation

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

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

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

Parameter to enable to activation of the
Engine Fan Reversing
Disable Enable Disable reversing feature. Must be enabled for
Feature
calibration process to occur.
Enables the switch input to the ECU to
Engine Fan Manual Purge Disable Enable Disable
activate the reverse function.
Engine Fan Suspend Used to disable the automatic purge
Radiator Purge Enable Disable Enable Disable cycle. With this parameter enabled, the
Status manual reverse cycle will still operate.
Engine Fan Purge Cycle Determines the time interval between
300 sec 64,800 sec 1200 sec
Interval reverse operations.
Engine Fan Purge Cycle Determines the duration of a reverse
10 sec 600 sec 180 sec
Duration operation.
Table 10.6 Hydraulic Fan Reversing Feature Configurable Fields

To configure the hydraulic fan option to operate in one of the two available states, automatic or auto manual, the
following configuration set-up is required.
Automatic
• Engine manual purge disable
Auto/Manual
• Engine manual purge enable
10.4.3 Fan Reversing Installation

The activation of the fan reversing feature if using the manual purge option is achieved by grounding Pin 54 of the
engine ECU. The installation wiring for this switch is shown in Figure 10.3.
Figure 10.3 Reverse Hydraulic Fan Switch Input Wiring (C18 ACERT only)
Figure 10.4 Reverse Hydraulic Fan Switch Input Wiring (C27 ACERT – C32 ACERT)

Engine Speed Demand
11.0 Engine Speed Demand

It is necessary to select a device that converts the speed requirements of the engine operator or controller to an
electrical signal recognized by the engine ECU. There are five types of speed demand inputs:
• Pulse Width Modulation (PWM) sensor
• Throttle Lock (previous PTO Mode) – also known as “engine speed cruise control” or “set speed control”
• Multi Position Throttle Switches (MPTS)
• Torque Speed Control – TSC1 (speed control over CAN J1939)
The speed demand type must be carefully considered and appropriate for the application.
There are two dedicated software input channels that can be configured to accept specific types of speed
demand inputs. The valid combinations and throttle logic are given in the following diagram. Throttle lock
mode can be used with PWM sensors but cannot be used with multi position switch. The intermediate engine
speed input will override any speed demand input when broadcast. J1939 TSC1 input will override all except
intermediate engine speed. Droop is applied to the requested desired engine speed only when all speed
governing is selected.
Prod 5.4/5.5 software releases will alter intermediate engine speed inputs to replicate Tier 3 override
functionality for C9.3 ACERT – C18 ACERT. For C9.3 ACERT – C18 ACERT all Prod 5.5 and newer software will
allow intermediate engine speed to override TSC1.
Figure 11.1 Engine Speed Demand Software Control

Engine Speed Demand
11.1 PWM Throttle Position Sensor (TPS)

11.1.1 PWM TPS Operation
Four programmable parameters for 2 TPS inputs are provided in order for the ECU to interface with any PWM
TPS. These four parameters are Throttle Input High Idle Duty Cycle, Throttle Input High Idle Duty Cycle #2, Throttle
Input Low Idle Duty Cycle, and Throttle Input Low Idle Duty Cycle #2.
• When the ECU receives a PWM signal from the TPS less than or equal to the programmed value for “Throttle
Input Low Idle Duty Cycle,” the engine will govern speed at the programmed value for engine low idle.
• When the ECU receives a PWM signal from the TPS greater than or equal to the programmed value for
“Throttle Input High Idle Duty Cycle,” the engine will go to full engine speed as dictated by Top Engine Limit
(TEL) and High Idle programmable parameters.
Note: T he ECU will interpret throttle signals between a PWM duty cycle of 5% or less, or 95% or more, as invalid
and consequently the engine will default to low idle and log a diagnostic code. This is referred to in the
PWM throttle set-up diagram (Figure 3) as the upper and lower diagnostic zone.
Note: Tier 4 PWM Input “Latching Feature”
• Any signal duty cycle outside the acceptable signal duty cycle range will result in a fault logged and engine
speed will be “latched” at the last speed recorded. This sensor input will be locked out until keyswitch is
cycled. This latching feature can be configured “Off” using Cat ET service tool.
T ier 3 software only logs a fault with engine speed continuing at last recorded speed and resumes function when
a valid duty cycle signal returns to this input. No latching takes place.
Figure 11.2 Throttle Position Sensor Parameter Diagram
Note: The relationship of engine speed to PWM duty cycle may not be perfectly linear.

Engine Speed Demand
11.1.2 PWM TPS Configuration

For single PWM TPS installations three (3) Cat ET parameters must be configured. For dual PWM throttle
installations six (6) Cat ET parameters must be configured.
To configure a single or the first of two PWM TPS:

1. Cat ET “Service” drop down menu, select “Throttle Configuration” select or “Throttle #1” as a PWM throttle
from the drop down menu.
2. Cat ET main configuration screen, set throttle input low idle duty cycle defaults to 10, can be set from 10 to 40
percent (refer to PWM throttle set-up procedure below to determine proper settings).
3. Cat ET main configuration screen throttle input high idle duty cycle defaults to 90, can be set from 50 to 90
percent (refer to PWM throttle set-up procedure below to determine proper settings).
To configure a second PWM TPS:

4. Cat ET “Service” drop down menu, select “Throttle Configuration” select “Throttle #2” as a PWM throttle from
the drop down menu.
5. Cat ET main configuration screen, set “Throttle Input #2 Low Idle Duty Cycle” defaults to 10, can be set from
10 to 40 percent (refer to PWM throttle set-up procedure below to determine proper settings).
6. Cat ET main configuration screen “Throttle Input #2 High Idle Duty Cycle” defaults to 90, can be set from 50 to
90 percent (refer to PWM throttle set-up procedure below to determine proper settings).
PWM Throttle Set-Up Procedure
Step 1. Connect the customer TPS to the engine according to the graphic in TPS Installation (Section 11.1.3).
Connect with Cat ET to the engine. Locate “Throttle Input Duty Cycle” (or “Throttle Input #2 Duty Cycle” if
configuring a second PWM TPS) in the Cat ET status screens. It will most likely be status screen 6, but the
status screen number can vary depending upon engine model and Cat ET version.
Step 2. Be sure the throttle is in the low idle position. It may be necessary to twist against stop or to pull up on a
foot pedal, etc. Note the value shown for “Throttle Input Duty Cycle.”
Step 3. Add 5 to the “Throttle Input Duty Cycle” (or “Throttle Input #2 Duty Cycle” if configuring a second PWM
TPS) value. The sum is the proper value of “Throttle Input Low Idle Duty Cycle” (or “Throttle Input #2 Low
Idle Duty Cycle if configuring a second PWM TPS).” Write down the value.
Note: This value cannot be less than 10 percent or greater than 40 percent.
Adding 5 provides a tolerance (dead band) for wear and mechanical variations.
Step 4. Be sure the throttle is in the high idle position. It may be necessary to twist against stop or to push down
on a foot pedal, etc.). Note the value shown for “Throttle Input Duty Cycle” (or “Throttle Input #2 Duty
Cycle” if configuring a second PWM TPS).

Engine Speed Demand
Step 5. Subtract 5 from the “Throttle Input Duty Cycle” (or “Throttle Input #2 Duty Cycle” if configuring a second
PWM TPS) value. The difference is the proper value of “Throttle Input High Idle Duty Cycle” (or “Throttle
Input #2 High Idle Duty Cycle if configuring a second PWM TPS).” Write down the value.
Note: This value cannot be greater than 90 percent or less than 50 percent. Subtracting 5 provides a tolerance
(dead band) for wear and mechanical variations.
Step 6. Enter the values for the two parameters into the configuration screen in Cat ET.
Figure 11.3 PWM Throttle Set-up Diagram
After these Cat ET parameters have been configured the PWM Throttle Position Sensor (TPS) input will function.
However, there are three more Cat ET configurable parameters that affect the TPS functionality.
#1 If the Cat ET Configurable Parameter “Throttle Failure Mode Latch Enable Status” is:
• “Enabled” then any signal duty cycle outside the acceptable signal duty cycle range (< 5% or > 95%) will result
in a fault logged and engine speed will be “latched” at the last speed recorded. This sensor input will be locked
out until keyswitch is cycled.
• “Inhibited” then any signal duty cycle outside the acceptable signal duty cycle range (< 5% or > 95%) will result
in a fault logged however engine speed will be NOT be “latched” or locked out until keyswitch is cycled.
Note: Tier 3 C7 ACERT – C32 ACERT software does not offer this configurable parameter. Tier 4 engines will
handle TPS faults similar to Tier 3 engines when configured to “Inhibited.”
#2 & #3 The Cat ET Configurable Parameters Engine Acceleration Rate & Engine Speed Decelerating Ramp Rate
can be used to control the engine’s response to TPS inputs.
• These configurable parameters affect only TPS inputs. Engine acceleration rate controls the rate at which engine
speed increases. Engine speed decelerating ramp rate controls the rate at which engine speed decreases.

Engine Speed Demand
11.1.3 PWM TPS Installation
Figure 11.4 Single PWM TPS
Figure 11.5 Second PWM TPS
11.2 Throttle Lock (Previously PTO Mode)

11.2.1 Throttle Lock Operation
Throttle lock has previously been referred to as “PTO Mode,” “engine speed cruise control,” or “set speed
control.” Throttle lock is a cost effective way to control engine speed, as it only requires switched inputs. Another
benefit is that it can be used in an application where it is necessary to control the engine speed from several
different points on the machine.
The disadvantage of using throttle lock is that the maximum engine speed rate of change is governed by throttle
lock increment and decrement ramp rate.

Engine Speed Demand
The feature can use up to five switched inputs, which are shown below in Table 11.2.
Switch Throttle Lock Operation

Description Raise/Lower Mode Set/Resume Mode
On/Off Enables and disables the throttle lock feature. Enables and disables the throttle lock feature.
Increases desired engine speed and functions
Raise/Resume Increase engine speed only. as a resume for memorized or programmed
set speeds.
Decreases desired engine speed and functions
Lower/Set Decrease engine speed only.
as a set or memorize current speed demand.
Disengages throttle lock while retaining
Interrupt N/A speeds memorized since engine has been
running.
Allows the operator to select between two
Speed Toggle N/A throttle lock set speeds (if programmed in
Cat ET).
Table 11.2 Throttle Lock Operation
Throttle lock can be used with or without the interrupt and speed toggle inputs. Typically, when these two inputs
are used, the feature is referred to as set/resume mode. When these two inputs are not used, the feature is
referred to as raise/lower (previously ramp up/ramp down). Previous Tier 3 C7 ACERT – C32 ACERT software
used a Cat ET programmable parameter to select one of these two modes of operation. This Cat ET configuration
parameter is no longer necessary.
11.2.1.1 Throttle Lock Raise/Lower Mode

• This mode uses three of the five switched inputs, therefore provides simpler operation.
• In this mode with the “On”/“Off” input set to “On” the engine speed can be raised using the “Raise/Resume”
switched input.
• When the “Raise/Resume” switched input is closed, engine speed will increase at a rate defined by the
“Throttle Lock Increment Speed Ramp Rate.” Engine speed will increase until desired engine speed equals
“High Idle.” If the signal is removed at any point the engine will remain at the “Actual” NOT the “Desired”
engine speed.
• If the “Raise/Resume” switched input is closed momentarily, and a value is programmed for “Throttle Lock
Engine Set Speed #1,” the engine will immediately accelerate to that programmed set speed.
• If the “Lower/Set” switched input is closed momentarily, the ECU will memorize that actual speed and return to
it if and when it receives a momentary “Raise/Resume” switched input.
11.2.1.2 Throttle Lock Set/Resume

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

The following sections describe in more detail the operation of each switched input and corresponding
configurable settings.

Engine Speed Demand
ON/OFF Switch
When this switch input is open or “Off” then the throttle lock feature is disabled and none of the other buttons will
have any effect. When the switch is turned “Off,” any adjusted memorized speed will be lost.
Raise/Resume Button
When the On/Off Input is “On” or closed to ground as referenced by 11.2.3 Throttle Lock Wiring Diagram, but not
yet controlling engine speed, pressing the resume button will increase engine speed to the configured throttle
lock engine set speed.
Note: This speed change request will be accomplished and governed by any overall engine ramp rates applied to
this speed change configured separately from throttle lock feature.
The raise/resume input will increase engine speed via raise mode if the throttle lock set feature has already been
engaged by the set button. The ramp rates and increment/decrement rates configured in the throttle lock feature
will be applied as well as any overall ramp rates (i.e. which ever is lowest).
After throttle lock has been disengaged using the interrupt switch described below, then pressing the raise/
resume button will set the engine speed to the last memorized speed via the resume mode.
Lower/Set Button
When the throttle lock feature is on but not engaged, the first time that the set button is pressed it will save the
actual engine speed as the memorized speed, and the engine will try to run at this speed.
Once a throttle lock speed has been engaged, if the button is pressed again, or if it is held down, the engine
speed will be lowered. The ramp rates and increment/decrement rates configured in the throttle lock feature will
be applied as well as any overall ramp rates (i.e. whichever is lowest).
Interrupt Switch
If the interrupt switch input is opened, the engine speed will not follow the memorized speed, but will return to the
next highest engine speed demand.
The interrupt switch may be a operator panel switch, or may be a micro switch on the brake, clutch, or other
component of the application.
Speed Toggle Switch

The speed toggle switch enables the operator to select between two configurable set speeds. This enables the
operator to manually set two throttle lock speeds and manually switch between them via a single switch. The
following speed toggle switch conditions apply:
• Open is default Set Speed Channel 1
• Closed is Set Speed Channel 2.

Engine Speed Demand
Each of the two speeds can be set with a default rpm value via the service tool, and then new values set by
pressing the set button while the engine is in operation. When the set button is pressed the actual engine speed
will be stored as the new set speed value determined by set speed channel selection at the time (1 or 2). Note,
when the ECU is switched off any new set speed values will be lost and the ECU will revert to the default value
set via the service tool. When the resume button is then pressed, the desired engine speed will ramp to the set
speed value stored.
Preset Speed
The preset speed is programmed via the service tool. A speed may be selected such that if the resume button is
pressed, before the set button has been pressed, then the engine speed will go immediately to this speed.
Throttle Lock Speed Ramp Rates

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

Engine Speed Demand
Example of Throttle Lock Operation

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

On/Off Interrupt Set/Lower Memorized
Step Feature Condition Resume Pedal Engine
Switch* Switch Switch Speed
Switch* Demand Speed
1 Throttle Lock Disabled 0 1 0 0 1200 1800 1200
2 Throttle Lock Enabled 1 1 0 0 1200 1800 1200
Throttle Lock jumps to Momentary
3 1 1 0 1200 1800 1800
memorized speed Close
4 No further action 1 1 0 0 1200 1800 1800
Pedal overrides Throttle
5 1 1 0 0 1900 1800 1900
Lock (max wins)
6 Pedal returns to 1200 rpm 1 1 0 0 1200 1800 1800
Speed raised by Momentary
7 1 1 0 1200 1820 1820
20 rpm Close
Hold closed
8 Speed ramps up 1 1 0 1200 2050 2050
approx 3 sec
Momentary
9 Lowered by 20 rpm 1 1 0 1200 2030 2030
Close
Disengage – speed
Momentary
10 returns to next highest 1 0 0 1200 2030 1200
Open
demand (throttle pedal)
Momentary
11 Resumes to 2030 1 1 0 1200 2030 2030
Close
Disengage – speed
Momentary
12 returns to next highest 1 0 0 1200 2030 1200
Open
demand (throttle pedal)
Sets memorized speed to Momentary
13 1 1 0 1200 1200 1200
current speed Close
Memorized speed
Momentary
14 lowered by 20 rpm but 1 1 0 1200 1180 1200
Close
now pedal is highest wins
Hold closed
15 Speed ramps up 1 1 0 1200 2430 2430
approx 3 sec
Throttle Lock switched
16 off. Preset memorized 0 1 0 0 1200 1800 1200
speed now
No effect due to Throttle Momentary
17 0 1 0 1200 1800 1200
Lock is Disabled Close
Momentary
18 Throttle Lock Disengaged 0 0 0 1200 1800 1200
Open
No effect if both buttons Momentary Momentary
19 1 1 1200 1800 1200
are pressed at once Close Close
*0 = Open, 1 = Closed

Engine Speed Demand
Throttle Lock Operation Under Engine Load

The throttle lock mode set and resume functions are used to provide the operator with a method of storing a
required engine speed and resuming operation at this speed by the use of a simple interface. Care must be taken,
however, when using this function under engine load conditions as the engine load may mean that the desired
engine speed is not achieved (lug curve operation). The example below describes the feature operation under
load conditions.
Example
The operator using the raise/resume switch increases desired engine speed to 2000 rpm. Load is applied to the
engine, which lugs the engine speed down to 1500 rpm. The operator tries to increase the speed of the engine
(still under load) back up to 2000 rpm by pressing the raise/resume switch. However, as the engine is lugging
back under load, the engine speed cannot increase and will remain at 1500 rpm. Once the operator releases the
raise/resume switch, because the actual engine speed is still at 1500 rpm, the throttle lock set speed will now be
set to 1500 rpm.
If the engine load now decreases, because the set speed has been lowered to 1500 rpm the engine speed will not
increase back up to 2000 rpm but remain at 1500 rpm. The operator can now increase engine speed back to 2000
rpm using the raise/resume button. Figure 11.6 illustrates the throttle lock mode operation.
Figure 11.6 Throttle Lock Operation Under Engine Load
The throttle lock feature is configured to operate in this way to prevent the engine from sudden increases in
engine speed due to the raise throttle lock speed button being pressed whilst the engine is under load and
lugging back along the torque curve. This operation also ensures that the engine ECU can maintain proper engine
operation under all conditions.

