E532256 00e

Technical Documentation
Installation and Application Manual

C&I Mining for:
ADEC (ECU-7), SAM,
POM, DIS (optional)
12 V 4000 C13, C13L, C13R, C23R
16 V 4000 C13, C13L, C13R

16 V 4000 C23, C23R
20 V 4000 C13L
20 V 4000 C23, C23L
Installation and Commissioning Instructions

E532256/00E
Printed in Germany
© 2007 Copyright MTU Friedrichshafen GmbH
This Publication is protected by copyright and may not be used in any way whether in whole or in part without the
prior written permission of MTU Friedrichshafen GmbH. This restriction also applies to copyright, distribution,
translation, microfilming and storage or processing on electronic systems including data bases and online services.
This handbook is provided for use by maintenance and operating personnel in order to avoid malfunctions or
damage during operation.
Subject to alterations and amendments.
Table of Contents 01
1 General ...................................................................... 05
1.1 General conditions ....................................................... 05
1.2 Safety requirements for maintenance and repair work .......................... 06
1.3 Engine side and cylinder designations ...................................... 09
1.4 Personnel and organizational prerequisites .................................. 10
2 Overview ..................................................................... 11
2.1 The MTU Motivline® system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.2 Scope of delivery ........................................................ 14
2.3 Operator devices ........................................................ 16
2.4 Diagnosis and tools ...................................................... 20
3 Devices ...................................................................... 23
3.1 Engine governor ECU (ADEC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
3.1.1 ECU – Use and functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
3.1.2 Attachment to the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
3.1.3 ECU 7 – Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
3.2 Service and Application Module (SAM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
3.2.1 SAM central processing unit – Intended use and functions . . . . . . . . . . . . . . . . . 27
3.2.2 SAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
3.2.3 CCB 2 – Technical Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
3.3 Power Output Module (POM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
3.3.1 Power Output Module (POM) – Purpose and functions . . . . . . . . . . . . . . . . . . . . 34
3.3.2 POM – Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
3.4 Display DIS 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
3.4.1 Display DIS 10 – Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
3.4.2 Display DIS 10 – Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
3.5 Cable connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
3.5.1 Connectors of the engine governor ECU 7 (ADEC) . . . . . . . . . . . . . . . . . . . . . . . 41
3.5.2 Connectors of the Service and Application Module (SAM) . . . . . . . . . . . . . . . . . . 52
3.5.3 Connector of the Power Output Module (POM) . . . . . . . . . . . . . . . . . . . . . . . . . . 62
4 Sensors ...................................................................... 65
4.1 Sensor installation positions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
4.1.1 Sensors at 12V 4000 C03 engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
4.2 Employed sensor types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
4.2.1 Sensor types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
4.2.2 External sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
5 Cabling ...................................................................... 97
5.1 Voltage supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
5.1.1 Voltage supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
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02 Table of Contents
5.1.2 Grounding concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99

5.1.3 CAN bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
5.2 Wiring harnesses at the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
5.2.1 Sensor wiring harnesses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
5.2.2 Injector wiring harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
5.2.3 POM wiring harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
5.2.4 Oil priming pump wiring harness (VSP) (optional) . . . . . . . . . . . . . . . . . . . . . . . . 111
5.3 Cables at the plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
5.3.1 Wiring harnesses at the vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
5.3.2 SAM connector set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
5.4 Processing specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
5.4.1 Handling terminal strips or terminal blocks (spring terminals) . . . . . . . . . . . . . . . . 119
5.4.2 Terminal connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
5.4.3 HSK technology cable entries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
6 Inputs and outputs of the system ................................................. 131
6.1 ECU channel assignment – Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
6.2 SAM channel assignment – Overview ....................................... 134
7 Functions .................................................................... 137
7.1 ECU signals ............................................................ 137
7.2 Safety functions of the engine governor ..................................... 147
7.3 SAM Signals ............................................................ 155
7.4 Additional SAM parameters and options ..................................... 199
8 Communication protocols ....................................................... 203
8.1 CANOpen C&I transmission values ......................................... 203
8.2 J1939 C&I transmission values ............................................. 258
9 Diagnosis and programming ..................................................... 309
9.1 The DiaSys® program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 309
9.2 Purpose of the DiaSys dialog system® . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 313
9.3 SAM Minidialog . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315
9.4 Downloading with the CF card ............................................. 318
9.5 Diagnostic lamps of the devices ............................................ 319
9.6 Engine governor – Web feature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 323
10 Parameterization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 325
10.1 Information research regarding engine numbers and standard governor configuration
....................................................................... 325
10.2 The "ADECEdit" and "ADECRegelEdit" software .............................. 329
10.3 Parameterization of the engine governor ..................................... 338
10.4 Settings of the alarm parameters ........................................... 339
10.5 Examples of rule applications .............................................. 351
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Table of Contents 03
11 Appendix ..................................................................... 361

11.1 Abbreviations ........................................................... 361
11.2 Fault messages of the engine governor ADEC (ECU 7) for series 4000 C&I
engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 364
11.3 MTU drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 376
11.4 Index .................................................................. 377
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04 Table of Contents
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General 05
1 General
1.1 General conditions

General
In addition to the instructions in this publication, the applicable country-specific legislation and other compulsory
regulations regarding accident prevention must be observed. This engine is a state-of-the art product and conforms
with all applicable specifications and regulations. Nevertheless, persons and property may be at risk in the event of:
• Incorrect use
• Operation, maintenance and repair by unqualified personnel
• Modifications or conversions
• Non-compliance with the Safety Instructions
Correct use
The engine is intended exclusively for the application specified in the contract or defined at the time
of delivery. Any other use is considered improper use. The manufacturer will accept no liability for
any resultant damage. The responsibility is borne by the user alone.
Correct use also includes observation of and compliance with the maintenance specifications.
Modifications or Conversions
Modifications made by the customer to the engine may affect safety.
MTU will accept no liability or warranty claims for any damage caused by unauthorized modifications or conversions.
Spare parts
Only genuine MTU spare parts must be used to replace components or assemblies. In the
event of any damage caused by the use of other spare parts, no liability nor warranty claims
vis-à-vis the engine manufacturer will be accepted.
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06 General
1.2 Safety requirements for maintenance and repair work

