Perkins1104D E44TA1106D E70TAElectronicAIGuide PDF

1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
Perkins Engines Company Limited A&I Guide

1
1104D-E44TA & 1106D-E70TA

Electronics Applications and
Installation guide

Four & Six cylinder diesel engines for agricultural,
industrial, construction applications

Note: Information in this manual is preliminary and is subject to change or
withdrawal.

DECEMBER 2012

Production Version 11106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
2
CONTENTS
INTRODUCTION AND PURPOSE..........................................................................6
Applicable Engines............................................................................................................................... 6
Electronic Applications Contacts.......................................................................................................... 6
Safety .................................................................................................................................................... 6
Warning Welding........................................................................................................................... 7
Warning - Electrostatic Paint Spraying ........................................................................................... 7
Warning Jump Starting ................................................................................................................. 7
ENGINE COMPONENT OVERVIEW.....................................................................8
Electronic Control Module (ECM) ....................................................................................................... 8
Sensor Details ....................................................................................................................................... 8
Intake Manifold Pressure Sensor ..................................................................................................... 8
Intake Manifold Temperature Sensor............................................................................................... 9
Coolant Temperature Sensor............................................................................................................ 9
Fuel Rail Pressure Sensor................................................................................................................ 9
Fuel Pump Solenoid ....................................................................................................................... 10
Electronic Unit Injectors................................................................................................................ 10
Crankshaft Speed/Timing Sensor ................................................................................................... 10
Camshaft Speed/Timing Sensor...................................................................................................... 11
Oil Pressure Sensor........................................................................................................................ 11
Wastegate Regulator ...................................................................................................................... 12
Engine Component Diagrams and Schematics ................................................................................... 13
1106D-E70TA Factory Installed Wiring and Components ............................................................ 13
1106D-E70TA Engine Wire Harness Schematic............................................................................ 14
1104D-E44TA Factory Installed Wiring and Components ............................................................ 15
1104D-E44TA Engine Wire Harness Schematic............................................................................ 16
Mandatory Components to Install....................................................................................................... 18
Optional Customer Installed Components*........................................................................................ 18
Typical Customer Installed Component Diagram.......................................................................... 20
Example OEM Schematic............................................................................................................... 21
Example 1 Basic Engine Application ............................................................................................. 21
Example 2 Construction Application.............................................................................................. 21
Example 3 Industrial Open Power Unit Application...................................................................... 21
Example 4 Agricultural Application............................................................................................... 21
Example 1 - Basic Schematic OEM Harness.................................................................................. 22
Example 3 Industrial Open Power Unit Schematic OEM Harness ............................................. 24
Example 4 - Agricultural Schematic OEM Harness....................................................................... 25
POWER AND GROUNDING CONSIDERATIONS.......................26
System Grounding..................................................................................................................... 26
Ground stud on Starter Motor........................................................................................................ 26
Engine Block Ground Connection.................................................................................................. 26
Power and Grounding Considerations ................................................................................................ 28
Voltage and Current requirements................................................................................................. 28
ECM power supply circuit resistance................................................................................ 28
Important Voltage Supply Circuit Considerations ......................................................................... 30
Battery (+) Connection .................................................................................................................. 31
Battery (-) Connection.................................................................................................................... 33
Correct method of ECM battery connection................................................................................... 34
Incorrect method of ECM battery connection. ............................................................................... 35
Engine ECM Power Supply Circuit Resistance Test .......................................................................... 36
Test Procedure ............................................................................................................................... 37
Suppression of Voltage Transients ..................................................................................................... 37
Suppression Methods & Best Practice ........................................................................................... 37
Voltage Load Protection Modules (VLPM).................................................................................... 39
Direct Battery connection requirements ............................................................................................. 39
Powering The Engine ECM Via Auxiliary Power Supplies ............................................................... 39 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
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Sensor Common Connections............................................................................................................. 39
Analogue Sensor Return................................................................................................................. 39
Switch Return ................................................................................................................................. 40
Digital Return................................................................................................................................. 40
CONNECTORS AND WIRING HARNESS REQUIREMENTS.........................40
ECM connector .............................................................................................................................. 40
Connector Layout........................................................................................................................... 41
Tightening the OEM Connector ..................................................................................................... 42
ECM connector Wire Gauge Size................................................................................................... 42
ECM Connector Terminals ............................................................................................................ 42
Terminal Retention......................................................................................................................... 42
Hand Crimping For Prototype machines and Low Volume Production: ....................................... 42
ECM connector sealing plug installation guidelines...................................................................... 43
OEM harness Retention at the ECM.............................................................................................. 43
Machine Crimping For High Volume Production.......................................................................... 44
Harness Wiring Standards .................................................................................................................. 44
General Recommendations for Machine Wiring harnesses ........................................................... 44
Connectors ..................................................................................................................................... 44
Cable routing.................................................................................................................................. 45
Mounting location for electronic modules...................................................................................... 45
Electromagnetic Compliance (EMC) ............................................................................................. 45
Diagnostic Connector..................................................................................................................... 45
Termination Resistor ...................................................................................................................... 46
Pin Information .............................................................................................................................. 46
STARTING AND STOPPING THE ENGINE .......................................................47
Starting the Engine ............................................................................................................................. 47
Stopping the Engine (and Preventing Restart).................................................................................... 48
Ignition Keyswitch.......................................................................................................................... 48
Emergency Stop Button .................................................................................................................. 48
Battery Isolation Switches.............................................................................................................. 49
Remote Stop Button........................................................................................................................ 49
Datalink stops................................................................................................................................. 50
Common problems with the application of stop devices ................................................................ 50
ENGINE SPEED DEMAND.....................................................................................51
Analogue Sensor................................................................................................................................. 52
Device Description......................................................................................................................... 52
Analogue Sensors Connection details .......................................................................................... 52
Evaluating Component Compatibility ............................................................................................ 53
Test Procedure ............................................................................................................................... 54
Required Values ............................................................................................................................. 55
Analogue Throttle Switch - EST Configurable Parameters............................................................ 55
PWM Sensor - Compatibility ............................................................................................................ 55
Device Description......................................................................................................................... 55
Component Compatibility............................................................................................................... 55
Connection details.......................................................................................................................... 56
PWM Throttle - EST Configurable Parameters ............................................................................. 56
PTO mode........................................................................................................................................... 56
PTO Mode ON/OFF switch............................................................................................................ 56
PTO Mode Set/lower Button........................................................................................................... 56
PTO Mode Raise/ Resume Button .................................................................................................. 57
PTO Mode Disengage Switch......................................................................................................... 57
PTO Mode Preset Speed................................................................................................................. 57
PTO Mode - EST Configurable Parameters................................................................................... 57
Example of PTO mode operation ................................................................................................... 58
Multi Position Throttle Switch (MPTS) ............................................................................................. 59
Multi Position Throttle Switch - EST Configurable Parameters.................................................... 60
Torque Speed Control TSC1 (Speed Control Over CAN).................................................................. 61
Arbitration of speed demand............................................................................................................... 61 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
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Manual Throttle Selection Switch .................................................................................................. 61
Ramp Rate .......................................................................................................................................... 61
Throttle Calibration ............................................................................................................................ 61
Throttle Parameter Description........................................................................................................... 63
Diagnostic Lower Limit.................................................................................................................. 63
Lower Position limit ....................................................................................................................... 63
Initial Lower Position limit ............................................................................................................ 63
Lower Deadzone............................................................................................................................. 63
Initial Upper Position limit ............................................................................................................ 63
Upper Position Limit ...................................................................................................................... 63
Upper Deadzone............................................................................................................................. 63
Diagnostic Upper Limit.................................................................................................................. 63
Throttle Calibration Function ............................................................................................................. 64
Idle validation maximum ON threshold (Closed)........................................................................... 68
Idle validation minimum OFF threshold (Open)............................................................................ 68
COLD STARTING AID............................................................................................68
Control of Glow Plugs by the Engine ECM....................................................................................... 69
Relay, Fuse and Cable Gauge Specification .................................................................................. 69
Wait-to-Start / Start Aid active lamps ............................................................................................ 70
OEM / Operator control or override of the Glow Plugs ................................................................ 71
Ether Cold Start Systems................................................................................................................ 71
Water Jacket Heaters ..................................................................................................................... 72
Ambient Temperature Sensor - EST Configurable Parameter ....................................................... 72
OPERATOR DISPLAYS..........................................................................................73
Gauge Drivers................................................................................................................................ 73
Lamp Outputs ................................................................................................................................. 73
Indicator lamps Logic .................................................................................................................... 74
Datalink Driven Intelligent Displays.............................................................................................. 75
Customer Triggered Engine Fault codes........................................................................................ 76
Engine Monitoring System ............................................................................................................. 76
Monitoring Mode - EST Configurable Parameters........................................................................ 77
Monitoring Mode Thresholds......................................................................................................... 77
MONITORED INPUTS FOR CUSTOMER FITTED SENSORS........................79
Configurable States........................................................................................................................ 79
Air Filter Service Indicator Air Filter Restriction Switch........................................................... 79
Coolant Low Level Switch.............................................................................................................. 79
Water in Fuel Trap Switch ............................................................................................................. 80
ENGINE GOVERNOR.............................................................................................81
All speed......................................................................................................................................... 81
Torque limit curve .......................................................................................................................... 81
Droop ............................................................................................................................................. 81
High Speed Governor (Governor Run-Out) ................................................................................... 81
Auxiliary Governor............................................................................................................................. 83
Rating selection via Service Tool ....................................................................................................... 83
Mode Switches ................................................................................................................................... 83
Rating and Droop changes requested via the J1939 datalink........................................................ 84
Service Maintenance Indicator....................................................................................................... 84
SAE J1939.......................................................................................................................................... 85
Summary of Key J1939 Application Issues..................................................................................... 85
Physical layer................................................................................................................................. 85
Network Layer................................................................................................................................ 86
Application Layer........................................................................................................................... 86
J1939 Supported Parameters Quick reference Summary Table.......................................................... 86
Sending Messages to the Engine ECM............................................................................................... 91
Source Address............................................................................................................................... 91
Destination Address ....................................................................................................................... 91 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
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J1939 SECTION 71 - VEHICLE APPLICATION LAYER..................................92
Torque Speed Control......................................................................................................................... 92
ECM Response Time To TSC1 Request.......................................................................................... 92
TSC1 Configuration ....................................................................................................................... 92
TSC1 Continuous Fault Handling: [Disabled] (Default)............................................................... 92
End of Transmission Fault Detection.......................................................................................... 92
TSC1 Continuous Fault Handling: [Enabled] ............................................................................... 93
Rating and Droop Control ............................................................................................................. 93
J1939 SECTION 73 - DIAGNOSTIC LAYER .....................................................107
Supported Parameters Section 21 - Simplified Descriptions..................................................... 109
Supported Parameters Section 81 Network Management - Detailed Descriptions................... 110
Other Datalink Standards.................................................................................................................. 111
CANopen ...................................................................................................................................... 111
OEM Proprietary CAN standards................................................................................................ 111
LIST OF APPENDICES .........................................................................................111
Appendix 1 - ECM J1 Connector Terminal Assignments .................................................. 111
Appendix 2 List of Diagnostic and Event Codes ............................................................ 111
Appendix 1 - ECM J1 Connector Terminal Assignments ................................................................ 112
Appendix 2 List of Diagnostic and Event codes............................................................................ 114

6

Introduction and Purpose
This document is intended to provide necessary information for correct electrical and
electronic installation of 1106D-E70TA & 1104D-E44TA Industrial engines, into an
off-highway machine. Perkins expects that there will be some additions and
modifications to this document as the engine program development continues, and as
OEM requests for information not currently addressed are added. The Information
herein is the property of Perkins and/or its subsidiaries. Without written permission,
any copying, transmission to others, and any use except that for which it is loaned is
prohibited.
Applicable Engines
The information contained with this document is the best available at the time of
authoring to describe the application and installation requirements for a production
representative engine and software configuration. During development stages please
ensure the Applications Engineering department are consulted before implementing
any of the features contained within this document.

Early project engines will not have all the features described in this document
enabled. Contact the Electronic Applications Team for latest information on
software feature release dates.
Electronic Applications Contacts
If the information in this document is incomplete, incorrect, or further details are
required, then please contact your Applications Engineer.
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. Perkins
dealers will have the most current information.

Improper operation, maintenance or repair of this product may be dangerous.
Improper operation, maintenance or repair of this product may result in injury or
death.

Do not operate or perform any maintenance or repair on this product until you have
read and understood the operation, maintenance and repair information.
7
Perkins 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 Perkins 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 and / or made
unsafe by the procedures that are used.
Warning Welding
Welding can cause damage to the on engine electronics. The following precautions
should be taken before and during 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 fitted
with a battery disconnect switch then open the switch
Clamp the ground cable of the welder to the component that will be welded. Place
the clamp as close as possible to the weld.
Protect any wiring harnesses from welding debris and splatter.

DO NOT use electrical components in order to ground the welder. Do not
use the ECM or sensors or any other electronic components in order to
ground the welder.
Warning - Electrostatic Paint Spraying
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 64 pins of the ECM J1 Connector directly to the spraying booth
ground.
Connect the engine block to ground at 2 points. Ensure that good screwed
connections onto bright metal are used.
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 ECM.
8
Engine Component Overview
Electronic Control Module (ECM)

The A4E2v3 ECM is an electronic control device that governs engine speed, torque
output and manages the engines performance and emissions via a number of sensors
and actuators. The device is assembled to a special mounting plate fitted to the
engine. The location is common on the 1100D series engines, left hand side close to
the fuel rail. The device has 2 connection sockets, one for the engine wire harness (J2)
that is blue in colour and the other for the machine OEM harness connection (J1) that
is grey in colour. There are two ECM options, a fuel cooled version and an air-cooled
version. The choice of option depends on the maximum ambient temperature (see
mechanical installation guide for details of fuel connection requirements and
temperature restrictions).
Sensor Details
Intake Manifold Pressure Sensor
The intake manifold pressure sensor measures the air pressure inside the intake
manifold, after the turbo. The range is 39 - 400 Kpa absolute

The sensor is used to determine atmospheric (barometric) pressure. During certain
operating conditions the ECM will take a snapshot of the measured pressure to set the
atmospheric pressure value. The atmospheric pressure is used to determine the
atmospheric related fuel limits (if any) e.g. at high altitude fuel may be limited during
cranking to prevent turbo over-speed. The ECM also uses the atmospheric value to
calculate gauge pressure of other absolute engine pressure sensors.

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, then the
fuel is limited to prevent the over fuel condition. The measurement will also be used
to select certain timing maps.

Intake manifold pressure is also used to control the turbo wastegate regulator, if fitted.
The turbo wastegate regulator control system regulates intake manifold pressure to a
desired value, calibrated in the software. In order to do this, the software needs to
know the actual value of intake manifold pressure, hence the need for the sensor
measurement.

If the intake manifold pressure sensor/circuit fails, then a low default value is used in
the software. The wastegate regulator control (if fitted) will go to open loop, whereby
the resultant intake manifold pressure will be low (as determined by the wastegate
hardware chosen) and hence fuel will be limited under certain engine conditions,
effectively providing a fuel/torque derate. 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
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Intake Manifold Temperature Sensor
This sensor measures the temperature inside the inlet air manifold .The sensor option
on the 1106D-E70TA & 1104D-E44TA engine at time of authoring is a 2 pin passive,
with an operating range of 40C to +150C

Note that this is the sensor to which the engine is calibrated. Intake air
temperature measurement is very sensitive to location. If the OEM adds
additional inlet air temperature monitoring, for example during prototype
evaluation, it should be anticipated that there may be a difference of
several degrees Celsius between the engine sensor and the OEM
sensor.

Intake manifold temperature measurement is used as an input to the cold start
strategy. When the engine is running the sensor measurement is used as an input
parameter to calculate torque and air fuel ratio limits.

The OEM has no connection to this sensor, but if the intake air is required by some
machine system, for example for fan control strategy, then the data can be accessed on
the J1939 datalink.

It is possible, if extreme temperatures are measured at the intake that the engine will
derate. In the event of a derate, an event code will be generated on the J1939 datalink,
or displayed on the service tool, and the warning lamp will illuminate.
Coolant Temperature Sensor
The coolant temperature sensor measurement is used as an input to the cold start
strategy. The measurement is also used to select certain maps at certain temperatures.
The engine is considered warm at 65C. The fuel delivery characteristics will change
dependant on the engine temperature. The sensor is also used for activating the glow
plugs for cold engine starting and for detecting high coolant temperatures for raising
an event. The range is 40C to +150C

If the sensor/circuit fails, then a default value is used and a diagnostic code is raised.
For glow plug control if this sensor/circuit is faulted, the intake manifold air
temperature sensor is used. It is possible that with this sensor/circuit in a failure
condition white smoke may result during a cold engine start. The high coolant
temperature event will not be raised under this fault condition.
The sensor reading of coolant temperature is also used to determine the maximum fuel
allowed during engine starting. If the sensor/circuit fails, it is possible the engine will
not start under cold engine conditions.

It is possible, if the coolant temperature exceeds the design limits, that the engine will
derate. In the event of a derate, a fault code will be generated on the J1939 datalink, or
displayed on the service tool, and the warning lamp will illuminate.
Fuel Rail Pressure Sensor
The fuel rail pressure sensor is used to measure the fuel pressure in the high-pressure
fuel rail. (The fuel in the fuel rail then feeds all injectors. Injection takes place when
each injector is electrically operated.)

The fuel rail pressure measurement is used in conjunction with the high-pressure fuel 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
10
pump to maintain the desired fuel pressure in the fuel rail. This pressure is determined
by engine calibrations to enable the engine to meet emissions and performance
objectives.

If the fuel rail pressure sensor/signal is faulted, a diagnostic code is set with a
warning; a default value used and a 100% engine derate results. The default value for
fuel rail pressure will allow the engine to run in a limp home fashion whereby a
known fuel rail pressure will be controlled within reasonable engine conditions.
Emissions compliance cannot be guaranteed under this fault condition.
Fuel Pump Solenoid
Fuel Rail Pump Solenoid is used to control the output from the high-pressure fuel
pump.

The fuel rail pump solenoid is energized when fuel is required to be pumped into the
high-pressure fuel rail. Varying the energize time of the solenoid controls the fuel
delivery from the pump. The earlier the solenoid is energized (degrees before TDC),
the more fuel is pumped into the fuel rail.

The solenoid forms part of the fuel rail pressure closed loop control system in
conjunction with the fuel rail pressure sensor, ECM and software. The fuel rail
pressure sensor measures the fuel rail pressure; the signal is processed by the ECM
and software and compared to the desired fuel rail pressure for the given engine
operating conditions. The control algorithm then controls the fuel rail pump solenoid
energies time. There is no OEM connection to this component.

If the fuel rail pump solenoid fails, it is likely that fuel will not be pumped into the
fuel rail and engine shutdown or failed start is expected.
Electronic Unit Injectors
Each fuel injector contains a solenoid to control the quantity of fuel injected. Both
positive and negative wires to each solenoid are wired directly back to the ECM

There is no OEM connection to this component. Voltages of up to 70V are used to
drive the injectors. The signals to the injectors are sharp pulses of relatively high
current. The OEM should ensure that any systems that are sensitive to electromagnetic
radiation are not in proximity to the harness components that lead to the injectors.
Crankshaft Speed/Timing Sensor
The crankshaft speed-timing sensor is a Hall effect sensor. The sensor works in
conjunction with the timing ring fitted to the engine crankshaft.

The sensor produces a signal as the timing ring/crank rotates past the sensor. The
ECM then uses this signal to calculate crankshaft speed and crankshaft position. The
crank speed/timing signal is used during normal engine running since is more accurate
than the signal obtained from the cam speed/timing sensor.

If the crank speed/timing sensor signal is lost or faulted, the engine is capable of
starting provided the cam speed/timing signal is healthy. A diagnostic and warning
will be raised if the fault occurs during engine running. A full derate will result since
the engine is not then guaranteed to be emissions compliant due to the accuracy of the 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
11
cam speed/timing signal. The diagnostic and derate will not be raised during engine
cranking (if fault present), but the service tool will provide a means to read the
condition of the cam and crank speed signals to aid fault finding.
The OEM has no connection to this sensor. If the OEM requires accurate engine
speed information then this may be obtained from the SAE J1939 datalink. The
software includes logic to prevent reverse engine running.

Speed Sensor
Camshaft Speed/Timing Sensor

The camshaft speed/timing sensor works in conjunction with the timing ring fitted on
the camshaft.
The sensor produces a signal as the timing ring rotates past the sensor. The ECM then
uses this signal to calculate camshaft speed, camshaft position and engine cycle. The
cam speed/timing signal is required for determining the correct engine cycle and is
also used for limp-home operation in the event of the crank speed sensor/circuit being
faulted/lost.

If the camshaft speed/timing sensor/signal is lost or faulted, the engine will not start
(since engine cycle is not known from the crank signal only), but if the engine is
already running, no engine performance effect will be noticed. A diagnostic and
warning will be raised if the fault occurs during engine running. The diagnostic will
not be raised during engine cranking, but the service tool will provide a means to read
the condition of the cam and crank speed signals to aid fault finding. The software
includes logic to compensate for minor timing errors.
Oil Pressure Sensor
The oil pressure sensor measures the engine oil pressure in Kpa. Oil pressure is used
for engine protection, whereby if insufficient oil pressure is measured for a given
speed, an event for low oil pressure would be raised. The low oil pressure threshold is
defined as a map against engine speed. Currently, two levels of event are specified.
Level 1 is the least severe and raises a warning. Level 3 is the most severe and raises
a warning, which request the engine be shutdown. Automatic engine shutdown can be
configured for certain applications, such as Gensets to occur when a level 3 event is
raised.
12
If the oil pressure sensor fails, a diagnostic is raised and a default value is used by the
software, which has been chosen to be a healthy (high) pressure value. It is not
possible to raise an event whilst an oil pressure diagnostic is present.