Engine Speed Demand
11.2.2 Throttle Lock Configuration

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

Cat ET Description Range or Option Description Used in Mode:
Throttle Lock Feature Used to install the throttle
Not Installed/Installed Raise/Lower Set/Resume
Installation Status lock feature.
Throttle Lock Engine Memorized speed used as the
0 to Hi Idle rpm Set/Resume
Set Speed 1 initial resume speed.
Throttle Lock Engine Memorized speed used as the
0 to Hi Idle rpm Set/Resume
Set Speed 2 initial resume speed.
Speed at which the engine will
Throttle Lock
accelerate or decelerate when
Decrement Speed 1 to 600 rpm/sec Raise/Lower Set/Resume
holding the raise or lower
Ramp Rate
button down.
Throttle Lock
accelerate or decelerate when
Increment Speed 1 to 600 rpm/sec Raise/Lower Set/Resume
holding the raise or lower
Ramp Rate
button down.
Throttle Lock Engine increment or decrement when
10 to 200 rpm/sec Raise/Lower Set/Resume
Set Speed Decrement the raise or lower button is
momentarily pressed.
Throttle Lock Engine increment or decrement when
10 to 200 rpm/sec Raise/Lower Set/Resume
Set Speed Increment the raise or lower button is
momentarily pressed.
Throttle Lock and Throttle Lock Configurable Parameters
Note: T he throttle lock feature shares the same hardware ECU J1 pins, as the multi position switch feature and so
cannot be used if the MPTS feature is enabled.
Note: I n order to test this feature, the engine must be running. In Tier 2 and prior software, the feature could be
tested using the service tool with the engine not running. However, with Tier 4 software, the engine must be
running in order to see the changes when the switches are activated.

Engine Speed Demand
11.2.3 Throttle Lock Installation

Figure 11.7 shows the installation wiring required to implement the full throttle lock function.
Note: If raise/lower mode functionality is desired, then only pins 56, 58 and 60 must be installed.
Figure 11.7 Throttle Lock Wiring Diagram
Note: T ier 3 C7 ACERT – C32 ACERT Electronic A&I may have noted that digital switched input returns can be
connected to negative battery. However, this practice has changed for Tier 4 to ensure these returns are
connected to ECU switched input return only.
11.3 Multi Position Throttle Switch (MPTS)

11.3.1 MPTS Operation
The MPTS feature enables the user to select up to 16 pre-configured speed settings as defined by four throttle
switch inputs. These switch inputs can be operated via individual or combined switching devices such as rotary
switches. All switch devices that use a mechanical means of switching from one position to the other must be
“break-before-make” type switches.
Note: This feature shares inputs with the throttle lock feature. Throttle lock and multi position switch cannot be
used in the same installation.
This is a very powerful and flexible feature that may be used in a number of ways. For example:
• Principal speed control method for hydrostatic machines where engine speed is selected and then not required
to be frequently changed by the operator. This feature may be a good alternative to the hand throttle. The
speeds selected on the switch can be designed to correspond to the optimum operating speeds of hydraulic
pumps. A rotary encoded 10-position switch component is available for this function. Please contact the
electronic applications team for further details.
• Machine limp home speed feature. For example, if the normal throttle fails, the operator could remove a fuse or
a link and the engine would go to a speed that would allow the machine to be moved. In this application only
one of the available 4-switch inputs would be used.
• Elevated idle. For example the OEM could increase the idle speed when work lights are switched on, so that
the alternator will provide sufficient current to recharge the battery. In this application only one of the available
4-switch inputs would be used.

Engine Speed Demand
If a switch combination is detected which has been configured as “Not Valid,” a fault code will be raised
(91-2 or 774-2) and the ECU will ignore the MPTS for the rest of the key cycle.
11.3.2 MPTS Configuration

The MPTS option can be configured using the Cat ET service tool by selecting the following menu location
service/throttle configuration.
Select Throttle # 1 or # 2 once throttle configuration has been selected. Select multi position switch and then
number of switch inputs used. If less than four switched inputs are required, the unused programmable speed
settings should be programmed with the physical position enabled set to “NO.”
Only one multi position switch can be configured. The other throttle # can be programmed to PWM or no throttle but
not multi position feature. If PWM is selected the throttle lock feature cannot be used with multi position configured.

Engine Speed Demand
The table below gives an example of how the four switchable inputs can be configured to give a range of set
engine speeds. Switches 1-4 are not configurable. Logical position will default to “1” in Cat ET when physical
position enabled is set to “NO.”
Physical
Physical Logical Engine
Switch 4 Switch 3 Switch 2 Switch 1 Position
Position Position Speed
Enabled
0 Open Open Open Open No 1 800
1 Open Open Open Closed Yes 1 800
2 Open Open Closed Open Yes 3 1800
3 Open Open Closed Closed Yes 2 1400
4 Open Closed Open Open Yes 7 2050
5 Open Closed Open Closed Yes 6 2000
6 Open Closed Closed Open Yes 4 1900
7 Open Closed Closed Closed Yes 5 1950
8 Closed Open Open Open No 800
9 Closed Open Open Closed No 800
10 Closed Open Closed Open No 800
11 Closed Open Closed Closed No 800
12 Closed Closed Open Open Yes 8 2100
13 Closed Closed Open Closed Yes 9 2200
14 Closed Closed Closed Open No 800
15 Closed Closed Closed Closed Yes 10 2350
Table 11.3 MPTS Switch Configuration
Engine Speed Demand
11.3.3 MPTS Installation

Four switch inputs are available on the ECU for a switch-controlled throttle. The ECU may be configured so that
different combinations of switch inputs will relate to different engine speed demands. There are 16 different
combinations of states of these four switches, although not all of these combinations need to be programmed.
The diagram below shows the wiring information from this feature.
Figure 11.8 MPTS Wiring Diagram
11.4 Intermediate Engine Speed
11.4.1 Intermediate Engine Speed Operation

The intermediate speed function provides a single set speed. The intermediate engine speed input replicates
Tier 3 override functionality. Intermediate engine speed will override all speed inputs including TSC1.
11.4.2 Intermediate Engine Speed Configuration

Cat ET Configurable parameter “Intermediate Engine Speed” must be set to the desired speed before this feature
can be used. The default setting is 1100 rpm.
11.4.3 Intermediate Engine Speed Installation
Figure 11.9 Intermediate Engine Speed Installation
11.5 Torque Speed Control TSC1 (Speed Control Over CAN)

A special J1939 message called Torque/Speed Control #1 (TSC1) allows other electronic devices to control or to limit
the engine speed. This message is explained in detail in Data link Support Section 16.4 of this A&I Installation guide.

Engine Speed Demand
11.6 Arbitration of Speed Demand

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

J1/P1 pin 62 is a + battery switch input and is used for throttle arbitration with a manual throttle selection
between Throttle #1 and #2. An open circuit to Pin 62 will default to Throttle #1. A closed circuit to Pin 62 from
+Bat will select Throttle #2.
11.7 Acceleration and Deceleration Ramp Rates

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

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

All Speed Governing Yes Yes
Min/Max Governing No No
Table 11.4 Throttle Features and Governor Compatibility
To switch between engine governing modes the actual engine speed must be returned to its low idle setting
under all circumstances. If this condition is not met, the governor mode will not change regardless of the
switched input state. For more information on engine governing and its configuration please refer to Engine
Governor Section 12 of this document.
Engine Speed Demand
11.9 Definition of Engine Speed Points

There are a number of engine speed configuration points available for configuration by the customer. These
points effect the engines operation when installed into a machine and should be configured to meet the specific
needs of the application. Each point is listed below and shown and in Figure 11.9 where their relationship with the
torque curves can be seen.
Configurable by the Customer:

C18 ACERT – C32 ACERT
Low Idle (LI) Yes
High Idle (HI) Yes
Top Engine Limit (TEL) Yes
Note: TEL is not programmable on Tier 4 Final/Stage IV Ratings
Engine Speed Parameters Configurability

Engine Low Idle Speed Lower Limit (LILL) Yes
Engine Low Idle Speed Upper Limit (LIUL) Yes
Engine High Idle Lower Limit (HILL) Yes
Engine High Idle Upper Limit (HIUL) Yes
Rated Speed Lower Limit (RSLL) Yes
Rated Speed Upper Limit (RSUL) Yes
Figure 11.10 Example Power Curve with All Available Speed Settings

Engine Speed Demand
11.9.1 Engine Low Idle

11.9.1.1 Engine Low Idle Operation
The engine low idle speed determines the minimum allowable engine speed during normal engine operation; i.e.,
if no throttle demand is supplied to the engine ECU (assuming the engine is running) and there is no load on the
engine, the engine will idle at low idle speed.
11.9.1.2 Engine Low Idle Configuration

C27 ACERT – C32 ACERT: The desired engine low idle speed can be set using the service tool via the
configuration screen. The low idle speed defaults to 700 rpm as standard for industrial engines and 720 rpm for
petroleum engines. These standard low idle speed values can be programmed to any value between standard low
idle setting and 1400 rpm. The selectable low idle engine speed can be set using Cat ET within the low idle lower
limit and the low idle upper limit. These limits are fixed in software and are not configurable.

Low Idle (LI) Yes
High Idle (HI) Yes
Top Engine Limit (TEL) Yes
11.9.2 Engine High Idle

11.9.2.1 Engine High Idle Operation
The engine high idle speed determines the engine full throttle desired engine speed value. As with the low idle
setting this parameter is configurable by the customer and can be set to an engine speed limited by the fixed
software limits High Idle Lower Limit (HILL) and High Idle Upper Limit (HIUL).
The high idle speed setting also works in conjunction with the Rated Speed Setting (RS) to determine the high
Speed Governor (HSG) run out line. Varying the rated speed and high idle settings can alter the gradient of this
line and the resulting governor response.
Note: F or more information regarding the interaction between the RS and HI settings along with the HSG please
refer to Engine Governor Section 12.0.
Note: Under some circumstances the engine may not be able to reach the desired HI setting under full throttle
conditions due to machine torque requirement at this speed.
11.9.2.2 Engine High Idle Configuration

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

Engine Default
Range (rpm) (rpm)
C18 ACERT 755 hp (563 kW) 2050 (Default TEL +8%) Configured TEL +8% 1
C27 ACERT & C32 ACERT 2310 (Default TEL +10%) Configured TEL +10% 1
11.9.2.3 Engine High Idle Installation

No installation is necessary.
Engine Speed Demand
11.9.3 Top Engine Limit

11.9.3.1 Top Engine Limit Operation
Top Engine Limit (TEL) is a programmable parameter that allows the engine’s full load (rated horsepower) speed
to be programmed within the top engine speed range. Top engine speed range is displayed on the configuration
screen in Cat ET. This top engine speed range has a lower and upper limit and will span from 0 to 300 rpm. It is
important to consider that TEL and high idle (another programmable parameter) work together to determine the
overrun* portion of the power curve. The overrun portion of the power curve will change as TEL and high idle are
modified. The slope of the overrun curve will be determined by the difference between TEL and high idle. Refer to
the Engine Governing Section for more information on engine operation between TEL and high idle speed.
*Some other common terms for overrun are “run out” or “governor curve.”
The top engine limit determines the point at which the high speed governor cuts in. This speed setting is normally
pre-defined as the point at which the maximum engine power is obtained (normally set to 1800, 1900 or 2100 rpm).
In many cases this value is fixed due to the specific rating development. However, some ratings do offer the
possibility of adjusting the top engine limit within the limits of the top engine speed range.
It should be noted that for those ratings, which support the configuration of the top engine limit, the power and
torque produced by the engine across the adjustable speed range is not always constant. For this reason a
thorough investigation into the application’s power and torque requirement compared to that given by the engine
at the new rated speed point must be made. Consideration must also be made to the availability of torque back-up
when reducing the engine’s rated speed.
11.9.3.2 Top Engine Limit Configuration

If the customer wants the engine’s full load (rated horsepower) speed to be equal to the high side of the top
engine speed range, no configuration is necessary. The engine will always default to the highest engine speed
in the top engine speed range. If the customer wants TEL to be reduced from the highest engine speed in the top
engine speed range, two parameters must be configured in Cat ET.
1. Engine performance run out control configuration must be configured to either “Fuel Limiting” or “Speed
Droop.” The keyswitch (switched power) must be cycled in order to change TEL. Otherwise, TEL will remain
unavailable. If run out control is “Not Installed,” TEL cannot be changed in the Cat ET configuration screen.
Speed Droop and Fuel Limiting Brief Explanation:

When either parameter is selected, the engine will run at high idle with 0 percent load and at TEL with 100
percent load. The difference between these two settings pertains to how the engine governs between high idle
and TEL speeds. When configured to speed droop the engine will operate much like a Tier 3 C7 ACERT –
C32 ACERT. The engine will (simplistically) set its speed based on the load applied. This results in the engine
trying to maintain a certain speed for any given load. When configured to fuel limiting the engine does not chose
a speed based on directly load between high idle and TEL. Simplistically, the engine will settle in at a given speed
between high idle and TEL based on load, but it is not trying to govern at that speed. The speed the engine runs
at a given load is simply the result of that load. Fuel limiting is sometimes used to solve engine speed instability
problems that are associated with the engine’s speed governor (in the case of speed droop) interacting with
another governor somewhere in the driveline.