Safety requirements for initial startup
Before first using the product, it must be installed in accordance with the instructions
and approved to MTU specifications.
Whenever the device or system is taken into operation
• all maintenance and repair work must have been completed
• any loose parts must have been removed from rotating machine components
• all personnel must be clear of the danger zone represented by moving parts
Immediately after taking the device or system into operation, the controls and displays as well as the
monitoring, signaling and alarm systems must be tested for proper operation.
Safety requirements for operation
The emergency procedures must be practiced on a regular basis.
The operator must be familiar with the controls and displays.
The operator must know the effects of any action he/she performs.
The operator must proceed with the individual steps as specified in the documentation.
During operation, the display instruments and monitoring assemblies must be supervised with respect to
current operating states, violation of limit values as well as warnings and alarm messages.
If a fault in the system is detected or signaled by the system
• inform the person in charge
• evaluate the message
• take appropriate emergency action, e.g. stop the engine
Engine operation
When the engine is running, always wear ear protectors.
Ensure that the engine room is well ventilated.
Mop up any leaked or spilt fluids and lubricants immediately or soak up with a suitable bonding agent.
Exhaust gases from combustion engines are poisonous. Inhalation of poisonous exhaust gases is a health
hazard. The exhaust pipework must be free of leaks and discharge the gases to atmosphere.
During engine operation, do not touch battery terminals, generator terminals or cables.
Inadequate protection of electrical components can lead to electric shocks and serious injuries.
When the engine is running, never release coolant, oil, fuel, compressed-air or hydraulic lines.
Maintenance and repair
Strict adherence to the maintenance and repair schedule is an essential safety factor.
Never carry out maintenance and repair work with the engine running unless expressly instructed to do so.
Lock-out/tag-out the engine to preclude undesired starting. Disconnect the battery when electrical starters are fitted.
Close the main valve on the compressed-air system and vent the compressed-air line when air starters are fitted. Post
the "Do Not Start" sign in the operating room or affix it to the controlling device! Persons not involved must keep clear.
Never attempt to rectify faults or carry out repairs if you do not have the necessary experience or special tools
required. Have maintenance and repair work carried out by qualified and authorized personnel only.
Use only proper, calibrated tools.
Do not work on engines or components which are only held by lifting equipment or crane. Support
appropriately according to regulations before commencing maintenance or repair work.
Before barring the engine, make sure that nobody is standing in the danger zone. After completing
work on the engine, check that all protective devices/safety guards have been installed and that
all tools and loose parts have been removed from the engine.
Fluids emerging under high pressure can penetrate clothing and skin and may cause serious injury. Before
starting work, relieve pressure in systems and compressed-air lines which are to be opened.
Never bend a fuel line and do not install bent lines. Keep fuel injection lines and connections clean.
Always seal connections with caps or covers if a line is removed or opened.
Take care not to damage fuel lines during maintenance and repair work. To tighten the connections when installing
the lines, use the correct tightening torque and ensure that all retainers and dampers are installed correctly.
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General 07
Ensure that all fuel injection lines and pressurized oil lines have sufficient distance to other
components to avoid contact with them. Do not place fuel or oil lines near hot components,
except when necessary for design reasons during installation.
Elastomers (e.g. "Viton" sealing rings) are stable under normal operating conditions. The material decomposes
when exposed to fire or temperatures exceeding 300 °C. Hydrogen fluoride vapors are released in this
case. The resulting acid leads to serious burning if it contacts the skin. Do not touch elastomeric seals
if they have carbonized or resinous appearance. Wear protective gloves!
Take care with hot fluids in lines, pipes and chambers ⇒ Risk of injury!
Note cooling period for components which are heated for installation or removal ⇒ Risk of injury!
Never touch hot parts of the compressor and exhaust system ⇒ Risk of burning!
Take special care when removing ventilation or plug screws from engine. In order to avoid discharge
of highly pressurized liquids, hold a cloth over the screw or plug. It is even more dangerous if the
engine has recently been shut down, as the liquids can still be hot.
Take special care when draining hot fluids. ⇒ Risk of injury!
When draining, collect fluids in a suitable container, mop up any spilt fluids or wipe or
soak them with a suitable bonding agent.
When changing the engine oil or working on the fuel system, ensure that the engine room is adequately ventilated.
When working high on the engine, always use suitable ladders and work platforms. Make
sure components are placed on stable surfaces.
In order to prevent back injuries when lifting heavy components adults, depending on age and sex,
should only lift weights between max. 10 kg and 30 kg, therefore:
• Use lifting gear or seek assistance.
• Ensure that all chains, hooks, slings, etc. are tested and authorized, are sufficiently strong and that
hooks are correctly positioned. Lifting eyes must not be unevenly loaded.
Observe special cleanness when carrying out maintenance and repair work on the engine plant. After completion
of maintenance/repair work, ensure that there are no loose parts in/on the engine plant.
Welding work
Never carry out welding work on the engine or engine-mounted units.
Never use the engine as a ground connection. This prevents the welding current passing through
the engine resulting in burnt/scorched bearings, sliding surfaces and tooth flanks which may
lead to bearing seizure and/or other material damage.
Never route the welding lead over or near the wiring harnesses of MTU systems. The welding current may
induce interference in the wiring harnesses which could damage the electrical system.
The welding unit ground connection must not be more than 60 cm from the weld point.
If components (e.g. exhaust manifold) are to be welded, they must be removed from the engine.
It is not necessary to remove the connector and the connections when carrying out welding operation
on MTU electronics if the master switch for power supply is switched from "ON" to "OFF" and the wire
is disconnected from the negative and positive poles on the battery.
Hydraulic installation and removal
Only the hydraulic installation and removal equipment specified in the work schedule and
in the assembly instructions must be used.
The max. permissible push-on pressure specified for the equipment must not be exceeded.
The H.P. lines for hydraulic installation and removal are tested with 3800 bar.
Do not attempt to bend or apply force to lines.
Before starting work, pay attention to the following:
• Vent the hydraulic installation/removal tool, the pumps and the lines at the relevant points for the system to
be used (e.g. open vent plugs, pump until bubble-free air emerges, close vent plugs).
• For hydraulic installation, screw on the tool with the piston retracted.
• For hydraulic removal, screw on the tool with the piston extended.
For a hydraulic installation/removal tool with central expansion pressure supply, screw spindle
into shaft end until correct sealing is achieved.
During hydraulic installation and removal, ensure that nobody is standing in the immediate vicinity of the
component to be installed/removed. As long as the system is under pressure, there is the risk that the
component to be installed/removed may be suddenly released from the pressure connection.
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08 General
Before use, the tools must be checked at regular intervals (crack test).
Working on electrical/electronic assemblies
Always obtain the permission of the person in charge before commencing maintenance and repair
work or switching off any part of the electronic system required to do so.
De-energize the appropriate areas prior to working on assemblies. Any measures requiring a power
supply are expressly defined as such at the appropriate place in the manual.
Gases released from the battery are explosive. Avoid sparks and naked flames. Do not allow battery
acids to come in contact with skin or clothing. Wear protective goggles. Do not place tools on the
battery. Before connecting the cable to the battery, check battery polarity. Battery pole reversal may lead
to injury through the sudden discharge of acid or bursting of the battery body.
Do not damage wiring during removal work and when reinstalling wiring and ensure that during operation it is
not damaged by contact with sharp objects, by rubbing against other component or by a hot surface.
Do not secure wiring to fluid-carrying lines.
On completion of the maintenance and repair work, any cables which have become loose
must be correctly connected and secured.
On completion of all repair work, the component and system must be subjected to a function check.
Separate testing of the repaired component without system integration is insufficient.
If wires are installed beside mechanical components and there is a risk of chafing, use
cable clamps to properly support the wires.
For this purpose, no cable binders must be used as, during maintenance and / or repair work,
the binders can be removed but not installed a second time.
Spare parts shall be properly stored prior to replacement, i.e. particularly protected against moisture. Defective
electronic components and assemblies must be suitably packed when dispatched for repair, i.e. particularly
protected against moisture and impact and wrapped in antistatic foil if necessary.
Working with laser equipment
When working with laser equipment, always wear special laser-protection goggles.
Laser equipment can generate extremely intensive, concentrated radiation by the effect of stimulated emission
in the range of visible light or in the infrared or ultraviolet spectral range. The photochemical, thermal and
optomechanical effects of the laser can cause damage. The main danger is irreparable damage to the eyes.
Laser equipment must be fitted with the protective devices necessary for safe
operation according to type and application.
For conducting light-beam procedures and measurement work, only the following laser devices must be used:
• Laser devices of classes 1, 2 or 3A,
• Laser devices of class 3B, which have maximum output in the visible wavelength range (400 to 700 nm), a
maximum output of 5 mW, and in which the beam axis and surface are designed to prevent any risk to the eyes.
Operation of electrical equipment
When operating electrical equipment, certain components of this equipment are live.
Noncompliance with the warning instructions given for this equipment may result in
serious injury or damage to property.
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General 09
1.3 Engine side and cylinder designations

Engine sides are always designated as viewed from the driving end (KS).
The cylinders of the left engine side are designated "A" and those of the right side "B" (as per DIN ISO 1204).
The cylinders of each bank are numbered consecutively, starting with No. 1 at the driving end.
The numbering of engine components is also from the driving end, starting with No. 1.
1 KGS = Free end 3 KS = Driving end

2 Right side 4 Left side
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10 General
1.4 Personnel and organizational prerequisites