Wastegate Regulator
The regulator controls the pressure in the intake manifold to a value that is determined
by the ECM. The wastegate regulator provides the interface between the ECM and the
mechanical system that regulates intake manifold pressure to the desired value that is
determined by the software.
13
Engine Component Diagrams and Schematics
1106D-E70TA Factory Installed Wiring and Components
Intake Manifold
Pressure
Intake Manifold
Temperature
Fuel Rail Pressure
Wastegate Regulator
( If Equipped)
Coolant Temperature
Oil Pressure
Crank Speed/
Timing
64 Pin Plug
Diagnostic ( If Equipped)
A4E2 ECM
J1
J2
Fuel Pump
Cam/Timing
Sensor
14
1106D-E70TA Engine Wire Harness Schematic
6 INJECTORCYLINDER 6 RETURN
62 INJECTORCYLINDER 6
49
FMPSENSORGROUND
37 TEMPERATURESENSORRETURN
10 SPEEDSENSORPOWER (+8V)
52 CRANKSPEED/ TIMESENSSIG
53 PUMP / CAMSPEEDSENSSIG
42 IMTSIGNAL
OILPRESSURESENSOR
FUELMANIFOLD
PRESSURESENSOR
COOLANTTEMPERATURE
SENSOR
INTAKEMANIFOLD
TEMPERATURESENSOR
CRANKSHAFTSPEED /
TIMINGSENSOR
CAMSPEED/TIMING
SENSOR
FUELPUMP
SOLENOID A
B
D
E
F
G
DIAGNOSTIC
CONNECTOR( 9PIN)
1
2
1
2
1
2
1
2
1
2
2
1
3
24 J 1939+
23 J 1939 -
20 CDL-
21 CDL+
45 BAT-( FORCOMMSADAPTER )
18 BAT+( FORCOMMSADAPTER )
48
FMPSENSORSIGNAL
40
FMPSENSORPOWERSUPPLY
43 COOLANTTEMPSIGNAL
56 OILPRESSURESENSORSIGNAL
39 OILPRESSURESENSORRETURN
47 OILPRESSURESENSORPWR (+5V)
55 IMPSIGNAL
38 IMPRETURN
46 IMPPOWERSUPPLY (+5V)
1
2
3
4
1
2
3
4
1
2
3
4
2
1
3
2
1
3
1
2
ELECTRONIC
WASTEGATE
ACTUATOR
25 FUELPUMPSOLENOIDPWMSIG
26 FUELPUMPSOLENOIDRETURN
19 WASTEGATERETURN
17 WASTEGATEPWMSIGNAL
ECM
J 2 Connector
INJECTOR
CYLINDER 6
INJECTOR
CYLINDER 5
INJECTOR
CYLINDER 4
INJECTOR
CYLINDER 3
INJECTOR
CYLINDER 2
INJECTOR
CYLINDER 1
T 957BK
T 951BK
T 952BK
T 958BK
T 953BK
T 959BK
T 954BK
T 960BK
T 955BK
T 961BK
T 956BK
T 962BK X931YL
X925PK
X 930GY
X 924BR
X929BU
X 923OR
X 928GN
X 922WH
X 927YL
X 921PK
X 926GY
X 920BR
101RD
229BK
944OR
945BR
F 712GN
F 711 YL
C 211BK
M 795WH
Y 951PU
Y 950YL
L 731BR
C 967BU
995BU
Y 948BR
Y 946BU
769 BU
Y 947BR
994GY
T 997OR
T 993BR
X 731BU
996GN
E 965BU
P 920BR
INTERNAL
( ROCKER
COVER)
EXTERNAL
C
H
J
INTAKEMANIFOLD
PRESSURESENSOR
NOTALWAYSFITTED
ONFIXEDSPEED
ENGINES
A4E2v3
22 SHIELD
997 R OR
874 N BK
15

1104D-E44TA Factory Installed Wiring and Components

Intake Manifold
Pressure
Intake Manifold
Temperature
Fuel Rail Pressure
Wastegate Regulator
( If Equipped)
Coolant Temperature
Oil Pressure
Crank Speed/
Timing
64 Pin Plug
Diagnostic ( If Equipped)
A4E2 ECM
J1
J2
Fuel Pump
Cam/Timing
Sensor
16

1104D-E44TA Engine Wire Harness Schematic

34 INJECTORCYLINDER4RETURN
58 INJECTORCYLINDER4
40
FMPSENSORGROUND
37 TEMPERATURESENSORRETURN
10 SPEEDSENSORPOWER(8V)
52 CRANKSPEED/TIMESENSSIG
53 PUMP/CAMSPEEDSENSSIG
42 IMTSIGNAL
OILPRESSURESENSOR
FUELMANIFOLD
PRESSURESENSOR
COOLANTTEMPERATURE
SENSOR
INTAKEMANIFOLD
TEMPERATURESENSOR
CRANKSHAFTSPEED/
TIMINGSENSOR
CAMTIMING/SPEED
SENSOR
FUELPUMP
SOLENOID A
B
D
E
F
G
DIAGNOSTIC
CONNECTOR(9PIN)
1
2
1
2
1
2
1
2
1
2
2
1
3
24 J1939+
23 J1939-
20 CDL-
21 CDL+
45 BAT-(FORCOMMSADAPTER)
18 BAT+(FORCOMMSADAPTER)
49 FMPSENSORSIGNAL
48 FMPSENSORPOWERSUPPLY(5V)
43 COOLANTTEMPSIGNAL
56 OILPRESSURESENSORSIGNAL
39 OILPRESSURESENSORRETURN
47 OILPRESSURESENSORPWR(5V)
55 IMPSIGNAL
38 IMPRETURN
46 IMPPOWERSUPPLY(5V)
1
2
3
4
1
2
3
4
2
1
3
2
1
3
1
2
ELECTRONIC
WASTEGATE
ACTUATOR
25 FUELPUMPSOLENOIDPWMSIG
26 FUELPUMPSOLENOIDRETURN
19 WASTEGATERETURN
17 WASTEGATEPWMSIGNAL
A4E2v3ECM
J2Connector
INJECTOR
CYLINDER3
INJECTOR
CYLINDER2
INJECTOR
CYLINDER1
T957BK
T951BK
T952BK
T958BK
T953BK
T959BK
T954BK
T960BK X929BU
X923OR
X928GN
X922WH
X927YL
X921PK
X926GY
X920BR
101RD
229BK
944OR
945BR
F712GN
F711YL
C211BK
M795WH
Y951PU
Y950YL
L731BR
C967BU
995BU
R997OR
Y948BR
Y946BU
769BU
Y947BR
994GY
T997OR
T993BR
X731BU
996GN
E965BU
P920BR
INTERNAL
(ROCKER
COVER)
EXTERNAL
C
H
J
INTAKEMANIFOLD
PRESSURESENSOR
NOTALWAYSFITTED
ONFIXEDSPEED
ENGINES
INJECTOR
CYLINDER4
22 SHIELD N874BK1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
17
1106D-E70TA & 1104D-E44TA Principal Engine Electronic Components

Cam Speed
Sensor
Wastegate 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
18
Customer System Overview Key Elements
The following section provides details on both the mandatory and optional system
connections that need to be made as part of the customers machine wiring harness.
Mandatory Components to Install
Mandatory or Required
Components
Engine Family
A&I Guide Section
Battery All Power and Grounding
Considerations
Circuit Protection All Power and Grounding
Considerations
Key Switch All Starting the Engine
Warning Lamp All Operator Displays
Shutdown Lamp All Operator Displays
Wait to Start Lamp All Operator Displays
Glow Plug Relay All Cold Starting Aid
Speed Demand Input All Engine Speed Demand
J1939 All Communication Datalink
PDL All Perkins Datalink
Optional Customer Installed Components*
Optional Components A&I Guide Section
Low Oil Pressure Lamp Operator Displays
Remote Shutdown Switch (Normally Open) Stopping the Engine
Coolant Level Sensor Monitored Inputs for Customer Fitted
Sensors
Water in Fuel Sensor Monitored Inputs for Customer Fitted
Sensors
Air Intake Filter Restriction Switch Monitored Inputs for Customer Fitted
Sensors
PWM Throttle Position Sensor Engine Speed Demand
Analogue Throttle Position Sensor with Idle
Validation Switch (1)
Engine Speed Demand
Analogue Throttle Position Sensor with Idle
Validation Switch (2)
Engine Speed Demand
Throttle Selection Switch Engine Speed Demand
Multi-Position Switch Engine Speed Demand
PTO On/Off Switch Engine Speed Demand
PTO Set/Lower Switch Engine Speed Demand
PTO Raise/Resume Switch Engine Speed Demand
PTO Disengage Switch Engine Speed Demand
Mode Switch (1) Engine Governor
Mode Switch (2) Engine Governor
Ambient Temperature Sensor Additional Options
Fuel Filter Differential Pressure Switch Monitored Inputs for Customer Fitted
Sensors
Fan Reversing Fan Reversing Solenoid Control
SWG Return Additional Options
Ether Start Cold Starting Aids 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
19
Auxiliary Temperature Monitored Inputs for Customer Fitted
Sensors
Auxiliary Pressure Monitored Inputs for Customer Fitted
Sensors
Overspeed Verify Switch Engine Speed Demand
Fan Speed Sensor Monitored Inputs for Customer Fitted
Sensors
Hydraulic Fan Driver Hydraulic Governor
* Check Compatibility in specific sections, some components cannot be used together.
20
Typical Customer Installed Component Diagram

Circuit Protection
(Mandatory)
Keyswitch
PWM
Throttle
Analogue
Throttle with
IVS
Warning Lamp
Stop Lamp
Air Filter Restriction
Switch
Wait to Start Lamp
Low Oil Pressure Lamp
Service Tool Connector
J1939 Termination Resistor
Maintenance Due Lamp
PTO Raise/Resume Button
PTO Set/Lower Button
PTO On/Off Switch
PTO Disengage
Modes Switch 1
Modes Switch 2
Shutdown Switch
Glow Plug
Relay
Maintenance Due
Reset Switch
Magnetic
Switch
+
-
Battery
Battery Isolation
Switch
IVS

21
Example OEM Schematic
The engine can be configured and wired many different ways dependent on the
requirements of the OEM. The following four example schematics and descriptions
provide a guide for the OEM.
Example 1 Basic Engine Application
This solution is suitable for applications where very little integration or additional
engineering is a requirement when compared to the solution used for a mechanical
engine. This solution can be used in most mechanically governed engine replacement
situations. The OEM needs to consider only basic functions these being Power
Supply, Operator Indication, Cold Start Aid and a simple method of controlling the
engine speed.
Example 2 Construction Application
An application where the engine, in response to an arrangement of switched inputs
will operate at one of a range of defined speeds. This is suitable for applications
where the device has multiple operating speeds that are either 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 ECM inputs. In addition to the Key-Switch a separate engine shutdown
switch is used to stop the engine.
Example 3 Industrial Open Power Unit Application
An application where the engine, in response to a control input, e.g. a button press,
accelerates from idle speed up to the pre-defined operating engine speed. Once at the
pre-defined operating speed, the engine speed may be raised or lowered by increment
/ decrement button presses. This is suitable for enhancing some of the applications of
the single speed (set speed) control, or to provide a variable speed control without
having a throttle pedal / lever. This functionality may benefit when the user wants to
use set speed operation, but with the capability to adjust it themselves - users may
have a favorite operating speed. This could include concrete pumps, hydraulic driven
machines.
Example 4 Agricultural Application
The application will allow single or twin throttles, engine twin set speed control,
Multi mode operation, integrated display drive, etc. This set-up is suitable for
applications where the customer requires a high degree of operator control over the
machines behavior. It is one of the most complex applications. Typically this is used
in mobile applications that may be driven to the place of work and then require
operator selectable speed operation whilst performing their chosen task. This could
include: Tractors, Combines, Backhoe loaders. 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
22
Example 1 - Basic Schematic OEM Harness

A4E2v3 ECM
J1 CONNECTOR
OFF
ON
START
IGNITION KEY
SWITCH
STOP LAMP
WARNING LAMP
7 BATTERY +
NOTE 7
1. N/A
2. Fuse value depends on Mag Switch circuit current
3. N/A
4. Fit suppression diodes across relay coils
5. Glow Plug fuse rating differs between 4cyl and 6cyl
engines and system voltage
6. Starter motor control circuits will vary
7. Fuse value dependant on system voltage

NOTES
UNCONTROLLED DOCUMENT FOR
INDICATION ONLY
Caterpillar Confidential Green
Battery
June 2012
Basic OEM Wiring Schematic
PWM
THROTTLE
SENSOR
Template file: Unity series OEM wiring_
8 BATTERY +
15 BATTERY +
16 BATTERY +
1 BATTERY -
2 BATTERY -
3 BATTERY -
9 BATTERY -
10 BATTERY -
60 STOP LAMP
59 WARNING LAMP
57 START AID CONTROL
40 IGNITION KEYSWTICH
5A
63 COLD START LAMP
COLD START - WAIT TO START LAMP
LOWOIL PRESSURE LAMP
62
LOW OIL PRESSURE LAMP
(OPTIONAL)

43 SENSOR SUPPLY 8V
53 PWMTHROTTLE SENSOR INPUT
TO GLOW
PLUGS
GLOW PLUG
RELAY
33 SENSOR RETURN
TO STARTER MOTOR
MAG SWITCH
Rear View of J1 Plug Front View of J1 Plug
J1 PLUG
NOTE 5
NOTE 4
NOTE 21106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
23
Example 2 - Construction Schematic OEM Harness
A4E2 ECM
J1 CONNECTOR
OFF
ON
START
IGNITION KEY
SWITCH
STOP LAMP
WARNING LAMP
7 BATTERY +
NOTE 7
1. CAN shield connection at ECM is optional
3. CDL connection may be used for secondary diagnostic
connection
7. Fuse value dependent on system voltage

NOTES
INDICATION ONLY
Battery
June 2012
Construction OEM Wiring Schematic
Template file: Unity OEM wiring
8 BATTERY +
15 BATTERY +
16 BATTERY +
1 BATTERY -
2 BATTERY -
3 BATTERY -
9 BATTERY -
10 BATTERY -
60 STOP LAMP
59 WARNING LAMP
5A
50 THROTTLE POSITION SWITCH 2
10
POSITION
ROTARY
SWITCH
CAN J1939 BUS
120
OHM
20 CAN J1939 +
21 CAN J1939 -
22 CAN J1939 SHIELD
NOTE 1
63 COLD START LAMP
62
(OPTIONAL)
23 CDL +
24 CDL -
NOTE 3
48
SHUTDOWN SWITCH (CLOSE TO
STOP)
35 SWITCH RETURN
TO GLOW
PLUGS
GLOW PLUG
RELAY
TO STARTER MOTOR
MAG SWITCH
Rear View of J1 Plug
S1
S2
S3
S4
CMN
Front View of J1 Plug
J1 PLUG
120
OHM
NOTE 5
NOTE 4
NOTE 2
24
Example 3 Industrial Open Power Unit Schematic OEM Harness
A4E2 ECM
J1 CONNECTOR
OFF
ON
START
IGNITION KEY
SWITCH
STOP LAMP
WARNING LAMP
7 BATTERY +
NOTE 7
SET / LOWER
1. N/A
3. N/A

NOTES
INDICATION ONLY
Battery
PTO MODE LAMP
June 2012
IOPU OEM Wiring Schematic
Template file: Unity OEM wiring
8 BATTERY +
15 BATTERY +
16 BATTERY +
1 BATTERY -
2 BATTERY -
3 BATTERY -
9 BATTERY -
10 BATTERY -
60 STOP LAMP
59 WARNING LAMP
61 PTO MODE LAMP (OPTIONAL)
RAISE / RESUME
ON / OFF
49 PTO MODE - DISENGAGE (NC)
5A
DISENGAGE SWITCH
63 COLD START LAMP
62
(OPTIONAL)
35 SWITCH RETURN
TO GLOW
PLUGS
GLOW PLUG
RELAY
50 PTO MODE - RAISE /RESUME
51 PTO MODE - SET/ LOWER
52 PTO MODE - ON / OFF
TO STARTER MOTOR
MAG SWITCH
J1 PLUG
NOTE 5
NOTE 4
NOTE 2

25
Example 4 - Agricultural Schematic OEM Harness
A4E2v3 ECM
J1 CONNECTOR
OFF
ON
START
IGNITION KEY
SWITCH
STOP LAMP
WARNING LAMP
7 BATTERY +
NOTE 7
SET / LOWER
1. CAN shield connection at ECM is optional
3. CDL connection may be used for secondary diagnostic
connection
engines and systme voltage

NOTES
INDICATION ONLY
Battery
PTO MODE LAMP
June 2012
Agricultural OEM Wiring Schematic
Template file: Unity OEM wiring_
8 BATTERY +
15 BATTERY +
16 BATTERY +
1 BATTERY -
2 BATTERY -
3 BATTERY -
9 BATTERY -
10 BATTERY -
60 STOP LAMP
59 WARNING LAMP
61 PTO MODE LAMP (OPTIONAL)
33 SENSOR RETURN
54 ANALOGUE THROTTLE INPUT 1
55 ANALOGUE THROTTLE INPUT 2
45 IDLE VALIDATION (IVS 1) N/C
RAISE / RESUME
ON / OFF
49 PTO MODE - DISENGAGE (NC)
5A
41 SENSOR SUPPPLY 5V
ANALOGUE
THROTTLE
SENSOR 1
ANALOGUE
THROTTLE
SENSOR 2
DISENGAGE SWITCH
MODE SWITCH 1
MODE SWITCH 2
39 MODE SWITCH 1
46 MODE SWITCH 2
CAN J1939 BUS
120
OHM
20 CAN J1939 +
21 CAN J1939 -
22 CAN J1939 SHIELD
NOTE 1
63 COLD START LAMP
62
(OPTIONAL)
23 CDL +
24 CDL -
NOTE 3
47
THROTTLE SELECTION SWITCH
(cannot be used in conjunction with
IVS2)
35 SWITCH RETURN
TO GLOW
PLUGS
GLOWPLUG
RELAY
50 PTO MODE - RAISE /RESUME
51 PTO MODE - SET/ LOWER
52 PTO MODE - ON / OFF
42 SENSOR SUPPPLY 5V
34 SENSOR RETURN
TO STARTER MOTOR
MAG SWITCH
THROTTLE SELECTION SWITCH
J1 PLUG
120
OHM
MAINTENANCE DUE LAMP
58
MAINTENANCE DUE LAMP
(OPTIONAL)
36
MAINTENANCE DUE RESET
SWITCH
MAINTENANCE DUE RESET
SWITCH
NOTE 5
NOTE 4
NOTE 2
26
Power and Grounding Considerations
System Grounding
Although the engine electronics are all directly grounded via the ECM 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.

Improper grounding results in unreliable electrical circuit paths. Stray electrical
currents can damage mechanical components, and make electronic systems prone to
interference. These problems are often very difficult to diagnose and repair.
Ground stud on Starter Motor
If the Starter motor has a grounding stud then this should be used. The ground
connection should be preferably be made directly back to the battery negative
terminal.

The starter motor ground path must not include any flanges or joints. Painted surfaces
and flexible mounts in particular must be avoided. Star washers must not be relied
upon to make contact though paint.

The ground cable should be of sufficient cross sectional area to ensure that the total
starter motor supply circuit resistance does not exceed 1.7mOhms for a 12V system
and 3.4mOhm for a 24V system.

Please refer to the Starting and Charging Systems A&I Manual for further information
on starter motor, alternator, battery and complete system installation guidelines.
Engine Block Ground Connection
A separate engine block ground should be used in addition to the starter motor
ground. A ground cable, direct from the battery negative or starter ground terminal,
should be connected to a ring terminal which connects to one of the three tappings
shown in diagram 1 and 2. The tapped holes will be reserved for customer use and
can be used for grounding purposes.

If a tapping is used then it should be checked to be free of lacquer, paint and dirt
before the connection is made. A M10 metric screw should be used plated with Zinc.
A washer should retain the ring terminal and the screw tightened to 44 Nm (32Ibft)

It is preferable to use a conductive grease to ensure the reliability of this connection.
27

Diagram 1. Ground Point 1 & 2

Diagram 2. Ground Point 3
Ground Point
Option2
Ground Point
Option1(behind
bracket)
Ground Point
Option 3 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
28
Power and Grounding Considerations
Voltage and Current requirements
The ECM 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. The
table provides the electrical characteristics and limitations for the A4E2v3 ECM.

VOLTAGE SUPPLY SYSTEM
12V 24V
Max Peak Current 60A 60A
Peak Current Cranking 36A 36A
Max RMS Current* 13A 7.5A
Suggested Fuse Rating** 25A 20A
Sleep Current <8mA <10mA
Min Running Voltage 9V 18V
Max Running Voltage*** 16V 32V
Minimum ECM Voltage during
Cranking
5.5V 5.5V
Maximum total ECM power circuit
wire resistance
50 mOhmns 100 mOhmns
Target circuit resistance 40 mOhms 80 mOhms

*Max RMS current measurements conducted on engine running at rated speed and
load. RMS current will vary with engine speed (assuming constant voltage) no Lamp
Drivers or application side components fitted during measurement.
** Suggested fuse rating are based on automotive blade type fuses and are for
guidance only.
***The ECM can survive higher voltages. ECM will survive for at least 2 minutes on
a supply voltage of 30V for 12V systems and 48V for 24V systems.