Engine Speed Demand
Note: Speed droop will typically provide the most stabile values for engine percent load.
Speed droop simply attempts to govern engine speed from high idle speed at no load to TEL speed at full load.
2. Top engine limit must be changed to the customer’s desired full load (rated horsepower) speed. This desired
speed must be within the top engine speed range displayed in Cat ET.
The top engine limit for those engine ratings supporting the feature can be configured to limits set by the Rated
Speed Lower Limit (RSLL) (1800 rpm) and Rated Speed Upper Limit (RSUL) (1800, 1900 or 2100 rpm). These are
fixed limits set within the engine software and cannot be altered.
C18 ACERT – C32 ACERT:

Minimum Top Engine Maximum Top Engine Increments
Engine Default (rpm)
Limit Setting (rpm) Limit Setting (rpm) (rpm)
C18 ACERT 1900 1800 1900 1
Tier 4 Interim/Stage IIIB
2100 1800 2100 1
C27 ACERT & C32 ACERT
Tier 4 Final/Stage IV
(Petroleum) C27 ACERT 1800 1800 1800 1
& C32 ACERT
11.9.3.3 Top Engine Limit Installation

No installation is necessary.
Engine Governor
12.0 Engine Governor

12.1 Min/Max Governing
12.1.1 Operation
The min/max engine speed governor will provide an approximate amount of power for a given throttle position.
Engine speed is allowed to vary between the low idle and high idle engine speed settings. This governor
essentially only “governs” engine speed when at the minimum or maximum allowed engine speed. In between
these limits, the throttle position will cause the engine to produce power proportional to its value. The benefit of
this type of governor is smoother shifting for engines with electronic automatic/automated transmissions. The
min/max governor is also known as the ”limiting speed” or “power throttle” governor.
The min/max engine speed governor control strategy uses the isochronous speed governor to control the engine
speed when operating at the minimum (low idle) and maximum (high idle) speeds. This is the same control
strategy used by the full range engine speed governor, but with a fixed desired engine speed input of low idle and
high idle. The governor control strategy does not try to control fuel delivery and engine speed at the operating
speeds between low idle and high idle.
The min/max engine speed governor will attempt to maintain a constant engine power output based on the
throttle position. This design provides optimized shift quality with automatic transmissions and offers excellent
power modulation, which allows the operator to adjust the engine power output to match typical vehicle
operating conditions. The engine will accelerate or decelerate to “find” a vehicle load level that matches the
engine output command by the throttle. If the throttle is commanding more power than the vehicle load will offer,
the engine will accelerate to the high idle speed.
Machines that are lightly loaded will achieve a desired acceleration at a lower throttle position than machines that
are heavily loaded. Machines with very high power/weight ratios will accelerate at very low throttle positions.
Figure 12.1 illustrates the min/max engine speed governor operation across the engine operating speed range.
The curve is bounded by the rating torque curve between LI and engine Rated Speed (RS) once above rated
speed the HSG limit curve takes over. For a fixed throttle position, the min/max governor will deliver a constant
amount of power proportional to the throttle position, the engine power output will remain fairly constant, and
engine speed will vary with engine load.
Min/max governing above the configured RS is limited by the HSG limit curve. This region of operation is often
referred to as the overrun region (shown in Figure 12.1 as the high speed governor operating area). The HSG limit
curve is always below the rated torque curve. This curve is linear and the slope of the line is determined by the
configured RS point and HI engine speeds (run out line).

Engine Governor
Figure 12.1 Min/Max Governor Operating Regions
12.1.2 Configuration
The min/max governing option is available for all levels of engine software and is enabled by selecting min/
max governing of the engine software. Please refer to the mode selection section of this document for more
information on the configuration of these switches.
To switch between torque control and speed control modes there are several methods.
1. U
se the ET service tool and switch governor modes in the configuration screen with the engine governor
primary mode configuration.
2. U
se a CAN datalink. Up to two independent third-party CAN controllers can simultaneously send this request to
the ECU. An arbitration strategy is used to pick the higher priority message of the two.
– If more than one governor mode input device is used, the engine ECU chooses or “arbitrates” between the
different devices. The CAN datalink input has the highest priority. If the switch is installed as in method 3, the
ET service tool configuration is ignored, and is displayed as UNAVAILABLE.
3. U
se a hardwired switch input. If the switch is set to “installed,” an open circuit on J1-22 results in torque
control and a closed circuit results in speed control.
– The following conditions have to be TRUE to use the hardware switch or ET service tool for changing
governor mode.
• Engine speed <= Low Idle rpm + hysteresis (20 rpm) AND
• Desired engine speed <= Low Idle rpm + hysteresis (5 rpm)
Engine Governor
12.1.3 Installation
The min/max governing feature requires no special installation other than a method of engine speed demand TPS
or MPTS. Please refer to the engine speed demand section of this document for more information on the methods
supported by the engine ECU.
12.2 All Speed (Full Range)

The default governor type is an all speed governor, also known as a variable speed governor. The diagrams
and text in Figures 12.2 and 12.3 on the following pages, illustrate the torque and speed characteristics of
this governor.
12.2.1 Operation
The all speed engine governor will attempt to hold a constant engine speed for a given throttle position. The
governor senses engine speed and load and meters the fuel supply to the engine such that the engine speed
remains constant or to vary with the load in a predetermined manner. This governor type is recommended for
use on applications with a constant operating speed and applications with manual transmissions. The all speed
governor is also known as “variable speed” or “full range engine speed governor.”
The governor strategy calculates the fuel quantity required to keep the actual engine speed equal to the desired
engine speed. The desired engine speed is the output of the throttle arbitration strategy defined in the Engine
Speed Demand Section 11.0 of this document. All speed refers to the fact that the engine governor operates
across the full engine speed operating range. The governor strategy has control parameters classed as governor
gains, which determine the engine response and engine stability. These gains are “tuned” by Caterpillar to ensure
that they are configured for optimum performance under both steady state and transient conditions.
Under default conditions the engine is set to operate with isochronous governing across the engine speed range,
during which the engine fueling is bound by the engine torque curve. Note that the engine may not be capable of
reaching the torque fuel limit curve in some circumstances. For example, if the turbocharger is not providing the
required boost pressure, the fuel will be limited so that the engine does not emit black smoke.
Engines can, however, be configured to operate with a level of engine droop, under the torque curve. Droop is the
variation of engine speed as load is applied. For example, if an engine has 10 percent droop and is running at
1500 rpm without load, then as load is applied the operator will feel and hear the engine speed gradually
decreasing. This is represented by the diagonal dotted lines under the torque curve in the diagram below.
When the load reaches the torque limit curve of the engine, the engine will lug back along the curve.
The high speed governor (governor run-out) is governed by the relationship between the rated engine speed (this
is fixed for each rating and can not be altered) and the chosen high idle speed. High idle is the maximum speed
that the engine will reach. Note that this is on the bare engine and when installed in an application, it may not
be possible to reach this speed due to the parasitic loads of the driven equipment. The range of possible high
idle speeds is defined by the parameters, High Idle Lower limit (HILL) and High Idle Upper Limit. (HIUL). High idle
cannot be specified to be less than RS and can not exceed RS+12%. This HIUL is specified to ensure governor
stability is maintained throughout the engine operating range.

Engine Governor
Example Governing 1 – showing droop and HSG slopes approximately equal.
Figure 12.2 Engine with Droop Settings
Example Governing 2 – showing isochronous droop but with a shallow HSG slope.
Figure 12.3 Isochronous Droop Settings
12.2.2 Configuration
The all speed engine governing option is the default governor selected for all levels of engine software and can
be de-selected/selected via the engine mode selection switches as with the min/max governor. Please refer to
the Mode Selection Section 12.6 of this document for more information on the configuration of these switches.
To switch between torque control and speed control modes there are several methods.
1. Use the ET service tool and switch governor modes in the configuration screen with the engine governor
primary mode configuration.
Engine Governor
2. Use a CAN datalink. Up to two independent third-party CAN controllers can simultaneously send this request to
the ECU. An arbitration strategy is used to pick the higher priority message of the two.
– If more than one governor mode input device is used, the engine ECU chooses or “arbitrates” between the
different devices. The CAN datalink input has the highest priority. If the switch is installed as in method 3, the
ET service tool configuration is ignored, and is displayed as UNAVAILABLE.
3. Use a hardwired switch input. If the switch is set to “installed,” an open circuit on J1-22 results in torque
control and a closed circuit results in speed control.
– The following conditions have to be TRUE to use the hardware switch or ET service tool for changing
governor mode.
• Engine speed <= Low Idle rpm + hysteresis (20 rpm) AND
• Desired engine speed <= Low Idle rpm + hysteresis (5 rpm)
12.2.3 Installation
The all speed engine governing feature requires no special installation other than a method of engine speed
demand. Please refer to the Engine Speed Demand Section 11.0 of this document for more information on the
methods supported by the engine ECU.
12.3 Auxiliary Governor

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

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

12.5.1 Engine High Speed Governor Operation
The Cat Tier 4 series engine range offers the ability to configure the run-out gradient of the High Speed Governor
(HSG) via the configuration of the Top Engine Limit (TEL) and the engine High Idle (HI).
Note: Not all engine ratings support the configuration of the engine RS.

Engine Governor
The HSG curve is a linear line. The slope of this line can be adjusted using the HI and RS speed settings. The line
determines the response of the engine once the engine speed enters the HSG controlled area of the torque curve.
Figure 12.4 shows a HSG run-out line with the same rated speed and two different HI settings.
Figure 12.4 HSG Run-Out Example
12.5.2 Engine High Speed Governor Configuration

The high speed governor run-out line gradient can be configured using the service tool and the mode selection
feature as described in Section 12.6 of this document. This is achieved by modifying RS or HI or both. It should be
noted that HI cannot be configured to be less than RS.
12.6 Mode Selection

12.6.1 Mode Selection Operation
A mode is a performance characteristic in terms of power/torque, droop, speed governing, and rated speed.
The only mode selectable for C18 ACERT – C32 ACERT is the engine speed governing mode (min/max or all speed).
Note: I f a change of governing is required i.e. from all speed to min/max, the engine speed must be seen to be at
low idle or 0 rpm before this change will take place regardless of the mode switch position.
12.6.2 Mode Selection Configuration

Configuration of the available engine modes is carried out by using the Cat ET service tool under the following
menu location, service/engine operating mode configuration.
12.6.3 Mode Selection Installation
Figure 12.5 Mode Switch Installation Wiring
12.6.4 Rating and Droop Changes Requested Via the J1939 Data Link
For those applications wishing to use the J1939 CAN Bus system during machine integration, the engine rating
and droop settings can be adjusted using the Off Highway Engine Control Selection (OHECS) message
PGN FDCB. For more information on configuring the J1939 messages please refer to Data Link Support Section
16.0 of this document.
Note: I f a rating is selected over J1939 the last programmed rated speed will be applied, as rated speed cannot be
changed over J1939.
Cold Starting Aid and Cold Ambient Strategy
13.0 Cold Starting Aid and Cold Ambient Strategy

Note: Caterpillar absolutely requires ether injection be controlled ONLY by “Engine Electronics.”
13.1 Continuous Flow Ether Starting Aid System

13.1.1 Continuous Flow Ether Starting Aid System Operation
The ether solenoid control is available to drive a relay and/or solenoid to control ether delivery to the intake
manifold. The ECU controls the ether solenoid control output when conditions dictate the use of a starting aid.
Caterpillar offers an optional ether start system matched to each engine’s particular cold start strategy. Please
refer to the Industrial Engine Price List for the appropriate parts. Caterpillar application approval must be
obtained. Contact the application support center for this approval.
If there are active faults on both the coolant temperature sensor and the inlet air temperature sensor, the ECU
will not activate the ether injection system. If there is an active fault on either the air temperature sensor or the
coolant temperature sensor, the valid sensor will be used in the ether control strategy. If both the air temperature
and coolant temperature sensor are valid, the coldest temperature will be used. If both sensors are valid, usage
of a block heater will not affect the ether control strategy.
The ether control strategy establishes ether injection durations based on temperature and altitude. The
temperature threshold is not programmable by the customer. If the temperature is below the threshold
[0°C (32°F) at sea level] and an attempt is made to start the engine, the ether solenoid control will be enabled
until the engine rpm reaches 50 rpm less than low idle. If the engine starts or a condition occurs that prevents
fuel from being injected, the ether solenoid control will be disabled.
Ether will only be injected while engine speed is greater than zero. Ether will not be injected prior to cranking
the engine.
13.1.2 Continuous Flow Ether Starting Aid System Configuration

Either of two parameters must be configured in Cat ET prior to using ether start:
1. Ether control defaults to “Disabled” and must be programmed to “Enabled.”
2. Ether solenoid configuration defaults to “Not Installed” and must be programmed to “Continuous Flow
Solenoid.”
Which parameter to configure depends on the engine flash file and version of Cat ET.
13.1.3 Continuous Flow Ether Starting Aid System Installation

The continuous flow ether system is available as an optional attachment on the Industrial Engine Price List. The
component in the ether system that controls ether quantity and spray angle is the atomizer. The atomizer has a
control orifice that is sized for a specific range of intake air flow. Be sure to order the correct ether system to
match the engine.
Note: E ther atomizer location is critical to proper operation of each engine model’s cold start strategy. For proper
ether atomizer location, specific to each engine model, consult with the application support center.
The ECU can activate the ether control valve solenoid with a direct connection from ECU to the solenoid. Older
systems required the use of a relay to switch battery supply to the solenoid, but the relay is no longer required
due to more efficient solenoids and the higher current capability of the ECU driver.

Note: The ECU will source 2.0 amps at normal operating conditions. At cold operating conditions, the ECU may
source as low as 1.0 amp to the solenoid or relay. Cat Industrial Price List components have been selected
to operate in this 1.0-2.0 amp range.
Ether Control Valve
Figure 13.1 Ether Control Valve
13.2 Arctic Weather Feature

13.2.1 Feature Overview
Extended periods of engine idling with little to no load in extreme cold can cause ice accumulations in the engine
air intake manifold on C18 ACERT/C27 ACERT/C32 ACERT Tier 4 Final/Stage IV engines. In order to mitigate ice
formation, a new software strategy has been implemented. Under the new strategy, engine low idle speed may
elevate in cold weather and there is a shutdown event to prevent potential engine damage. Effective with PROD 8
version software and above.
13.2.2 Feature Operation

Operators should be aware that if they are operating the engine in a cold environment and they meet the criteria
below, the engine speed may elevate up to 1600 rpm, which could affect their operation.
• To enable the new “Arctic Weather Feature,” Pin 46 on the J1/P1 connector will need to be sent to
chassis ground or to digital sensor return Pin 18 on the J1/P1 connector. When Pin 46 is grounded, this is
acknowledging that it is acceptable by the operator that the engine ECU has permission to take control of
engine speed. When the conditions are met, the engine will enter the new strategy.
There are two software features enabled when in this arctic weather mode. These are “Charge Air Cooler Out
Temperature Protection” and “Arctic Cold Mode.” These will only become active when:
• Pin 46 is grounded and intake manifold temperatures are below 0°C for a certain amount of time.
• The length of time varies between 1 to 3 hours depending on intake temperature.
Two requirements will allow an exit of cold mode:
• If intake manifold temperatures rise above 10°C or
• Pin 46 is ungrounded.
Either one of these requirements independently will exit the cold mode strategy. Strategy will not start again until
Pin 46 is grounded and the intake manifold temperatures are below 0°C for the 1 to 3 hour timeline.
The “Charge Air Cooler Out Temperature Protection” (COTP) feature is designed to elevate engine speed
periodically to warm the air going to the intake manifold to prevent ice formations/accumulations and to attempt to
maintain intake air temperature at or above 10°C. When the conditions are met to enter COTP, engine speed will
be increased to 1600 rpm and increase in 200 rpm steps every five minutes if the intake temperature is not at 10°C
or above. These steps continue until engine speed reaches programmed high idle. When in COTP the operator will
only be able to increase engine speed. If a lower engine speed is desired, one must exit COTP by either:
• Intake manifold temperature will have to meet the 10°C requirement or
• The operator will have to unground Pin 46.
When either of these conditions are met, the engine resumes low idle speed.
Arctic Weather Mode for C27 ACERT and C32 ACERT Engines Only
If COTP does not warm the intake air to 10°C, the engine will enter a cylinder cutout feature called arctic cold
mode. Arctic cold mode will elevate engine speed to 1200 rpm and will cut out the EGR cylinders (cylinders 1-6).
The engine will operate in 6-cylinder mode for 55 minutes and then turn on all 12 cylinders for a period of
5 minutes. If load is applied and Pin 46 left grounded while the engine is in arctic cold mode and operating on
6 cylinders, it returns to 12-cylinder mode, but will stay in arctic cold mode until the 10°C intake manifold
temperature is reached. If intake manifold temperatures do not reach 10°C and Pin 46 is left grounded, the engine
will return to 6 cylinder operation once the load has been removed. The engine remains in arctic cold mode until
the intake manifold temperatures meet or exceed 10°C or Pin 46 is ungrounded.
13.3 HC Mitigation Overview (C27 ACERT/C32 ACERT Only)

Hydrocarbon (HC) mitigation is intended to protect aftertreatment hardware from excessive hydrocarbon
loading during prolonged periods of low load conditions. Exhaust temperatures that do not properly support
the conversion of hydrocarbon in the diesel oxidation catalyst can lead to potential performance issues, and
ultimately failure of CEM components. The strategy is intended to run in a non-working state (or any time
J1-46 pin is grounded), and will invoke an elevated idle speed request with subsequent cylinder cutouts after a
sustained period of exhaust temperatures holding below an acceptable threshold. The cylinder cutout pattern will
alternate from left to right bank for a set interval to increase the exhaust temperature routed through the catalyst
for the active bank. The strategy will elevate speed in 200 rpm steps up to the programmed high idle, or until a set
exhaust temperature and/or inlet manifold temperature threshold is met. The strategy will maintain elevated idle
speeds with alternating cylinder bank cutouts for a prescribed period of time while the engine is in a non-work
mode state to maintain exhaust temperatures that will ensure proper hydrocarbon conversion.
13.4 IMFP Software Strategy Overview (C18 ACERT Only)

The Inlet Manifold Freeze Protection (IMFP) invokes cold mode elevated engine speed to heat the intake air
temperature to prevent moisture from freezing at the intake.
13.4.1 Cold Mode Speed Concessions

The OEM must connect engine ECU J1/P1 pin 46 (cold mode enable) to J1/P1 pin 18 (digital sensor return) to
enable cold mode.
Note: B
y doing so, the OEM accepts the speed control concessions required to use full cold mode functionality.
Cold mode will not elevate engine speed if this connection is not made.
It is very important for the OEM to understand and accept the applicable speed control concessions outlined
below:
• The engine may automatically increase its minimum speed to 1000-1500 rpm.
• This speed increase will happen when the ECU determines that conditions are acceptable for cold mode
operation to take place.