Personnel requirements
All work on the engine shall be carried out by trained and qualified personnel only.
Observe minimum legal age requirements.
Define the responsibilities of operating, maintenance and repair personnel.
Organizational measures
Hand over this manual to operating, maintenance, repair and transport personnel.
Keep it handy in the vicinity of the engine such that it is accessible to operating, maintenance,
repair and transport personnel at all times.
Use the manual as a basis for instructing personnel on engine operation and repair with an
emphasis on explaining safety-relevant instructions.
This is particularly important in the case of personnel which only occasionally performs work on or
around the engine. Instruction should be repeated for this personnel.
Working clothes and safety wear
Always wear appropriate safety clothing when carrying out work.
Put on additional safety wear as dictated by the nature of the work, e.g. safety goggles, gloves, helmet, apron!
Working clothes must be close-fitting to prevent them getting caught on rotating or protruding parts.
Do not wear jewelry (rings, chains, etc.).
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Overview 11
2 Overview
2.1 The MTU Motivline® system
Overview
The MTU Motivline® system was specially developed for use in heavy-duty dump trucks and
excavators. This new MTU drive and automation system is geared to the requirements and to the
engines used in these applications (12, 16 and 20V4000C03).
In the cab, clearly organized displays and easily operated switches facilitate the driver’s work. Starting
the engine, for example, merely requires briefly pressing the engine start button. A status lamp
then indicates whether the engine prelubrication is successful. When the button is pressed again,
the engine starts without further delay and runs up to idle speed.
Devices of the system
The overall system contains the following devices:
• ECU
The engine governor (engine control unit, ECU). This controller (also known as ADEC =
Advanced Diesel Electronic Controller) is geared to the common rail technology of model series
4000. The engine governor is factory-installed on the engine.
• SAM
This device interconnects the different units (e.g. fan and its control system) and the other electronic
systems of the vehicle. Controls and indicators are also connected here.
ECU and SAM form the basic equipment of the system.
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12 Overview
Expansions/options
The following devices are also available (as options or on request) for more convenient
installation or for easier operation:
• POM (optional)
The Power Output Module (POM) considerably facilitates the wiring of the Motivline system: factory-installed on
the engine, the device interconnects the starters, the generator and the other devices (through a pre-assembled
wiring harness) of the MTU Motivline system. The OEM must merely connect the two power supply cables (+
and -) from the vehicle’s voltage supply. The elaborate separate wiring of the starters and of the generator to
the ECU and SAM is thus no longer required. The POM also performs other monitoring functions.
• DIS (optional)
This display (DIS) shows different engine operating data on a color monitor.
• PowerView (on request)
A small LCD display showing the important engine operating data (intended for later applications).
Design
1 Color display (optional) 4 DiaSys® dialog unit (diagnostic 7 Alarm indicator lamps (OEM)
2 PowerView display and programming system, 8 Gauges (OEM)
(monochromatic, on request) auxiliary equipment) A CAN interface (optional)
3 SAM – Service to Application 5 ADEC – engine governor ECU-7 B Parallel inputs and outputs
Module (central unit) 6 POM – Power Output Module
(optional)
The devices ECU (5), SAM (3) and DIS (1) are interconnected via a redundant CAN bus (MTU field bus).
The POM ((6) if available) is connected via a separate CAN interface of the engine governor. The gauges
((8) if available) are actuated via corresponding outputs at the SAM; all indicator lamps (7) are also actuated
by the SAM. The dialog unit (4) with the DiaSys® interactive software can be connected to a corresponding
socket of the SAM (required only for initial startup and in maintenance/repair operations).
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Overview 13
The PowerView-Display (2) available on request is connected to the J1939 CAN (A) of the SAM.
All parallel-wired signals of the ECU and of the SAM (B) are conducted via a terminal block,
where they are available for further wiring/connections.
Benefits
Motivline offers the following benefits for end customers and OEMs:
• The engine governor is precisely tuned to the engine
• The entire engine wiring is factory-installed, so that at the engine only 2 cables with connectors
(also factory-installed) need be plugged into the engine governor.
• The entire engine-based wiring of the generator, starters and oil priming pump is factory-installed, so that at the
engine merely the two cables from the power supply at the vehicle need be connected (only with POM, optional)
• Two other external sensors (engine coolant level and water level in the fuel prefilter) required for engine
operation are also connected via cables (available in suitable lengths) plugged into the engine governor.
• There are only a few, but highly integrated, devices. Outside of the engine only a single device in the
switchgear cabinet is required and, if desired, a device in the vicinity of the driver (display). Added are (at
least 2) alarm indicator lamps and (optionally) up to four gauges as well as a few control buttons.
• The engine governor is precisely factory-adjusted to the engine and the plant; subsequent changes are
possible on location by means of a dialog system (auxiliary equipment, optional).
• Malfunctions in the electronic system are signaled by different displays.
• Malfunctions in engine operation are depicted on a display of the SAM, on request also in the cab on a
large color display (optional) and/or a small PowerView Display (optional, on request).
• The fans and the preheating are controlled by the MTU electronics; external control
systems are no longer needed for this purpose.
• Adaptation of external devices is possible by means of CANOpen and J1939 (application
engineering must consult with the MTU Application Center).
• All controlling and monitoring in daily operation of the engine is fully automatic. Besides issuing a start
or stop command, the operating personnel need not carry out any other actions.
• Besides the two (standard) cables provided for connecting the engine governor, other MTU-tested
components are available (optionally, on request) for wiring the system.
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14 Overview
2.2 Scope of delivery
Basic equipment
The basic equipment includes the following devices, subassemblies and components:
Engine sensors, actuators
All sensors and actuators are directly installed on the engine.
External sensors
External sensors are included for:
• Level switch for “water in fuel prefilter” for installation in the fuel prefilter
• Level switch for “coolant level” for installation in the coolant storage tank
Connecting cables for external sensors
Connection of the external sensors to the engine wiring harness via one (plug-in) cable each; available lengths:
• 5 m
• 10 m
Engine wiring
• Engine wiring harness for connecting all sensors to the engine governor
• Connector for further wiring to external sensors
• Connection possibility for ventilation control
• Connection possibility for oil priming pump (optional)
• Connection possibility for wiring harness at POM (optional)
Injector wiring
Connection of all injectors to engine governor (ECU)
Engine governor ECU (ADEC)
Control, monitoring and regulation of the engine (installed on engine)
Connecting cable for engine governor to plant/supply voltage
Connecting cables from the two plug connectors X1 and X3 of the engine governor to a terminal
block (cables here have open ends); available lengths:
• 10 m
• 15 m
• 25 m
Interface and Adaptation Module (SAM)
Central device for connecting all other external sensors and interfaces for the vehicle electronics; in addition:
• as loose part, a CF card (memory card) with order-specific files for the initial installation
• one set of connectors (→ Page 117)
• two resistors with 121 Ω for terminating the CAN buses (→ Page 101)
Options
Optional Power Output Module (POM)
Fully automatic control and monitoring of the starters and the generator:
• POM device (installed on the engine)
• Wiring harness between starters, generator and engine governor (via engine wiring harness)
• Factory-installed wiring of all cables for high capacity (starters, generator) directly at engine
If POM used, the OEM need connect only a suitable voltage supply to the POM (2 cables).
DIS 10 display
Engine operating data can be displayed on color monitor
PowerView display
Only on request: optional display of engine operating data on a small LCD monitor
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Overview 15
J1939 interface
This interface is provided as a printed-circuit board of type CCB2. It must be plugged into
slot 3 of the interface and adaptation module (SAM).
Second rpm sensor
For other devices at the vehicle a second rpm sensor can be provided. This sensor is fully separate from the
MTU system. The rpm signal can therefore be directly picked up at the sensor’s connector.
OEM parts
The OEM must provide the following parts:
• Indicators (indicator lamps, instruments)
• Controls, e.g. pushbuttons for start, stop, override, a key switch, etc.
• Installation possibility (switchgear cabinet or similar) for SAM
• Cable for connecting all devices and sensors to SAM
• Depending on the desired equipment, the OEM can provide the following other
sensors and connect them to SAM:
• Pt100: exhaust gas temperature sensors, A and B sides
• 0 ... 20 mA: external pressure sensors 1 and 2
• Pt100: additional preheating temperature sensor
• 0 .... 20 mA: sensor for “air filter clogged”
• 0 .... 20 mA: external engine protection
• In addition, the OEM must provide all switchgear for activating the different functions of the SAM.
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16 Overview
2.3 Operator devices
The MMI of Motivline

The “man-machine interface”, i.e. all parts required for the driver in order to operate the system and
located near the driver’s seat, consists of the following devices. All subassemblies and devices stated
here are including with OEM delivery (exception: DIS 10 and PowerView).
DIS 10
This display shows various engine operating data in the form of bar graphs. Other system information
regarding the plant is available other screens. For this purpose the DIS 10 has five function keys, the
current functions of which are given in the bottom line of the screen.
PowerView
PowerView is intended for later applications (on request).
Instruments
For the engine operating data, outputs are available for analog instruments:
• Engine speed
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Overview 17
• Coolant temperature
• Lube oil pressure
Another output supplies a voltage proportional to the fan speed.
Control buttons
The following buttons (at least) must be connected for operating the system:
• Key switch
• Start button
• Stop button
• Emergency stop button
• Override button
• Alarm reset button
Other inputs are available: see (→ Page 17).
Indicator lamps
At least two indicator lamps are required for the alarms:
• YELLOW combined alarm
• RED combined alarm
In addition, a “READY TO START” indicator lamp should be provided (→ Page 19).
Still other outputs are available (→ Page 17)
Further information
The presence of the controls and displays depends on the OEM’s application engineering and execution. This
also applies to any lettering and colors of the controls and displays and to their arrangement.
The following explains the function and operation of all controls and displays (maximum scope) connectable to
the MTU devices. The “ADEC” and “SAM” columns indicate the device to which the signal is wired.
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18 Overview
Indicator lamps and buttons

Altogether the following controls can be present:
Type Lettering ADEC SAM Meaning/function
Key switch - X X for switching the overall system on and off and for the
engine start/engine stop
Button START X X • Pressing the button automatically initiates the

engine start sequence.
Button STOP X X • Pressing the button initiates the stop sequence

without switching off the engine governor
Button EMERGENCY X - • Pressing the button triggers the emergency stop.

STOP (external) • Lights up if the emergency stop was triggered.
• Lights up if emergency shut-off flaps are closed.
Button ALARM RESET X - • Pressing the button switches off the alarm
signaling.
• Pressing the button acknowledges the alarm.
Button OVERRIDE X - • Pressing the button triggers a temporary bypass

of the safety system.
Button BINARY - X • Pressing the button switches on binary outputs

OUTPUT TEST for testing purposes (what these are can be
(lamp test) programmed, for example, all outputs at which
indicator lamps are located).
Button TURNING - X • Pressing the button turns the engine by means of

the starter, without injecting fuel.
Indicator lamp OVERRIDE - X • Indicates the (current) state of the override
Indicator lamp READY FOR - X • Indicates the state of the oil priming pump and the
START status of the start sequence.
Button MANUAL EXT. - X • Activates an external fan manually

FAN ON
MANUAL - X • Activates an external fan manually

ENGINE FAN
ON
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Overview 19
Alarm indicator lamps

The alarm indicator lamps provide information on the operating states of the engine. Altogether
the following alarm indicator lamps can be present:
Color Lettering Meaning/function
Red RED ALARM • Combined alarm indicator lamp lights up

if a so-called “red alarm” was tripped; if
necessary the engine was shut down
automatically.
Yellow YELLOW ALARM • Combined alarm indicator lamp lights

up if a so-called “yellow alarm” was
tripped; if necessary the engine power
was automatically reduced or limited.
Red LUBE OIL PRESSURE LOW Lights up if lube-oil pressure is too low.
Red COOLANT PRESSURE LOW Lights up if the coolant pressure is too low.
Yellow COOLANT TEMPERATURE Lights up if the coolant temperature is too high.