ECM power supply circuit resistance
Often during engine cranking the battery voltage will drop to values much lower than
the normal system operating voltage. The minimum permissible voltage measured at
the ECM during cranking is 6V. The power requirements to drive the engine
electronic components such as the Injectors and fuel pump circuit remain the same
during cranking; for this reason the ECM power supply circuit resistance becomes
very important and will affect the voltage seen at the ECM. The table below illustrates
the difference between the voltage at the ECM during cranking and normal running
conditions:

Parameter Engine Cranking Engine Running
System Voltage at the Battery 8 V 13.8V
Engine ECM Current Draw 36A 36A 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
29
Total ECM power supply resistance 40 mOhms 40 mOhms
Voltage Drop (I*R) 1.44V 1.44V
Voltage at the ECM 6.56V 12.36V

Table 4.1

The maximum permissible circuit resistance including positive and negative wires is
50mOhms for 12V systems and 100mOhms for 24V systems, however Perkins
recommends that this value should not be targeted during design, as it is often difficult
to predict the final circuit resistance when considering other factors such as fuse
holders, connector resistance and aging. A target calculated circuit resistance
including wire and connections of 40mOhms for 12V systems 80mOhms for 24V
systems is recommended. The table below provides typical wire resistance for various
cross sections of copper wire.

2m 4m 6m 8m 10m
2 Ni-plated Copper 9.82 19.64 39.28 58.92 78.56 98.2
2.5 Ni-plated Copper 7.92 15.84 31.68 47.52 63.36 79.2
3 Ni-plated Copper 6.41 12.82 25.64 38.46 51.28 64.1
4 Ni-plated Copper 4.91 9.82 19.64 29.46 39.28 49.1
5 Ni-plated Copper 4.11 8.22 16.44 24.66 32.88 41.1
6 Ni-plated Copper 3.27 6.54 13.08 19.62 26.16 32.7
10 Ni-plated Copper 1.9 3.8 7.6 11.4 15.2 19
16 Ni-plated Copper 1.21 2.42 4.84 7.26 9.68 12.1
25 Ni-plated Copper 0.774 1.548 3.096 4.644 6.192 7.74
35 Ni-plated Copper 0.549 1.098 2.196 3.294 4.392 5.49
50 Ni-plated Copper 0.383 0.766 1.532 2.298 3.064 3.83
70 Ni-plated Copper 0.27 0.54 1.08 1.62 2.16 2.7
95 Ni-plated Copper 0.204 0.408 0.816 1.224 1.632 2.04
120 Ni-plated Copper 0.159 0.318 0.636 0.954 1.272 1.59
mohm/m at
20Deg C
Material
Conductor
CSA
mOhm at 20Deg C for Cable Length
2m 4m 6m 8m 10m
14 Ni-plated Copper 9.82 19.64 39.28 58.92 78.56 98.2
12 Ni-plated Copper 6.41 12.82 25.64 38.46 51.28 64.1
10 Ni-plated Copper 4.11 8.22 16.44 24.66 32.88 41.1
8 Ni-plated Copper 2.59 5.18 10.36 15.54 20.72 25.9
6 Ni-plated Copper 1.55 3.1 6.2 9.3 12.4 15.5
4 Ni-plated Copper 1.06 2.12 4.24 6.36 8.48 10.6
2 Ni-plated Copper 0.62 1.24 2.48 3.72 4.96 6.2
0 Ni-plated Copper 0.383 0.766 1.532 2.298 3.064 3.83
00 Ni-plated Copper 0.27 0.54 1.08 1.62 2.16 2.7
000 Ni-plated Copper 0.204 0.408 0.816 1.224 1.632 2.04
0000 Ni-plated Copper 0.159 0.318 0.636 0.954 1.272 1.59
American
Wire Gauge
Material
mohm/m at
20Deg C
mOhm at 20Deg C for Cable Length1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
30

A4E2 ECM
-
+
Battery
N
e
g
a
t
i
v
e

W
i
r
e

R
e
s
i
s
t
a
n
c
e
(
O
h
m
s
)
P
o
s
i
t
i
v
e

W
i
r
e

R
e
s
i
s
t
a
n
c
e
(
O
h
m
s
)
Circuit Load (ECM)
Total Circuit Length
Note: Circuit protection not shown

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.

Important Voltage Supply Circuit Considerations
Poorly designed or installed ECM supply circuitry can lead to intermittent engine
problems and reduce the engine ECMs ability to maintain optimum performance
under harsh conditions.

To ensure that the integrity of the electrical supply circuit is not compromised during
design and installation the following recommendations should be adhered to.

- Supply cable wire gauge or CSA must be capable of meeting the maximum
electrical requirement demanded by the engine ECM under all conditions.
- When specifying ECM circuit supply and return cables, which are to be
routed around hot components or form part of a machine wiring harness
bundle the appropriate cable current carrying capacity derate should be
applied.
- All ECM power pins must be connected to the main battery supply to ensure
a complete and robust electrical circuit is made. 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
31
- When splicing the ECM supply or return cables the main supply cable must
be rated to carry the total circuit current to the ECM and provide the correct
amount of mechanical durability for the number of splices made.
- The total ECM circuit resistance must meet the stated limits (50mOhms for
12V and 100mOhms for 24V systems) to ensure that voltage drop across these
cables is minimized.

It should also be noted that the ECM supply circuit must be routed directly back to the
application battery to maintained optimum system performance under all conditions.
Failure to do so will lead to excessive system voltage drop and high circuit resistance
as well as increased levels of supply circuit noise.

Battery (+) Connection
The ECM requires four un-switched battery positive inputs; the inputs should be
permanently connected to the machine battery. When the ignition key switch is off the
ECM is in a sleep mode during which it draws a very small residual current through
the four battery connections. When the ignition key switch is turned on the ECM will
become active. It is recommended, therefore that the ignition keyswitch is turned to
the off position when connecting or disconnecting the ECM J1 connector, to prevent
large sparks which may cause damage to the pins.

The power supply to the ECM should be taken from the battery, and not from the
starter motor terminals to avoid unnecessary system noise and voltage drops. Note
that there are 4 ECM pins allocated for battery positive. All 4 pins must be used.

The correct system voltage must be applied (12V or 24V), as the following
components on the engine are system voltage sensitive:

-Glow Plugs
-Alternator
-Starter Motor
-Electric prime Fuel Pump (where fitted )
It is recommended that one supply cable from the battery be used. This single supply
cable should then be spliced as shown as below.
Please note that it is the customers responsibility to ensure that the ECM supply
circuitry meets the limits stated within table 4.1. For this reason it may be necessary
to increases the supply cable AWG (CSA) in order to meet the system design criteria.

32

A4E2 ECM
J2
J1
A B
ENGINE
ECM
MAIN MACHINE
DISTRIBUTION
BATTERY
MACHINE
BATTERY
Diagram shown is an example of the ECM
supply and ground connection. All fuses must
be chosen in conjunction with the data supplied
in table 4.1. Fuses must be rated to protect the
ECM supply cables and not the engine ECM.
ECM Power Supply Wiring

Note A: Ensure cable splices are made using 14AWG wire and kept to a
minimum length.
Note B: Ensure that the main supply cable is correctly specified in terms of
length, resistance, voltage drop and current carrying capacity.
May need to add specifics into the section for Bosch and Tyco ECMs

33

Battery (-) Connection
The ECM requires five un-switched battery negative inputs; the inputs should be
permanently connected to the machine battery.
Battery Connection Do Not supply power to the ECM from the starter
motor connections:

Starter Motor
Battery
Battery
Note: Circuit protection not shown
-
+
-
+
Wrong
Right

34

Correct method of ECM battery connection.

Right
Starter
Motor
ECM
Connector
Chassis
Engine
Fuse

Correct Power Supply Wiring
ECM Positive wires connected direct to battery, not via starter motor
Power supply wires go to all 4 positive pins and all 5 negative pins on the
ECM Connector
ECM Negative is wired to the battery rather than return through chassis
The engine is grounded to the machine chassis. 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
35

Incorrect method of ECM battery connection.

Starter
Motor
ECM
Connector
Chassis
Engine
Chassis
Wrong

Incorrect wiring
Positive wired via starter motor. High volt drop to ECM on starting
Single pin on ECM used for each of positive and negative supply. Possibly
exceeding pin ratings and possibly causing risk of arcing or over heating.
ECM return through chassis risk of conducted noise and also additional
voltage drop.
Engine not grounded risk of engine component damage.

36
Engine ECM Power Supply Circuit Resistance Test
It is not possible to accurately measure the machine ECM power supply wire
resistance using a standard ohmmeter alone; it is therefore necessary to use a specific
test circuit. The diagram and table below details the test apparatus used in the circuit
to determine the engine ECM circuit resistance. The circuit consists of two voltmeters
and a resistor connected to the J1 ECM plug that can be switched in and out of circuit
using a relay. Its very important to keep the test circuit resistance to a minimum, use
a relay with low contact resistance (preferably silver oxide or gold) and short lengths
of heavy gauge wire.
Component Perkins part
number
Supplier Part number Quantity
J1 Receptacle 1244365 1
Pins T400047 0460-202-16141 10
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

R1
V1
2.2 Ohms 200 watts
Voltmeter 1
7 16 8 15 1 9 2 3 10
J1 Engine ECM Plug
Machine
Harness
-
+
V2
Voltmeter 2
Machine Battery
37
Note: The total ECM supply circuit resistance forms part of the Application
Appraisal. Circuits which do not meet the 50mOhm requirement for a 12V
system and 100mOhms for 24V will be classed as a failure during the
Appraisal sign off.
Test Procedure
Record the measured resistance value of the test resistor used. Disconnect the J1
engine ECM plug from the ECM 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 * 0.1695)
1000 * (0.375)

Harness Resistance = 37.5 mOhms
Suppression of Voltage Transients
Suppression Methods & Best Practice
Note: The installation of transient suppression at the source of the transient is
required. Perkins 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 a degradation in the performance of the
electronic control system.

The customer should specify relays and solenoids with built-in voltage transient
suppression. Refer to figure 4.7 for ways to minimise 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 0.7V when the switch opens. The current 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
38
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 the resistance of the suppression resistor. However,
resistor suppression causes the current in the loop to diminish much faster than would
a diode.

Figure 4.7 Voltage Suppression Diagram

Diode selection should be based on the normal voltage and current seen by the coil.
For example, if the normal voltage applied to the coil is 24V and the coil has a
resistance of 50Ohms, then the current passing through the coil is 480mA (I = V/R).
The diode then would need to be able to withstand a reverse voltage of 24V and a
forward current of 480mA when the current to the coil is interrupted by the opening of
the switch since the collapse of the coils magnetic filed will attempt to maintain that
current.

Suppression resistors are a low-cost alternative 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 50Ohms and the voltage applied is
24V, an 82Ohm suppression resistor would allow the transient voltage to reach
39.6V (V = IR = -.48A x 82Ohms, the voltage is shown as negative since the polarity
reverses once the switch opens). Using a 330Ohm resistor would allow a 158V
transient but the current would diminish in the loop faster. For power dissipation
concerns, the resistors power rating should be considered. For example, if 24V were
applied across a 330Ohm resistor, the power dissipated by the resistor would be
1.75W (P = V
2
/R). Therefore a 330Ohm resistor should be selected with the
capability of dissipating at least 2W. The heat generated by the resistor should be
considered when selecting a resistor.

Note: If the resistance of the suppression resistor is too low, the driver circuitry
in the ECM 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.
39
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 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.
Voltage Load Protection Modules (VLPM)
Direct Battery connection requirements
The following components require a power supply direct from the application battery,
these components are voltage dependant.
-Fuel System Electric Fuel Pump
-Starter Motor
-Alternator
Powering The Engine ECM 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 ECMs powered by devices such as switch mode power supplies can
be particularly troublesome due to the intermittent high current load demands of the
engine ECM 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
Electronic Applications Engineering Department.
Sensor Common Connections
Certain components that interface directly with the ECM require connection to one of
the dedicated sensor/switch return pins on the ECM customer machine interface
connector J1. Separate sensor/switch returns are provided for analogue and digital
signals. All components requiring connection to one of the ECM ground connections
must be connected to the correct ground path to ensure the correct operation of the
component.
Analogue Sensor Return
All of the following Features and switches must be connected back to the engine
ECM J1 Analogue return pin (35).

ECM Feature
Analogue Throttle 2
Auxiliary Pressure Sensor
Auxiliary Temperature Sensor
Air Inlet Temperature Sensor
Analogue Throttle 1
Table 4.6 Analogue Sensor Connections 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
40
Switch Return
All of the following Features and switches must be connected back to the engine
ECM J1 GND switch return pin (35).

ECM Feature
Idle Validation switch 1 /
PTO / MPTS

Idle Validation Switch 2 /
Throttle Arbitration Switch
MPTS 1 / PTO Disengage
User Defined Shutdown Switch
/ PTO Mode Speed 1 & 2 Select
Fan Reverse Switch /
Overspeed Verify Switch
MPTS 2 / PTO Mode On / Off
Switch
MPTS 3 / PTO Raise / Resume
MPTS 4 / PTO Set / Lower /
Table 4.7 Switch to Ground Connections
Digital Return
All of the following Features and switches must be sensor supplied (8v) form ECM J1
pin 43 and connected back to the engine ECM J1 digital return pin (33).

ECM Feature
PWM Throttle 1
Water In Fuel Switch
Coolant Level Switch
Table 4.8 Digital Signal Connections

Connectors and Wiring Harness Requirements
ECM connector
The A4E2v3 engine ECM has an integral rectangular 64-pin Delphi Packard socket;
the socket is grey in appearance and is the customer/OEM connection point. To make
a connection to the engine ECM the components listed in the table below are required.

Qty Description (photo ref.) Delphi Part
Number
Perkins Part Number
1 Plug Assembly (1) 15488667 28170110 (Superseded by
28170033)
1 Wire Dress Cover (2) 15488664 28170035
2 Terminal Lock (TPA) (3) 15404650 28170034
N/A Contact Socket
(Terminal)(4) formed option
for high volume machine
crimping only.
15359002 N/A 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
41
N/A Contact Socket (Terminal)
machined option for hand
crimping with CH11155
N/A 28170085
N/A Sealing Plugs 12129557 28170088

The above components are available in kit form. The kit will provide all the necessary
components to make one basic engine connection.

Description Perkins Part Number
Connector kit U5MK8198 (superseded by U5MK1229)

Components required for A4E2v3 engine ECM connection

The wire dress cover must be fitted to prevent direct jet washing onto the rear
connector seals.
Connector Layout
The diagram below illustrates the pin layout, looking from the rear of the connector
42
Tightening the OEM Connector
A central 7mm AF hex screw retains the connector. This screw should be tightened to
a torque of 5Nm+/- 1 (3.7+/-0.7lbft).

Perkins does not recommend the use of non conductive grease with the ECM
connector.
ECM connector Wire Gauge Size
All connections must be made with 0.82mm (18AWG) wire with GXL type
insulation.

Min outside diameter (Inc Insulation) = 1.85mm
Max outside diameter (Inc Insulation) = 2.5mm
ECM Connector Terminals
The OEM connector terminals should be Delphi p/n 15359002
Terminal Retention
Two terminal position assurance components should be used once all terminals have
been crimped and inserted into the connector body. Terminal Position Assurance -
Perkins part No. 28170035 (Delphi p/n 15404650)
Note: It is critical that two terminal position assurance components are
used.

Connector body and terminal assurance components

When a terminal has been properly crimped and retained, it will be able to withstand a
pull test of 45N (10lb)
Hand Crimping For Prototype machines and Low Volume
Production:
A hand crimp tool and appropriate Die are required for crimping contact sockets -
(Delphi p/n 15359002). The hand crimp tool and removal tool for removing the
sockets from the connector body are available from Power and Signal Group (PSG). 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
43

Perkins hand crimping solution

number
Supplier Part number
Contact socket 28170085 10-613370-020
Crimp Tool number CH11155 Deutsch HDT-48-00
Removal tool N/A 15314902
Delphi Solution

number
Contact sockets N/A 15359002
HT micro 100W Crimp
Tool with Die European
Use Only
N/A HT42000480-1
Delphi Crimp Tool N/A 12129557
Removal tool N/A 15314902
Note: The insulation should be stripped to 5 mm from the end of the wire. Only a
single wire must be crimped into each terminal.
ECM connector sealing plug installation guidelines
All unused connector socket slots must be filled with sealing plugs - Delphi p/n
12129557.

Due to the small size of the sealing plugs, it may be quicker to install sealing plugs in
all cavities, and then remove those which are not required, rather than to try to fit the
sealing plugs when wires have already been inserted into the back of the connector.

Note: do not use non conductive grease to seal unused terminal cavities.
OEM harness Retention at the ECM
A wire strain relief component should be used to prevent ECM connector damage.
The wire strain relief component is assembled to the engine ECM during engine
manufacture and will be supplied on the engine.

Wire bundle size may vary between applications. Cable tie/Wire tie slots are provided
for correct bundle retention. Use the correct slots.

Use Strain Relief and correct slots for the harness bundle size:
44
Small
Bundle
Medium
Bundle
Large
Bundle

Machine Crimping For High Volume Production
The hand tool may not be the appropriate solution for crimping terminals in a high
volume production environment. The OEMs harness manufacturer should contact
their local Delphi component distributor directly.

Harness Wiring Standards
General Recommendations for Machine Wiring harnesses
The following are general good practice for wire harnesses. It is the responsibility
of the machine designer to follow standards appropriate to the application type and to
the geographical territory where the machine will be operated. These
recommendations do not replace in any way any industrial standards or legislative
requirements:
Connectors
It is strongly recommended that high quality, sealed connectors are used throughout.
Automotive standard components are not necessarily suitable as they are often only
designed for a very low number of disconnect/reconnect cycles.

Connectors should be horizontally mounted rather than vertically mounted to prevent
ingress of water/chemicals. Whenever possible, connectors should be mounted such
that they are protected from direct exposure to extreme cold. Connectors can be
damaged by frost if water does penetrate the seals.

Cables should not bend close to the connector seals, as the seal quality can be
compromised.

The correct wire seal must be selected for the diameter of wire used.

Cables should be selected of an appropriate cross section for the current and voltage
drop requirements

Where large numbers of wires go to the same connector, it is essential that no single
wire is significantly shorter than the others, such that it placed under exceptional
strain. 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
45

Cable routing.
Cables should be routed such that bend radii are not too tight. A cable should not be
either in compression or tension, nor should it be excessively long or loose, such that
sections may become caught or trapped. Clips should be used at regular intervals to
support cables. These clips should be of the correct diameter to grip the cable firmly
without crushing it.

Ideally, harnesses should not rub against any mechanical components. The only points
of contact should be clamps and connectors. If this is not possible then as a minimum
they should not touch components that are hot, that move or vibrate, or that have
sharp edges

Conductors carrying high currents or voltages, particularly when these are alternating
or switched, should be physically separated from conductors carrying small signal
currents. In particular, high current and signal wires should not run parallel in the
same harness bundle for any significant distance. Ideally, if high current wires must
be in proximity to signal wires then they should cross at right angles.

The engine wire harness should not be used by the installer for as a support for any
components that are not supplied as part of the engine. For example, external hoses
and wires should not be tied to the engine harness.
Mounting location for electronic modules
The least harsh possible location should be selected for an electronic component or
module, even one that is robustly designed. Select the mounting location carefully,
therefore, considering exposure to frost, vibration, heat, mechanical damage, or
ingress of water, dust or chemicals.

Care should be taken during design to ensure that components are accessible for repair
and possible replacement in the field. Poor maintenance access may lead to poor
quality repairs in the field.
Electromagnetic Compliance (EMC)
Special measures should be taken to shield cables if the application is to be used in
extreme electromagnetic environments e.g. aluminum smelting plants.
If screened cable is used, the screens should be connected to ground at one point only.
That point should be central if possible
Diagnostic Connector

A 9 pin diagnostic connector is fitted to the engine wire harness on all industrial
engines. Various diagnostic and development tools may use the connector to access
the engine data links.

If the connector is inaccessible when the engine is in the application or no connector
is fitted to the engine wire harness, provisions should be made to allocate an 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
46
alternative location for diagnostic connection. In this case it is recommended that a
diagnostic connector be wired in a location that can be easily accessed, free from
possible water/dirt ingress and impact damage. The engine wire harness must not be
changed or modified. To wire a diagnostic connection use the data link pins available
on the OEM J1 ECM connector.

It is recommended that all customer installed 9 pin diagnostic connectors be wired
according to the diagram below:
A
B
D
E
F
G J1939 +
J1939 +
J1939 - J1939 -
PDL +
PDL -
PDL +
PDL -
21
20
24
23
Battery +
Battery -
Service Tool
Connector
J1 ECM

Mandatory Requirement for Prototype Machines

It is mandatory for all prototype machines to have access to the engines PDL and
J1939 CAN data links.
Termination Resistor
It is recommended that termination resistors be wired to the OEM machine harness as
stated in the SAE standard. If the engine is the only CAN J1939 devise ever present
on the machine it is not necessary to wire the resistors. It is important to note,
however that if devices such as handheld code readers, CAN PC tools or Navigation
systems are installed in field later, resistors will be required.