Engine, Indicators, and Operator Displays
14.0 Engine, Indicators, and Operator Displays

14.1 Engine Management System Status Indication
The engine ECU is configured to monitor a number of core engine critical parameters as well as application
configurable parameters. This monitoring system enables the engine to take actions such as warn the operator,
derate the engine, or shutdown completely. The configuration of this system is discussed further in Section 15
of this document and the remainder of this section is focused around the display of these engine monitoring
system states.
Table 14.1 gives an overview of the mandatory installed indicators required for C18 ACERT > 750 hp (560 kW) –
C32 ACERT. Section 14.2 gives more details on the interaction between the core engine indicators.
Please note that while the use of the hardwired lamp outputs are not mandatory, the indication of each of the
following lamp status is mandatory. Whether using a hardwired or J1939 driven system all status indicators must
use the symbols shown in Section 14.2.1.
Engine Family Core Engine Lamps AT Lamps

C18 ACERT > 750 hp (560 kW) Engine Warning Lamp
N/A
– C32 ACERT Engine Shutdown Lamp
Table 14.1 Mandatory Engine and AT Status Indicators
14.1.1 Engine Monitoring System Status Levels

The engine management system provides numerical codes to detail specific engine diagnostics and system
events. These codes are split into two categories, a system diagnostic code and an event code.
• D
iagnostic Code – A diagnostic code is raised when a malfunction with one or more of the engine electronic
components enters a fault condition.
• Event Code – An engine event code is raised when one of more of the engine electronic components measures
a value, which is outside of a pre-configured threshold.
Each of these engine system codes has a severity applied to them, which corresponds to a physical engine action
and monitoring system status indicator display. Severity is defined by three levels:
• Level 1 – Warn only (no immediate action is required, the system may need attention soon).
• L evel 2 – Derate the engine by a specific error determined percentage (change machine operation or perform
maintenance to the system).
• L evel 3 – Activate or advise an engine shutdown be implemented for engine protection (immediately perform a
safe machine shutdown).
The remainder of this section deals specifically with the display of these engine states. For more information
regarding the configuration of these thresholds and the actual engine’s physical response to specific error levels
please refer to Section 15.
14.1.2 Hardwired Lamp Monitoring System Display

For applications implementing a hardwired lamp system direct to the engine ECU J1 connector, two lamps are
used to display both the fault status indicator level and the resulting severity. These lamps are the stop lamp and
the warning lamp. Table 14.2 shows how the engine management system triggers the operation of these lamps
depending upon the engine status. Upon activation of an engine management system diagnostic or event status
level a fault code is also generated.
Fault Status Severity Level Engine Lamps

Indicator Level (3 = Most Severe) Stop Lamp Warning Lamp
Diagnostic 1 ON
2 FLASH
3 ON FLASH
Event 1 ON
2 FLASH
3 ON FLASH
Table 14.2 Hardwired Lamp Operation
Note: ON = Lamp on solid, FLASH = Increase in severity
14.1.3 Data Link Driven J1939 Monitoring System Display

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

Fault Status Severity Level
Stop Lamp
Indicator Level (3 = Most Severe) Warning Lamp Protect Lamp
(Shutdown)
Diagnostic 1 ON
2 FLASH
3 ON FLASH
Event 1 ON
2 FLASH
3 ON FLASH
Table 14.3 J1939 Lamp Operation
Note: ON = Lamp on solid, FLASH = Increase in severity

14.2 Gauge Drivers

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

J1939 enabled operator display/gauge units can be connected to the engine J1939 data link. Caterpillar offers
lamp information, which conforms, to the J1939 standard PGN and SPN messaging system. For more information
on the J1939 messages supported via the ECU J1939 data bus please refer to Section 16 of this document.
Devices that are connected to the J1939 data link should meet the following standard if the OEM does not intend
fitting the indicator lamps.
14.2.2 Minimum Functional Specification for J1939 Display

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

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

There are a number of lamp outputs available direct from the engine ECU. Some of these lamps are a mandatory
requirement such as the engine stop lamp, while others are optional. Table 14.4 lists the lamp outputs available
from the engine ECU and which engine families they are applicable to.
Lamp Description Mandatory Fit Engine Family Pin Allocation

Shutdown Lamp All 28
Warning Lamp All 29
Table 14.4 Lamp Output Pin Allocation

14.3.2 Indicator Lamps

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

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

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

The engine is operating but there
engine operation, this indicates
is one or more active diagnostic
Derate that the current engine operating
or event codes that have
condition is sufficiently serious to
Flash Off initiated an engine derate.
cause an engine derate.
If the amber warning lamp is
flashing and the red shutdown lamp
comes on during engine operation,
The engine is either shutdown or
this indicates one of the following
an engine shutdown is imminent.
conditions.
One or more monitored engine
If “shutdown” enabled. parameters have exceeded the
Shutdown
After a short period of time, the limit for an engine shutdown.
On engine will shut down. This pattern of lamps can be
Flash
If “shutdown” is NOT enabled. caused by the detection of a
serious active diagnostic code.
The engine has reached a critical
point of operation and needs to be
shutdown by the operator.
Cycle the keyswitch from “Off”
to “On” twice within 3 seconds.
The codes will be flashing in
sequence. For example, if the
flash code equals 133, the
diagnostic lamp flashes once,
Flash Flash codes through the diagnostic pause, flashes three times,
Codes lamp found in SIS OMM. pause, and flashes three times.
Flash Off
After the complete code has
flashed, a 3-second pause will
take place before the next code
will begin to flash (if
another code is present).
Table 14.5 C18 ACERT – C32 ACERT Engine Lamp Logic
14.3.3 Engine Shutdown Lamp

14.3.3.1 Engine Stop Lamp Operation
The engine shutdown lamp is operated upon the engine entering an operating/fault condition which requires the
engine to shutdown for control/safety reasons. If the engine monitoring system is configured to a Level 3 (warn,
derate and shutdown) a number of these conditions are configurable within the engine monitoring system. Further
details on these parameters can be found in Section 15.
14.3.3.2 Engine Stop Lamp Configuration

The engine stop lamp is a mandatory fit item unless this function is displayed via a data link driven device. There
is no Cat ET configuration necessary for the engine stop lamp to operate.
14.3.3.3 Engine Stop Lamp Installation
Figure 14.1 Engine Shutdown Lamp
Lamp drivers are low side drivers and capable of 300 ma maximum current.
14.3.4 Engine Warning Lamp (C18 ACERT – C32 ACERT)

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

The engine warning lamp is a mandatory fit item unless this function is displayed via a data link driven device.
There is no Cat ET configuration necessary for the engine warning lamp to operate.
14.3.4.3 Engine Warning Lamp Installation
Figure 14.2 Engine Warning Lamp
Lamp drivers are low side drivers and capable of 300 ma maximum current.

14.4 Activation of J1939 Indicators

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

Engine Warning Active Diagnostics N/A Byte 1 & 2 Used to display active
FECA (65226)
(All Engines) Trouble Codes of DM1 engine diagnostics
Used to indicate engine
Engine shutdown Active Diagnostics N/A Byte 1 & 2
FECA (65226) shutdown or recommend
(All Engines) Trouble Codes of DM1
engine shutdown
Engine Protect Active Diagnostics N/A Byte 1 & 2 Used to display active
FECA (65226)
(All Engines) Trouble Codes of DM1 engine events
Table 14.5 J1939 Indicator SPNs
Engine Monitoring System
15.0 Engine Monitoring System

15.1 General Information
The engine control system provides an engine monitoring system that monitors critical system parameters for
conditions that can damage the engine. The ECU monitors the following sensor signals:
• Auxiliary Pressure Sensor
• Auxiliary Temperature Sensors #1 and #2
• Coolant Level Sensor
• Fuel Pressure Sensor
• Fuel Temperature Sensor
• Engine Coolant Temperature Sensor
• Engine Oil Pressure Sensor
• Engine Speed/Timing Sensors
• Exhaust Temperature (calculated value)
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 ECU should take in response
to the harmful condition. The levels of action the ECU can be configured to take are defined as follows:
• Level 1 – Warning (Least Severe) – warn operator of the critical condition
• Level 2 – Derate (Moderate Severity) – reduce engine power
• Level 3 – Shutdown (Most Severe) – shutdown the engine
The level of action the ECU can be configured to take is dependent on the operating condition that is being
monitored. Not all action levels are available for each condition. The customer can configure the engine
monitoring system to take one, two, or all of the ECU action level options for a specific monitored condition. The
ECU action level options for each of the monitored parameters are defined in the following table:
Monitoring System Warning Derate (Moderate Shutdown (Most

Section
Parameters (Least Severe) Severity) Severe)(1)
Low Engine Oil Pressure 16.2.8 • • •
High Coolant Temperature 16.2.7 • • •
Engine Overspeed 16.2.10 • •
High Intake Air Temperature 16.2.9 • •
Low Coolant Level 16.2.2 • • •
High Fuel Temperature 16.2.11 • • •
High Auxiliary Temperature 16.2.4 • • •
High Auxiliary Pressure 16.2.5 • • •
•
High Exhaust Temperature none
(Not Programmable)
Air Filter Service Indicator 16.2.1 • •
(1)
I f the shutdown is turned OFF on ET, the entire processing of the parameter shutdown will be turned OFF.
Meaning no code no lamp and no injection inhibit for that parameter.
Table 15.1

The timing for when the ECU takes action is based on set point and time delay settings. A set point and time
delay is defined for each monitored parameter action level available for a monitored parameter. The set point
is the lower (or upper) limit of a monitored parameter’s normal operating range. The delay time is how long the
monitored parameter must exceed the set point before the ECU will take the programmed action (warning, derate,
or shutdown). Not all set points and delay times can be configured for each monitored parameter.
The action level, set point, and time delay settings are configured in the monitoring system configuration screen
in Cat ET. The customer does not have the option to change some of the monitoring system settings for certain
monitored parameters. The parameter settings that cannot be configured will default to the setting programmed in
the factory. See the subsections within Engine Monitoring and Protection Section for each of the monitored
parameters for more information on configuring the monitoring system.
The following actions are taken by the ECU when a warning, derate, or shutdown condition is detected:
• ECU logs an event code
• Event code information is broadcast on the J1939 CAN data link
• Event code is available for display on Cat ET
• Warning lamp is turned “ON”
• Diagnostic lamp is turned “ON” (only event codes with flash codes)
• ECU performs specified derate or shutdown action
The monitoring system will reduce rated power when derate or shutdown action is specified. The rated power is
reduced as a percentage from the rated power at a given engine speed. The percent derate can be a percentage
drop from the rated power curve or a percent reduction towards a default power curve. When using a default
curve, the default curve is typically set to 50 percent of the rated power curve. Figure 15.1 illustrates the power
derate using a default power curve.
Figure 15.1 Torque Curve Derate Curve
The power rating is limited in a derate condition, so this does not affect performance unless the power demand
is for rated power. In other words, if you have a 10 percent derate but you are only using 10 percent of the rated
power, you will have no change in operation.
Note: For the monitoring system configuration parameters, the software for industrial engines equates the option
“Least Severe (1)” to Warning, “Moderate Severity (2)” to Derate, and “Most Severe (3)” to Shutdown.
15.2 Engine Monitoring and Protection

15.2.1 Air Filter Service Indicator – Air Intake Restriction Switch
15.2.1.1 Air Intake Restriction Switch Operation
The air filter restriction switch indicates that the air intake circuit is restricted. The switch is installed or piped to
the air filter housing or air induction pipe so that it is monitoring clean air (between the air filter and the engine).
A normally open air filter restriction switch is available within the Cat part system for order where required.
Upon indication of a blocked intake the ECU will raise an event code and activate the engine warning and derate
lamp. Air intake switch will NOT provide shutdown capability.
Note: Air intake restriction switch trip point must be chosen per LEBH0003 Tier 4 Field Test Procedure Section 10.0.
Service Tool J1939 Engine

Status SPN FMI
Description Description Action
Warning Lamp
Air Intake Engine Air Filter Warning 107 15
Only
Restriction 1 Differential
Derate N/A N/A N/A
Switch Pressure
Shutdown N/A N/A N/A
Table 15.2
15.2.1.2 Air Intake Restriction Switch Configuration

To enable the operation of this switch the configuration of the air filter restriction switch must be altered within the
service tool from “Not Installed” to “Installed.” Once installed the following configuration alterations can be made.
Engine monitoring modes can be altered within the Cat ET service tool to provide the required level of protection
and monitoring, warn, derate or shutdown.
15.2.1.3 Air Intake Restriction Switch Installation

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

15.2.2 Coolant Level Switch

15.2.2.1 Coolant Level Switch Operation
The coolant level sensor controls a switch that enables the ECU to monitor the coolant level within the radiator
or expansion tank to protect the engine against operation with low or no coolant. More operation details can be
found in Section 7.0 “Monitored Inputs for Customer-installed Sensors”, Subsection 7.2 “Coolant Level Switch.”

Status SPN FMI
Warning Lamp
Engine Warning 111 15
Coolant Only
Coolant
Level Derate 111 16 Engine % derate
Level
Shutdown 111 01 Engine Shutdown
Table 15.2
15.2.2.2 Coolant Level Switch Configuration

To enable the operation of this switch the configuration of the “Coolant Level Sensor” must be altered within the
service tool from “Not Installed” to “Installed.” Once installed the following configuration alterations can be made.
Engine monitoring modes can be altered within the service tool to provide the required level of protection and
monitoring, Warn (1), Derate (2) or Shutdown (3).
15.2.2.3 Coolant Level Switch Installation

15.2.3 Auxiliary Temperature Sensor #1 and #2

15.2.3.1 Auxiliary Temperature Sensor Operation
The auxiliary temperature sensor feature is provided so the engine can monitor any external temperature within
the sensor’s range at measurement and provide that temperature information on the J1939 CAN data link. The
ECU can also protect the system from excessive temperature by taking any action configured within the engine
monitoring system.