HIGH WARNING
Yellow ENGINE COLD Lights up if the coolant temperature is too low.
Red CHARGE AIR COOLANT Lights up if the charge air coolant temperature
TEMPERATURE HIGH is too high.
Red OVERSPEED ALARM Lights up if the overspeed limit was exceeded

(if necessary the engine was shut down, can
be programmed).
Red CRANKCASE PRESSURE Lights up if the crankcase pressure is too high.

HIGH
Indicator lamps
The indicator lamp provides information on the operational status of the plant.
Color Lettering Meaning/function
Yellow READY FOR START • Lights up if an engine start can be

initialized (START possible, leads to
prelubrication)
• Flashes while the oil priming pump is in
operation.
• Lights up again once the required oil
pressure is built up and the engine can
be started (START now leads to starting
of the engine).
• Goes out if the engine speed increases
to over 300 rpm.
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20 Overview
2.4 Diagnosis and tools
Device-specific diagnosis
To enable the operator to make a rough diagnosis locally in the event of a system malfunction, all
devices of the system have display options. In detail, they are:
• a diagnostic lamp on the ECU
1 Diagnostic lamp
• a diagnostic lamp and a 2-line LCD display at the SAM
1 Diagnostic lamp
• a diagnostic lamp at the POM
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Overview 21
1 Diagnostic lamp
Tools
1 Laptop
2 CD with DiaSys® software 2.40
SP1 or higher
The DiaSys® dialog system, consisting of a laptop with the program DiaSys® 2.40 SP1 or higher, a user dongle
and a CAN interface, is available for a more inclusive fault diagnosis of the electronic system.
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22 Overview
This system is primarily intended for changing the settings of the engine governor and of the SAM, however.
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Devices 23
3 Devices
3.1 Engine governor ECU (ADEC)
3.1.1 ECU – Use and functions
Engine governor ECU 7
Central control unit for the engine

• Conversion of input values from the monitoring, control and remote control systems into signals to the engine
• Control of the injection system
• Control of further actuators on the engine
• Acquisition of measured values from sensors and evaluation of engine operating states
• Limit value monitoring
• In case of inadmissible states and limit value violations: Initiation of power reduction,
engine stop or emergency engine stop (configurable)
• Transfer of fault signals to the control and monitoring system
Engine and propulsion-plant related data are downloaded
Self-monitoring
Diagnosis with dialog unit (laptop)
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24 Devices
3.1.2 Attachment to the engine
Specification
The engine governor is designed with respect to mechanical layout and thermal capability so
as to be directly attached to the engine (→ Page 25):
• Housing temperature range during operation: from –40 °C to +75 °C
• Ambient temperature during operation: up to 110 °C
• Relative air humidity: 95% at 55 °C
• Shock resistance: 15 g along all axes
• Protection class IP69K, i.e. dust-proof and waterproof under direct water jet up to 100
bar (all connectors inserted and locked)
• Salt spray-proof
• Resistant to chemicals (also bio diesel)
Mechanical attachment
ECU-7 Engine governor ECU (ADEC)
With C&I engines the engine governor is located on an inspection port cover underneath
the exhaust manifold, next to the oil filters.
Assembly remote from the engine is not possible.
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Devices 25
3.1.3 ECU 7 – Technical data
Term Unit Value
Housing material AlSi10Mg
Dimensions (length x width x mm 361 x 315 x 63

height)
Cantilever dimension (height) mm 135
Weight kg 5.5
/without cable connection)
Installation position Arbitrary
Operating voltage V DC 20 … 32 (operation, injection without power reduction)

16.8 … 20 (operation, injection with power reduction)
11 … 16.8 (interactive mode, without injection)
(EN 50155; STANAG 1008)
Supply resistance Ω 0.25 (maximum)

(Ri, voltage source + Rline + Rcontact)
Current consumption A 0.2 … 17 (typical)

24 (maximum, at 24 V DC)
5AppAC / 200 … 400 Hz
approx. 7 mA at ignition OFF
approx. 250 mA at ignition ON (without injection)
Dissipated power W 35 (maximum)
Grounding Required, by means of ground strap
EMC protection IEC 60533: 1999 (naval)

EN 50121-3-2: 2001 (railway)
EN 50155: 2004 (railway)
EN 61000-6-2: 2002 (CE classification industrial)
EN 55025: 2003 (C&I international)
DIN ISO 7637-2: 2002 (C&I international)
Insulation strength 10 MΩ (IEC 60092-504)

Utest ≥ 50 V DC (device for test removed)
500 V DC (EN 50155)
ESD protection EN 61000-4-2: 2002, IEC 61000-4-2 (CE, railway and naval)
ISO 10605: 2001 (C&I international)
Ambient temperature in operation °C –40 … +75
Storage temperature range °C –40 … +85
Housing temperature °C 105 (maximum; for at most 30 min.)
Relative air humidity % 0 … 95, bedewed
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26 Devices
Term Unit Value
Protection class Plugged in: IP69K (IEC 60529, DIN 40050)

Not plugged in: IP 20
With connector protective cap: IP 54
Shock resistance 15 g (11 ms period) (IEC 68-2-27)
Vibration resistance 3.7 g*ms; 31.5 … 150 Hz; 11 g peak (IEC 60068-2-6)
0.00057 g2/Hz at 5 Hz
0.06 g2/Hz at 31.5 Hz
0.06 g2/Hz at 150 Hz
0.00057 g2/Hz at 1000 Hz
0.00057 g2/Hz at 1500 Hz
MTBF h 20000 (at 75° ambient temperature)
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Devices 27
3.2 Service and Application Module (SAM)
3.2.1 SAM central processing unit – Intended use and functions
1 Cassettes with I/O component 4 Buttons for operating the display 6 Ethernet connection – access
groups (including CAN interface) 5 Diagnostics lamp (on: SAM to Web page
2 SAM software and redundant OK, flashing: fault, off: no 7 Diagnostics interface (dialog
data backup via CFcard supply voltage) unit connection)
3 Fault code display 8 SAM
Central data processing and control unit of the system

• Conversion of the input signals by the monitoring/control unit and speed setting of the external
system to control signals for the engine governor
• Acquisition and evaluation of power train operating states
• Conversion of measured values, feedback signals, fault signals etc. to displays/alarms
• Monitoring of the compliance with limit values
• In the event of impermissible states and limit value violations: triggering of warnings, power
reduction, engine stop, depending on the application engineering.
• Data storage, life data
Control functions
• Acquisition of the speed setting of the external system
• Generation of the speed setting for the governor
Engine-related functions
• Collective exhaust gas monitoring
• Control of preheaters
• Fan control
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28 Devices
• Monitoring of filter maintenance

• Pressure monitoring
Display and signaling functions
• Acquisition of binary signals (e.g. switches, buttons)
• Control of instruments
• Control of indicator lamps
• Control of a horn
• Alarm output on integrated minidisplay
Further functions
• Web page
• Monitoring of the engine governor
• External log for connection to customer systems
CANOpen and J1939
A CANOpen and J1939 interface is available as an option. A CCB2-type (1) board is

inserted in a slot of the SAM for this purpose.
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Devices 29
3.2.2 SAM
Use/application
• Installation in closed control cabinets.
• Suitable for mounting on mounting rails (rail installation) or for installation with screws
on the rear wall of the cabinet (fixed installation).
• Suitable for connection wires or flexible wires up to AWG16 (US) (1.5 mm2).
Technical data
Term Unit Value
Installation position As desired, however, make sure that the installed fault display
is visible.
Operating voltage VDC 24 rated value (-30%; +30%, temporarily -50%)
Power consumption W Below 7 (0.25A at 24V) without additional loads.
Protection: IP 40 according to DIN 40 050
Joint:
Rail installation 10g, 11ms
Fixed installation 30g, 11ms
Vibrations:
Rail installation Hz 2 - 12.8: Xpp < ± 3mm

12.8 - 1000: a < 1g [rms]
Fixed installation Hz 2 - 12.8: Xpp < ± 3mm

12.8 - 100: a < 4g [rms]
Ambient temperature: °C -40 - +70 with circulating ambient air.
Storage temperature: °C -40 - +100
Relative humidity: % 5 - 97, no condensation.
Color: Blue (RAL5015)
Material: % Polycarbonate, reinforced with 10% fiberglass.
Dimensions: mm L * W * H (295 * 151 * 75)
Weight: kg approx. 1.6
Note: The values listed above can be limited if MCS 5 extension modules are used.
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30 Devices
EMI/EMC – Electromagnetic interference (general)

The SAM was checked according to the following standards and complies with the corresponding limit values:
Standard Test
EN 55011 (Conducted emission) 10 kHz - 30 MHz, class A
EN 55011 (Radiated emission) 30 MHz - 1 GHz
IEC-60533:1999 (Conducted emission) 10 kHz - 30 MHz (type test)
EC-60533:1999 (Radiated emission) 150 kHz - 2 GHz (type test)
EN 61000-4-2 (ESD interference immunity) ±8kV
EN 61000-4-3 (Radiated interference immunity) 80MHz - – 2GHz
EN 61000-4-4 (Burst interference immunity) ±2kV
EN 61000-4-5 (Surge interference immunity) ±1kV/±2kV
EN 50155 (Surge interference immunity) ±1.8kV
EN 61000-4-17 (LF line-related interference) 0.03 – 10 kHz / 3Veff
EN 61000-4-29 (Line fluctuations / STANAG 1008)
IEC 60092-504 (Dielectric strength) 550VAC / 10mA
EN 50155 (Isolation) 500V / 10MOhm
The following measures are required to comply with the EMI/EMC limit values:
• The SAM housing must be connected to the housing ground e.g. with a cable with a minimum
cross-section of 2.5 mm2. The length of the cable may not exceed 10 cm.
• Only twisted cables may be used to connect sensors and actuators. The maximum length of unshielded
cables is 5 m, of shielded cables 50 m (provided the wiring harness resistance allows for this).
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Devices 31
Electrical requirements
Term Unit Value
Operating voltage: V 24, -30% to +30% (+16.8 - +32)

Permissible residual ripple below 5% according to STANAG
1008.
Note: The processor is automatically reset if the voltage falls
below 7 V.
Power supply: W Below 7 W.