9 Pin Diagnostic Connector Part Numbers

Description Deutsch Part Number Perkins Part Number
Receptacle HD10-9-96PE 2900A026
Receptacle End Cap HDC-16-9 2900A018
Pin Information
Pin Description Diagnostic Connector J1 OEM 64 way Connector
Battery + Pin A
Battery - Pin B
PDL + Pin D 23
PDL - Pin E 24
J1939 - Pin F 21
J1939 + Pin G 20 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
47

Starting and Stopping the Engine
Starting the Engine
Unlike mechanically controlled fuel systems no customer connection to the fuel pump
solenoid is necessary. To activate the engine ECM battery voltage needs to be
constantly applied to pin 40. When the ECM is active the engine crankshaft needs to
be rotated above a minimum cranking speed, a typical cranking speed is 180rpm (this
will differ dependent on the application). Once the ECM has determined engine
cranking speed and engine position, fuel pressure and delivery will be controlled.
The most popular way to control engine starting is by a specifically designed 3
position key switch. The key switch 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.

OFF
ON
START
IGNITION KEY
SWITCH
START
4
3
1
2
POSITION
POSITION 1 - OFF
POSITION 2 - RUN
POSITION 3 - START
TERMINALS
2 & 4
1 & 4
1, 3 & 4

Automatic Starting Some applications need to be started automatically. There is no
automatic start feature available on this product. If an automatic start sequence is
required the following points must be considered:

Start Aid - Wait to Start Control
Starter Cranking Duration
Starter Abutment Detection
Number of Start Attempts
Starter Disengagement Speed
Warm Up Period
Cool Down Period

The ECM software considers the engine running when the engine speed is 100rpm
below the desired engine speed or has reached 1400rpm, 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 300rpm.

When the engine is running the engine firing order is:

Engine Firing Order
1104D-E44TA 1-3-4-2
1106D-E70TA 1-5-3-6-2-4 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
48
Stopping the Engine (and Preventing Restart)
There is often some confusion about the different methods and devices used to either
stop the engine or to prevent it from starting. These devices may be divided into the
following categories:
Ignition Keyswitch
Emergency Stop Button
Battery Isolation Switch
Remote Stop Button
Datalink stop

Each of these devices is described below to assist the OEM in selecting the method
that is most suitable for his machine and his market. It remains, however, the
responsibility of the OEM to ensure compliance of the machine with legislation in the
territories into which it is sold.

It is recommended that the OEM performs 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.
Ignition Keyswitch
It is a Perkins requirement that all machines have an 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 40) of the
ECM J1 connector.
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
colour, 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 fitted, due to the following issues:
Legislation 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.

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. 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
49

Perkins do 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.
Battery Isolation Switches
Battery Isolation switches are usually fitted 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 ECM 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 fitted in the negative path, close to the battery.
Remote Stop Button
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.

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:
A single switch to ground input on pin 48 of the ECM J1 Connector (Several stop
buttons can therefore be connected in parallel)
When the switched is closed (or if a button is pressed for longer than 150mS), then the
engine will stop.
The ECM will remain ON, so it will continue to communicate over J1939 and with
the service tool. Note however that it will continue to draw power from the battery so
if it is left in this state it will eventually result in a flat battery.

50

35
SENSOR RTN
48
REMOTE STOP SWITCH
ECM J1
Remote Stop Button

The engine may be restarted by opening the switch and activating the starter motor.

The red mushroom emergency stop buttons must not be used for remote stop
functions as they may be mistaken for emergency stop buttons as described above.
Datalink stops
It will be possible to stop the engine via a datalink (J1939 or PDL). As per the remote
stop button, described above, the datalink stop is not fail safe and does not meet the
requirements of emergency stop legislation so should not be relied on to assure the
safety of machine operators or other personnel.

Datalink stops may be used in the following circumstances
Immobilisers
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, then they are clearly
documented and communicated to the final users and owners of the machine. If this is
not done then there may be complaints that the engine is stopping unexpectedly.
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
vapour or other inflammable gases are present in the air into the engine. The
only way to prevent this is to provide an air inlet shut-off 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 gradebility
(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, fuel may still be pump to high
pressures.
If an emergency stop button is pressed, to cut power to ECM and ignition, but
is released while the engine is still turning, it is possible for the engine to
continue to run.

51
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 ECM. There are
five types of speed demand input:

Pulse Width Modulation (PWM) Sensor
Analogue Sensor
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. The options must be selected at the time of engine order so that the ECM
will be configured correctly, for the type or pedal, lever or control device selected.

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. PTO mode can be used with Analogue/PWM
combinations; it cannot be used with multi position switch. The J1939 TSC1
parameter will override any speed demand input when broadcast. Droop is applied to
the requested desired engine speed.

THROTTLE 1
THROTTLE 2
% DROOP
% DROOP
THROTTLE 1 & 2
ARBITRATION
ANALOGUE
NOT
INSTALLED
NOT
INSTALLED
NOT
INSTALLED
MPTS ANALOGUE
PWM MPTS
ANALOGUE MPTS
PWM ANALOGUE
ANALOGUE ANALOGUE
MPTS
NOT
INSTALLED
PWM
NOT
INSTALLED
THROTTLE 1 THROTTLE 2
VALID COMBINATIONS
OVERALL
ARBITRATION
% DROOP
J1939 TSC 1
REQUESTED
SPEED
PTO MODE (NOT
VALID WHEN USING
MPTS)
R
E
Q
U
E
S
T
E
D

D
E
S
I
R
E
D
E
N
G
I
N
E

S
P
E
E
D
DESIRED ENGINE SPEED
VALID THROTTLE COMBINATIONS AND DROOP
MANUAL OR
HIGHEST WINS OR
SUMMING
D
R
O
O
P
E
D

D
E
S
I
R
E
D

E
N
G
I
N
E
S
P
E
E
D
A
R
B
I
T
R
A
T
E
D

D
R
O
O
P
E
D
D
E
S
I
R
E
D

E
N
G
I
N
E

S
P
E
E
D

52
Analogue Sensor
Device Description
Two inputs are available for Analogue throttle devices, which may be either a pedal,
lever or cable operated. The Analogue sensor gives a DC Analog output in the range
0.5 to 4.5 volts, when connected to the engine ECM. The ECM provides a regulated
5V 200mA power supply.
Analogue Sensors Connection details
33
SENSOR RETURN
54
ANALOGUE THROTTLE INPUT 1
41
SENSOR SUPPLY +5 VDC +5 VDC
RTN
SIGNAL
Analogue Throttle 1 ECM J1
IVS
45
IDLE VALIDATION SWITCH
35
SWITCH RETURN
IVS CMN
34
SENSOR RETURN
55
ANALOGUE THROTTLE INPUT 2
42
RTN
SIGNAL
Analogue Throttle 2 ECM J1
IVS
44
IDLE VALIDATION SWITCH
35
SWITCH RETURN
IVS CMN

The Analog sensor should use non-contact Hall effect technology. Robust
potentiometer contact sensors designed for use in vehicles may be considered under
no circumstances should ordinary carbon track or wire wound potentiometers be
used, as they will not be reliable.

For all mobile applications, and those where a rapid change in engine speed could
cause a hazard, an idle validation switch is required. The idle validation switch closes
to ground when the sensor is in the minimum position.

Off idle switches and kickdown switches are not monitored by the engine ECM.

This Analogue input must only be used to control engine speed from a direct operator
input, and is not suitable as the mechanism for speed control by another electronic
controller.

There is no special requirement for a relationship between angular movement of the
pedal and output voltage.

This document does not measure component acceptability in terms of:
Temperature
Vibration
Electromagnetic Compatibility
Design life
Supply voltage requirements (min, max, stability)
Legal Compliance 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
53

It the responsibility of the OEM and the throttle device manufacturer to ensure that
the component is suitable for the application in which it is to be used.

Evaluating Component Compatibility
The following procedure should be used to evaluate whether an Analogue throttle is
compatible with the engine ECM. This may be used either by the OEM in selecting
components or by the manufacturer of devices which are to be connected to the
engine.

The following test circuits must be used when evaluating Analogue throttle devices.

Analogue Input Test circuit

22K
normal
supply
voltage of
device under
test
13V DC
V1
Device
Under
Test
Sig
V+
V-

Idle Validation Switch Test Circuit

2K
Normal
supply
voltage of
device
(Hall Effect
Devices only)
13V DC
V2
Device
Under
Test
IVS
IVS
V+
IVS
ground
54

Test Procedure
Test 1: Output at Min position
Place the Device Under Test (DUT) in its minimum or released condition.
Measure the voltage V1

Test 2: Output at Min position: forced
Without causing damage, pull the pedal/ handle hard against the minimum travel end
stop. Measure the voltage V1

Test 3: Output at Max position
Place the DUT in its maximum or fully depressed condition.

Test 4: Output at Max position: forced
Without causing damage push the pedal/ handle hard against the maximum travel end
stop. Measure the voltage V1

Test 5: IVS switch Closed Voltage
Place the DUT in its minimum or released condition.

Test 6: IVS switch Opening Threshold

Test 7: IVS switch Open Voltage
Place the DUT in its maximum or fully depressed condition.

Test 8: IVS switch Closing Threshold

Test 9: track resistance (potentiometer type sensors only)
If the DUT is a potentiometer type device, disconnect it from the test circuit and
measure the resistance across the track (from V+ to V-)

55
Required Values
If the results obtained from the tests above are in the ranges specified below, then the
device will be compatible with the default values in the ECM.

Test Parameter Units Min Nominal Max
1 Output at Min position Volts 0.45 0.6 0.7
2 Output at Min position: forced Volts 0.4 0.6 -
3 Output at Max position Volts 3.8 4 -
4 Output at Max position: forced Volts - 4 4.5
5 IVS switch Closed Voltage Volts 0 0.5 1.2
6 IVS switch Opening Threshold Volts 1.08 1.15 1.22
7 IVS switch Open Voltage Volts 4 10 24
8 IVS switch Closing Threshold Volts 1.08 1.15 1.22
9 Potentiometer Track resistance K Ohms 1 2.5 3

If the results of the tests are not in the range specified in the table above, then the
device will not be compatible with the default settings in the ECM. Contact the
electronic applications team to determine whether it will be possible to configure the
input to meet the device.

Analogue Throttle Switch - EST Configurable Parameters
The throttle configurable parameters must be configured in Perkins EST prior to using
the analogue throttle feature. The parameters are selectable in the main throttle
configuration screen. See the Throttle Calibration section of this guide parameter
details.
PWM Sensor - Compatibility
Device Description
One input is available for a PWM throttle devices that may be pedal, lever or cable
operated. A regulated 8V, 100mA power supply is provided by the ECM.
Component Compatibility
The sensor should have a sinking output driver with a frequency of 500hz (+/- 50hz).
The sensor should give a valid output within 150ms of power being applied.

When mounted on the pedal and lever the target duty cycle should be as follows,
however it is possible to deviate from these values by adjusting the throttle
configuration in EST.

Position Acceptable signal duty cycle range
Released (low idle) 10 to 22%
Fully Depressed 75 to 90%
56
Connection details
33
SENSOR RETURN
53
PWM THROTTLE SENSOR INPUT
43
RTN
SIGNAL
PWM Throttle Sensor ECM J1

PWM Throttle - EST Configurable Parameters
the PWM Throttle feature. The parameters are selectable in the main throttle
configuration screen. See the Throttle Calibration section of this guide parameter
details.

PTO mode

PTO mode has also previously been referred to as engine speed cruise control or
set speed control

PTO mode 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 controlling engine speed via PTO mode is that it takes
some time to ramp up or down to the required speed.

50
PTO MODE - RAISE RESUME
51
PTO MODE - SET/LOWER
52
PTO MODE - ON/OFF
ECM J1
49
PTO MODE - DISENGAGE
35
SWITCH RETURN
ON/OFF
SET/LOWER
RAISE RESUME
DISENGAGE

PTO Mode ON/OFF switch
When this switch input is open then the PTO mode cannot be engaged, and none of
the other buttons will have any effect. When the switch is turned off, any adjusted
memorized speed will be lost.
PTO Mode Set/lower Button
When the PTO mode is on but not engaged, the first time that the set button is pressed
it will save the current engine speed as the memorized speed, and the engine will try
to run at this speed.

Once that a PTO speed has been engaged, if the pressed again, or if it is held down,
then the engine speed will be lowered. 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
57
PTO Mode Raise/ Resume Button
If the resume button, is pressed before the set button, immediately after start or after
switching ON the cruise control ON/OFF switch then the engine will go to the preset
speed as described below.

If a the PTO mode has already been engaged by the set button, then the resume/raise
button can be pressed or held down to increase the speed.

After the PTO mode has been disengaged using the disengage switch described
below, then pressing the Resume/Raise button will set the engine speed to the last
memorized speed.
PTO Mode Disengage Switch
The disengage switch input is opened the engine speed will not follow the memorised
speed, but will return to the next highest engine speed demand

The disengage switch may be a operator panel switch, or may be a micro switch on
the brake, clutch, or other component of the application
PTO Mode 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 jump straight to this speed.
PTO Mode - EST Configurable Parameters
Four parameters must be configured in Perkins EST prior to using the PTO feature.
The parameters are listed in the main configuration screen

PTO and Throttle Lock Parameters
EST Description Range or Option Description
Throttle Lock Feature Installation
Status
Not Installed/Installed
Used to install the PTO
feature
PTO Engine Speed Setting 0 to 2500 rpm
Memorised speed used as the
initial resume speed.
Throttle Lock Increment Speed
Ramp Rate
20 to 600 rpm/sec
Speed at which the engine
will accelerate or decelerate
when holding the raise or
lower button down
Throttle Lock Engine Set Speed
Increment
10 to 200 rpm/sec
Speed at which the engine
will increment or decrement
when the raise or lower
button is pressed quickly.

58
Example of PTO mode operation
It is recognized that the precise function of the PTO mode is difficult to understand from a written text document, especially for engineers who
do not have English as their first language. The following table illustrates the operation of the PTO mode feature. In this example, the preset
speed has been set on the service tool to 1800 rpm.

On/Off Switch 0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 0 0 0 1
Interrupt Switch 1 1 1 1 1 1 1 1 1
Quickly
open 1
Quickly
open 1 1 1 1 1 1 1
Set/Lower Switch 0 0 0 0 0 0 0 0
Quick
Close 0 0 0
Quick
Close
Quick
Close 0 0 0 0
Quick
Close
Raise resume 0 0
Quick
Close 0 0 0
Quick
Close
Hold
Close
3 secs 0 0
Quick
Close 0 0 0
Hold
Close
3 secs 0
Quick
Close 0
Quick
Close
Throttle Pedal demand 1200 1200 1200 1200 1900 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200
Memorised Speed 1800 1800 1800 1800 1800 1800 1820 2050 2030 2030 2030 2030 1200 1180 2430 1800 1800 1800 1800
Resulting engine speed 1200 1200 1800 1800 1900 1800 1820 2050 2030 1200 2030 1200 1200 1200 2430 1200 1200 1200 1200
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Multi Position Throttle Switch (MPTS)

Four switch inputs are available on the ECM for a switch-controlled throttle. The
ECM 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
4 switches, although not all of these combinations need to be programmed.

51
THROTTLE SWITCH INPUT 3
50
49
ECM J1
52
35
SWITCH RETURN
S1
S2
S3
S4 CMN
Rotary Switch

If a switch combination is detected which has been configured as Not Valid then a
fault code will be raised and the ECM will ignore the MPTS for the rest of the key
cycle.

This is a very powerful and flexible feature that may be used in a number of ways. For
example:
Controlling hydrostatic machines where engine speed is selected and then not
required to be frequently changed by the operator. It is in this respect a good
alternative to a hand throttle as 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.

60
The following table illustrates how the ECM may be configured for a 10 position
rotary switch.

Multi-Position Switch Configuration Example
Switch 4 Switch 3 Switch 2 Switch 1 Switch
position
Engine
Speed
Open Open Open Open Not valid 800
Open Open Open Closed 1 800
Open Open Closed Open 3 1800
Open Open Closed Closed 2 1400
Open Closed Open Open 7 2050
Open Closed Open Closed 6 2000
Open Closed Closed Open 4 1900
Open Closed Closed Closed 5 1950
Closed Open Open Open Not valid 800
Closed Open Open Closed Not valid 800
Closed Open Closed Open Not valid 800
Closed Open Closed Closed Not valid 800
Closed Closed Open Open 8 2100
Closed Closed Open Closed 9 2200
Closed Closed Closed Open Not valid 800
Closed Closed Closed Closed 10 2350

The service tool configuration allows the user to specify the number of switch
inputs to use. It is recommended that where possible the user configures 4
inputs and mark those not used as not valid. If however the user chooses to
configure less then 4 inputs using the service tool the physical input allocation
vs software input description changes as described in the table below.

MPTS Pin Allocation Logic
Pin 49 Pin 50 Pin 51 Pin 52
4 configured
inputs
Software Input
1
Software Input
2
Software Input
3
Software Input
4
3 configured
inputs
Software Input
1
Software Input
2
Software input 3
2 configured
inputs
Software input 1 Software Input
2
1 configured
inputs
Software Input
1

Multi Position Throttle Switch - EST Configurable Parameters
the MPTS feature. The parameters are selectable in the main throttle configuration
screen.

61
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 the J1939 section of this application and installation guide
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. There are 3 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 2
driver seat positions. Cannot be used in conjunction with coolant level switch
pin clash
TSC1 override. As described above, the Tsc1 message over J1939 will
override speed demand from any other source.
Manual Throttle Selection Switch
A switch input is available on pin 47of the ECM J1 connector, which can be
configured to manually select the active speed demand channel. If the switch input is
open then Speed demand 1 is selected. If the switch is closed then speed demand 2 is
selected. Function cannot be used in conjunction with IVS 2.
Ramp Rate

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. The
rate may be configured in EST. The rate is defined in units of rpm per second. 0 rpm/s
represents no limit to engine acceleration (i.e. turns off the feature.) The default ramp
rate will be 0 rpm/s.
Throttle Calibration

The majority of throttle components have mechanical and electrical tolerances that
affect the final output of a device, for example two components of the same design
and part number may produce a different voltage output in the open position. Also
after a period of time throttle components can mechanically wear, affecting/changing
the output of a device. To accommodate these differences and changes the engine
ECM may be configured to automatically calibrate to differing input values at the
upper and lower positions. The diagrams below give an example pedal design where
the open and closed position of the throttle pedal are set by adjusting the
manufacturing adjustment screws. With this type of arrangement the mechanical
accuracy is limited and therefore auto calibration may be used. The calibration control
logic needs a number of parameters specific to the chosen device to allow auto
calibration.
62
This feature is configurable for Analogue and PWM inputs. The algorithm treats
either a PWM or analogue input as a raw signal in the range 0 to 100% for example
the analogue voltage range is 5V therefore 0.05V is treated as 1%.

Several parameters are used to:
Define the boundaries for calibration in the open and closed positions
Define the amount of deadzone /play from the open and closed positions
Define the upper and lower diagnostic boundaries

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Diagnostic Upper Limit
Upper Position Limit
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0%
100%
10%
20%
70%
85%
5%
95%
5%
5%
Pedal Rotation
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Lock Screws
Pedal
Sensor
Foot Force

The diagram above is a simplified representation of a throttle pedal assembly; a small
lever attaches the pedal to a throttle position sensor. Two lock screws limit the open
and closed pedal movement, one for each position. The lever movement is directly
proportional to the electrical output signal of the throttle sensor. The electrical raw
signal is shown as a percentage of the total permissible input range.

Eight parameters are shown on the diagram scale, each parameter has a purpose; these
parameters are required for correct calibration. The parameters are expressed as a
percentage of raw signal, the parameters may be changed/configured to match the
chosen device:
63
Throttle Parameter Description
Diagnostic Lower Limit

The lower diagnostic limit is the absolute minimum raw value accepted as a valid
signal by the engine ECM. Any values below this point will flag appropriate
diagnostics and invoke the limp-home strategy. Most analogue devices are classed as
faulted with a voltage of 0.25V and below (5%) this is to prevent a possible open or
short circuit being mistaken for a valid signal, for similar reasons a PWM duty cycle
should not fall below 5% duty cycle.
Lower Position limit
This is the minimum point of the lower calibration boundary
Initial Lower Position limit
This is the maximum point of the lower calibration boundary. This value is also used
as the initial lower position when no calibration has been applied.
Lower Deadzone
This position is given as a discrete raw signal percentage value. The lower dead zone
effectively gives some play at the lower position. This dead band is expressed in
terms of a raw signal percentage, such that the initial lower position plus the lower
dead zone will give the 0% throttle position.
Initial Upper Position limit
This is the minimum point of the upper calibration boundary. This value is also used
as the initial upper position when no calibration has been applied.
This is the maximum point of the upper calibration boundary
Upper Deadzone
This position is given as a discrete raw signal percentage value. The upper dead zone
effectively gives some play at the upper position. This dead band is expressed in
terms of a raw signal percentage, such that the initial upper position minus the upper
dead zone will give the 100% throttle position.
The upper diagnostic limit is the absolute maximum raw value accepted as a valid
signal by the engine ECM. Any values above this point will flag appropriate
diagnostics and invoke the limp-home strategy. Most analogue devices are classed as
faulted with a voltage of 4.75V and above, this is to prevent a possible open or short
circuit being mistaken for a valid signal, for similar reasons a PWM duty cycle should
not go above 95% duty cycle.
64
Throttle Calibration Function
When the engine ECM is active the raw throttle signal is continuously monitored. The
following diagrams explain how the automatic calibration functions. The adjustment
screws in the diagram have been purposely adjusted and differ from the previous
throttle pedal diagram. When the engine ECM is active the raw throttle value is
checked, if the value falls within the lower calibration region (defined by the lower
position limit & Initial lower position limit) calibration will take place. In the
diagram below the lever position is at 11% and falls within the lower calibration area
so auto calibration will be applied.
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0%
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10%
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85%
5%
95%
5%
5%
Pedal Rotation
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Lock Screws
Pedal
Sensor
Foot Force
OUTPUT 11%
Diagram A, before calibration, the sensor output falls within the lower calibration
region, without auto calibration the initial lower position limit is used by the engine
ECM as the throttle start point. Once clear of the deadzone the desired engine speed
will change. In this case the lever would have to move 14% of the raw signal (9% +
5% deadzone) before desired engine speed changes. This is situation is undesirable.