Status SPN FMI
Warning 441 15 Warning Lamp Only
Auxiliary Auxiliary
Derate 441 16 Engine % Derate
Temperature Temperature #1
Auxiliary Auxiliary
Temperature Temperature #2
Table 15.3
15.2.3.2 Auxiliary Temperature Sensor Configuration

One parameter must be configured within the service tool prior to using an auxiliary temperature sensor. Within
the configuration screen the default setting for the auxiliary temperature sensor is “Not Installed.” This must be
programmed to “Installed” before the sensor input can be used.
Coupled with this is the ability to alter the programmable monitoring system parameters to establish the required
level of protection. The programmable limits are shown below.
Action Default Value De-bounce Range Set Point Range

Warning Off 1 to 120 sec 0°C to 140°C
Derate Off 1 to 120 sec 0°C to 140°C
Shutdown Off 1 to 120 sec 0°C to 140°C
Table 15.4
In summary the customizable monitoring system factory defaults are as follows:

• The ECU action for an event code defaults to “On” for warning and “Off” for derate and shutdown. All actions
can however be programmed to “On” or “Off.”
• The default time delay for the monitoring system is set to 4 sec.
15.2.3.3 Auxiliary Temperature Sensor Installation


15.2.4 Auxiliary Pressure Sensor

15.2.4.1 Auxiliary Pressure Sensor Operation
The auxiliary pressure sensor feature is provided so the engine can monitor any external pressure within
measurement range and provide that pressure information on the J1939 CAN data link. The ECU can also protect
the system in the event of excessive pressure by taking any action configured within the engine monitoring
system as shown below in Table 15.5.

Status SPN FMI
Auxiliary Auxiliary
Pressure Pressure #1
Table 15.5
15.2.4.2 Auxiliary Pressure Sensor Configuration

One parameter must be configured within the service tool prior to using an auxiliary pressure sensor. Within
the configuration screen the default setting for the auxiliary pressure sensor is “Not Installed.” This must be
programmed to “Installed” before the sensor input can be used.
Once the sensor parameter has been programmed to “Installed,” the monitoring system parameters shown in
Table 15.6 can be programmed to the desired level of protection.
Action Default Value De-bounce Range Set Point Range

Warning Off 1 to 120 sec 0 kPa to 3000 kPa
Derate Off 1 to 120 sec 0 kPa to 3000 kPa
Shutdown Off 1 to 120 sec 0 kPa to 3000 kPa
Table 15.6
In summary, the customizable monitoring system factory defaults are as follows:

• The ECU action for an event code defaults to “On” for warning and “Off” for derate and shutdown. All actions
can however be programmed to “On” or “Off.”
• The default set point pressure is 1500 kPa.
• The default time delay for the monitoring system is set to 4 sec for warning, 3 sec for derate and shutdown.
Note: T he engine must be running at engine speeds at or above low idle for 180 sec before the above time delay
is triggered.
15.2.4.3 Auxiliary Pressure Sensor Installation

15.2.5 Coolant Temperature

15.2.5.1 Coolant Temperature Monitoring Mode Operation
The high engine coolant temperature monitoring mode is configured to indicate to the operator that the engine
coolant temperature has exceeded a pre-determined threshold. The configuration of these thresholds can be
adjusted by the user to determine when a severity level 1, 2, and 3 is activated. The table below shows the default
configuration for this mode.
Parameter Temp °C Derate %

Severity L1 104 0
105 0
Severity L2 106 25
107 50
108 75
Severity L3 109 100
110 100
Table 15.7 Coolant Temperature Monitoring Mode Derate Operation
Note: These changes are being implemented in the software in mid 2012. Software prior to this will be 5° higher.
Once the engine ECU detects that the engine coolant temperature has exceeded one or more of the defined
threshold limits a corresponding event code is raised as shown below.
Service Tool J1939 SPN FMI Event Engine Action

Status
Description Description (J1939) (J1939) Code (If Enabled)
High Engine Severity L1 110 15 E361-1 Warning Lamp Only
Engine Coolant
Coolant Severity L2 110 16 E361-2 Engine % Derate
Temperature
Temperature Severity L3 110 00 E361-3 Engine Shutdown
Table 15.8 Coolant Temperature Monitoring
15.2.5.2 Coolant Temperature Monitoring Mode Configuration

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

Severity L1 85°C 108°C
Table 15.9 Coolant Temperature Monitoring Mode Configuration
15.2.5.3 Coolant Temperature Monitoring Mode Installation

No installation is required for the engine coolant temperature monitoring function.

15.2.6 Engine Oil Pressure

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

700 154
900 154
Severity L1 1000 154
1200 154
1400 154
700 104
900 104
Severity L3 1000 104
1200 104
1400 104
Table 15.10 Oil Pressure Monitoring Mode Derate Operation

Status
Low Engine Engine Oil Severity L1 100 17 E360-1 Warning Lamp Only
Oil Pressure Pressure Severity L3 100 18 E360-3 Engine Shutdown
Table 15.11 Oil Pressure Monitoring
15.2.6.2 Engine Oil Pressure Monitoring Mode Configuration

The low engine oil pressure monitoring mode is a factory set monitoring mode which has fixed thresholds that
can not be adjusted.
15.2.6.3 Engine Oil Pressure Monitoring Mode Installation

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

15.2.7.1 Intake Manifold Temperature Monitoring Mode Operation
The engine intake manifold air temperature is monitored by the engine management system to ensure that the
engine remains emissions compliant when high intake manifold temperatures are measured. The values shown
below are factory set values, where the max temperature is set to 129°C. This value is non-configurable.
Parameter Temp °C Derate %

Severity L1 120 0
Severity L2 121 10
122 20
123 30
124 40
127 50
Table 15.12 Intake Manifold Temperature Monitoring Mode Derate Operation
Once the engine ECU detects that the engine intake manifold air temperature has exceeded one or more of the
defined threshold limits a corresponding event code is raised as shown below.

Status
High Intake
Intake Manifold Severity L1 105 15 E539-1 Warning Lamp Only
Manifold Air
Air Temperature
Temperature Severity L2 105 16 E539-3 Engine Shutdown
Table 15.13 Intake Manifold Temperature Monitoring
15.2.7.2 Intake Manifold Temperature Monitoring Mode Configuration

Using the Cat ET service tool the following parameters can be configured. The maximum intake manifold
temperature limit is set within the ECU software and can not be adjusted.
15.2.7.3 Intake Manifold Temperature Monitoring Mode Installation

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

15.2.8.1 Engine Overspeed Monitoring Mode Operation
The engine ECU will automatically monitor engine speed to protect the engine from exceeding a pre-defined
maximum value. This function is employed to protect both the engine and the drivetrain components from high
engine speeds. The engine overspeed function can be configured at both Severity L1 and Severity L3.

Once the engine ECU detects that the engine speed has exceeded one or more of the defined threshold limits a
corresponding event code is raised as shown below.

Status
Engine Overspeed Engine Speed Severity L1 190 15 E362-1 Warning Lamp Only
Engine Overspeed Engine Speed Severity L3 190 00 E362-3 Engine Shutdown
Table 15.14 Engine Overspeed Monitoring
15.2.8.2 Engine Overspeed Monitoring Mode Configuration

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

All 2600 rpm 3000 rpm
Table 15.15 Engine Overspeed Monitoring Mode Configuration
15.2.8.3 Engine Overspeed Monitoring Mode Installation

No installation is required for the engine overspeed monitoring function.
Data Link Support
16.0 Data Link Support

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

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

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

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

Data Link Support
16.1.3 Network Layer

• J1939 recommends a bit sample point of 87 percent. This relatively late sampling point, gives the best immunity
to noise and propagation delay. It does restrict the size of the software jump width (SJW), however.
• All nodes must have the same bit timing.
• Accurate bit timing is essential (4 ms +/- 0.2 percent).
• It is recommended that the average busload is not greater than 40 percent.
• Hardware filtering (masking) of CAN messages should be used under high busload limit demands on
processors.
• The engine ECU always assumes a fixed address zero. It will not change its address in the arbitration process
described in J1939-81.
• The multi 7-packet protocol (described in J1939-21) is used for sending messages with more than eight bytes of
data. In the Cat application this will be used principally for the diagnostic messages DM1, DM2, and DM3.
• Information maybe broadcast or requested at regular intervals. For example, the engine will broadcast its
“current speed” every 20 ms but it will only send “hours run” information if another node requests it.
16.1.4 Application Layer

• Data link messages are used by devices on the CAN bus for monitoring and display of engine information or as
control interface between integrated control modules.
• Messages on the J1939 data link are sent in packets of logically grouped system information. These packets, or
data link strings, are referenced by the Parameter Group Number (PGN) that is assigned to each message by
the SAE standard.
• The messages (PGN’s) supported by the ECU are only a subset of the messages described in J1939-71 and
J1939-73.
• Some PGN’s may be partially supported i.e., only those bytes for which the ECU has valid data will be supported.
• Unsupported data bytes are generally sent as FF (hex) and incorrect or invalid information is sent as FE.
16.2 SAE J1939/11 – Physical Layer Data Bus Wiring

16.2.1 J1939 Data Bus Harness Design
The data bus connector that Caterpillar uses is a modified DT connector, special wedge, cable, and extended
socket. The harness assembly requirements are unique to typical Cat wire harnesses. Caterpillar recommends 2
conductor shielded cable from Raychem Corp (Raychem part number 2019D0309-0 or Cat part number 153-2707)
for all J1939 data link wiring. This is twisted pair wiring. If the Caterpillar recommended cable is not used, the
cable must meet J1939 specifications for conductors (refer to Table below). For additional information regarding
the electrical system design see the SAE publication J1939/11 “Physical Layer.” The minimum bend radius for the
data bus cable is 40 mm.
J1939 Conductor Specifications
Data Link Support
In order that the data bus will function as intended, the following requirements must be identified on the customer
wire harness print.
1. Remove 75 mm of the outer jacket of data link shielded cable. (Reference Cat part number 153-2707.)
2. Remove the foil shield from the exposed wires to within 3 mm of the cable jacket end.
3. Crimp gold-plated socket terminals to the wires and the extended socket terminal to the drain wire.
4. Slide heat shrink tube over the cable end. (Reference Cat part number 125-7876.)
5. Install the terminals into the appropriate connector cavity positions.
6. Install the wedge into the connector.
7. Apply the heat shrink tube over the back of the connector body and the jacket of the cable.
8. The above components and assembly procedures must be used to ensure the cable to connector joint will be
sealed. Failure to conform to these requirements will result in cable contamination and result in loss of shield
performance. See Figure 16.1.
Figure 16.1 SAE J1939 Connector Assembly
16.2.2 Connecting Modules to the CAN Data Link

The SAE J1939 data link is used to communicate engine information to an SAE J1939 compatible display or other
desired SAE J1939 compatible modules. Refer to SENR9764 “Installation Guide for Industrial Electronic Engine
Displays” for more information on connecting J1939 displays to Cat industrial engines. The illustration in Figure 16.2
shows two J1939 modules properly connected to the J1939 data bus. The key components to note are as follows:
• The total length of the data link between terminal resistors must not exceed 40 m (130 ft).
• L ength of each branch, or stub length, must not exceed 1 m (3.3 ft). Reference cable assembly (Cat part number
165-0200) that is .15 m long with Deutsch DT 3-pin plug on one end and J1939 signal and shield wires with
appropriate crimped socket on the other end for insertion into J1939 module connector.
• A
ll splices and end nodes can be implemented using a connector tee. (Reference Deutsch DT receptacle
assembly – Cat part number 133-0970.)
• T wo terminal resistors must be installed. One resistor is required at each end of the data link in order to ensure
proper operation. These two terminal resistors are critical for the proper operation of the network. (Reference
Deutsch DT plug with integrated termination resistor– Cat part number 174-3016).

Data Link Support
ECU
Figure 16.2 J1939 Multiple Module Installation Examples
(1)
Two terminal resistors are required. Optional customer harness provides the resistor at the ECU if installed.
(2)
Maximum stub length = 1 m (3.3 ft)
(3)
Fabricate 153-2707 cable to length
Note: I f the requirements for J1939 data link connections are met, any number of display modules or service tool
connectors may be connected to the J1939 data link.
Note: O
ne terminal resistor for the J1939 data link is included in the optional customer harness. If the optional
customer harness is not present, two terminal resistors must be installed. Any J1939 data link must have a
terminal resistor at each end of the data link.
Note: A
terminal resistor is required at the terminal ends of the data link cable. A terminal resistor is not required
at each node on the data link.
Data Link Support
16.3 SAE J1939 Supported Parameters Quick Reference

Data link support table below shows PGN and SPN application parameter support of J1939 broadcast data via
fixed interval or on request:
PGN Range
Parameter Group Parameters Supported SPN Units Resolution
Dec Min Max
Engine Override
695 Binary 00b 11b
Control Mode
Engine Requested Speed/
898 rpm 0.125 0 8032
Torque/Speed Speed Limit
0
Control 1 (TSC1) Engine Requested Torque/
518 % 1 -125 125
Torque Limit
Override Control
897 Binary 00b 11b
Mode Priority
Electronic Brake Engine Auxiliary Shutdown
61441 970
Controller 1 (EBC1) Switch
Electronic
Transmission Output Shaft
Transmission 61442 191 rpm 0.125 0 8031
Speed
Controller 1 (ETC1)
Accelerator Pedal
91 % 0.4 0 100
Electronic Engine Position 1
61443
Control 2 (EEC2) Engine Percent Load
92 % 1 0 125
at Current Speed
Actual Engine – Percent
Electronic Engine 513 % 1 -125 125
61444 Torque
Control 1 (EEC1)
Engine Speed 190 rpm 0.125 0 8031
Auxiliary
441 °C 1 -40 210
Temperature # 1
Auxiliary Analog
65164 Auxiliary Pressure # 1 1387 kPa 16 0 4000
Information
Auxiliary
442 °C 1 -40 210
Temperature # 2
Engine’s Desired Operating
515 rpm 0.125 0 8031
Electronic Engine Speed
65247
Control 3 (EEC3) Nominal Friction – Percent
514 % 1 -125 125
Torque
Engine Hours/ Engine Total Hours
65253 247 hr 0.05 0 210,554,060
Revolutions of Operation
Engine Total Fuel Used 250 L 0.5 0 2,105,540,607
Fuel Consumption 65257
Engine Trip Fuel 182
Engine Coolant Temperature 110 °C 1 -40 210
Engine Temperature 65262
Engine Fuel Temperature 174 °C 1 -40 210