Without activated loads at the SAM outputs
Additional total output power amperage of positive or negative
line may not exceed 10 A DC.
Power connection terminals: mm 5.08 terminals (spring-type terminals)

• A wire diameter of AWG14 (US) or 2.5 mm2 is
recommended.
Electrical isolation: V • Supply ground is the common ground for the entire SAM
electronics.
This applies to the entire I/O area, with the exception of
some electrically isolated channels.
• The SAM electronics ground is not connected to the
housing ground.
• If signal cable shields are used, they must be connected
to the housing ground.
• If not specified otherwise, the maximum direct current
isolation voltage is 500.
Mechanical design
Term Unit Value
Installation position: • Horizontal (due to the legibility of the fault display and
labels on the SAM housing).
• For the installation of the SAM in control cabinets,
note that sufficient space is required for cabling at the
connection points at the top and bottom.
• The entire device is warmed up due to the power loss
by the SAM. Heat dissipation of the SAM takes place
through the rear panel.
Make sure that heat can be transferred from the rear
SAM panel to the assembly frame. Avoid any additional
heating up of the SAM by neighboring devices.
Signal connections
The SAM module is easy to replace. The input and output signal cables have modular connectors.
Common function channels are grouped together.
The wires are connected using spring-type terminals.
It is possible to connect two wires to one terminal if the wires are connected in a core double sleeve
using crimp technology. Phoenix AL-TWIN 2* 0.75-10 can e.g. be used.
The connector modules are connected by clicking them in place. The connector modules
have code pins to prevent any polarity reversal.
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32 Devices
Terminals
Term Unit Value
Terminal strip modules: WAGO spring-type terminals
Current-carrying capacity (at 70 A 10 per contact

°C):
Rated voltage: V 250
Rated surge voltage: V 2500
Wire cross-sections: mm2 up to 1.5 or AWG15
Terminal range: mm2 0.08 – 1.5 or AWG15
Other terminals (RM 5.08) are used for power supply and CAN bus connections.
Additional boards in slots 1 ... 3

If additional boards are used in the SAM, the technical specifications that apply to
these boards must be taken into account.
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Devices 33
3.2.3 CCB 2 – Technical Data
Technical data CCB2
Term Unit Value
Input voltage VDC +5 (–5 %, +3%) from SAM

+24V (±5 %) from SAM
Power consumption mA at 5 VDC – less than 600

at 24 VDC – less than 60
Power loss W Approx. 4
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34 Devices
3.3 Power Output Module (POM)
3.3.1 Power Output Module (POM) – Purpose and functions
Connection device for starter and generator

• Translation of the specifications from the control system into control signals for the two starters
• Recording and analysis of the operating states of the starters and generator
• Compressed-air starting: recording of the starting-air pressure
• Implementation of recorded values
• Communication with the engine governor via a CAN bus
Control and monitoring functions
• Switching the starters on and off
• Monitoring and charge checking of the generator
• Detection of a defective fuse in the positive path of the starter power supply (fuse F2.2)
CAN interface
Communication with the engine governor occurs via the CAN-3 of the engine governor
(the POM has only one CAN bus port).
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Devices 35
3.3.2 POM – Technical data
Term Unit Value
Housing material AlMg3 and HGW272.4
Dimensions (length x width x mm 260 x 186 x 113.5 (without terminal links)

height)
Weight kg 5.7
Installation position Arbitrary
Operating voltage V DC 16 … 32 (without restriction)

7 … 16 (standby, no start sequence)
< 7 (device switched off)
(EN 50155; STANAG 1008)
Current consumption A < 150 mA (standby)

120 A (maximum, with start sequence)
< 20 mA in powerdown
Grounding Not required, fulfilled by securing screw at cylinder block
EMC protection EN 50121-3-2: 2001 (railway)

EN 50155: 2004 (railway)
Insulation strength 10 MΩ (IEC 60092-504)

Utest ≥ 50 V DC (device for test removed)
500 V DC (EN 50155)
ESD protection EN 61000-4-2: 2002, IEC 61000-4-2 (CE, railway)

ISO 10605: 2001 (C&I international)
Ambient temperature in operation °C –40 … +90
Storage temperature range °C –40 … +90
Housing temperature °C 105 (maximum; for at most 30 min.)
Relative air humidity % 0 … 95, bedewed
Protection class Plugged in: IP69K (IEC 60529, DIN 40050)

Not plugged in: IP 20
With connector protective cap: IP 54
Shock resistance 15 g (11 ms period) (IEC 68-2-27)
Vibration resistance 4 grms; 10 … 2000 Hz; 12 g peak (IEC 60068-2-6)

0.008 g2/Hz at 10 Hz
0.008 g2/Hz at 2000 Hz
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36 Devices
3.4 Display DIS 10
3.4.1 Display DIS 10 – Structure
External structure
1 Display 3 Housing upper section 5 Housing lower section

2 Function keys F1 to F5 4 Opening for connectors 6 Stud M4
The display complies with ISO standard 9001 (quality assurance in design, development,
production, installation and service).
Furthermore, the equipment provides CE conformity according to the following guidelines:
• Directive 89/336/EEC – Directive on electromagnetic compatibility – dated May 3, 1989 with
amendment dated April 28, 1992 (guideline 92/31/EEC)
• Directive 73/23/EEC – Low voltage guideline – dated February 19, 1973 with amendment
dated July 22, 1993 (directive 93/68/EEC)
The plug-in connections are accessible from the rear side of the unit. The battery compartment and the
memory module (MEM) are arranged under a cover at the back side of the unit.
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Devices 37
1 Terminal block ST 1 5 Sub-D-Multiple-pin Connector

2 Terminal block CAN 2 COM 1 (9-pin) , RS232/RS422
3 Terminal block CAN 1 6 Memory module (MEM)
4 Sub-D-Multiple-pin Connector 7 Battery
COM 1 (25-pin) , RS232/RS422
Connections and interfaces

Three terminal blocks (1), (2) and (3) as well as the two D-Sub multiple pin connectors (4)
and (5) are located on the rear side of the display.
• Terminal block ST 1 (1) for operating voltage connection (+24 V DC), floating relay output for horn
• Terminal block CAN 2 (2) for CAN 2 (redundant bus) connection
• Terminal block CAN 1 (3) for CAN 1 (default bus) connection
• Sub-D multiple pin connectors (4), RS 422 interface for connection of modem or of a
cable for a direct connection to a service PC
• Sub-D multiple pin connectors (5) 9-pole, RS 232 interface for connection of modem or
of a cable for a direct connection to a service PC
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38 Devices
Display DIS 10 assemblies
1 Housing lower section 4 Adapter plate 7 Housing upper section

2 Gasket 5 Display 5.7‘
3 Printed circuit board IDB 6 Gasket
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Devices 39
3.4.2 Display DIS 10 – Technical data
Dimensions
Term Unit Value
Width (front panel) mm 222
Height (front panel) mm 224
Depth mm 76
Installation depth behind front mm 98

panel
Necessary clearance behind front mm approx. 125

panel
Installation opening mm x mm 195 x 218
Drilled hole diameter mm 5
Bore hole spacing mm x mm 209 x 198
Weight kg 1.9
OPERATING CONDITIONS
Term Unit Value
Operating voltage V DC 24
Operating voltage, residual ripple % max. 5
Operating voltage min. V 12
Operating voltage max. V 31.2
Operating temperature min. °C -0
Operating temperature max. °C +55
Current consumption approx. mA 600
Storage temperature min. °C -20
Storage temperature max. °C +60
Shock resistance g 15 g, duration 11 ms
Vibration strength 2 Hz to 13 Hz mm ±1.5
Vibrations 13 Hz to 100 Hz g ±1
Environmental conditions, relative % 97

humidity non-bedewed
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40 Devices
SAFETY
Term Unit Value
Protection class DIN 40050 front IP54

side
Protection class DIN 40050 rear IP10

side
Insulation resistance (under lab MΩ >10 (50 V DC)

conditions); IEC 92–504
Voltage strength (under lab V AC min. 550 rpm

conditions); IEC 92–504, housing
front panel relative to electronics
ground
EMC protection IEC 1000-4-2 to 1000-4-6, degree of severity 3, EN 50 022

class A
ELECTROMAGNETIC COMPATIBILITY (EMC)