65

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0%
100%
10%
20%
70%
85%
5%
95%
5%
5%
Pedal Rotation
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Lock Screws
Pedal
Sensor
Foot Force
OUTPUT 11%
Diagram B, after calibration, the start position used by the engine ECM has changed;
with this new initial lower position the lever needs to travel through the deadzone
only. Once clear of the dead zone the desired engine speed will change.

The same principal applies for the upper calibration region as shown in the following
diagram.
66
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Upper Position Lim
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0%
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10%
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70%
85%
5%
95%
5%
5%
Pedal Rotation
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Lock Screws
Pedal
Sensor
Foot Force
OUTPUT 75%

Diagram C, before calibration, the sensor output falls within the upper calibration
region, without auto calibration the initial upper position limit is used by the engine
ECM as the throttle maximum point. Once clear of the deadzone the desired engine
speed will change. In this case the lever would have to move 10% of the raw signal
(5% + 5% deadzone) before desired engine speed changes. This is situation is
undesirable.
67
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Upper Position Lim
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0%
100%
10%
20%
70%
85%
5%
95%
5%
5%
Pedal Rotation
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Lock Screws
Pedal
Sensor
Foot Force
OUTPUT 75%

Diagram D, after calibration, the maximum position used by the engine ECM has
changed; with this new initial upper position the lever needs to travel through the
deadzone only. Once clear of the deadzone the desired engine speed will change.

The auto calibration feature is continuously active during engine operation if a lower
minimum position or higher maximum position is seen auto calibration will take place
on the new values. The initial positions (defined by the initial lower position limit and
initial upper position limit) will be re-instated whenever the power to the ECM is
recycled.

68
Idle Validation Switch
Analogue devices must use an idle validation switch. The idle validation switch is
required to validate that a change in signal is indeed valid and not a potential
electrical fault. Two parameters need to be defined for correct operation. When
configured the engine ECM continually monitors the speed demand request and the
Idle validation switch.
Idle validation maximum ON threshold (Closed)
The value is defined as percent raw signal. At low idle the Idle Validation switch
should be ON (the input should be switched to ground). When increasing engine
speed the ECM will continually monitor the idle validation switch. The switch needs
to have switched OFF between the two IVS thresholds. If the switch state does not
change by the Idle validation maximum ON threshold the ECM will invoke the limp
home strategy and the throttle will not respond.
Idle validation minimum OFF threshold (Open)
The value is defined as percent raw signal. At high idle the Idle Validation switch
should be OFF (the input should be switched to open). When decreasing engine
speed the ECM will continually monitor the idle validation switch. The switch needs
to have switched ON between the two IVS thresholds. If the switch state does not
change by the Idle validation minimum off threshold the ECM will invoke the limp
home strategy and the throttle will not respond.
100%
5%
5%
Pedal Rotation
Lock Screws
Pedal
Sensor
Foot Force
21%
25%
Idle Validation Switch
O
N
O
F
F
O
N
O
F
F
ON
OFF

Cold Starting Aid.

Diagram, Shows the Idle
validation switch transition. 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
69

Control of Glow Plugs by the Engine ECM
Glow plugs are fitted as standard on the 1106D-E70TA & 1104D-E44TA.

When the ignition key switch is switched ON, the engine ECM will monitor the
coolant temperature and the inlet air temperature and decide whether the glow plugs
are required. If so then the ECM will drive ECM connector pin 57 to ground,
activating the glow plug relay.

The Glow plug relay is supplied and fitted by the OEM, EST configuration is not
necessary. This feature is permanently enabled.
Relay, Fuse and Cable Gauge Specification

57
Start Aid Control
ECM J1
TO GLOW PLUGS
GLOW PLUG
RELAY
FUSE
Key Switched + Battery Supply
+ Battery
The relay coil should not draw more than 1A and should be fitted with either a resistor
or diode to suppress flyback energy (back emf) when the relay is de-energized.

As the glow plugs may be activated during cranking, when the battery voltage may be
low, it is recommended that relay is specified such that it will close at a voltage of
60% of nominal battery voltage or lower.

The relay contacts should be rated to withstand the current characteristics outlined in
the table below. Note that for the purpose of relay specification, the glow plugs are a
purely resistive load (no inductive element).

Although the glow plugs are normally operated only for a short time, in cold ambient
conditions, best practice would be to size the cable to withstand the stabilized
glowplug current permenantly. This will allow for a relay that fails closed. For
example a 4 Cylinder 12V application should have wire sized to carry 50A. Refer to
the recommended cable sizes in the table below.

Engine: 1104D-E44TA 1106D-E70TA
Supply Voltage: 12V 24V 12V 24V
Current - Initial 82A 36A 122A 54A
Current after 4 seconds 64A 29A 97A 43A
Current after 8 seconds 50A 24A 74A 36A
Recommended Fuse
To SAEJ1888 ( slow blow)
50 30 80 40
Recommended min cable gauge - mm2
(SAE J1128 GLX cable)
5mm
2
2mm
2
8mm
2
3mm
2
70
Wait-to-Start / Start Aid active lamps
On a cold start, when the ECM decides that it is necessary for the glowplugs to be
activated prior to starting, a lamp output will indicate to the operator that he needs to
wait to start. Note that it is possible that start aids will also be used either during
cranking or when the engine has started. The wait to start lamp will not be active in
these conditions. For further information refer to the Lamp Output section.

Note that the ECM will also transmit a parameter on the J1939 datalink indicating the
status of the Wait to Start lamp (see section on J1939 support).

Start Aid Control
Engine Coolant Temperature Sensor
Engine Intake Temperature Sensor
Temperature
<= +5 degC ?
Key ON
N
Coolant Temp
I
n
t
a
k
e

T
e
m
p
T
i
m
e
ECM activates
Wait to
Start Lamp
and Glow Plugs
for period
determined from
Pre-heat map
Y
Engine speed >= to
low idle -200 rpm?
ECM activates
Glow Plugs for
Post-start period
of 15 seconds
Start Aid End
Pre-heat map
ECM selects
coldest
temperature
Y
ECM activates
Glow Plugs during
cranking for
maximum of 10 sec
The operator should wait
until after the Pre-heat period
before cranking. The Glow
Plugs will remain off after the
Pre-heat period until the
engine is cranked
N
Operator crank
engine when lamp
turns off
No Start Aid required
Typical Values (May Vary)

71
OEM / Operator control or override of the Glow Plugs
The ECM glow plug control strategy has been developed in a cold chamber to be
suitable for the majority of applications.

There may be some applications that require a specially adapted strategy for
control of the start aid. In such cases it will be necessary for the OEM or
operator to control the start aid. Examples of applications that may require
special starting strategies are:
Engines in extremely cold climates that are fitted with block heaters.
Engines that drive high loads during run up e.g. compressors.

An insulated M6 terminal post is provided for the machine harness connection to the
busbar, this is located to the top right hand side of the ECM bracket. A 5.5-6 mm
diameter ring terminal is required to connect the machine harness; this should be
capable of handling an 80Amp current and insulated by a terminal insulator cap.

The existing terminal nut is used to locate both the engine-side and harness-side ring
terminals to the post. A 10mm ring spanner is required to tighten the terminal nut to a
torque of 6 Nm 2Nm.

Customers who paint their engine are required to shield the terminal post prior to
painting.
Ether Cold Start Systems

Ether Cold start systems are not currently approved for use with 1106D-E70TA &
1104D-E44TA industrial engines.
Busbar
connection
point 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
72
Water Jacket Heaters
When an engine water jacket heater is installed Perkins recommend the installation of
an ambient air temperature sensor. When installed and configured the ambient sensor
measurement will be used by the ECM to ensure optimum engine starting and run-up.

56
AMBIENT AIR TEMP SIG
33
SENSOR RTN
42
SENSOR SUPPLY +5 VDC
A
B
C
+5 VDC
RTN
SIGNAL
Temperature Sensor ECM J1

Required Parts
Part Number Description Qty
2874A026 Temperature Sensor 1

The Perkins sensor is required for correct operation. The sensor should be located in
a position that measures the application external ambient air temperature. A location
should be chosen that avoids any radiated or conducted heat produced by the engine
water jacket heater. The location and mounting design should protect the sensor from
damage; the sensor probe is particularly vulnerable and should be guarded from
possible impact damage.

NOTE: Do not splice the sensor signal wire for input to third party devices.

Recommended connector mounting for component with a pigtail harness:
The connector interface should never be tied directly to a vibrating member.
Pigtail wire lead should be tied down on only one side of the connector interface.
Choose one of these two locations:

- midpoint on the sensor pigtail, OR
- 150 mm from the connector on the wire harness side
Ambient Temperature Sensor - EST Configurable Parameter
The Ambient Air Temperature Sensor Installation Status listed under start aid
configurable parameters must be configured installed in Perkins EST prior to using
the sensor. The working range of the sensor is -40 to 150C
External Thread
M18 x 1.5 6g
46 mm
HEX
M22
73
Operator Displays
Gauge Drivers
OEMs are increasingly selecting datalink driven intelligent displays for their
applications, instead of traditional gauges and lamps directly driven from sensors or
engine ECM.

If a needle type Analog gauge is required, to display an engine parameter such as
engine speed, oil pressure or coolant temperature, then it is recommended that the
OEM uses a gauge or display that can use the parameters broadcast by the ECM on
the J1939 datalink.

As an alternative, traditional single wire gauge senders may be used if a suitable
tapping is available. If this implementation is required, then please contact the
electronic applications team to discuss requirements.

A traditional tacho signal may be obtained from the W terminal of the alternator,
although this will not be as accurate as the value sent on the J1939 datalink.

Warning: The engine wiring harness must NEVER be modified to use the
signal from the sensors connected to the engine ECM. This action would
invalidate the engine warranty.
Lamp Outputs
The lamp strategy is designed to display the maximum amount of information on the
minimum number of lamps.

There are four lamp outputs available:

Lamp Description Pin Allocation
Red Stop Lamp Pin 60
Amber Warning Lamp Pin 59
Wait to Start Lamp (Cold Start Aid) Pin 63
Low Oil Pressure Lamp Pin 62

It is mandatory for the OEM to fit the Red Stop Lamp (1), Amber Warning Lamp (2)
and the Wait to Start Lamp (3) unless a datalink driven intelligent display is fitted,
which fulfils the specification outlined in the next section.

Lamp four is optional.

74
Indicator lamps Logic

M
a
n
a
g
e
m
e
n
t

S
y
s
t
e
m

Warning
Lamp
(Also known as
Alert Lamp)
Shutdown
Lamp
(Also known as
Action Lamp)
Lamp State Description of what Lamp
Status is Indicating
Engine State

On

On
Bulb Check When the ignition is turned on the
ECM shall illuminate each bulb
for 2 seconds and extinguish them
afterwards.
Key on but engine has yet to
be cranked.

Off

Off
No Faults
Present.
With both lamps off whilst engine
is running then there are no
currently active warnings
diagnostics or events.
Engine is running with no
detected faults.

On

Off
Active
Diagnostic
Should the warning lamp
illuminate during engine running
this indicates that an Active
diagnostic (Electrical fault) is
present.
Engine is running normally
but has one or more faults
with the engine management
system.

On
Flash
Derate.
(Invoked by
Active
Diagnostic)
Should the warning lamp
illuminate and the shutdown lamp
flash during engine running this
indicates that an Active
diagnostic (Electrical fault) is
present. The diagnostic is
sufficiently serious to invoke
engine derate.
Engine is running but has
one or more Active
diagnostic events that have
initiated engine derate.

Flash

Off
Warning
(Warning
only)
Should the warning lamp flash
during engine running this
indicates that one or more of the
engine protection strategy
warning values have been
exceeded but not to a level that
will invoke Derate or Shutdown.
Engine is running normally
but has one or more
monitored engine
parameters outside of the
acceptable range.

Flash

Flash
Derate.
(Warning
and Derate).
Should both the Warning lamp
and Shutdown lamp flash during
engine running this indicates that
one, or more, of the engine
protection strategy values have
been exceeded beyond the level
required to invoke engine Derate.
Engine is running but one or
more of the monitored
engine parameters has gone
beyond that of warning only
and has now exceeded those
set for engine derate. 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
75

On

On
Engine
Shutdown
Should both the Warning lamp
and Shutdown lamp illuminate
during engine running this
indicates that either
1. One or more of the engine
protection strategy
shutdown values has been
exceeded.
2. A serious Active
diagnostic has been
detected.
Shortly after (time duration to be
agreed) engine will shutdown.
Engine is either shutdown or
shutdown is imminent, one
or more monitored engine
parameters have gone
beyond that of warning or
derate and have now
exceeded those set for
engine shutdown. Or a
serious Active diagnostic
has been detected

Datalink Driven Intelligent Displays
Displays may be connected to the engine ECM using J1939 datalink.
Some products that use the PDL may also be compatible. Please contact your local
applications team to confirm before selecting a PDL display.

Devices that are connected to the J1939 datalink should meet the following standard if
the OEM does not intend fitting the indicator lamps, described above.
Minimum Functional Specification for J1939 display.
The display always on when the engine is running
The display should be line-of-sight of machine operator during machine
operation
Display of the whole J1939 fault code including Suspect Parameter Number,
Failure Mode Indicator, 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 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).

Perkins 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 Perkins.

Gauge manufacturers may contact the Electronic Applications team, however for
information and assistance in ensuring that their products are compatible with the
engine ECM.

To support new standards and requirements Perkins may add to the fault code table.
Therefore any active engine fault codes including those not recognized or referenced
should be displayed. Perkins recommends that any suspect parameter number and the
associated failure mode identifier are displayed. 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
76
Customer Triggered Engine Fault codes
The engine will raise fault codes (event codes) when its design limits are exceeded.
For example, for 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
J1939 such as engine coolant temperature. The machine designer could set a limit
that is more conservative (lower) than the warning threshold defined by Perkins. 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 Perkins and of the OEM.

Perkins recommend therefore, that intelligent display 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 in the J1939 Diagnostic Message#1 (DM1).

Engine Software Features
Engine Monitoring System
Software will monitor the engine during operation and in extreme conditions make
decisions to protect the engine from damage. The values of four main operating
parameters are monitored Engine Coolant Temperature, Engine Oil Pressure, Intake
Manifold Air Temperature and Engine Speed. The monitoring system will compare
parameters predetermined as dangerous to the engine and depending on the parameter
values take appropriate action. There are three levels of action Warning, De-rate and
Shutdown.
General
All parameters work independently using individual threshold values and guard
timers. Consequently, it is possible for more than one parameter to register a warning
or de-rate condition at any one time.
Warning
Each monitored parameter has its own warning trigger threshold. A warning will be
triggered when any parameter equals or exceeds its warning. In addition, for oil
pressure, the trigger threshold varies with engine speed. The ECM will log these
events and turn on the appropriate lamp driver.
De-rate
Each monitored parameter that uses the de-rate function has its own de-rate trigger
threshold. If the de-rate threshold is equaled or exceeded by any parameter for a de-
rate protection will be set active. The engine will de-rate. The ECM will log these
events and turn on the appropriate lamp driver. Whilst de-rate protection is set active,
the de-rate percentage may vary with parameter value
Shutdown
The engine shutdown indication lamp driver will be triggered when any parameter
equals or exceeds it shutdown threshold for a time exceeding its shutdown indication
guard time. Physical engine shutdown will occur only if enabled by the configurable
parameter. The ECM will log these events and turn on the appropriate lamp driver. 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
77

Note: All values quoted in tables below are subject to change. Also, the percentage
derate can be confusing. 100% derate does not mean that the engine has no power at
all, it means that the engine will be running on a derate rating. The percentage of
normal power that is available on the derate curve will depend on the rating used, but
will normally be approximately 50% of nominal power

Monitoring Mode - EST Configurable Parameters
Monitoring Mode (listed under Miscellaneous in EST)
EST Description Range or Option Description
Monitoring Mode Shutdowns Disabled/Enabled
Switches on or off the shutdown
feature
Monitoring Mode Derates Enabled/Enabled Switches on/off the derate feature

Monitoring Mode Thresholds
Coolant Temperature
Parameter Temp De-rate %
Warning (for top tank temp
108 degC)
109 N/A
De-rate 111 25
112 50
113 75
114 100
Shutdown Configurable N/A

Engine Oil Pressure
Parameter Engine Speed
(rpm)
Trigger
Pressure
(kPa)
Warning 700 150
900 150
1000 175
1200 200
1400 250
2500 250
3000 250
Shutdown 700 100
900 100
1000 100
1200 100
1400 100
2500 100
3000 100 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
78

Intake Manifold Temperature (subject to change)
Parameter Temp De-rate %
Warning 123 N/A
De-rate 126 20
127 30
128 40
129 50

Other De-rate Reasons
Diagnostic and Events Derate Latch utill next
key cycle?
Turbo Wastegate
Turbo wastegate current low diagnostic 100% No
Turbo wastegate current high diagnostic 100% No

Low intake manifold pressure event 100% Yes
High intak manifold pressure event 20% Yes
Fuel Rail Pump and Pressure Sensor
Fuel rail pump solenoid current low diagnostic 100% Yes
Fuel rail pump solenoid current high diagnostic 100% Yes
Rail Pressure sensor voltage low diagnostic 100% No
Rail Pressure sensor voltage high diagnostic 100% No
Low fuel rail pressure event 100% Yes
High fuel rail pressure event 100% Yes
Others
5V sensor supply voltage low diagnostic 100% No
5V sensor supply voltage high diagnostic 100% No
168-01 Low battery power to ECM diagnostic 100% No
Crank speed sensor diagnostic 60% No
Injector data incorrect 60% Yes
Injector not responding 20% No 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
79
Monitored Inputs for Customer Fitted Sensors
Configurable options will be available that enable the use of discrete ECM inputs to
function as operator warnings and engine protection. The three options to be offered
include:

Input State
De
bounce
Time
(secs)
Warning/Shutdown
J1 Pin
Assignment
Air Filter
Restriction
SWG
Normally
Closed
30 Disabled or Warning J1-38
Engine Coolant
Level Low
SWG
Normally
Closed
30
Disabled, Warning
or Shutdown
J1-47
Water in Fuel SWG
Normally
Open
30
Disabled or
Warning
J1-44
Configurable States
The ECM may be configured to take the following action when the monitored
element has reached or exceeded the predetermined limit (switched).

Disabled, the input will not be monitored.
Warning, the input will be monitored when the device is switched the warning light
will illuminate and an event flagged.
Shutdown, the input will be monitored and when switched will illuminate the
shutdown lamp; flag an event and shutdown the engine.
Air Filter Service Indicator 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 filtered air
(between the air filter and engine). The customer will select an appropriate restriction
switch. The switch shall be connected to the engine ECM. The switch should open
when the maximum permitted restriction is detected Normally closed.

35
SENSOR RTN
38
SENSOR SIGNAL
ECM J1
Air Intake Restriction Switch

Coolant Low Level Switch
Indicates that the engine coolant reservoir is at or has exceeded the minimum level.
The sensor needs to be installed such that when coolant level is normal the sensing
element is always completely immersed. Typically a device switches when the
sensing element is fully immersed and when the fluid touches the body of the sensor.
Normally closed 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
80
47
COOLANT LEVEL SIGNAL
33
SENSOR RTN
43
A
B
C
+8 VDC
RTN
SIGNAL
Coolant Level Switch ECM J1

Water in Fuel Trap Switch
Indicates that the fuel filter water trap is full. Typically a switch is installed in the
bottom of the water trap. During normal engine operation the switch is immersed in
diesel fuel. As water collects and reaches the maximum level the water enables a
conductive path between electrodes. Normally open switch. Some fuel filter options
offer a standard pre-installed switch from the factory. The factory fitted switch may
be connected the engine ECM as detailed below.

One parameter must be configured as installed in PERKINS EST.
1.Fuel/Water Separator Switch Installation Switch Status.
43
33
SENSOR RETURN
44
SENSOR SIGNAL (SWG 9)
ECM J1
1
2
3 SENSOR SUPPLY +8 VDC
SENSOR RETURN
SENSOR SIGNAL
Water In Fuel Sensor

Operating Voltage 8V-28V @ 5mA

Connector Details

number
Sensor 523161
Male Connector AMP 1-142854-0
Connector Female
Housing
AMP C-282191-1
Female Terminal AMP 929939-3
Rubber Seals AMP
81

Engine Governor
All speed
The default governor type is an All Speed Governor, also known as a variable Speed
Governor. The diagram below illustrates the torque and speed characteristics of this
governor
Torque limit 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, then the fuel will be limited so that the engine does not emit black
smoke
Droop
Droop is the variation of engine speed as load is applied. For example, if an engine
has 10% droop and is running at 1500RPM 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.