Data Link Support
PGN Range
Dec Min Max
Engine Fluid Level/ Engine Oil Pressure 100 kPa 4 0 1000
65263
Pressure Engine Coolant Level 111 % 0.4 0 100
Fuel Economy
65266 Engine Fuel Rate 183 L/hr 0.05 0 3212
(Liquid)
Engine Turbocharger Boost
102 kPa 2 0 500
Inlet/Exhaust Pressure
65270
Conditions Engine Intake Manifold 1
105 °C 1 -40 210
Temperature
Electrical Potential
168 V 0.05 0 3212
Vehicle Electrical (Voltage)
65271
Power Battery Potential (Voltage),
158 V 0.05 0 3212
Switched
Engine Speed at Idle, .125 rpm/
188 rpm 0 8031
Point 1 bit
Percent Torque at Idle,
539 % 1%/bit -125 125
Point 1
Engine Speed at .125 rpm/
528 rpm 0 8031
Point 2 bit
Percent Torque at Point 2 540 % 1%/bit -125 125
Engine Speed at Idle, .125 rpm/
529 rpm 0 8031
Point 3 bit
Percent Torque at Idle,
541 % 1%/bit -125 125
Point 3
Engine 530 rpm 0 8031
Point 4 bit
Configuration 65251
Percent Torque at Point 4 542 % 1%/bit -125 125
Message
531 rpm 0 8031
Point 5 bit
Percent Torque at Point 5 543 % 1 -125 125
Engine Speed at High Idle,
532 rpm .125 0 8031
Point 6
Reference Engine Torque 544 Nm 1 0 64255
Req. Speed Control Range
535 rpm 10 rpm/bit 0 2500
Lower Limit
Req. Speed Control Range
536 rpm 10 rpm/bit 0 2500
Upper Limit
Engine Default Torque
1846 N•m 1 N•m/bit 0 64255
Limit
Data Link Support
PGN Range
Dec Min Max
Number of AETC 16 states/
3559 ID 0 15
Advertised Engine Data Points 4 bit
Torque Curve – 64912 .125 rpm/
AETC Speed Value 3560 rpm 0 8031
AETC bit
AETC Torque Value 3561 Nm 1 N•m/bit 0 64255
ECU Identification ECU Part Number 2901 ID ASCII 0 255
64965
Information ECU Serial Number 2902 ID ASCII 0 255
Engine Exhaust Gas
Electronic Engine
64981 Recirculation (EGR) Valve 2791 % 0.0025%/bit 0 161
Controller 5
Control
Low Range Torque
65099 Transmission Torque Limit 1845 Nm 1 N•m/bit 0 64255
Protection – LRTP
Engine Exhaust Gas 1/128 kPa/
Recirculation Differential 411 kPa bit, -250 -250 252
Engine Pressure kPa offset
65188
Temperature 2 0.03125°C/
Engine Exhaust Gas
412 °C bit, -273°C -273 1735
Recirculation Temperature
offset
a - Make = “CTPLR” 586 ID ASCII 0 255
b - Model = Engine Bore
Size, Example 587 ID ASCII 0 255
Component
65259 “C15 ACERT”
Identifier
c - Serial Number =
Engine Programmed Serial 588 ID ASCII 0 255
Number
Engine Fuel Delivery 4 kPa/bit, 0
5578 kPa 0 1000
Absolute Pressure offset
Engine Fluid
Engine Filtered Fuel 4 kPa/bit, 0
Level/Pressure 12 64735 5579 kPa 0 1000
Delivery Pressure offset
EFL/P12
Engine Filtered Fuel 4 kPa/bit, 0
5580 kPa 0 1000
Delivery Absolute Pressure offset
0.03125°C/
Engine Engine Charge Air Cooler 1
65129 2630 °C bit, -273°C -273 1735
Temperature 3 Outlet Temperature
offset
Barometric Pressure 108 kPa 0.5 kPa/bit 0 125
Ambient 0.03125°C/
65269
Conditions Ambient Air Temperature 171 °C bit, -273°C -273 1735
offset

Data Link Support
PGN Range
Dec Min Max
Engine Throttle/Fuel
Engine Throttle Actuator 1
Actuator 61466 3464 % 0.0025%/bit 0 161
Control Command
Control Command
Operator Primary Engine Operator Primary 16 states/
Intermediate Speed 64968 Intermediate Speed 2892 4 bit, 0 0 15
Control State Select State offset
4 states/
Power Takeoff Engine PTO Governor
65264 980 2 bit, 0 0 3
Information Enable Switch
offset
4 states/
Engine PTO Governor
981 2 bit, 0 0 3
Accelerate Switch
offset
4 states/
Engine PTO Governor
982 2 bit, 0 0 3
Resume Switch
offset
4 states/
Engine PTO Governor
983 2 bit, 0 0 3
Coast/Decelerate Switch
offset
4 states/
Engine PTO Governor
984 2 bit, 0 0 3
Set Switch
offset
0.05 hr/bit,
65200 Trip Engine Running Time 1036 0 210544060
Trip Time 0 offset
Information 2 0.05 hr/bit,
Trip Idle Time 1037 0 210544060
0 offset
Trip Fuel 0.05 hr/bit,
65209 Trip Cruise Fuel Used 1005 0 210544060
Information (Liquid) 0 offset
Data Link Support
16.4 Cat Data Link

For industrial engines, the Cat Data Link is principally used for service tool support.
If an application does have a requirement to communicate with another system on Cat Data Link, for example with
a Cat transmission or a display, please contact your local applications team for further information.
16.5 Other Data Link Standards

16.5.1 CANopen
CANopen may become a popular choice for CAN higher level protocol in off-highway applications that use
significant numbers of electro-hydraulic controllers.
If CANopen is used as the main communications standard in a vehicle, then a J1939 gateway is required. A
specification for a CANopen to J1939 gateway may be obtained from the website of “CAN in Automation (CIA).”
16.5.2 OEM Proprietary CAN Standards

It is accepted that the J1939 standard cannot meet all the diverse needs of the many specialized applications in
the off-highway market. The OEM may have to use a small number of proprietary messages on the same bus as
the J1939 messages. If a large number of proprietary messages are required for an application, the application
designer should consider the use of a CAN gateway to isolate the proprietary messages from the J1939 bus.
There is also a risk that OEM-defined messages will clash with some of the J1939 standard messages.

Tier 4 Interim/Stage IIIB Service Tool Features
17.0 Tier 4 Interim/Stage IIIB Service Tool Features

17.1 Introduction
At Dealer.Cat.Com under the Product Support tab you will find the latest version Cat ET 2010A v1.0 available
for download. The following address will provide access: https://productsupportglobalcontent.cat.com/cda/
layout?m=19937&x=7
17.2 Cat ET Service Tool Features

You will also find a “What’s New” .pdf audio and video show describing changes and enhancements from
Cat ET 2009C.
17.3 System Configuration Parameters

The following table provides a list of configuration parameters used for configuring a Tier 4 Interim/Stage IIIB
engine to application specific needs. Passwords may be required to program some of these parameters:
• Those parameters that are “Read Only” are not programmable.
• Those parameters that are “Factory” require Caterpillar authorization before programming.
• Those parameters that are “Customer” require customer password to be programmed.
• Those parameters that are “None” do not require passwords.
System Configuration Parameters

Available Range Required
Parameter Default
or Options Password
Selected Engine Rating
Rating Number Software Dependent 1 Factory
Speed Control
Top Engine Limit (rpm) Software Dependent Software Dependent Read Only
Low Idle Speed (rpm) Software Dependent Software Dependent Read Only
High Idle Speed (rpm) Software Dependent Software Dependent Read Only
Engine Acceleration Rate (rpm/s) 10 to 2000 2000 Read Only
Engine Speed Decelerating Ramp Rate 10 to 2000 2000 Read Only
Engine Configuration Parameters
Not Installed
Ether Solenoid Configuration Not Installed Customer
Continuous Flow
Engine Idle Shutdown
Engine Idle Shutdown Minimum
-40 to 100 0 None
Ambient Air Temperature
Engine Idle Shutdown Maximum
-40 to 100 30 None
Ambient Air Temperature
Engine Idle Shutdown Enable Status Enabled/Disabled Disabled None
Engine Idle Shutdown Delay Time (min) 0 to 10 5 None
Engine Idle Shutdown Ambient Temperature
Enabled/Disabled Disabled None
Override Enable Status
Engine Idle Shutdown (continued)

Delay Engine Shutdown
Delay Engine Shutdown Status Enabled/Disabled Disabled None
Delay Engine Shutdown Maximum (min) 0 to 10 5 None
General Information
Engine #1
Engine Location Engine #2 Engine #1 None
Engine #3
Not Installed
Engine Performance Run Out Control
Full Limiting Not Installed None
Configuration
Speed Drop
Engine Governor Mode Override Switch Installed
Not Installed None
Installation Status Not Installed
Reset
Transmission Default Torque Limit Reset Not Reset None
Not Reset
Air Filter Restriction Switch Installed
Not Installed None
Normally Open
Air Filter Restriction Switch Configuration Normally Open None
Normally Closed
Programmed “Low Idle”
Intermediate Engine Speed (rpm) 1100 None
to TEL
Enabled
Air Shutoff Disabled None
Disabled
Installed
Air Intake Shutoff Detection Status Not Installed None
Not Installed
Installed
Coolant Level Sensor Not Installed None
Not Installed
Engine Retarder Enable Command Inhibited
Inhibited None
(C18 ACERT only) Enabled
Auxiliary Temperature Sensor Installation Installed
Not Installed None
Status Not Installed
Auxiliary Temperature #2 Sensor Installed
Not Installed None
Installed
Auxiliary Pressure Sensor Installation Sensor Not Installed None
Not Installed
Limp Home Desired Engine Speed 600-1400 rpm 1200 rpm None
Limp Home Engine Speed Ramp Rate 10-500 rpm/sec 200 rpm/sec None
Throttle Input Low Idle Duty Cycle Setpoint (%) 10 to 40 10 None
Throttle Input High Idle Duty Cycle Setpoint (%) 60 to 90 90 None
Throttle Input #2 Low Idle Duty Cycle
10 to 40 10 None
Setpoint (%)
Throttle Input #2 High Idle Duty Cycle
60 to 90 90 None
Setpoint (%)
Throttle Failure Mode Latch Enabled
Disabled None
Enable Status Disabled

General Information (continued)

Engine Governor Primary Torque Control
Speed Control None
Mode Configuration Speed Control
Not Installed (Note:
this parameter can
always be configured
to installed. Future
Left Exhaust Temperature Sensor Installation Installed
software will have None
Status (C27 ACERT & C32 ACERT only) Not Installed
the configurability
removed and they
will always be
installed.)
Not Installed (Note:
this parameter can
always be configured
to installed. Future
Right Exhaust Temperature Sensor Installation Installed
software will have None
Status (C27 ACERT & C32 ACERT only) Not Installed
the configurability
removed and they
will always be
installed.)
Throttle Lock
***See Cat ET “Throttle Configuration” Screen Shot below table.
Manual
Lowest Wins
Throttle Arbitration Method Largest Wins Factory
Largest Wins
None
Throttle Lock Feature Installed
Not Installed Factory
Ramp/Up/Ramp Down
PTO Mode Set/Resume None
Set/Resume
Throttle Lock Engine Min Low Idle to
600 None
Set Speed #1 (rpm) Max High Idle
Throttle Lock Engine Min Low Idle to
600 None
Set Speed #2 (rpm) Max High Idle
Throttle Lock Increment
10 to 600 400 None
Speed Ramp Rate (rpm/s)
Throttle Lock Decrement
10 to 600 400 None
Speed Ramp Rate (rpm/s)
Throttle Lock Engine
10 to 200 10 None
Set Speed Increment (rpm)
Throttle Lock Engine
10 to 200 10 None
Set Speed Decrement (rpm)
Fan Control
On
Engine Fan Control Off None
Off
Direct Drive
Variable Pitch
Variable Hydraulic
Engine Fan Type Configuration Variable Clutch #1 Variable Hydraulic Factory
Variable Clutch #2
Variable Clutch #3
Variable Clutch #4
Engine Cooling Fan Pulley Ratio 0 to 2 1.17 None
Engine Cooling Fan Temperature Error
0 to 100 20 None
Decreasing Hysteresis (%)
0 to 100 20 None
Increasing Hysteresis (%)
Engine Cooling Fan Current Ramp Rate (Amp) 0 to 1 0.1 None
Engine Cooling Fan Speed (Proportional)
0 to 200 100 None
Gain Percentage (% of Kp)
Engine Cooling Fan Speed (Integral)
0 to 200 100 None
Stability Percentage (% of Ki)
Top Engine Fan Speed 1000 to 2000 1500 Factory
Minimum Desired Engine Cooling Fan Speed 300 to 800 500 Factory
Engine Cooling Fan Solenoid Minimum Current 0.01 to 0.6 0.3 None
Engine Cooling Fan Solenoid Maximum Current 0.8 to 2.0 1.5 None
Engine Cooling Fan Solenoid
30 to 500 100 None
Dither Frequency (Hz)
Engine Cooling Fan Solenoid
0 to 0.3 0.1 None
Dither Amplitude (Peak-to-Peak)
Reversing Fan Control
Enabled
Engine Fan Reversing Feature Disabled None
Disabled
Engine Fan Reverse Operation Early Enabled
Disabled None
Termination Enable Status Disabled
Enabled
Engine Fan Manual Purge Disabled None
Disabled
Enabled
Engine Fan Suspend Purge Disabled None
Disabled
Engine Fan Purge Cycle Interval (secs) 300 to 7200 1200 None
Engine Fan Purge Cycle Duration (secs) 50 to 600 250 None
Fan Temperatures
Engine Fan Control Charge Air Cooler Enabled
Disabled None
Outlet Temperature Input Enable Disabled
Engine Cooling Fan Maximum Air Flow Charge
Software Dependent Software Dependent None
Air Cooler Outlet Temperature
Engine Cooling Fan Minimum Air Flow Charge
Air Cooler Outlet Temperature

Fan Temperatures (continued)

Engine Cooling Fan Control Coolant Enabled
Disabled None
Temperature Input Enable Status Disabled
TBD TBD None
Transmission Oil Temperature
TBD TBD None
Engine Cooling Fan Control Hydraulic Oil Enabled
Disabled None
TBD TBD None
Hydraulic Oil Temperature
TBD TBD None
Engine Cooling Fan Control Auxiliary #1 Enabled
Disabled None
25 to 600 25 None
25 to 600 25 None
Engine Cooling Fan Control Enabled
Disabled None
Auxiliary #2 Temperature Input Enable Status Disabled
25 to 600 25 None
25 to 600 25 None
Maintenance Parameters
Off
Man-Hour
Maintenance Indicator Mode Auto-Hour Off None
Man-Fuel
Auto-Fuel
100 to 750 Hrs or
PM 1 Interval 250 Hrs or 9463 L None
3785 to 28390 L
System Settings
System Operating Voltage Configuration (V) 12 Volt/24 Volt Software Dependent Customer
Full Torque Setting (FTS) -128 to 127 0 Factory
Full Load Setting (FLS) -128 to 127 0 Factory
Passwords
Security Parameters
No Access Seed and Key
CAN Communication Protocol Write Security Read Only
Seed and Key Access Access
No Access Seed and Key
CAN Communication Protocol Read Security Factory
Seed and Key Access Access

Appendices
18.0 Appendices
Appendix A – E
CU J1 Connector Terminal Assignments C18 ACERT –
C32 ACERT > 750 hp (560 kW)
J1 A4 E4V3.1 Function MEC Industrial/Petroleum
1 PWM Input #3 Throttle Position Sensor #2
2 Analog Sensor Power (+5V) Analog Sensor Power (+5V)
3 Analog Sensor Return Analog Sensor Return
4 Digital Sensor Power (+8V) Digital Sensor Power (+8V)
5 Digital Sensor Return Digital Sensor Return
6 Switch Input 16 Fan Reverse Switch
7 Switch Input 17 OPEN
8 ATA – Cat Data Link (+) Cat Data Link (+)
9 ATA – Cat Data Link (-) Cat Data Link (-)
10 2.0A Dout 7 HS OPEN
11 2.0A Dout 8 HS Air Shutoff Solenoid
12 2.0A Dout 9 HS Ether Start Aid Solenoid
14 PWM Input #4 Fuel Priming Pump Switch
15 Prog Analog 1 Auxiliary Pressure Sensor
16 Prog Analog 2 Auxiliary Temperature Sensor #1
17 Prog Analog 3 Air Inlet Temperature Sensor
18 Digital Sensor Return Digital Sensor Return
19 2.0A Dout 11 HS Fan Reversing Solenoid Control
21 2.0A Dout 1 HS/PWM 1 OPEN
22 Switch Input 1 AC Pressure SW
24 DF PWM #3 + Timing Cal (+) (Phase 3 A4E4v2)
25 DF PWM #3 - Timing Cal (-) (Phase 3 A4E4v2)
26 Prog Analog 4 Auxiliary Temperature Sensor #2
27 Prog Analog 5 Flexxaire Pitch
28 .3A Dout 2 LS Shutdown (Red) Lamp
29 .3A Dout 3 LS Warning (Amber) Lamp
30 .3A Dout 4 LS OPEN
31 .3A Dout 5 LS/PWM 5 OPEN
32 Passive Speed 4 (+) OPEN
33 Passive Speed 4 (-) OPEN
34 J1939 (-) J1939 (-)
Appendices
35 Switch Input 6 Throttle Lock Speed 1 & 2 Selection