The above EMC limits are maintained under the following preconditions:
• Shielded bus cables must always be used. The inner shield must be mounted on pin 3 of the bus
cable connector; the outer shield is connected to the ship’s ground.
• The grounding cable must not exceed a length of 30 cm. It must have a cross-section of at least 2.5 mm2
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Devices 41
3.5 Cable connectors
3.5.1 Connectors of the engine governor ECU 7 (ADEC)
Connector Assignment
Pin assignment X1
This connector forms the interface to the plant:

The following table gives the connector assignment of the connector X1. The short specification
gives the most important properties of a channel.
Designation Pin X1 Signal type Short specification
CAN1_P 19 CAN1_P_H 50 V isolated
CAN1_P 35 CAN1_P_L
CAN1_P 20 CAN1_P_GND
CAN2_P 33 CAN2_P_H 50 V isolated
CAN2_P 8 CAN2_P_L
CAN2_P 34 CAN2_P_GND
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42 Devices
< 4 V (< 1.1 mA) = low

DI1 43 DI1_H > 8 V (> 1.5 mA) = high
DI1 28 DI1_L 50 V isolated
< 4 V (< 1.1 mA) = low

DI2 42 DI2_H > 8 V (> 1.5 mA) = high
< 4 V (< 1.1 mA) = low

DI3 41 DI3_H > 8 V (> 1.5 mA) = high
< 4 V (< 1.1 mA) = low

DI4 40 DI4_H > 8 V (> 1.5 mA) = high
< 4 V (< 1.1 mA) = low

DI5 39 DI5_H > 8 V (> 1.5 mA) = high
< 4 V (< 1.1 mA) = low

DI6 38 DI6_H > 8 V (> 1.5 mA) = high
< 4 V (< 1.1 mA) = low

DI7 37 DI7_H > 8 V (> 1.5 mA) = high
< 4 V (< 1.1 mA) = low

DI8 36 DI8_H > 8 V (> 1.5 mA) = high
ESI 4 ESI_IN <4 V (2mA) = low/>8V (4mA) = high
AI1_2 44 AI1_2_5V 5 V/25 mA ±50 V isolated to other potential
AI1 31 AI1_U 0...10 V (not isolated to AI2)
AI1 46 AI1_I 0...23.7 mA (not isolated to AI2)
AI2 30 AI2_U 0...10 V (not isolated to AI1)
AI2 45 AI2_I 0...23.7 mA (not isolated to AI1)
AI1_2 29 AI1_2_GND AI_GND ±50 V isolated to other potential
AO1 7 AO1_OUT 0..10 V/8 mA
AO2 6 AO2_OUT 0..10 V/8 mA
AO1_2_FIP 5 AO1_2_FIP_GND GND
FIP 8 FIP_IN 0..5 V or frequency input
E532256/00E 08-01 © MTU

Devices 43
TOP1 14 TOP1_OUT 24 V/TOP1+..+TOP4 = 3 A; max. 1.5 A source/sink
TOP1_2 12 TOP1_2_GND LGND (3 A)
TOP3_4 9 TOP3_4_GND LGND (3 A) 17
FO 15 FO_OUT 24 V/1.5 A sink to LGND/<500 Hz
ITS_O 3 TxD_1 ITS OFF -> ITS_O (3) Jumper to ITS_I (2)
ITS_I 2 RxD_1 ITS OFF -> ITS_O (3) Jumper to ITS_I (2)
FGND 1 NC
32 NC
16 NC
17 NC
Pin assignment X2
E532256/00E 08-01 © MTU

44 Devices
The engine sensor system is connected to this connector.

TI1 1 TI1_IN 0...5 V/internal 1k91 pull-up to TI_BUF
TI1 2 TI1_GND GND
TI2 4 TI2_GND GND
TI3 6 TI3_GND GND
TI4 8 TI4_GND GND
TI5 10 TI5_GND GND
TI6 12 TI6_GND GND
TI7 14 TI7_GND GND
TI8 16 TI8_GND GND
TI9 18 TI9_GND GND
TI10 20 TI10_GND GND
PI1 23 PI1_5V_T1 5 V/12 mA/tracker T1
PI1 24 PI1_IN 0...5 V/internal 47k5 pull-down
PI1 25 PI1_GND GND
PI2 28 PI2_GND GND
PI3 31 PI3_GND GND
E532256/00E 08-01 © MTU

Devices 45
PI4 34 PI4_GND GND
PI5 37 PI5_GND GND
PI6 40 PI6_GND GND
PI7 41 PI7_5V_T7 Supply 5 V/tracker T7 for PI7.. 48 mA
PI7 43 PI7_GND GND
PI8 46 PI8_GND GND
PI9 49 PI9_GND GND
PI10 50 PI10_IN 0...5 V/internal 47k5 pull-down (supply 5 V: T7 or T8 or T9)
PTI 55 PTI_IN 0...5 V/internal 47k5 pull-down (supply 5 V: T7 or T8 or T9)
PFI1 56 PFI1_IN PxI 0...5 V/internal 47k5 pull-down/xFI CMOS 3k32 pull-up
LSI1 59 LSI1_13V_5V_T10 Supply 13 V/5 V for LSI1 max. 12 mA/channel tracker 10
LSI1 60 LSI1_IN 0...5 V/internal 47k5 pull-down PI/pull-up LSI
LSI1 61 LSI1_GND GND
LSI2 63 LSI2_IN 0...5 V/internal 47k5 pull-down PI/pull-up LSI
E532256/00E 08-01 © MTU

46 Devices
LSI3 66 LSI3_IN 0...5V/internal 47k5 pull-down PI/ pull-up LSI
<-130 mV = low
ASI1 68 ASI1_L <0 mV = high
ASI1 69 ASI1_H
<-130 mV = low
ASI2 70 ASI2_L <0 mV = high
ASI2 71 ASI2_H
<-630 mV = low
FI1 72 FI1_H >540 mV = high
FI1 73 FI1_L
<-630 mV = low
FI2 75 FI2_L
<-630 mV = low
FI3 77 FI3_L
<-630 mV = low
FI4 79 FI4_L
TO1 80 TO1_OUT 24 V/1.5 A
TO1 81 TO1_GND LGND
TO2 82 TO2_OUT 24 V/1.5 A
TO2 83 TO2_GND LGND
TO3 84 TO3_OUT 24 V/1.5 A
TO3 85 TO3_GND LGND
TO4 86 TO4_OUT 24 V/1.5 A
TO4 87 TO4_GND LGND
PWM_CM1 88 PWM_CM1_OUT 24 V/3 A with current measurement (CM)
PWM_CM1 89 PWM_CM1_GND LGND
CAN3_E 90 CAN3_E_H 50 V isolated
CAN3_E 91 CAN3_E_L
CAN3_E 92 CAN3_E_GND
E532256/00E 08-01 © MTU

Devices 47
Pin assignment X3
The supply voltage as well as the “ignition” signal is fed through this connector.
E532256/00E 08-01 © MTU

48 Devices
POWER 3 +24V
POWER 6 +24V
24 V/30 A
POWER 9 +24V
POWER 12 +24V
POWER 1 GND
POWER 4 GND
GND/30 A
POWER 7 GND
POWER 10 GND
IGI 16 IGI_24V 24 V/10 mA (bridge to IGI_IN to disable IGI function)
<4 V (2 mA) = low

IGI 13 IGI_IN >8 V (4 mA) = high
2 NC
5 NC
8 NC
11 NC
14 NC
15 NC
17 NC
18 NC
19 NC
20 NC
21 NC
E532256/00E 08-01 © MTU

Devices 49
Pin assignment X4
All injectors of the engine are connected to this connector.

IO11 39 IO11_H 24 V/17 A; 42 V/10 A
IO11 23 IO11_L Bank 1
IO12 38 IO12_H 24 V/17 A; 42 V/10 A
IO13 37 IO13_H 24 V/17 A; 42 V/10 A
IO14 36 IO14_H 24 V/17 A; 42 V/10 A
IO15 35 IO15_H 24 V/17 A; 42 V/10 A
IO21 46 IO21_H 24 V/17 A; 42 V/10 A
E532256/00E 08-01 © MTU

50 Devices
IO22 44 IO22_H 24 V/17 A; 42 V/10 A
IO23 42 IO23_H 24 V/17 A; 42 V/10 A
IO24 41 IO24_H 24 V/17 A; 42 V/10 A
IO25 40 IO25_H 24 V/17 A; 42 V/10 A
IO31 11 IO31_H 24 V/17 A; 42 V/10 A
IO32 12 IO32_H 24 V/17 A; 42 V/10 A
IO33 14 IO33_H 24 V/17 A; 42 V/10 A
IO34 13 IO34_H 24 V/17 A; 42 V/10 A
IO35 15 IO35_H 24 V/17 A; 42 V/10 A
IO41 2 IO41_H 24 V/17 A; 42 V/10 A
IO42 4 IO42_H 24 V/17 A; 42 V/10 A
IO43 8 IO43_H 24 V/17 A; 42 V/10 A
IO44 6 IO44_H 24 V/17 A; 42 V/10 A
IO45 10 IO45_H 24 V/17 A; 42 V/10 A
PWM1 33 PWM1_OUT 24V/3A/< 500Hz
PWM1 17 PWM1_GND LGND
PWM2 32 PWM2_OUT 24V/3A/< 500Hz
PWM2 16 PWM2_GND LGND
E532256/00E 08-01 © MTU