Note that droop values can be assigned to the multi-position throttle switch input,
PWM accelerator pedal/lever input and the TSC1 speed demand over J1939. Droop
does not apply, however to the PTO mode, which always operates isochronously (0%
Droop)
High Speed Governor (Governor Run-Out)
The parameter Top Engine Limit (TEL) will no longer be offered on the 1106D-
E70TA & 1104D-E44TA engines. Flexibility is improved, however, by allowing the
high idle (HI) speed to be configured. 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 Rated Speed (RS) and the HIUL will be dependant on the
mechanical limits of the engine.

The rated speed (RS) may not be changed by customer configuration. 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
82
Example Governing1 - showing droop and HSG slopes approximately equal

800 1800 2200
RS
H
S
G
D
R
O
O
P
Flywheel
Torque
Speed
(RPM)
HILL
HIUL
2200
2600
7% Droop
2200 RS
2354 HI
all speed governor
HI
HIUL
HILL

Example Governing 2 Showing isochronous droop but with a shallow HSG slope

800 1800 2200
RS
H
S
G

D
R
O
O
P

=

I
S
O
C
H
R
O
N
O
U
S
Flywheel
Torque
Speed
(RPM)
HILL
HIUL
2200
2600
0% Droop
2200 RS
2350 HI
all speed governor
HI
HIUL
HILL

83
Auxiliary Governor
It is possible to control the engine by the output shaft speed of another module.
Perkins do not offer a speed sensor for this component, nor is there a direct speed
sensor input, however this is for the following reasons:
There are a wide variety of speeds to be measured
Speed sensors output signals are low in amplitude and sensitive to
electromagnetic interference
The engine is often not close to the output shaft to be measured, thus 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 PTO mode raise and lower inputs. The third party module could also
incorporate a display and/or operator control buttons. The electronic Application team
can give advise 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 additional
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.
Rating selection via Service Tool
Some engines will have the capability to run more than one power rating. If this is the
case then the highest allowed rating may be changed via the rating parameter on the
configuration screen of the service tool. Note, however that the engine may not be
running the highest enabled speed due to the status of the mode switches or due to
requests from another electronic module on the machine over J1939 datalink.
Mode Switches
A mode is a performance characteristic in terms of power / torque, Droop and rated
speed. There are up to 4 modes configurable on the 1106D-E70TA & 1104D-E44TA
engines, and these can be selected in operation when the engine is running and on
load.

The mode switches are of the Switch to Ground type and the ECM J1 pin connections
are as follows:
Function ECM - J1 connector pin assignment
Mode switch 1 39
Mode switch 2 46

The following table is an example of how the mode switches can be configured. The 2
switch inputs provide a total of four possible combinations. Two ratings have been
configured such that if switch 2 is open the engine will run on the lower rating, and if
the switch is closed it will run on the higher rating. Switch 1 is configured such that if
it is open then the droop on throttle 1 and 2 is 10%, which may be suitable for road 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
84
operation in an agricultural tractor, for example. When Switch 1 is closed, however, a
tighter droop is applied which may be suitable in field or work operation

Note that the highest rating available in the mode switch feature will be defined by the
rating parameter on the configuration screen of the service tool
Example of mode switch configuration
Droop (%) Switch
2
Switch 1 Mode
No.
Rating
Throttle 1
Throttle 2
Tsc1
Open Open 1 100KW @ 2200 10 10 10
Open Closed 2 100KW @ 2200 5 2 0
Closed Open 3 120KW @ 2200 10 10 10
Closed Closed 4 120 KW @ 2200 5 5 0
Rating and Droop changes requested via the J1939 datalink
It will be possible to select an alternative droop and alternative rating via the J1939
link, instead of via the hardwired switch inputs.

This feature is still in development, although the messages to be used are outlined in
the J1939 datalink section of this applications and installation guide
Service Maintenance Indicator
A service maintenance indicator option is available. This is a configurable option; its
purpose is to inform the operator that a pre-determined time set in the service tool has
elapsed. The feature may be installed using the EST service tool. When configured,
the default configuration for the service interval is 500hrs. This can be configured
through the service tool configuration screen. The number of hours cannot be
increased above 500hrs however the hours may be decreased to a lower value.

Disabled - no monitoring needed
Manual Hours - software monitors hours since the last reset

When the number of hours since the last service is greater than configured
maintenance interval the software will permanently illuminate the maintenance due
indicator lamp connected to J1-58. The number of hours until the next service,
displayed in EST, will also become negative, i.e. two hours past the service interval
will be indicated by 2.The maintenance due indicator lamp is available in the service
tool as a status parameter, Maintenance Indicator Lamp Status. The override
Maintenance Indicator Lamp Override such that the lamp status can be overridden
for testing purposes.

At any time, before or after the maintenance interval has expired, the maintenance due
counter can be reset through any of the following mechanisms:

Using the Maintenance Due service tool feature, the maintenance due counter will
be reset when the reset button is clicked.
If Pin J1-36 (SWB) is held high for greater than two seconds.
If the ECM receives J1939 SPN 1584, Service Component Identification, with
data value (decimal) 32, Engine oil-engine #1, the maintenance due counter will be
reset. (If the SPN is received with any other data value it will be disregarded.) 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
85

Using the EST service tool.
The latest version of EST will be required to view or modify some of the 1106D-
E70TA & 1104D-E44TA engines software parameters and features. It is important
that the engineer regularly updates their service tool to ensure compatibility. In
addition it is the responsibility of the engineer to confirm software release dates.
During project engine development features may not be available or viewable and
may be dependant on later software release dates.

Datalink Support
There are 2 datalinks available for OEM connection to the engine. J1939 and Perkins
Data link (PDL). It is recognized, however that other CANbus standards (higher level
protocols) do exist and are used in off-highway applications, so some notes are also
provided for users of those standards.
SAE J1939
The SAE J1939 standard was initially developed for the US truck and bus industry. It
has been expanded and is now the most widely used datalink standard for industrial
powertrains, with compliance from almost all engine manufacturers and most
transmission manufacturers.
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
contained in the SAE J1939 standard documents.
Physical layer
The data rate is 250 KBits/sec
Twisted pair cable, of a 120Ohm 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 40m
The terminating resistors should not be contained in Network Nodes
Network nodes are connected to the bus via stubs of maximum recommended
length 1 meter. 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
86
Network Layer
J1939 recommends a bit sample point of 87% . This relatively late sample point
gives best compromise for immunity to noise and propagation delay. It does
restrict the size of the software jump width (SJW), however.
All nodes should have the same bit timing
Accurate bit timing is essential (4s +/- 0.2%)
It is recommended that the average bus load is not greater than 40%
Hardware filtering (masking) of CAN messages should be used under high bus
loads to limit demands on processors.
The Engine ECM always assumes a fixed address 0. It will not change its address
in the arbitration process described in J1939-81
The multi-7packet protocol (described in J1339-21) is used for sending messages
with more than 8 bytes of data. In the Perkins application this will be used
principally for the diagnostic messages DM1 and DM2.
Information may be broadcast, at regular intervals, or requested. For example the
engine will broadcast its current speed every 20ms but it will only send hours
run information if another node requests it.
Application Layer
The messages (PGNs)supported by Perkins ECM are only a subset of the
messages described in J1939-71 and J1939-73
Some PGNs may be partially supported i.e. only those bytes for which the ECM
has valid data will be supported.
Unsupported data bytes are generally sent as FF (hex) and incorrect or invalid
information is sent as FE
J1939 Supported Parameters Quick reference Summary Table

S
e
c
t
i
o
n

o
f

S
A
E

J
1
9
3
9

D
o
c
u
m
e
n
t

P
G
N

(
d
e
c
i
m
a
l
)

S
P
N

P
G
N

(
H
e
x
i
d
e
c
i
m
a
l
)

PGN description

Parameter (parameters in
italics are proposed but
may not yet be available /
fully validated )
R
e
c
e
i
v
e

/

T
r
a
n
s
m
i
t

71 0 0 Torque Speed Control (Tsc1) Rx
71 518
Requested Torque / Torque Limit

71 898
Requested Speed / Speed
Limit

71 695 Override Control Modes
71 61441
Electronic Brake Controller 1
(EBC1)

71 970
Auxillary Engine Shutdown Switch

71 61443 F003
Electronic Engine Controller 2
(EEC2)
Tx
71 92
Percent load at current
speed

71 558
Accelerator Pedal 1 Low
Idle Switch
87
S
e
c
t
i
o
n

o
f

S
A
E

J
1
9
3
9

D
o
c
u
m
e
n
t

P
G
N

(
d
e
c
i
m
a
l
)

S
P
N

P
G
N

(
H
e
x
i
d
e
c
i
m
a
l
)

PGN description

fully validated )
R
e
c
e
i
v
e

/

T
r
a
n
s
m
i
t

71 2970
Accelerator Pedal 2 Low
Idle Switch

71 91
Accelerator Pedal Position
1

71 29
Accelerator Pedal Position
2

61444 F004
(EEC1)

71 190 Engine Speed
71 899
Engine Retarder Torque Mode

71 513
Actual Engine Percent
Torque

71 65174 FE96 TurboWastegate (TCW) Tx
71 1188 Turbo1 Wastegate Drive
71 65213
FEB
D
Fan Drive Tx
71 977
Fan Drive States

71 975
Estimated Percent Fan Speed

71 65241 FED9 Aux Discrete IO State (AUXIO) Tx
71 701 Aux IO discrete channel_1
71 1083 Aux IO Analog channel_1
71 1084 Aux IO Analog channel_2
71 65242 FEDA Software Identification (SOFT) Tx/OR
71 234
Software Identification

71 965
Number of software ID fields

71 65243 FEDB
Engine Fluid Level_Pressure_2
(EFL/P2)
Tx 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
88
S
e
c
t
i
o
n

o
f

S
A
E

J
1
9
3
9

D
o
c
u
m
e
n
t

P
G
N

(
d
e
c
i
m
a
l
)

S
P
N

P
G
N

(
H
e
x
i
d
e
c
i
m
a
l
)

PGN description

fully validated )
R
e
c
e
i
v
e

/

T
r
a
n
s
m
i
t

71 157
Injector Metering Rail1
Pressure

71 65247 FEDF
(EEC3)
Tx
71 515
Engine Desired Operating
Speed

71 65251 FEE3 EngineConfig (EC) Tx
71 118
Engine Speed At Idle Pt1

71 539
Percent Torque At Idle Pt1

71 528
Engine Speed At Pt2

71 540
Percent Torque At Pt2

71 529
Engine Speed At Pt3

71 541
Percent Torque At Pt 3

71 530
Engine Speed at pt4

71 540
Percent Torque at pt4

71 531
Engine Speed at pt5

71 541
Percen Torque at pt5

71 532
Engine speed at high idle pt6

71 544
Reference Engine Torque

71 65252 FEE4 Shutdown (SHUTDOWN) Tx
71 1081 Wait To Start Lamp
71 65253 FEE5
Engine Hours Revolutions
(HOURS)
Tx
71 247
Total Engine Hours

71 65257 FEE9 FuelConsumption Tx/OR
71 250
Total Fuel Used

71 65259 FEEB Component Identifier (CI) Tx/OR
71 586
Make

71 587
Model

71 588
Serial Number

71 233

71 65260 FEEC Vehicle Identification (VI) Tx/OR
71 237
Vehicle Identification Number

71 65262 FEEE Engine Temp (ET1) Tx
71 110
Engine Coolant
Temperature

71 65263 FEEF
EngineFluidLevel_Pressure
(EFL/P1)
Tx
71 100 Engine Oil Pressure
71 65264 FEF0 Power Take Off Info (PTO) Tx
71 984
PTO Set Switch

71 982
PTO resume Swich
89
S
e
c
t
i
o
n

o
f

S
A
E

J
1
9
3
9

D
o
c
u
m
e
n
t

P
G
N

(
d
e
c
i
m
a
l
)

S
P
N

P
G
N

(
H
e
x
i
d
e
c
i
m
a
l
)

PGN description

fully validated )
R
e
c
e
i
v
e

/

T
r
a
n
s
m
i
t

71 980
PTO Enable Switch

71 983
PTO coast / Decelerate Switch

71 981
PTO accelerate Switch

71 65266 FEF2 Fuel Economy (LFE) Tx
71 183
Fuel Rate

71 65270 FEF6 Inlet/ExhaustCond (IC1) Tx
71 105 Intake Manifold Temp
71 102 Boost Pressure
71 106
Air Inlet pressure

71 65271 FEF7 VehicleElectricalPower#1 (VEP1) Tx
71
Electrical Potential

71
Battery Potential Switched

71 64967 FDC7
Off highway engine control selection
state (OHCSS)
Tx
71 2888
Alternate Rating Select State

71 2889

Alternate Droop Accelerator 1 Select
State

71 2893

State

71 2894

Alternate Droop Remote Accelerator
Select State

71 64971 FDCB
Off highway engine control selection
(OHECS)
Rx
71 2882
Alternate Rating Select

71 2881

71 2879

71 2886

select

71 64968 FDC8
Operator Primary Intermediate
Speed (ISCS)

TX
71 2892

Operator Primary Intermediate Speed
Select State

73 65226 FECA DM1 (active codes) Tx
73 Protect Lamp Status
73 Amber Lamp Status
73 Red Lamp Status
73 Spn
73 Fmi
73 Oc
73 Spn Conversion Method
73 65227 FECB DM2 (logged codes) Tx/OR
73
Protect Lamp Status

73
Amber Lamp Status

73
Red Lamp Status

73
Spn
90
S
e
c
t
i
o
n

o
f

S
A
E

J
1
9
3
9

D
o
c
u
m
e
n
t

P
G
N

(
d
e
c
i
m
a
l
)

S
P
N

P
G
N

(
H
e
x
i
d
e
c
i
m
a
l
)

PGN description

fully validated )
R
e
c
e
i
v
e

/

T
r
a
n
s
m
i
t

73
Fmi

73
Oc

73
Spn Conversion Method

73 65228 FECC
DM3 (diagnostic data clear/reset of
previously active DTCs)
Rx
73
Request To Clear Logged Fault Codes

21 60160 EB00 Transport Protocol (TP_DT) Tx/Rx
21 TP_DT
21 60416 EC00 Transport protocol (TP_CM) Tx/Rx
21 BAM and RTS
21 59392 E800 Acknowledge (ACK and NACK) Tx
21 PGN number
21 Control Byte
21 59904 EA00 Request PGN Rx
21 Requested PGN
91
J1939 Parameters Detailed Descriptions
The engine ECM has been programmed to comply with the SAE J1939 standard
according to the specification available on August 1
st
2006, this section summarises
the functionality included in the generic industrial engine software. Where the J1939
standard is vague on functionality, then notes on implementation have been included.
This section is broken down into the different sections J1939-71 and J1939-73 in
accordance with the J1939 documentation. J1939 messages are referenced in
ascending numerical order by their Parameter Group Number (PGN).
Note: The PGN numbers are written in some documents in decimal form (e.g.61444).
This document will use the Hexidecimal form (e.g. F004) as it is easier to remember
and simpler to decode when using tools to analyse traffic on the CAN J1939 bus.
Sending Messages to the Engine ECM
There are a number of messages that are sent by system electronic control devices that
the ECM will respond to, these include; TSC1, OHECS, EBC1, RequestPGN and
DM, as well as the RTS/CTS handshake protocol. Messages intended to be sent to
the ECM require that the correct source and destination address protocol is followed.
Source Address
The source address is used to identify different components and electronic control
modules on a CAN bus, source address assignment is given in Appendix B of SAE
J1939. Engine #1 source address is 00, and the Service tool source address is F0.
Preferred J1939 Source addresses vary between industry groups, when designing a
system, check Tables B1-B7 in the SAE J1939 document to ensure the correct Source
Address is allocated.
The ECM will accept messages from modules with any source address. For instance,
TSC1 messages do not necessarily have to be sent by the transmission.
The engine ECM source address is not configurable, and therefore cannot be set to
any of the other engine source addresses for a multiple engine CAN network
installation.
Destination Address
For messages controlling engine functionality, such as TSC1 and OHECS, the engine
will only respond to messages with the destination address 00.
The Request PGN message is also sensitive to destination address. When the Engine
#1 destination 00 is requested, then the engine ECM responds with the RTS Transport
protocol message, and will not release the requested information until the handshake
message, CTS, is returned.
When the global destination is given for a RequestPGN message, FF (Global), then
the engine ECM responds by sending the requested message. If the message is larger
than 8 bytes, then it will be released via the Transport Protocol BAM message. When
the global destination is used, there is no need to use the RTS/CTS protocol. 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
92
J1939 Section 71 - Vehicle application Layer
Torque Speed Control
The Torque/Speed Control #1 (TSC1) PGN allows electronic control devices
connected to the CAN network to request or limit engine speed, this feature is often
used as part of a closed engine control system with broadcast message parameters
such as Engine Speed (EEC1). Usage is particularly common in machines that have
complex hydraulic systems.
TSC1 is a powerful feature; the OEM is responsible for ensuring that the
implementation of TSC1 speed control is safe and appropriate for the engine and the
machine. Furthermore, it is necessary for the OEM to perform the necessary risk
assessment validation of the machine software and hardware used to control the
engine speed via TSC1.
ECM Response Time To TSC1 Request
The mean response time for the ECM to alter the desired speed following a TSC1
request is 52ms +/-5ms. Note, there will be a further delay in the engines actual
speed response due to the driving of mechanical components. If TSC1 response time
is critical to transmission development and operation, contact your Electronic
Applications Engineer.
TSC1 Configuration
TSC1 is always available as a speed demand input, and given that a J1939 Diagnostic
Code is not active, the engine will prioritize the TSC1 request above all other speed
demand inputs. In effect, TSC1 over-rides all other configured throttle inputs.
There are currently 2 TSC1 fault-handling options available in the service tool and the
CEOS, these are described as TSC1 Continuous Fault Handling: Disabled or
Enabled.
TSC1 Continuous Fault Handling: [Disabled] (Default)
This mode is also known as Transient fault detection, it is suitable for applications
where there is more than one throttle input into the ECM, for instance, in a wheeled
excavator where the analogue throttle is used to control road speed, but TSC1 is used
to control the machine hydraulics. The TSC1 message will override any other speed
demand such as PWM throttle pedal. TSC1 override is switched on and off using the
Override Control Mode SPN.
End of Transmission Fault Detection
The ECM needs to differentiate between the end of a transmission by another
controller and an intermittent failure. The ECM expects, therefore, that when a
controller no longer wishes to demand engine speed then it will terminate with at least
one message with the Control Override Mode SPN set to 00. If the engine sees that
TSC1 messages have stopped, for 90ms or more, and TSC1 has not been terminated
correctly then the ECM will recognize this as a fault, a J1939 Diagnostic code will be
raised and the ECM will not accept any TSC1 speed requests for the remainder of the
key cycle. 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
93
TSC1 Continuous Fault Handling: [Enabled]
This mode is also known as Continuous fault detection, it is suitable for applications
where either TSC1 is the only throttle used or where TSC1 is continuously used to
limit the top engine speed. The TSC1 speed control / speed limit cannot be switched
off using the Override Control Mode SPN. For instance, in a wheeled excavator the
analogue throttle is connected to the machine ECM that sends the TSC1 message to
control road speed, and to control the machine hydraulics. When TSC1 Continuous
Fault Handling is active, other throttles will be permanently over-ridden, and will only
become available if a TSC1 fault is detected.
TSC1 - Feature Summary Table
TSC1 Mode Transient Continuous
TSC1 Continuous Fault Handling Disabled Enabled
Speed request Yes Yes
Speed limit Yes Yes
Torque request No No
Torque Limit (temporary) Yes Yes
Fault Detection 90ms Timeout Yes Yes
Fault Detection Message present at start No Yes
Accepts TSC1 messages from several sources
simultaneously
No No
Override Control Mode Switching Yes No
Rating and Droop Control
In addition to Torque Speed Control, the complimentary message OHECS allows
droop and rating selection over J1939 with a similar effect to the hard-wired Mode
Selection feature. The OHECS PGN is described later in this section.
Torque Speed Control (TSC1)
Identifier Rate (msec) PGN Default Priority R1 DP Source Destination
0C 00 00 xx 10 000000 3 0 0 See notes 00

Range
S
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n
d
R
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c
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i
v
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Parameter name
B
y
t
e
B
i
t
L
e
n
g
t
h
S
t
a
t
e
U
n
i
t
s
Resolution
(unit/bit)
Min Max
N
o
t
e
X Override Control Mode (spn 695) 1 1 2
X Override Disabled 00
X Speed Control 01
Torque Control 10
X Speed/Torque Limit Control 11

Requested Speed Control Conditions (spn
696)
3 2

X Override Control Mode Priority (spn 897) 5 2 A
X Highest Priority 00 A
X High Priority 01 A
X Medium Priority 10 A
X Low Priority 11 A
Not Defined 7..8
X Requested Speed / Speed Limit (spn 898) 2 1 16 Rpm 0.125 0 8032
X Requested Torque / Torque Limit 4 1 8 % 1 -125 +125 B 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
94
Note A: The ECM does not prioritize or arbitrate between speed requests or limit
from more than one source and so this situation may result in erratic engine operation.
The OEM must ensure that TSC1 messages are not sent from more than one source at
a time.