36 Speedo (+) Unused
37 Speedo (-) Unused
38 Tacho (+) Unused
39 Tacho (-) Unused
40 Switch Input 3 HD Jake Medium/High Switch Select
41 Switch Input 4 Throttle Lock Interrupt Switch/Multi Position Throttle Switch 1
42 J1939 Shield J1939 Shield
43 PWM Output 3 (+) Fan Solenoid
44 Switch Input 7 Remote Shutdown Switch
45 Switch Input 8 Jake Low/High Select Switch
48 + Battery + Battery Unswitched
49 Switch Input 11 Coolant Level Sensor
50 J1939 (+) J1939 (+)
51 PWM Output 3 (-) Fan Solenoid
54 Switch Input 12 Overspeed Verify Switch
56 Switch Input 13 Throttle Lock Enable Switch/Throttle Switch 2
57 + Battery DO NOT USE
58 Switch Input 14 Throttle Lock Ramp Up Resume Switch/Throttle Switch 3
59 Switch Input 5 Governor Mode Switch/Intermediate Speed Switch
60 Switch Input 15 Throttle Lock Ramp Down Set Switch/Throttle Switch 4
61 - Battery - Battery
62 + Battery Switch Input 1 Throttle Arbitration Switch
64 + Battery Switch Input 2 Inlet Air Restriction Switch
66 PWM Input 1 Throttle Position Sensor #1
67 - Battery ASO Solenoid Common
68 PWM Input 2 OPEN
70 +Battery Switch Input 20 Keyswitch Input
J1 A4 E4V3.1 Function MEC Industrial/Petroleum

Appendices
Appendix B: List of Diagnostic and Event Codes

Removed in Draft 3, SISweb is now the one safe source for this information.
Appendix C: Marine Mini Industrial Power Display (MIPD) Pinouts

MIPD – Marine Mini Industrial Power Display
Wiring pinout for 12-pin connector on back of display:
Pin No. Label Description

1 CONF 1 Configuration Jumper No. 1 Input
2 CONF 2 Configuration Jumper No. 2 Input
RTN Configuration Signal Return
3 CONF
(internally connected to Battery -)
4 Alarm 100 mA (refer to SENR5002-04)
5 BUS J1708 BUS Positive
6 BUS J1708 BUS Negative
7 CAN_H J1939 CAN High
8 CAN_L J1939 CAN Low
9 CAN_SHLD J1939 CAN Shield
Enable Display
10 ENABLE
(switched ignition, Battery +)
11 +B Display Power (Battery +)
12 GND Display Ground (Battery -)
Unit Location
Note: Use 153-2707 bulk cable to ensure proper impedance and capacitance.
Appendix D: Hydraulic Fan Control Calibration Procedure

Fan Calibration Procedure (Rev 1)
The fan calibration links ECU to supplied hydraulic fan motor or proportional valve current to physical fan speed
of the customer’s remote mounted cooling fan. The demand fan system regulates the temperatures of the engine
coolant, inlet manifold air, transmission and hydraulic oil and for Tier 4 engines, the NOx Reduction System. The ECU
has monitors for these systems and determines the appropriate current for the fan solenoid that in turn controls the
oil pressure to the fan pump. The fan pump directly affects the fan speed. The output current to the fan solenoid
needs to be calibrated in open loop fans to accurately link fan current with fan pump pressure or fan speed.
Appendices
Fan Calibration Preparation:

The calibration applies to hydraulic-driven fans and the proportional valves only. The ECU will not control
hydraulic motors.
• Before the fan can be calibrated several items must be met first.
- The fan must be in its production configuration.
- All sheet metal/enclosures around the engine or any other components which might affect cooling fan airflow
must be in production location. This also applies, but is not limited, to coolers, fan shrouds and belts.
- Ambient temperature must be at least 20°C (68°F) with no upper limit.
- Hydraulic oil must be at operating temperature.
• Altitude considerations are still under investigation.
Please make sure the following values are known from the proportional valve before the calibration begins. The
values will be used to program the ECU.
1. Voltage
2. Current Range
3. Dither and Dither Amplitude
4. Pressure Range
You will need to make sure you have an accurate way to measure fan speed that is separate from the ECU.
While calibrating the fan, you must be able to read the fan speed. This is so that you can adjust the current to the
proportional valve that controls the flow to the pump spinning the fan. An example of a device that can be used
to measure fan speed is the Photo Multi-tach II, Cat part number 9U-7402. Other examples are optical or laser
tachometers (http://uk.rs-online.com/web/op/all-products/). Feel free to use the device that best suits your needs.
After you have Cat ET connected to the ECU click on the status button and then click on “Fan Control” to check to
see if the value next to “Engine Fan Type Configuration (J),” is “Variable Hydraulic.” (Figure 1)
Figure 1

Appendices
If it does not, click the configuration tool button and choose “Fan Control.” Turn the “Engine Fan Control” value
to “On” and change the “Engine Fan Type Configuration” to variable hydraulic. You will also need to program
the minimum and maximum current along with the dither frequency and amplitude. This information is from the
proportional valve. (Figure 2)
Figure 2
Now the variable hydraulic fan drive can be calibrated in Cat ET. Click “Service” at the top of the window, then
“Calibrations” (Figure 3) to bring up the screen in Figure 4.
Figure 3
Highlight the “Engine Cooling Fan Calibration,” then click the start button at the bottom of the screen. Please read
and follow any warning screens that may pop up before proceeding.
Appendices
Figure 4
Once all warning windows have been read and the “OK” button pressed, the window in Figure 6 will display.
Figure 5
Make sure that both boxes are checked and then press the “Begin” button.

Appendices
Figure 6
Next, you will get the screen in Figure 7. Make sure to read and follow the instructions.
Figure 7
This is part of the procedure where the actual fan speed is required. As the screen says, you will need to set the
engine speed to the desired rpm (this is a variable that is still being investigated as to what generates this value).
When the engine is at the speed indicated, click the “Next” button.
Appendices
Figure 8
Now using the device selected, read the fan rpm while using the arrow buttons to adjust the solenoid current
which in turn changes the fan speed. This should be done until the fan speed is within 50 rpm of the indicated
speed, then click the “Next” button.
Figure 9
If everything is done correctly, the window in Figure 9 should show that the calibration was successful. Press the
“Continue” button.

Appendices
Figure 10
Again, follow the instructions on the screen. Place the engine at the desired speed and click the “Next” button.
Figure 11
Use the arrow buttons to adjust the solenoid current again to within 50 rpm of the indicated fan speed, then click
the “Next” button.
Appendices
Figure 12
With everything done correctly, the window in Figure 12 should show that both speed calibrations were
successful and the calibration is complete. It is a good practice to check the fan speed in Cat ET with the device
used to read the fan speed during calibration.
Appendix E: Commercial Engine Cooling Fan Summary

Commercial Engine Cooling Fan Summary
Engine cooling fan selection logic determines the type of the fan at the runtime through ET configuration and
selects the corresponding FAN type.
Engine cooling fan data link support feature provides runtime configuration and other data link output parameters
support for commercial integrated fan strategy.
Feature List # Feature Name

969 Cooling Fan Data Link Support
685 Cooling Fan Selection
837 Fan Temp Input
884 Flexxaire Fan – Proportional
1069 Commercial Variable Hydraulic Demand Fan
406 Reversing Fan
345 Demand Fan – PDA Output
343 Fan Calibration
424 Fan Data Link Override
1465 Fan Interface Arbitration

Appendices
Fan Temperature Error

A separate instance of the fan temperature input feature will be configured for each temperature input required
by the demand fan model. A separate function will be called to determine a maximum weighted temperature error
to be supplied to the demand fan model. (See flowchart.)
Temperature error is determined by subtracting a temperature minimum value from the temperature input value.
The temperature minimum value is configurable to be either map based (engine speed based) or a run time
configured value.
The weighted temperature error will be a fractional result based on temperature error, a cooling constant, a
priority weighting factor, and a configured temperature range.
Fan Temp Error Inputs : ceal fan temperature error is the

weighted error value and is part of
Max temp_error_in
the Fan Interface feature.
temp_error_in_ID
Outputs : max_temp_error is a static variable

ceal fan temperature error used for holding the maximum
temperature error.
Is max_temp_error_ID is a static
temp_error_in > variable for retaining the ID of the
max_temp_error? Yes maximum temperature error .
max_temp_error_ID =
No
temp_error_in_ID
Is
temp_error_in_ID =
max_temp_error_ID? Yes
max_temp_error =
temp_error_in
No
Write max_temp_error to fan interface.

(ceal fan temperature error)
end
Fan Calibration
Engine cooling fan calibration feature determines the fan current commands that cause the fan to run at the
maximum fan speed target and the minimum fan speed target. This feature links fan current command to fan
speed in order to accurately control the cooling of the engine.
On initial calibration the engine sets the current override to the nominal current to provide a starting point on
the slider bar in ET. There is a nominal current value for each calibration target. For example, when the engine
is performing a minimum fan speed calibration the minimum nominal current used as the starting point. On
subsequent calibrations, the engine will use the corresponding calibrated values for the starting points.
Fan current will increment or decrement as requested by the engine operator via calibration keystrokes on ET.
A large or small step in current can be made in order to quickly and accurately run the calibration. When the
desired fan speed is achieved the corresponding current will be stored battery-backed memory.
Appendices
Variable Hydraulic Demand Fan Control

The fan control relies on a temperature error reading from “Fan Temperature Error” feature, to command the
correct fan speed. When a non-zero temperature error is detected, the fan control will begin accumulating
these errors. Depending on the hysteresis set points configured, desired fan speed may begin ramping up
when temperature error accumulated is above the configured set-point for Increasing hysteresis. A negative
temperature error freezes and resets the accumulator to prevent runoff.
The amount of desired fan speed generated is based on the amount of temperature error accumulated. Desired
fan speed is then limited to service tool programmed minimum and maximum speed limits. Desired fan speed is
converted to fan current via a map (speed to current). If a fan calibration was performed, the stored min/max
calibration currents and target min/max fan speeds will be used to “expand/contract” the speed to current map
utilizing linear rescaling.
Desired fan current is then rate limited to achieve a smoother ramp up/down of fan speed. Final desired fan
current is then limited to the proportional valve hardware limits. Bypass percentage is calculated using the
calibration current values.
Reversing Fan for Variable Hydraulic Demand Fan

The reversing fan feature reverses the flow of air from the cooling fan to purge debris from the radiator and the
screens. The reversing fan control strategy is a purely open loop fixed cycle control strategy.

Appendices
Purge Suspend
Both auto and manual reversing can be suspended independently by data link inputs. When manual purges
are suspended the switch will no longer initiate a purge cycle. When auto purges are suspended the purge cycle
is stopped, preventing the next purge from starting. If a purge is currently active it will complete its cycle
before suspending. When auto purges are no longer suspended, the cycle will restart at the beginning of the
purge interval.
Hydraulic Oil Temperature Check

This feature prevents the reversing fan from reversing if the hydraulic oil temperature is below a configured
setpoint. This allows the hydraulic system to properly warm up before attempting a purge.
Purge Cancellation
An active purge is cancelled when the machine is shifted into a forward gear. Once the machine is shifted out of
forward gear, the feature will then try to complete a purge without waiting on the purge interval timer to elapse.
Multiple attempts can be made. If a complete purge (entire purge duration) is not completed after the configured
number of attempts, the purge interval timer will be reset and another automatic purge will not be attempted until
the purge interval time has expired (normal operation).
Extended Purge
This feature is created to allow the user to continuously reverse the fan system indefinitely. This will be used in
cold weather conditions to defrost the engine compartment by blowing warm air back into the engine.
If the reversing fan switch is held “ON” for over 3 seconds (configurable), the reversing fan will enter an
extended purge and override the fan solenoid. The fan will remain in a reverse state at the configured speed until
the reversing fan switch is pressed again, or a kick-out has occurred. The following conditions cause a kick-out:
• Fan Temp Error: If the temperature error that feeds the demand fan is greater than zero, the extended purge will
not be allowed. If an extended purge is active, temperature error greater than zero will cause a kick-out.
• Coolant Temp Check: If coolant temperature is greater than a configured setpoint, extended purge will not be
allowed. If an extended purge is active and coolant temperature is greater than the setpoint it will cause a
kick-out.
Disable During Regen

• If ARD Active Status is “Pending,” do not allow reversing fan to start. If fan is already reversing, it can complete
the cycle.
• If ARD Active Status is “Ignition,” “Normal Regen” or “Leanburn,” cancel the reversing fan cycle and prevent
future purging cycles.
• Disable During Keyoff
If keyswitch if off, cancel the active purges and prevent future purges from starting.
Disable IMT Event

• While the fan is reversing, disable the IMT event.
• When the purge duration has ended, keep the IMT event disabled for an additional “disable time” (configurable).
• Once “disable time” has elapsed enable the IMT event.
Appendices
DPF Outlet Temperature Check

This feature prevents the reversing fan from reversing if the DPF outlet temperature is above a configured
setpoint. This will prevent extremely warm air from blowing back towards the engine compartment after a regen
when DPF outlet temperatures are high.
Startup Delay
Reversing fan is disabled during a startup delay. Reversing fan will be enabled after the engine has been running
for “startup delay time” (configurable).
Engine Cooling Fan Solenoid Driver

Engine cooling fan PDA output feature sets a PDA output equal to the desired current calculated by a fan feature
and provides the runtime configurability for PDA dither amplitude and period and the operating range of the PDA
driver. This feature also handles the diagnostics associated with the PDA output.
Fan Configuration Parameters
Fan Control
Engine Fan Control On, Off Off None
Direct Drive
Variable Pitch
Variable Hydraulic
Engine Fan Type Configuration Variable Clutch #1 Variable Hydraulic Factory
Variable Clutch #2
Variable Clutch #3
Variable Clutch #4

0 to 100 20 None
Decreasing Hysteresis (%)
0 to 100 20 None
Increasing Hysteresis (%)
Engine Cooling Fan Current Ramp Rate (Amp) 0 to 1 0.1 None
Engine Cooling Fan Speed (Proportional)
0 to 200 100 None
Gain Percentage (% of Kp)
Engine Cooling Fan Speed (Integral)
0 to 200 100 None
Stability Percentage (% of Ki)
Top Engine Fan Speed 1000 to 2000 1500 Factory
Minimum Desired Engine Cooling Fan Speed 300 to 800 500 Factory
Engine Cooling Fan Solenoid Minimum Current 0.01 to 0.6 0.3 None
Engine Cooling Fan Solenoid Maximum Current 0.8 to 2.0 1.5 None
Engine Cooling Fan Solenoid Dither Frequency (Hz) 30 to 500 100 None
Engine Cooling Fan Solenoid Dither Amplitude
0 to 0.3 0.1 None
(Peak-to-Peak)

Appendices
Reversing Fan Control

Engine Fan Reversing Feature Enabled, Disabled Disabled None
Engine Fan Manual Purge Enabled, Disabled Disabled None
Engine Fan Suspend Purge Enabled, Disabled Disabled None
Engine Fan Purge Cycle Interval (secs) 300 to 7200 1200 None
Engine Fan Purge Cycle Duration (secs) 50 to 600 250 None
Fan Temperatures
Engine Fan Control Charge Air Cooler Enabled
Disabled None
Outlet Temperature Input Enable Disabled
Charge Air Cooler Outlet Temperature
Charge Air Cooler Outlet Temperature
Engine Cooling Fan Control Coolant Enabled
Disabled None
TBD TBD None
TBD TBD None
Engine Cooling Fan Control Hydraulic Enabled
Disabled None
Oil Temperature Input Enable Status Disabled
TBD TBD None
TBD TBD None
Engine Cooling Fan Control Auxiliary Enabled
Disabled None
#1 Temperature Input Enable Status Disabled
25 to 600 25 None
25 to 600 25 None
Engine Cooling Fan Control Auxiliary Enabled
Disabled None
#2 Temperature Input Enable Status Disabled
25 to 600 25 None
25 to 600 25 None
Appendices
FAN Configuration Factory Password Customer Default