Devices 51
PWM_CM2 34 PWM_CM2_OUT 24V/3A/< 500Hz
PWM_CM2 18 PWM_CM2_GND LGND (10 mΩ)
E532256/00E 08-01 © MTU

52 Devices
3.5.2 Connectors of the Service and Application Module (SAM)
1 X6 — CAN_1 11 X22 — connection to slot 1/2 19 X17 — binary outputs with

2 X4 — Dialog 12 X23 — CAN interfaces/connection power drivers
3 X5 — LAN to slot 3 20 X13 — voltage supply
4 X3 — binary inputs 13 X20 — analog inputs 21 X8 — CAN_3
5 X12 — binary inputs 14 X16 — analog inputs 22 X7 — CAN_2
6 X2 — binary inputs 15 X19 — frequency inputs/binary
7 X11 — binary inputs/analog inputs inputs, ground switching
8 X1 — analog outputs 16 X15 — relay outputs
9 X10 — analog outputs/connection 17 X18 — binary outputs with
to slot 2 power drivers
10 X21 — connection to slot 1 18 X14 — serial interface
E532256/00E 08-01 © MTU

Devices 53
Connector X1
Connec- Group Signal Channel

tor pin
no.
1 Instrument Volt_out V_OUT1

Driver
2 V_OUT2
3 V_OUT3
4 V_OUT4
5 V_OUT5
6 Curr_out C_OUT1
7 C_OUT2
8 C_OUT3
9 C_OUT4
10 V/I_GND GND1
11 Lbatt+
12 LGND
Connector X2

tor pin
no.
1 OKI_Switches B_OKI_CH13 OKI13_H
2 OKI13_L
3 B_OKI_CH14 OKI14_H
4 OKI14_L
6 OKI15_L
8 OKI16_L
10 OKI17_L
12 OKI18_L
E532256/00E 08-01 © MTU

54 Devices
Connector X3

tor pin
no.
2 OKI1_L
3 B_OKI_CH2 OKI2_H
4 OKI2_L
5 B_OKI_CH3 OKI3_H
6 OKI3_L
7 B_OKI_CH4 OKI4_H
8 OKI4_L
9 B_OKI_CH5 OKI5_H
10 OKI5_L
11 B_OKI_CH6 OKI6_H
12 OKI6_L
Connector X4
Connector socket for dialog unit (laptop with CAN interface and DiaSys® software
Connector X5
LAN connector
Connector X6

tor pin
no.
3 BUS_LINK CAN_1 CAN1H
2 CAN1L
1 GND_CAN1
E532256/00E 08-01 © MTU

Devices 55
Connector X7

tor pin
no.
2 CAN2L
1 GND_CAN2
Connector X8

tor pin
no.
2 CAN3L
1 GND_CAN3
Connector X10

tor pin
no.
1 PIM_EXPAND Slot_2 PIN_9
2 PIN_10
3 PIN_11
4 PIN_12
5 PIN_13
6 PIN_14
7 PIN_15
8 PIN_16
9 Instrument Volt_out V_OUT6

Driver
10 V_OUT7
11 V_OUT8
12 V/I_GND GND1
E532256/00E 08-01 © MTU

56 Devices
Connector X11

tor pin
no.
2 OKI19_L
4 OKI20_L
5 OKI_Analog O-AN_CH1 A/D_OPT_+5V
6 +IN_V_CH1
7 +IN_I_CH1
8 A/D_OPT_GND
9 O-AN_CH2 A/D_OPT_+5V
10 +IN_V_CH2
11 +IN_I_CH2
12 A/D_OPT_GND
Connector X12

tor pin
no.
2 OKI7_L
3 B_OKI_CH8 OKI8_H
4 OKI8_L
5 B_OKI_CH9 OKI9_H
6 OKI9_L
8 OKI10_L
10 OKI11_L
12 OKI12_L
E532256/00E 08-01 © MTU

Devices 57
Connector X13

tor pin
no.
1 Power_Supply +Ubatt Vbatt+
2 Vbatt+
3 -Ubatt Vbatt-
4 Vbatt-
Connector X14

tor pin
no.
1 Serial link RS422/RS232 TR_1
2 TR_2
3 RC_1
4 RC_2
5 RS232_GND
Connector X15

tor pin
no.
1 Relay Rel1 COM1
2 NC1
3 NO1
4 Rel2 COM2
5 NC2
6 NO2
7 Rel3 COM3
8 NC3
9 NO3
10 Rel4 COM4
11 NC4
12 NO4
E532256/00E 08-01 © MTU

58 Devices
Connector X16

tor pin
no.
1 Multi-Analog AN_CH5 A_Supp_CH5
2 A_In_CH5
3 A_GND
4 AN_CH6 A_Supp_CH6
5 A_In_CH6
6 A_GND
7 AN_CH7 A_Supp_CH7
8 A_In_CH7
9 A_GND
10 AN_CH8 A_Supp_CH8
11 A_In_CH8
12 A_GND
Connector X17

tor pin
no.
1 Power Drivers LGnd LGND
2 Power +LBatt
3 Power Drivers POW_OUT BIN_OUT_CH1
4 BIN_OUT_CH2
5 BIN_OUT_CH3
6 BIN_OUT_CH4
7 BIN_OUT_CH5
8 BIN_OUT_CH6
9 BIN_OUT_CH7
10 BIN_OUT_CH8
11 BIN_OUT_CH9
12 BIN_OUT_CH10
E532256/00E 08-01 © MTU

Devices 59
Connector X18

tor pin
no.
1 Power Drivers POW_OUT BIN_OUT_CH11
2 BIN_OUT_CH12
3 BIN_OUT_CH13
4 BIN_OUT_CH14
5 BIN_OUT_CH15
6 BIN_OUT_CH16
7 BIN_OUT_CH17
8 BIN_OUT_CH18
9 BIN_OUT_CH19
10 BIN_OUT_CH20
11 LGnd LGND
12 Power +LBatt
Connector X19

tor pin
no.
1 Frequency In Ph_CH1 Freq_In1H
2 Freq_In1L
3 Ph_CH2 Freq_In2H
4 Freq_In2L
5 GND_Switches Bin/Puls Bin_ch1
6 Bin_ch2
7 Bin_ch3
8 Bin_ch4
9 Bin_ch5
10 Bin_ch6
11 Bin_ch7
12 GND
E532256/00E 08-01 © MTU

60 Devices
Connector X20

tor pin
no.
1 Multi-Analog AN_CH1 A_Supp_CH1
2 A_In_CH1
3 A_GND
4 AN_CH2 A_Supp_CH2
5 A_In_CH2
6 A_GND
7 AN_CH3 A_Supp_CH3
8 A_In_CH3
9 A_GND
10 AN_CH4 A_Supp_CH4
11 A_In_CH4
12 A_GND
Connector X21
Connector Group Signal Channel

pin no.
2 PIN_2
3 PIN_3
4 PIN_4
5 PIN_5
6 PIN_6
7 PIN_7
8 PIN_8
9 PIN_9
10 PIN_10
11 PIN_11
12 PIN_12
E532256/00E 08-01 © MTU

Devices 61
Connector X22

pin no.
2 PIN_14
3 PIN_15
4 PIN_16
5 Slot_2 PIN_1
6 PIN_2
7 PIN_3
8 PIN_4
9 PIN_5
10 PIN_6
11 PIN_7
12 PIN_8
Connector X23

pin no.
1...12 PIM_EXPAND Slot_3 All channels
E532256/00E 08-01 © MTU

62 Devices
3.5.3 Connector of the Power Output Module (POM)
Number of inputs and outputs

At the plant
Designation Number Short description in English (basis of abbreviation)
DI 3 Digital input (±50 isolated)
CAN 1 Controller Area Network
PI 1 Pressure input
TOH 2 Transistor output high current (high switch)
TO 2 Transistor output engine side (high switch)
ID 1 Identification (MTU only)
Connector Assignment
Pin assignment X1
This connector (X1) forms the interface with the engine and the engine controller. Connector X21 of
the wiring harness separately supplied for the POM is connected here.
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Devices 63
TOH1 2 TOH1 24 V / 60 A
3 TOH1 24V / 60A
TOH2 1 TOH2 24 V / 60 A
4 TOH2 24V / 60A
TO1 10 TO1 24 V / 1.5 A
TO2 13 TO2 24 V / 1.5 A
7 GND LGND / 2*1.5A
Generator 19 B+ Battery 24 V
16 D+ Charge control
PI 15 PI1 0..5 V / internal pull-down 47k5
12 +5Buf 5 V buffer
9 GND GND
ID 11 ID 0..5 V / internal pull-up 20k to 5V
17 GND GND
DI1 6 DI1 < 4 V = low / > 9 V = high
DI2 5 DI2 < 4 V = low / > 9 V = high
DI3 8 DI3 < 4 V = low / > 9 V = high
14 GND GND
CAN 18 CAN_HIGH 500 V isolated CAN
20 CAN_LOW 500 V isolated CAN
21 CAN_GND 500 V isolated CAN
E532256/00E 08-01 © MTU