Note B: Support for the Torque limiting aspect of TSC1 has been added, although
this may only be used for temporary conditions, such as during a gear change.
Electronic Brake Controller 1 (EBC1)
The EBC1 message is normally used to control a machine braking system. The
Auxiliary Engine Shutdown Switch SPN allows an external component on the J1939
network to shutdown the engine without using the key-switch, and sending the ECM
into sleep mode. The resulting stop should not be used as a safety related fail-safe stop
function.

Identifier Rate (msec) PGN
Default
Priority
R1 DP Source Destination
18F00100 100 F001 6 0 0 - 00

Electronic Engine Controller 2 (EEC2)
EEC2 identifies electronic engine control related parameters, including pedal position
for throttles 1 and 2, and IVS status for Throttle 1, and the Percent Load at current
speed.
Note that the name accelerator pedal is not always accurate for off highway
machines. Accelerator pedal 1 refers to any pedal, lever or other device that uses
either the Analogue 1 or PWM throttle 1 input. Likewise, Accelerator pedal position 2
refers to any device that uses the Analogue Throttle 2 input.

Default
Priority
0C F0 03 00 50 00F003 3 0 0 00 -

Range
S
e
n
d
R
e
c
e
i
v
e
Parameter name
B
y
t
e
B
i
t
L
e
n
g
t
h
S
t
a
t
e
U
n
i
t
s
Resolution
(unit/bit)
Min Max
N
o
t
e
X Accelerator Pedal 1 Low Idle Switch (spn 558) 1 1 2 C
X Accelerator pedal not in low idle condition 00
X Accelerator pedal in low idle condition 01
X Error indicator 10
X Not available or not installed 11
Range
S
e
n
d
R
e
c
e
i
v
e
Parameter name
B
y
t
e
B
i
t
L
e
n
g
t
h
S
t
a
t
e
U
n
i
t
s
Resolution
(unit/bit)
Min Max
N
o
t
e
X Auxillary Engine Shutdown Switch (970) 4 5 2
Off 00
On (engine will be shutdown) 01 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
95
Accelerator Pedal Kickdown Switch
3 2
X Accelerator Pedal 2 Low Idle Switch (spn 2970) 1 7 2 A
X Accelerator pedal not in low idle condition 00
X Accelerator pedal in low idle condition 01
X Error indicator 10
X Not available or not installed 11
X Accelerator Pedal Position 1 (spn 91) 2 1 8 % .4 0 100
X Engine Percent Load at Current Speed (spn 92) 3 1 8 % 1 0 125 B
Remote Accelerator Pedal Position 4 1 8
X Accelerator Pedal Position 2 (spn 29) 5 1 8 % .4 0 100 A

Note A: Accelerator pedal low idle 2 and accelerator pedal position 2 are new
parameters only recently defined by The SAE. The start byte / bit of accelerator pedal
low idle switch 2 is still to be defined.
Note B: Percent load at current speed is estimated from the steady state engine
calibration maps. This parameter is not accurate at low loads or during transient
conditions.
Note C: When there is discrepancy between the pedal position and the idle validation
switch position, then the Accelerator Pedal Low Idle Switch parameter will be
transmitted as 10 (error) and the accelerator pedal position will be transmitted as FE
(error). However, if a pedal is not configured, then it will be sent as not supported.
This will apply to both accelerator 1 and accelerator 2.
EEC1 identifies the Electronic Engine Control related parameters, including; Engine
Torque Mode, Actual Engine Percent torque, and Actual Engine Speed.
Identifier
Rate
(msec)
PGN
Default
Priority
0C F0 04 00 20 A 00F004 3 0 0 00

Range
S
e
n
d
R
e
c
e
i
v
e
Parameter name
B
y
t
e
B
i
t
L
e
n
g
t
h
S
t
a
t
e
U
n
i
t
s
Resolution
(unit/bit)
Min Max
N
o
t
e
Engine Torque Mode 1 1 4

Drivers Demand Engine - Percent Torque 2 1 8 % 1
X Actual Engine - Percent Torque 3 1 8 % 1
X Engine Speed 4 1 16 rpm .125 B

Source Address of Controlling Device for
Engine Control
6 1 8 None 1 0 253

Engine Starter Mode 7 1 4
Note A: The J1939 standard describes the frequency of transmission of this PGN as
engine speed dependant. The ECM actually transmits the message every 20ms,
however, irrespective of engine speed
Note B: During the engine cranking cycle, whilst the ECM is detecting engine
position and speed, engine speed is transmitted as FE00, or Unavailable. When this
value is converted to engine speed, it gives the value of 8128rpm.
Turbocharger Wastegate (TCW)
TCW contains the SPN, Turbocharger 1 Wastegate Drive. The implementation is that
this value directly equates to the PWM duty cycle of the Smart Wastegate Solenoid. A
value of 0% represents fully closed and a value of 100% represents fully open. Due 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
96
to the fact that the wastegate is also Intake Manifold Pressure dependent, this value
does not necessarily align to the actual position of the wastegate.
Default
Priority
18FE9600 100 FE96 6 0 0 00 -

Range
S
e
n
d
R
e
c
e
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v
e
Parameter name
B
y
t
e
B
i
t
L
e
n
g
t
h
S
t
a
t
e
U
n
i
t
s
Resolution
(unit/bit)
Min Max
N
o
t
e
X Turbocharger 1 Wastegate Drive (spn 1188) 1 1 8 % 0.4 0 100
Turbocharger 2 Wastegate Drive 2 1 8
Turbocharger Wastegate Act Control Pressure 5 1 8
Auxillary Discrete IO state (AUXIO)
The AUXIO PGN is used to transmit the status of all the customer side switch
inputs, and two of the analogue voltage inputs of the ECM, irrespective of
whether the input is used by the ECM for an application software feature. The
spare inputs of the ECM are available for use by the machine designer as
additional input channels for non-engine systems. The Table below indicates
the inputs, the switch connectors, and the associated J1939 SPN.
Table of Input pins to SPNs
Input name ECM J1 Connector Pin J1939 SPN
SWG1 52 702
SWG2 51 703
SWG3 50 701
SWG4 49 704
SWG5 48 705
SWG6 47 706
SWG7 46 707
SWG8 45 708
SWG9 44 709
SWG10 39 710
SWG11 38 711
SWB1 37 713
SWB2 38 714
AIN_ACT5 55 1083
AIN_ACT4 56 1084
The 2 SWB inputs below are Switch To Battery, meaning that when battery
voltage is applied to the pin then it will be closed. All the other switch inputs are
switch to ground, which means that when an input is at ground potential it will be
closed.

Identifier
Rate
(msec)
PGN
Default
Priority
18FED900 Note A FED9 6 0 0 00 -
97
Range
S
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d
R
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e
Parameter name
B
y
t
e
B
i
t
L
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n
g
t
h
S
t
a
t
e
U
n
i
t
s
Resolution
(unit/bit)
Min Max
N
o
t
e
X Auxiliary I/O #04 (spn 704) 1 1 2 B
Auxiliary I/O #12 (spn 712) 3 1 2 B
X Auxiliary I/O Channel #1 (spn 1083) 5,6 1 16 0 64255 C
X Auxiliary I/O Channel #2 (spn 1084) 7,8 1 16 0 64255 C
Note A: The message will be sent at a frequency of 100ms, and additionally when any
of the supported switch inputs (spns 701 through 716) change state
Note B: Each of the switch inputs is transmitted as 00 if it the switch is open (or not
connected) and 01 if it is closed.
Note C: The analogue channels are scaled at 0.955Volts per bit with a 0.5V offset. For
example a voltage of 2.5Voltages would be transmitted as (2.5volts 0.5 v
offset)/0.000955 volts/bit = 2094
10
or 82E
16

Software Identification (SOFT)
The Software Identification PGN is requested via the Request PGN message, the
message includes the Software Part number and the software version release date.
This PGN has more than 8 bytes of data, therefore, the message content is returned
using the Transport Protocol, and the format of the content is given below.
ASCII code as follows:
02 SWPN:1234556701*SWDT:MAY05*
Software part number (SWPN) will be of the form 123456701
Software release date (SWDT) will be of the form MAY05

Default
Priority
18FEDA00 On Req FEDA 6 0 0 00 -

Range
S
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Parameter name
B
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B
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S
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U
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Resolution
(unit/bit)
Min Max
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X
Number of software identification fields (spn
965)
1 1 8
1 255 A 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
98
X Software Identification (spn 234) 2 1 N ASCII B
Note A: The number of software identification fields will be transmitted as 02
Note B: The software identification is ASCII text, with the fields delimited by a *
Engine Fluid Level / Pressure 2 (EFL/P2)
EFL / P2 includes the Injector Metering Rail 1 Pressure SPN; indicating the gauge
pressure of fuel in the high pressure rail supplying the injectors.
Default
Priority
18FEDB00 500 FEDB 6 0 0 00 -

Range
S
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R
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Parameter name
B
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B
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L
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S
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U
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Resolution
(unit/bit)
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Injector Control Pressure 1 1 16
X

Injector Metering Rail 1 Pressure
(spn157)
3 1 16 Mpa 1/256Mpa/Bit 0 251
Injector Timing Rail 1 Pressure 5 1 16
Injector Metering Rail 2 Pressure 7 1 16
EEC3 identifies the Electronic Engine Control related parameter; Engine Desired
operating speed. Engine desired operating speed is calculated as requested speed
demand from the throttle input; the speed at which the engine would run if all load
were removed and current speed demand conditions maintained.
This is not the same as the implementation for Tier 2 product, the change has been
implemented to make the parameter more relevant to customers who need to
determine how far and how rapidly the engine is lugging back. One effect will be that
in many applications where there are high parasitic loads, the engine speed will never
actually reach its desired operating speed.
Default
Priority
18 FE DF 00 250 FEDF 6 0 0 00 -

Range S
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Parameter name B
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B
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S
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U
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Resolution
(unit/bit)
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Nominal friction Percent Torque 1 1 8 % 1 -125 +125
X

Engines Desired Operating Speed (spn
515)
2 1 16 Rpm .125 0 8031 A

Engines Operating Speed Asymmetry
Adjustment
4 1 8 Ratio 0 250
Engine Configuration (EC)
The Engine Configuration PGN describes the stationary behavior of the engine via an
engine speed torque map; defining several points on the torque curve (rating) that are
active in the engine. This map is only valid for steady state engine behavior at
maximum boost pressure. The values will change if a different torque curve is
selected or to reflect if the engine is derating e.g. due to excessive engine temperature. 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
99
As this PGN is more than 8 bytes long, it will always be transmitted via the transport
protocol

Default
Priority
See Note A See Note A FEE3 6 0 0 00 -

Range
S
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R
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Parameter name
B
y
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B
i
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L
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n
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S
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a
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U
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s
Resolution
(unit/bit)
Min Max
N
o
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X Engine Speed at Idle, Point 1 (spn 118) 1 1 16 Rpm 0.125 0 8031
X

Percent Torque at Idle, Point 1 (spn
539)
3 1 8 % 1 -125 +125
X Engine Speed at Point 2 (spn 528) 4 1 16 Rpm 0.125 0 8031 C
X Percent Torque at Point 2 (spn 540)
6 1 8 % 1 -125 +125 C
X Engine Speed at Point 3 (spn 529)
7 1 16 Rpm 0.125 0 8031
9 1 8 % 1 -125 +125
10 1 16 Rpm 0.125 0 8031
12 1 8 % 1 -125 +125
13 1 16 Rpm 0.125 0 8031
15 1 8 % 1 -125 +125
X

Engine Speed at High Idle, Point 6 (spn
532)
16 1 16 Rpm 0.125 0 8031 C
Gain (KP) of the Endspeed Governor
18 1 16 %/rpm 0.0007813 0 50.2
X Reference Engine Torque (spn 544) 20 1 16 Nm 1 0 64255 B

Maximum Momentary Engine Override
Speed, Point 7
22 1 16 Rpm 0.125 0 8031

Maximum Momentary Override Time
Limit
24 1 8 S 0.1 0 25

Requested Speed Control Range Lower
Limit
25 1 8 Rpm 10 0 2500

Requested Speed Control Range Upper
Limit
26 1 8 Rpm 10 0 2500

Requested Torque Control Range Lower
Limit
27 1 8 % 1 -125 +125

Requested Torque Control Range Upper
Limit
28 1 8 % 1 -125 125

Note A: This PGN is sent every 5 seconds but also whenever there is a change in
active torque limit map.

Note B: Engine reference torque is the advertised bare engine torque of the highest
enabled rating in the box. That is the highest rating that can be selected via mode
switches or J1939, whilst the engine is running.

Note C: As both point 2 and point 6 are supported, and Gain (Kp) of Endspeed
Governor is not, the support of this message conforms to Engine Configuration
Characteristic Mode 1 as described in the J1939-71 specification
Shutdown (SHUTDOWN)
Shutdown PGN contains the SPN Wait to Start Lamp. This indicates that the engine
is too cold to start and the operator should wait until the signal becomes inactive
(turns off). 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
100
Default
Priority
18 FE E4 00 1000 FEE4 6 0 0 00 -

Range
S
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R
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Parameter name
B
y
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B
i
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L
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S
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U
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Resolution
(unit/bit)
Min Max
N
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Idle shutdown has shut down engine 1 1 2
Idle shutdown driver alert mode 3 2
Idle shutdown timer override 5 2
Idle shutdown timer state 7 2
Idle shutdown timer function 7 2
A/C high pressure fan switch 3 1 2
Refrigerant low pressure switch 3 2
Refrigerant high pressure switch 5 2
X Wait to start lamp (spn 1081) 4 1 2
X Off 00
X On 01

Engine protection system has shut down
engine
5 1 2

Engine protection system approaching
shutdown
3 2

Engine protection system timer override 5 2
Engine protection system timer state 7 2
Engine protection system configuration 7 2
Engine Hours / Revolutions (HOURS)
HOURS PGN contains the SPN Total Engine hours. The SAE defines this PGN as
being sent on request. However, there are some gages and displays on the market,
which require this to be broadcast. Consequently, this message is broadcast at a low
update rate, to ensure compatibility with these devices.
Default
Priority
18 FE E5 00
1000
Note A
FEE5 6 0 0 00 -

Range
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Parameter name B
y
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B
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L
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S
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U
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Resolution
(unit/bit)
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N
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X Total engine hours (spn 247) 1 1 32 Hr .05 0 210,554,060
Total engine revolutions 5 1 32 Rev 1000 0 4,211,081,215,000
Fuel Consumption
The Fuel Consumption PGN contains the SPN, Total Fuel Used. This parameter is not
a direct measurement. It is calculated from standard test fuel at standard test
temperatures. The characteristics of most fuels in the field will differ from the test
fuel, particularly at very high or very low temperatures. It is recommended, therefore,
that this value is taken to be an indication only of the fuel used by an engine.
Default
Priority
R1 DP Source Destination 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
101
18 FE E9 00 On Req 00FEE9 6 0 0 00 -

Range
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Parameter name
B
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B
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L
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S
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U
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s
Resolution
(unit/bit)
Min Max
N
o
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e
Trip fuel 1 1 32 L .5 0 2,105,540,607
X Total fuel used (spn 250) 5 1 32 L .5 0 2,105,540,607
Component ID (CI)
The Component Identification PGN is requested via the Request PGN message; the
message includes the Engine Make, the engine model number and the engine serial
number. This PGN has more than 8 bytes of data, therefore, the message content is
returned using the Transport Protocol. The format of the content is given below.
All these parameters are supported as ASCII text delimited by *
Make will be transmitted as CTRPL
Model will be transmitted in the form 1106D-E70TA or 1104D-E44TA
Serial Number will be the engine serial number as marked on the nameplate of the
engine

Default
Priority
18 FE EB 00 On Req 00FEEB 6 0 0 00 -

Range
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Parameter name
B
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B
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S
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Resolution
(unit/bit)
Min Max
N
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X Make (spn 586) ASCII None A
X Model (spn 587) ASCII None A
X Serial Number (spn 588) ASCII None A

Unit Number (spn 233)

ASCII None
Vehicle Identification (VI)
The Vehicle Identification PGN is requested via the Request PGN message. The
message includes only the Vehicle Identification Number PGN. This PGN has more
than 8 bytes of data, therefore, the message content is returned using the Transport
Protocol. This PGN may be requested from the ECM but currently the message will
simply contain the ASCII text NOT PROGRAMMED.

Default
Priority
18FEEC00 On Req FEEC 0 0 00 -

S
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c
Parameter name
B
y
t
B
i
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L
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n
S
t
a
U
n
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Resolution
(unit/bit)
Range
N
o
t 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
102
d e
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e g
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s

Min Max
e
X Vehicle Identification Number (spn 237) ASCII None A
Engine Temperature (ET1)
ET1 contains the SPN Engine Coolant Temperature, this SPN contains the engine
coolant temperature as sensed by the engine control system,

Default
Priority
18 FE EE 00 1000 FEEE 6 0 0 00 -

Range
S
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Parameter name
B
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B
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S
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U
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Resolution
(unit/bit)
Min Max
N
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X Engine Coolant Temperature (spn 110) 1 1 8 deg C 1 -40 210
Fuel Temperature 2 1 8 deg C 1 -40 210
Engine Oil Temperature 3 1 16 deg C .03125 -273 1735

Turbo Oil Temperature 5 1 16 deg C .03125 -273 1735

Engine Intercooler Temperature 7 1 8 deg C 1 -40 210

Engine Intercooler Thermostat Opening 8 1 8 % 4 0 100
Engine Fluid Level / Pressure (EFL/P1)
EFL/P1 contains the SPN Engine Oil Pressure; this SPN contains the Oil Pressure as
sensed by the engine control system.

Default
Priority
18 FE EF 00 500 FEEF 6 0 0 00 -

Range
S
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R
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Parameter name
B
y
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B
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L
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S
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U
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Resolution
(unit/bit)
Min Max
N
o
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Fuel Delivery Pressure 1 1 8 KPA 4 0 1000
Extended Crankcase Blow-by Pressure 2
Engine Oil Level 3 1 8 % .4 0 100
X Engine Oil Pressure (spn 100)
4 1 8 KPA 4 0 1000
Crankcase Pressure 5 1 16

Coolant Pressure 7 1 8 KPA 2 0 500

Coolant Level 8 1 8 % .4 0 100
PTO information (PTO)
PTO contains the SPNs PTO Switch Enable, PTO Set Switch, PTO Coast/Decelerate
Switch, PTO Resume Switch and PTO Accelerate Switch.
Some of the PTO mode switch inputs on the ECM have dual functions. For example,
one button provides both SET and LOWER functions and another button provides
both RAISE and RESUME functions. When the SET/LOWER button is pressed, both
SPN 984 and SPN 938 will go to the active state, for at least one message 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
103
transmission. Similarly, when the RAISE/RESUME button is pressed then both SPN
982 and SPN 981 will go to the active state.

Default
Priority
18FEF000 100 FEF0 6 0 0 00 -

Range
S
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Parameter name
B
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B
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L
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S
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U
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Resolution
(unit/bit)
Min Max
N
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Power Takeoff Oil Temperature (spn 90) 1 1 8
Power Takeoff Speed (spn 186) 2 1 16
Power Takeoff Set Speed (spn 187) 4 1 16 Rpm Rpm 0 8031
X PTO Enable Switch (spn 980)
6 1 2

Remote PTO preprogrammed Speed Control
Switch (spn 979)
6 3 2

Remote PTO variable Speed Control Switch (spn
978)
6 5 2
X PTO set switch (spn 984)
7 1 2
X PTO Coast / Decelerate Switch (spn 983)
7 3 2
X PTO Resume Switch (spn 982)
7 5 2
X PTO Accelerate Switch (spn 981)
7 7 2
Fuel Economy (LFE)
LFE contains the PGN Fuel Rate. This parameter is not a direct measurement. It is
calculated from standard test fuel at standard test temperatures. The characteristics of
most fuels in the field will differ from the test fuel, particularly at very high or very
low temperatures. It is recommended, therefore, that this value is taken to be an
indication only for the fuel usage by an engine.