Min Max
Parameter Protected Password Value
PDA Solenoid Parameters

Engine Cooling Fan Solenoid Dither No No 0.1 Amp 0 Amp 1.0 Amp
(Valve Pulse) Amplitude
Engine Cooling Fan Solenoid Dither

No No 100 Hz 30 Hz 500 Hz
(Valve Pulse) Frequency
Engine Cooling Fan Maximum Current Limit No Yes 1.2 Amp 0.4 Amp 3.75 Amp
Engine Cooling Fan Minimum Current Limit No Yes 0.3 Amp 0.01 Amp 0.8 Amp
Flexxaire Fan Description

The primary function of the proportional Flexxaire fan control logic is to cool the engine in an efficient manner.
The control system incorporates a pitch sensor and allow for blade-position feedback and a single pressure
regulating proportional valve.
The pitch range of Flexxaire fan extends from max reverse pitch limit to max forward pitch limit. Flexxaire fan
operates in neutral mode producing no airflow when pitch blade is zero degrees, maximum cooling mode
producing maximum airflow when pitch is at max forward pitch limit and as a reversing fan providing purging
when pitch is at max reverse pitch limit. To change the cooling potential, the pitch of the fan blades is varied
between neutral and full cooling pitch.
Control System Logic

If engine fan type configuration is equal to “variable pitch,” the control logic will be enabled. The actual engine
speed must be greater than zero in order for the fan control to function.
Increasing hysteresis and decreasing hysteresis has to be applied for the fan temperature error, coming from
the fan temperature input feature. The fan temperature error input correlates to a “desired pitch” value. Use the
linear interpolation to get the desired pitch value using the compile time configured desired pitch limits, if the
temperature error versus pitch map is not configured. On the contrary desired pitch can be a map-based lookup
with fan temperature error as its input. Apply compile time configured desired pitch limits to this.
A reading of the analog pitch sensor will provide us with “pitch voltage” value. Use the linear interpolation
between the configured voltage min and max limits and desired pitch min and max limits to determine the
“actual pitch” value with the defined limits provided in the sensor part-number datasheets.
Output Calculation:
The difference between the “desired pitch” and “actual pitch” reading is then used to by control logic to
determine if more or less cooling is required by controlling output to the proportional valve. PI controller acts
based on the pitch error and determines the current required to decrease the pitch error. Gain adjustment has
to be performed for PI controller using the programmed Kp and Ki gain adjustment percentage. Effective gain is
equal to the programmed gain percentage multiplied by configured Kp/Ki gain.

Appendices
The pitch of the fan blades is controlled by a solenoid via a PDA output. Engine cooling fan current (amp) ramp
rate should be applied for ramping up or ramping down or increasing or decreasing the current of PDA driver.
Final current output is then limited to the proportional valve hardware limits “Engine Cooling Fan Solenoid
Minimum Current Limit” and “Engine Cooling Fan Solenoid Maximum Current Limit.”
For the temperature hysteresis, ramp rates and hardware current limits, can be configured thru service tool or
configured at build time of the application.
Proportional Current Overrides:

The service tool should be able to override the PDA current desired output. The override current is limited by the
proportional driver hardware limits.
Calibration Requirement
Initial Calibration
When keyswitch is turned on, initial calibration occurs. After the startup delay, the software should initiate a
reverse cycle. Go to full reverse (full hydraulic pressure), hold for the full reverse time and then return to full
default (no hydraulic pressure) for sensor cal delay time. Note the highest and lowest voltages provided by the
sensor during this cycle. The highest voltage corresponds to full default pitch and the lowest voltage corresponds
to full reverse pitch.
Calibration Process: Send maximum default reverse current on output valve causing fan to operate at reverse
pitch. Take a reading of pitch sensor input. This will be the “reverse pitch voltage.” Send minimum default forward
current on output to the valve causing fan to operate at full pitch. Take a reading of pitch sensor input. This will be
the “full pitch voltage.” Use these values as a scale to calibrate pitch voltage and the pitch angle values.
Note: I n the case of the Flexxaire fan model 568, full default pitch is 30° and full reverse pitch is -30°, or we can
think of it in terms of +100% and -100%.
During Operation
The output of the sensor changes slightly due to the temperature of the sensor. This means that after startup, the
fan and sensor will warm up with the machine and the sensor output will change. For this reason, we recommend
performing the same calibration procedure as was performed at startup whenever the fan normally reverses;
during the reverse cycle record the highest and lowest voltages and use those going forward. The sensor has
onboard temperature compensation, but temperature changes still have some effect.
Radiator Purging
Radiator purging is enabled only when the “Engine Fan Reversing Feature Status” is enabled. Purging is when
the fan‘s function is not to cool the engine, but is to clear dirt and debris from the radiator. The fan is in a purging
state if the pitch of the fan blades is between neutral and full reverse pitch. Purging can only occur when the
engine is running.
Upon the request for a purge, the fan blades can be sent to full reverse pitch (maximum purging capacity) by
overriding current to maximum default reverse current and overriding current limits to minimum default forward
current and maximum default reverse current for defined “purge duration.” Once a purge cycle is complete,
current limits are reset to default values. Output current will be limited to maximum default forward current to
bring the fan blades to the maximum cooling position or full cooling pitch.
Appendices
Radiator Purge Operation
Purging can be initiated in three ways. It can be done manually using the operator‘s fan reversing switch,
periodically based on a user defined timer (purge interval), or depending on temperature inputs. Each one of
these methods should be configurable.
Time Trigger: This cause reverse cycles to happen at regular intervals. The periodic purges can be configured
using Cat ET service tool.
• The purge interval between reverse cycles is configurable through service tool.
• The purge duration of reversal is configurable through service tool.
Manual Trigger: This feature allows for operator initiated reverse cycles through a manual switch input.
The purge interval is the maximum amount of time allowed between purges. The purge duration is the amount
of time the fan is allowed in a purging state. The purge interval time remaining is set equal to the purge interval
when the engine starts or after a purge has been completed, and will count down to zero. At zero of the interval
time remaining, a purge will start and continue until the purge duration time remaining is equal to zero. The fan
will then return to the maximum cooling position, while resetting purge interval time remaining and purge duration
time remaining.
A manual purge will occur when the fan reversing switch is set to the “ON” position. If manual purge feature
“Enable” is set to “Disabled,” the fan will not be allowed to manually purge. Manual purge requests will be
ignored, but automatic purging will be allowed.

Appendices
Purge Suspend
“Radiator Purge Suspend” is service tool configurable and if set to “Enable,“ the fan will not be allowed to purge
if the engine is in WORKING mode. In working mode mask if bits for corresponding working mode condition
checks are set to 1, then the engine is in WORKING mode. Both manual and automatic purge requests will be
ignored and the fan will act as a cooling device only. If “Radiator Purge Suspend” is set to “Disabled,“ the fan
purging cannot be suspended.
Disable During Keyoff

• If keyswitch is off, cancel the reversing fan cycle if it is currently reversing.
• If keyswitch is off, do not allow the fan to reverse.
Disable During Regen

• If MAL_IF_GET_ARD_ACTIVE_STATUS is one, do not allow reversing fan to start. If fan is already reversing, it
can complete the cycle.
• If MAL_IF_GET_ARD_ACTIVE_STATUS is 2, 3, 4, or 5 cancel the reversing fan cycle.
Disable IMT Event

• While the fan is reversing, disable the IMT event.
• When the fan is finished reversing, keep the IMT event disabled for configured IMT disable amount of time.
• Once the configured IMT disable amount of time has passed after the fan has finished reversing, enable the
IMT event.
Manual Operation Minimum Interval

This feature applies to manual reversing fan and also time based reversing fan. It requires a certain amount
of time to elapse since the end of the last manual reversing fan cycle. It prevents machine operators from
requesting a reversing fan cycle consecutively without an interval in between.
Note: To allow the operator to toggle the reversing fan switch and leave the machine before the minimum purge
interval was up and still get a purge, the control must be configured to enable reversing fan switch latch.
Note: This minimum interval time delay also applies between the last auto purge and manual request from the
operator.
Appendices
Summary of Revisions:
This list is a summary of significant modifications made from LEBH0009-00 to LEBH0009-01. This list may not be
100% exhaustive.
Rev -01
Description Section
page #
Changed cover page to reflect Tier 4 Interim/Stage IIIB and Tier 4 Final/Stage IV. Cover 1
Corrected TOC Appendix C should read Marine "Mini" Industrial Power Display (MIPD)
TOC 5 & 150
Pinouts and in Appendix C section.
Replace 4th paragraph Warning label in 1.3 Safety section. 1.3 6
Updated Minimum Mandatory Engine Connection Customer Requirements Table in 3.1 section. 3.1 26
Updated Optional Functionality Quick Reference Chart in 3.3.1 section. 3.3 27
Update 3.4 Typical Customer-installed Diagram. 3.4 29-31
Updated C18 ACERT – C32 ACERT LPS Engine Voltage Supply System Requirements table.
4 35
Defined double asterisk under table.
Added Direct Battery Connection subsection in Power & Grounding Considerations section. 4 41
Updated C18 ACERT – C32 ACERT Overview section to include DOC module dual or single can
6 59
configuration.
Clarified Air Inlet Temperature Sensor Installation with note. 6 62
Replaced -30 with -40 under 7.3.3 first paragraph. 7 66
Clarified Auxiliary Temperature Sensors #1 and #2 Installation with pictorial graphics. 7 67
Added Fuel Priming Pump Control to list of start sequence consideration points and new
8 69
"Fuel Priming Pump" section.
Clarified Intake Air Shutoff Valve Installation. 8 74
Added paragraph to alert the customer of the importance of not overcooling the Tier 4
10 78
Interim/Stage IIIB and Tier 4 Final/Stage IV engines.
Deleted note under 10.1 Hydraulic Fan Control section. 10 78
Added note to Hydraulic Fan Control Operation 10.1.1. 10 78
Added aftertreatment health statement regarding CAC out temperature. 10 79
Updated table 10.2 to more accurately define configurations parameters with asterisk
10 79
statements and CAC Outlet Temperature.
Removed IMAAT warnings condition from document. 10 80
Corrected Reversing Fan Control Configuration table in 10.2.2. 10 81
Removed Manual state from Reversing Fan Control Configuration options and Variable
10 81 & 86
Pitch Fan Reversing (Purging) options.
Updated Reversing Fan Control Installation graphics. 10 82
Added note to Flexxaire Fan Operation to clarify CAC out temperature for fan control using
10 82
Auxiliary inputs.
Added asterisks to clarify Air Flow Engine Coolant Temp settings. 10 84
Clarified Table 10.5 Temperature Setting for Min & Max Air Flow regarding Auxiliary Temp
10 84
#2 availability.

Appendices
Rev -01
Description Section
page #
Clarified Fan Reversing Operation 10.4.1. 10 85 & 86
Corrected Table 10.6 Hydraulic Fan Reversing Feature Configuration Fields. 10 85
Clarified Fan Reversing Installation with updated figures. 10 86
Added Engine Low Idle section to Engine Speed Demand section. 11 104
Added Cold Ambient Strategy to 13.0 Cold Starting Aid. 13 114 & 115
Added Arctic Weather Feature subsection to end of section 13. 13 115
Added #1 & #2 to Auxiliary Temperature Sensor bullet. 15 123
Added #2 to Auxiliary Temperature Sensor Operation to Table 15.3. 15 127
Updated Data Link Support Quick Reference table. 16 137 & 138
Corrected Speed Control portion of the System Configuration Parameters table in
17 142
17.3 section.
Notes

Notes
Notes

Caterpillar.
Your Local Resource.
Worldwide.
Your Cat dealer is prepared to answer any questions you
may have about Cat Power Systems, customer support,
parts or service capability anywhere in the world. For the
name and number of the Cat dealer nearest you, visit
our website or contact Caterpillar Inc. World
Headquarters in Peoria, Illinois, U.S.A.
World Headquarters:
Caterpillar Inc.
Peoria, Illinois, U.S.A
Tel: (309) 578-6298
Fax: (309) 578-2559
Mailing Address:
Caterpillar Inc.
Industrial Power Systems
P.O. Box 610
Mossville, IL 61552
www.cat-industrial.com
E-mail: cat_power@cat.com
Materials and specifications are subject to change without notice.

Rating ranges listed include the lowest and highest available for a
specific engine or family of engines. Load factor and time at rated load
and speed will determine the best engine/rating match.
CAT, CATERPILLAR, their respective logos, ACERT, MEUI, “Caterpillar Yellow” and the
“Power Edge” trade dress, as well as corporate and product identity used
herein, are trademarks of Caterpillar and may not be used without permission.
LEBH0009-01 (12-14) ©2014 Caterpillar

All rights reserved.

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C18 - C32 Electronics A&i LEBH0009-01

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Cat® C18 ACERT™ - C32 ACERT

Tier 4 Interim/Stage IIIB &

electronics application &

1.0 Introduction and Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

2.0 Engine & Aftertreatment Component Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

3.0 Customer System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

4.0 Power and Grounding Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

5.0 Connectors and Wiring Harness Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

6.0 Connecting The Engine and Aftertreatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59

7.0 Monitored Inputs for Customer-installed Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64

8.0 Starting and Stopping the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69

9.0 Engine Compression Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76

10.0 Engine Cooling Fan Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78

11.0 Engine Speed Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87

12.0 Engine Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107

13.0 Cold Starting Aid and Cold Ambient Strategy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113

4 C18 ACERT™ – C32 ACERT TIER 4 INTERIM & FINAL ENGINES

14.0 Engine, Indicators, and Operator Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116

15.0 Engine Monitoring System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123

16.0 Data Link Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133

17.0 Tier 4 Interim/Stage IIIB Service Tool Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142

18.0 Appendices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148

Summary of Revisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167

ELECTRONICS APPLICATION AND INSTALLATION GUIDE 5

1.0 Introduction and Purpose

1.2 Electronic Applications Contacts

6 C18 ACERT™ – C32 ACERT TIER 4 INTERIM & FINAL ENGINES

1.3.1 Warning – Welding

ELECTRONICS APPLICATION AND INSTALLATION GUIDE 7

1.3.2 Warning – Electrostatic Paint Spraying

1.3.3 Warning – Jump Starting

1.3.4 Warning – High Voltage Injectors

1.2 Warning - Replacement Parts

8 C18 ACERT™ – C32 ACERT TIER 4 INTERIM & FINAL ENGINES

ELECTRONICS APPLICATION AND INSTALLATION GUIDE 9

2.0 Engine & Aftertreatment Component Overview

2.1 Engine Control Unit (ECU)

2.1.1 Engine Connector (J2/P2)

10 C18 ACERT™ – C32 ACERT TIER 4 INTERIM & FINAL ENGINES

2.1.1.1 Aftertreatment ID Module Connector

2.1.2 Customer Connector (J1/P1)

2.2 Software Flash File

2.3 Engine Sensor Details

2.3.1 Fuel System

ELECTRONICS APPLICATION AND INSTALLATION GUIDE 11

2.3.1.5 Fuel Temperature Sensor

2.3.2 Sensors & Actuators

2.3.3.2 Compression Brake Solenoids

2.3.3.3 Barometric Pressure Sensor

2.3.3.4 Crankcase Pressure Sensor

12 C18 ACERT™ – C32 ACERT TIER 4 INTERIM & FINAL ENGINES

2.3.3.5 Intake Manifold Pressure Sensor

2.3.3.6 Intake Manifold Air Temperature Sensor

2.3.3.7 Coolant Temperature Sensor

2.3.3.8 Air Inlet Temperature Sensor (Customer-installed)

2.3.3.9 Oil Pressure Sensor

2.3.3.10 NOx Reduction System Valve Actuator

2.3.3.11 NOx Reduction System Pressure Sensors

2.3.3.12 NOx Reduction System Temperature Sensor