Default
Priority
18 FE F200 100 FEF2 6 0 0 00 -

Range
S
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R
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Parameter name
B
y
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B
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L
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S
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U
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Resolution
(unit/bit)
Min Max
N
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X Fuel Rate (spn 183) 1 1 16 L/hr .05 0 3212 A
Instantaneous Fuel Economy 3 1 16 km/kg 1/512 0 125.5
Average Fuel Economy 5 1 16 km/kg 1/512 0 125.5
Throttle Position 7 1 8 % .4 0 100 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
104

Inlet / Exhaust Conditions (IC1)
IC1 contains the SPNs Boost Pressure, Intake Manifold Temperature and Air Inlet
Pressure. All these parameters are broadcast as sensed by the engine control system.
Default
Priority
18 FE F6 00 500 FEF6 6 0 0 00 -
Note A: Inlet air pressure will be supported as the absolute pressure as measured by
the inlet manifold pressure sensor.
Note B: Boost pressure will be calculated from inlet manifold sensor. Boost pressure
will never be transmitted as a negative number, even though a slight depression at the
inlet is possible for some engines when running at low idle speed.
Vehicle Electrical Power (VEP)
VEP contains the SPNs Electrical Potential and Battery Potential. Electrical potential
and battery potential parameters are both supported with the same value, which is the
voltage measured between the battery (+) and battery (-) terminals of the ECM

Default
Priority
18 FE F7 00 1000 FEF7 6 0 0 00 -

Range
S
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Parameter name B
y
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e
B
i
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L
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S
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U
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Resolution
(unit/bit)
Min Max
N
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e
Net Battery Current 1 1 16 Amp 1 -125 125
Alternator Potential (Voltage) 3 1 16 V .05 0 3212
X Electrical Potential (Voltage) (spn 168) 5 1 16 V .05 0 3212
X Battery Potential (Voltage), Switched (158) 7 1 16 V .05 0 3212
Range
S
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R
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Parameter name B
y
t
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B
i
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L
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S
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U
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Resolution
(unit/bit)
Min Max
N
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Particulate Trap Inlet Pressure 1 1 8 kPa .5 0 125
X Boost Pressure (spn 102) 2 1 8 kPa 2 0 500 B
X Intake Manifold Temperature (spn 105)
3 1 8 deg C 1 -40 210
X Air Inlet Pressure (spn 106)
4 1 8 kPa 2 0 500 A
Air Filter Differential Pressure 5 1 8 kPa .05 0 12.5

Exhaust Gas Temperature 6 1 16 deg C .03125 -273 1735

Coolant Filter Differential Pressure 8 1 8 kPa .5 0 125 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
105
Operator Primary Intermediate Speed (ISCS)
The ISCS PGN is used to describe the logical state of the throttle position switch
input (also known as multi-position throttle switch).
Default
Priority
18FDC800 1000 FDC8 6 0 0 00 -

Range
S
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R
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Parameter name
B
y
t
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B
i
t
L
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n
g
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h
S
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a
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U
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Resolution
(unit/bit)
Min Max
N
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X

Operator Primary Intermediate Speed
Select State (spn 2892)
1 1 4
Intermediate speed not requested 0000 A
X Logical Position 1 0001
X Logical state 13, 14, 15 or 16 1101 B
Reserved 1110
X Not available 1111 C

Note A: intermediate speed not requested state is not supported. Note however, that
on most applications where throttle position switch is used, logical position 1 will be
all four switches in the open position and will equate to engine idle.
Note B: There are only 13 states available but 16 possible combinations of the 4
switch inputs. No known application has used more than 10 states however, or is
expected to use more than 10 states in the future, so this is not envisaged that this will
cause a problem. If 16 states are use then logical states 14, 15 and 16 will be
transmitted as 13.
Note C: If the throttle position switch is not configured on an application then the
ECM will send 1111 not available.

Off highway engine control selection (OHECS)
OHECS is sent to the engine to select engine rating and droop percentage, in a similar
way to the hardwired mode switches. The J1939 request will have precedence over
the hard-wired switch inputs to the ECM.
When the ECM receives this PGN, it will over-ride the mode selection configuration,
and switch to the requested rating and droop setting. The engine will remain in this
new state until either another message is received with a different rating and droop
request, or until the key switch is cycled 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
106

Default
Priority
18FDCBxx 500 FDCB 6 0 0 - 00
Note A: Ratings 1 to n are populated with all the ratings available in the ECM with
1 being the lowest and n being the highest rating. If the ECM receives the 0
then the rating value entered through the mode selection switches should be used.

Off highway Engine control selection state (OHCSS)
OHCSS broadcasts the SPNs corresponding engine rating select and droop select.
When the engine is controlled by the hard-wired mode selection, then OHCSS will
contain this data, however, when the OHECS PGN is used to control rating select and
droop, the OHCSS message will mirror the over-ride information.
Default
Priority
18FDC700 500 FDC7 6 0 0 00 -

Range
S
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n
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R
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c
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v
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Parameter name
B
y
t
e
B
i
t
L
e
n
g
t
h
S
t
a
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U
n
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s
Resolution
(unit/bit)
Min Max
N
o
t
e
Auxillary Governor Switch 1 1 2
Multi-Unit Synch On/Off switch 1 3 2
Alternate Low Idle Switch
1 5 2
X Alternate Rating Select
2 1 8 A
X Alternate Droop Accelerator 1 select
3 1 4
X Accel 1-Default Droop (default) 0000

X
Accel 1 Alternate Droop 1 through 10 = 1%
through 10%
0001
-
1010

Accel 1 Alternate Droop 11 (Isochornous) 1011
Error 1110
X Not Available 1111
X Alternate Droop Accelerator 2 Select
3 5 4
X Accel 12-Default Droop (default) 0000

X
Accel 2 Alternate Droop 1 through 10 = 1%
through 10%
0001
-
1010

Accel 2 Alternate Droop 11 (Isochornous) 1011
Error 1110

X
Select
4 1 4
X Remote Accel-Default Droop (default) 0000

X
Remote Accel Alternate Droop 1 through 10
= 1% through 10%
0001
-
1010

Remote Accel Alternate Droop 11
(Isochornous)
1011
Error 1110
Alternate Droop Auxillary Input Select
4 5 4 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
107
Range
S
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R
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i
v
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Parameter name
B
y
t
e
B
i
t
L
e
n
g
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S
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a
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U
n
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s
Resolution
(unit/bit)
Min Max
N
o
t
e

Auxillary Governor State 1 1 2
Multi-Unit Synch State 1 3 2
Alternate Low Idle Select State 1 5 2
X Alternate Rating Select State
2 1 8
X

State
3 1 4
X

State
3 5 4
X

Select State
4 1 4

Alternate Droop Auxillary Input Select
State
4 5 4
This PGN is intended for the ECM to provide Feedback on the OHECS messages
described above

J1939 Section 73 - Diagnostic Layer

Active Diagnostics Trouble Codes (DM1)
The information communicated by DM1 is limited to currently active diagnostic
trouble codes. DM1 will be transmitted whenever a Diagnostic Trouble Code (DTC)
becomes an active fault and once per second thereafter. The message contains
diagnostic lamp status, indicating the severity of the problem, followed by the DTC
identifiers, SPN and FMI. The DM1 message is not sent if there are no active fault
codes.
If only 1 DTC is active then DM1 will be transmitted as a single message with the
identifier FECA. If there is more than one fault code present then the DM1 message
will be longer than 8 bytes, thus the transport protocol (BAM) will be used to send the
message.
Note: This is different from the Tier 2 functionality where the transport protocol
(BAM) is used to send all DM1 messages, even if only one fault code is active.

Default
Priority
See Note A See note B 00FECA 6 0 0 00 -

Range
S
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R
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Parameter name
B
y
t
e
B
i
t
L
e
n
g
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S
t
a
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e
U
n
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s
Resolution
(unit/bit)
Min Max
N
o
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e
Malfunction indicator lamp A
Protect lamp A 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
108
Stop lamp A
Warning lamp A
X SPN (Suspect Parameter Number)
X FMI (Failure Mode Identifier)
X Occurrence Count
X SPN conversion method

Note A: The J1939 diagnostic lamp description and function is not supported
Diagnostic lamp implementation is supported as follows:
Diagnostic and Event codes have been split into 3 categories of severity called
Warning Category Indicators (WCI).
The lowest level (Level 1) is used for warning level faults, such as when engine
design limits for temperature have been reached, or for a sensor short circuit.

The highest level (Level 3) is used for events where the severity merits the machine
and the engine being immediately stopped.
Level 2 is an intermediate level used particularly for events or diagnostic which cause
an engine derate
The status lamps in the DM1 message will be switched on according to the following
table:

WCI Protect Lamp Warning Lamp Shutdown Lamp
1 ON OFF OFF
2 ON ON OFF
3 ON ON ON

Previously Active Diagnostic Trouble Codes (DM2)
Default
Priority
See note A On Req FECB 6 0 0 00 -

Range
S
e
n
d
R
e
c
e
i
v
e
Parameter name
B
y
t
e
B
i
t
L
e
n
g
t
h
S
t
a
t
e
U
n
i
t
s
Resolution
(unit/bit)
Min Max
N
o
t
e
Malfunction indicator lamp A
Protect lamp A
Stop lamp A
Warning lamp A
X SPN
X FMI
X Occurrence Count
X SPN conversion method
Note A: Lamp support as per DM1 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
109

Diagnostic Data Clear / Reset of Previously Active DTCs (DM3)
DM3 is sent as a Request PGN message, and has the function of erasing the record
of all previously active fault codes. The ECM responds to the DM3 message by
clearing all diagnostic codes but not event codes. The ECM will send an
Acknowledge message (ACK) to say that this action is complete.
Diagnostic Trouble Codes defined as faults on the electronic system, for instance if
there is a sensor failure. Event codes are raised when the engine system is operating
outside of its defined diagnostic limits, for instance, if the engine coolant temperature
is excessive.
Event codes can only be cleared with the service tool and require a factory password.

Default
Priority
See Note A On req FECC 6 0 0 - 00

Range
S
e
n
d
R
e
c
e
i
v
e
Parameter name
B
y
t
e
B
i
t
L
e
n
g
t
h
S
t
a
t
e
U
n
i
t
s
Resolution
(unit/bit)
Min Max
N
o
t
e
X Request to clear fault codes
Supported Parameters Section 21 - Simplified Descriptions
J1939 Section 21 describes in detail the framework, structure and protocol of J1939
messages. The on-engine application of Section 21 is considered too detailed to give a
comprehensive functional description in this guide. For reference, the message PGNs
and descriptions are given to help network identification of these messages.

Transport Protocol Connection Management (TP.CM_BAM))
Default
Priority
1CECFF00 - EC00 7 0 0 - -
Support as per J1939 21. Note that this mechanism is used principally as a
multipacket protocol for sending messages larger than 8 bytes of data for example to
send diagnostic messages DM1 and DM2 or for the Engine Configuration PGN. This
uses the Broadcast Announce Message (BAM) as shown in the example below:

Transport Protocol Data Transfer (TP.DT)
Default
Priority
1CEBFF00 See note A EB00 7 0 0 - -
Note A: If a module is required to decode any information that is sent via the transport
protocol, then it must be capable of receiving and processing messages with the same
identifier within 50 ms. 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
110

Proprietary A- Service Tool
Default
Priority
18EF00xx - EF00 6 0 0 - -
This message is used for communication between the ECM and the service tool. It
must not be used by any other electronic system on the machine, as this may
cause unpredictable operation when the service tool is connected.

Acknowledge
Default
Priority
18E8xxxx - E800 6 0 0 - -
Both Acknowledge (ACK) and negative acknowledge (NACK) are supported as per
the J1939 specification

Request PGN
Default
Priority
18EA00xx - EA00 6 0 0 - 00
Supported as per the J1939 specification. This PGN is sent to the ECM to request
parameters that are only sent on-request. For example if an electronic module on the
machine requires engine hours information then it must send a Request PGN for the
Engine Hours/ Revolutions PGN

Supported Parameters Section 81 Network Management -
Detailed Descriptions
The engine does support the network initialization requirements as outlined in
Specification J1939-81.
This includes the claiming of addresses. The engine will always claim address zero
and will not accept any other address.
Most off-highway machines do not implement this section of the specification. If
further information on this subjected is required, however, then please contact the
Electronic Applications Team Directly1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
111

Perkins Data Link
For industrial engines, the Perkins Datalink (PDL) is principally used for service tool
support. If an application does have a requirement to communicate with another
system on PDL, for example with a Perkins transmission or a display, then please
contact your local applications team for further information.
Other Datalink Standards
CANopen
CANopen may become a popular choice of CAN higher level protocol in off-highway
machines which 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 CAN open to J1939 gateway may be obtained from the the
website of CAN in Automation (CIA) .
OEM Proprietary CAN standards
It is accepted that the J1939 standard cannot meet all the diverse needs of the many
specialised 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, then the machine
designer should consider the use of a CAN gateway to isolate the proprietary
messages from the J1939 bus.
The risk of OEM defined messages is that they will clash with some of the J1939
standard messages.

List of Appendices
Appendix 1 - ECM J1 Connector Terminal Assignments
Appendix 2 List of Diagnostic and Event Codes 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
112
Appendix 1 - ECM J1 Connector Terminal Assignments

Pin No. Description Preferred Function Alternative Function
1 Battery -ve -B direct N/A
4 AIN_PAS 1 Aux Temperature 1 N/A
5 AIN_PAS 6 ATTAC Temperature N/A
6 N/C DO NOT USE N/A
7 Battery +ve +B direct N/A
11 DF_PWM 1 Shield Unused N/A
12 DF_PWM 1- Fan Speed Input N/A
13 DF_PWM 1+ Fan Speed Input N/A
17 DOUT_0.3A 5 Unused N/A
20 CAN A+ J1939 (+) N/A
21 CAN A- J1939 (-) N/A
22 CAN A Shield J1939 Shield N/A
23 PDL + PERKINS DataLink (+) N/A
24 PDL - PERKINS DataLink (-) N/A
25 PWM Out - Ether driver return N/A
26 PWM Out - Hydraulic Fan Solenoid - N/A
29 I_PWM_2A 2 (J2:9) Ether driver (if equipped) N/A
31 AIN_ACT 8 (J2:50) DO NOT USE N/A
32 I_PWM_2A 1 Hydraulic Fan Solenoid + N/A
33 VS_RETURN 1 Water in fuel Return N/A
34 VS_RETURN 1 Unused N/A
35 SWG RETURN SWG Return N/A
36 SWB 2 Intermediate Speed N/A
37 SWB 1 Overspeed Verify N/A
38 SWG 11 Air Filter Restriction N/A
39 SWG 10 Mode Switch 1 N/A
40 SWK 0 Key switch N/A
41 VS_5_200mA Sensor 5V supply N/A
42 VS_5_200mA Sensor 5V supply N/A
43 VS_8_100mA Water in fuel sensor power N/A
44 SWG 9 Throttle 2 IVS Water in Fuel Sensor
45 SWG 8 Throttle 1 IVS
N/A
113
46 SWG 7 Mode 2 switch N/A
47 SWG 6 Coolant Level Switch Throttle Arbitration
48 SWG 5 User Defined Shutdown PTO Speed 1& 2 Selection
49 SWG 4 MPTS1 PTO Mode Disengage
50 SWG 3 MPTS2 PTO Raise / Resume
51 SWG 2 MPTS3 PTO Set / Lower or Intermediate Speed
52 SWG 1 MPTS4 PTO Mode on / off
53 PWM_I 1 Throttle 1 PWM input N/A
54 AIN_ACT 7 Throttle 1 Analogue Input N/A
55 AIN_ACT 5 Throttle 2 Analogue Input N/A
56 AIN_ACT 4 Ambient air temp N/A
57 DOUT_1A 1 Glow Plug relay control N/A
58 DOUT_0.3A 10 Maintenance Ind Lamp N/A
59 DOUT_0.3A 9 Warning Lamp N/A
60 DOUT_0.3A 8 Shutdown Lamp N/A
61 DOUT_0.3A 4 PTO Engaged Lamp N/A
62 DOUT_0.3A 3 Low oil pressure warning lamp N/A
63 DOUT_0.3A 2 Wait to start lamp N/A
64 DOUT_0.3A 1
Fan Reversing Solenoid
Control
N/A
114
Appendix 2 List of Diagnostic and Event codes

Note that in some cases there are differences in the codes which are transmitted on the
J1939 bus and those that are transmitted on the PDL bus (those normally viewed on
the service tool) additionally codes may be added on later software that are not
present on this table.

N/A No Diagnostic Code Detected N/A N/A 551
0001-02 Cylinder #1 Injector erratic, intermittent, or incorrect J651-2 651-2 111
0001-05 Cylinder #1 Injector current below normal J651-5 651-5 111
0001-06 Cylinder #1 Injector current above normal J651-6 651-6 111
0001-07 Cylinder #1 Injector not responding properly J651-7 651-7 111
0003-07 Cylinder #3 Injector Not Responding J653-7 653-7 113
0005-02
Cylinder #5 Injector erratic, intermittent, or incorrect ( C6.6
engine only)
J655-2 655-2 115
0005-05
Cylinder #5 Injector current below normal (1106D engine
only)
J655-5 655-5 115
0005-06
Cylinder #5 Injector current above normal (1106D engine
only)
J655-6 655-6 115
0005-07
Cylinder #5 Injector not responding properly (1106D engine
only)
J655-7 655-7 115
0006-02
Cylinder #6 Injector erratic, intermittent, or incorrect (1106D
engine only)
J656-2 656-2 116
0006-05
Cylinder #6 Injector current below normal (1106D engine
only)
J656-5 656-5 116
0006-06
Cylinder #6 Injector current above normal (1106D engine
only)
J656-6 656-6 116
0006-07
Cylinder #6 Injector not responding properly (1106D engine
only)
J656-7 656-7 116
0041-03 8 Volt DC Supply voltage above normal J678-03 678-03 517
0041-04 8 Volt DC Supply voltage below normal J678-04 678-04 517
0091-02 Throttle Position Sensor erratic, intermittent, or incorrect J91-02 91-02 154
0091-03 Throttle Position Sensor voltage above normal J91-03 91-03 154
0091-04 Throttle Position Sensor voltage below normal J91-04 91-04 154
0091-08
Throttle Position Sensor abnormal frequency, pulse width, or
period
J91-08 91-08 154
0100-03 Engine Oil Pressure Sensor voltage above normal J100-03 100-03 157
0100-04 Engine Oil Pressure Sensor voltage below normal J100-04 100-04 157
0100-10 Engine Oil Pressure Sensor abnormal rate of change J100-10 100-10 157
0110-03 Engine Coolant Temperature Sensor voltage above normal J110-03 110-03 168
0110-04 Engine Coolant Temperature Sensor voltage below normal J110-04 110-04 168
0168-00 Electrical System Voltage high J168-00 168-00 422
0168-01 Electrical System Voltage low J168-01 168-01 422
0168-02 Electrical System Voltage erratic, intermittent, or incorrect J168-02 168-02 422
0172-03
Intake Manifold Air Temperature Sensor voltage above
normal
J105-03 105-03 133
0172-04
Intake Manifold Air Temperature Sensor voltage below
normal
J105-04 105-04 133
0190-08
Engine Speed Sensor abnormal frequency, pulse width, or
period
J190-08 190-08 141
0247-09 SAE J1939 Data Link abnormal update rate - - 514
0247-12 SAE J1939 Data Link failure - - 514
0253-02 Personality Module erratic, intermittent, or incorrect J631-02 631-02 415 1106D-E70TA & 1104D-E44TA Production release version 1 04/12/12
115
0261-11 Engine Timing Offset fault J637-11 637-11 143
0262-03 5 Volt Sensor DC Power Supply voltage above normal J1079-03 1079-03 516
0262-04 5 Volt Sensor DC Power Supply voltage below normal J1079-04 1079-04 516
0268-02
Programmed Parameter Fault erratic, intermittent, or
incorrect
J630-02 630-02 527
0342-08
Secondary Engine Speed Sensor abnormal frequency, pulse
width, or period
J723-08 723-08 142
0526-05 Turbo Wastegate Drive current below normal J1188-05 1188-05 177
0526-06 Turbo Wastegate Drive current above normal J1188-06 1188-06 177
0526-07 Turbo Wastegate Drive not responding properly J1188-07 1188-07 177
0774-02
Secondary Throttle Position Sensor erratic, intermittent, or
incorrect
J29-02 29-02 155
0774-03 Secondary Throttle Position Sensor voltage above normal J29-03 29-03 155
0774-04 Secondary Throttle Position Sensor voltage below normal J29-04 29-04 155
0774-08
Secondary Throttle Position Sensor abnormal frequency,
pulse width, or period
J29-08 29-08 155
1639-09 Machine Security System Module abnormal update rate J1196-09 1196-09 426
1743-02
Engine Operation Mode Selector Switch erratic, intermittent,
or incorrect
J2882-02 2882-02 144
1779-05 Fuel Rail #1 Pressure Valve Solenoid current below normal J1347-05 1347-05 162
1779-06 Fuel Rail #1 Pressure Valve Solenoid current above normal J1347-06 1347-06 162
1785-03 Intake Manifold Pressure Sensor voltage above normal J102-03 102-03 197
1785-04 Intake Manifold Pressure Sensor voltage below normal J102-04 102-04 197
1785-10 Intake Manifold Pressure Sensor abnormal rate of change J102-10 102-10 197
1797-03 Fuel Rail Pressure Sensor voltage above normal J157-03 157-03 159
1797-04 Fuel Rail Pressure Sensor voltage below normal J157-04 157-04 159
1834-02 Ignition Key Switch loss of signal J158-02 158-02 439
2246-06 Glow Plug Start Aid Relay current above normal J676-06 676-06 199
Event Codes
E172-1 High Air Filter Restriction J107-15 107-15 151
E194-1 High Exhaust Temperature J173-15 173-15 185
E232-1 High Fuel/Water Separator Water Level J97-15 97-15 -
E360-1 Low Oil Pressure - Warning J100-17 100-17 157
E360-3 Low Oil Pressure - Shutdown J100-01 100-01 157
E361-1 High Engine Coolant Temperature - Warning J110-15 110-15 168
E361-2 High Engine Coolant Temperature - Derate J110-16 110-16 168
E361-3 High Engine Coolant Temperature - Shutdown J110-00 110-00 168
E362-1 Engine Overspeed J190-15 190-15 141
E396-1 High Fuel Rail Pressure J157-00 157-00 159
E398-1 Low Fuel Rail Pressure J157-01 157-01 159
E539-1 High Intake Manifold Air Temperature - Warning J105-15 105-15 133
E539-2 High Intake Manifold Air Temperature - Derate J105-16 105-16 133
E2143-3 Low Engine Coolant Level J111-01 111-01 169

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