64 Devices
E532256/00E 08-01 © MTU

Sensors 65
4 Sensors
4.1 Sensor installation positions
4.1.1 Sensors at 12V 4000 C03 engines
At driving end (driving end and left side)
B07 Lube oil temperature B13 Crankshaft speed XF70 Fuel prefilter water level connector
B09 Charge-air temperature B34 Fuel pressure after filter 2nd neng Optional: second crankshaft speed
B10 Charge-air pressure XF33 Coolant level connector sensor, for systems at the vehicle
E532256/00E 08-01 © MTU

66 Sensors
Free end (free end and right side)
B01 Camshaft speed B06 Coolant temperature B44 Exhaust turbocharger speed
B05 Lube-oil pressure (as of 01/2008: B13 Crankshaft speed B50 Crankcase pressure
B05 lube-oil pressure before filter) B16 Coolant pressure XM2 Oil priming pump
F25 Lube oil differential pressure B26 Intercooler coolant temperature XY44 Engine wiring harness (XY44
after filter (as of 01/2008: B05.03 B33 Fuel temperature for ventilation control)
lube-oil pressure after filter) B43 Intercooler coolant pressure
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Sensors 67
Top side
B03 Intake air temperature
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68 Sensors
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Sensors 69
E532256/00E 08-01 © MTU

70 Sensors
Top side
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Sensors 71
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72 Sensors
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Sensors 73
Top side
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74 Sensors
4.2 Employed sensor types
4.2.1 Sensor types
Employed sensors
Different sensors are used for recording the engine operating data:
• Pressure sensors
• Temperature sensors
• Speed sensors
For each sensor the individual subsections give the following information:
• Sensor no.
• Mechanical layout
• Measurement variable (use)
• Schematic diagram
• Cable connector with pin assignment
Pressure sensors
Sensor B5, B5.3 (0 ... 10 bar)
Mechanical layout
1 Output voltage 3 Supply voltage

2 Ground 4 Ventilation
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Sensors 75
Use
The sensor us used for:
• B5: Lube oil pressure
• B5.3: Lube oil pressure after filter (as of 01/2008)
Schematic diagram
1 Supply voltage
2 Output voltage
4 Ground
Cable connector
B5 Cable connector
E532256/00E 08-01 © MTU

76 Sensors
B5.3 Cable connector
Pin assignment
Pin no. Signal
1 Supply voltage +Ub: 5 V DC
2 Output voltage +Ua: 0.5 ... 4.5 V DC for 0 ... 10 bar
3 Ventilation
4 Ground (not connected to the housing) GND
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Sensors 77
Sensor B10 (0 ... 4.5 bar)

Mechanical layout

Use
• Charge-air pressure
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78 Sensors
Schematic diagram
1 Supply voltage
2 Output voltage
4 Ground
Cable connector
Pin assignment
Pin no. Signal
2 Output voltage +Ua: 0.5 ... 4.5 V DC for 0 ... 4.5 bar
3 Ventilation
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Sensors 79
Sensor B16, B43 (0 ... 6 bar)

Mechanical layout
1 Ventilation
Use
• B16: Coolant pressure
• B43: Intercooler coolant pressure
Schematic diagram
S Sensor
ECU Engine governor
E532256/00E 08-01 © MTU

80 Sensors
Cable connector
Pin assignment
Pin no. Signal
3 Housing (ground)
Sensor B34 (0 ... 15 bar)

Mechanical layout
1 Ventilation
Use
• Fuel pressure after filter
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Sensors 81
Schematic diagram
S Sensor
ECU Engine governor
Cable connector
Pin assignment
Pin no. Signal
3 Housing (ground)
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82 Sensors
Sensor B48 (0 ... 2000 bar)

Mechanical layout
Use
• Fuel high pressure
Schematic diagram
S Sensor
ECU Engine governor
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Sensors 83
Cable connector
Pin assignment
Pin no. Signal
3 Housing (ground)
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84 Sensors
Sensor B50 (-70 ... +70 mbar)

Mechanical layout

Use
• Crankcase pressure
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Sensors 85
Schematic diagram
1 Supply voltage
2 Output voltage
4 Ground
Cable connector
Pin assignment
Pin no. Signal
2 Output voltage +Ua: 0.5 ... 4.5 V DC for -70 ... +70 mbar
3 Ventilation
E532256/00E 08-01 © MTU

86 Sensors
Speed sensors
Sensor B1, B13
Mechanical layout
Use
• B1: Camshaft speed
• B13: Crankshaft speed
• Optional: second speed sensor at the crankshaft, separate from the Motivline® MTU system; can
be used as speed transmitter for electronics (OEM) at the vehicle
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Sensors 87
Schematic diagram
L Coil
X Connector
RD Red cable color
BK Black cable color
Cable connector
Pin assignment
Pin no. Signal
1 Black
2 Red
E532256/00E 08-01 © MTU

88 Sensors
Sensor B44
Mechanical layout
1 Sensor 2 Cable connector
Use
• Exhaust gas turbocharger speed
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Sensors 89
Schematic diagram
L Coil
X Connector
RD Red cable color
BK Black cable color
Cable connector
Pin assignment
Pin no. Signal
1 Black
2 Red
E532256/00E 08-01 © MTU

90 Sensors
Temperature sensors
Sensor B3, B6, B7, B9, B26, B33 (-40 ... 150 °C)
Mechanical layout
Use
• B3: Intake air temperature
• B6: Coolant temperature
• B7: Lube oil temperature
• B9: Charge-air temperature
• B26: Intercooler coolant temperature
• B33: Rail fuel temperature
Schematic diagram
E532256/00E 08-01 © MTU

Sensors 91
Cable connector
B3 Cable connector
B6 Cable connector
B9 Cable connector
B26 Cable connector
B33 Cable connector
B7 Cable connector
Pin assignment
Pin no. Signal
1
Pt1000: 0° C: 1000 Ω ... 100° C: 1385 Ω
2
E532256/00E 08-01 © MTU

92 Sensors
4.2.2 External sensors
Use
Two separate sensors are included with delivery for measuring the coolant level and the water level in the fuel prefilter.
Sensors
Design
The employed sensors are level monitors that switch to ground following a delay time on detection that the
specified level (with respect to the installation height) has been exceeded or is no longer attained.
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Sensors 93
Connection diagram
SENS Sensor, internal circuitry ECU Engine governor ECU 7 (ADEC)
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94 Sensors
Cable connector
Pin assignment
Pin no. Signal
3 Output
On an inspection port cover next to the engine governor are located the two cable connectors XF33 and XF70 for
connecting the two connecting cables to the sensors. Note that the connectors are not coded. When plugging
in, therefore, make sure that the correct sensor is connected to the correct connector XF....
Connecting cable
XF__ Connection at the engine wiring harness —

inspection port cover
F__ Connection of the corresponding sensor
The two connecting cables are available in different lengths:
• 5 m
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Sensors 95
• 10 m
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96 Sensors
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Cabling 97
5 Cabling
5.1 Voltage supply
5.1.1 Voltage supply
General
The OEM is responsible for the application engineering of the voltage supply (including key switches and start buttons).
This section gives recommendations for a voltage distribution that is easy to wire.
The following basic things must be considered in the application engineering of the voltage supply:
• Two-pin master switch available
• All devices individually protected by line safety switches
• System switched on and started by a 2-staged key switch
• Manual emergency stop triggered by interrupting the voltage at the “ignition” input (IGI_IN) of the engine governor
• Cable cross sections are tapered after each fuse protection
The following recommendation takes into account all the above requirements. Generally all cable
connections and the distribution must proceed through terminal blocks.
Example of a voltage distribution layout (recommendation)
G Voltage supply at the vehicle Q001 Master switch EMSTOPEmergency stop input from
DIS DIS 10 display (optional) S001 Key switch outside (electrically isolated 24
ECU ECU-7 engine governor (ADEC) K___ Relay V DC relay input)
SAM Service and Application Module X___ Terminal blocks GND Ground
F___ Line safety switch (see below)
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98 Cabling
Master switch
The supply voltage for the entire engine electronics is switched on and off at master switch Q001.
Line safety switch
Line safety switches exist for the following areas:
• F001; 6A: input DI7 at the engine governor, start signal
• F002, 25A: prefuse for F005 and F006
• F003, 25A: engine governor supply voltage
• F004, 6A: “System on/Start” key switch
• F005, 6A: input IGI-IN at engine governor: ignition ON
• F006: 25A: voltage supply for MTU single devices
• F007: 6A: supply voltage for DIS 10 (only if available, optional)
Key switch
In position 1 the engine governor is switched off at its input IGI_IN and the supply to the
MTU single devices (line safety switches F005 and F006).
In position 2 the engine governor is switched on, and all MTU single devices are
started up (supply is switched on at K003).
Position 3 triggers the start command. To this end 24 V DC is applied to input DI7 of the engine governor
(via relay K004). This position of the key switch must be equipped with an automatic spring return, so
that the key switch automatically returns to position 1 when the key is released.
Emergency stop
An emergency stop is triggered by actuating relay K001. That is, the NC contact of this relay
interrupts the supply to the input IGI-IN at the engine governor (ignition ON). The engine
governor then stops the fuel injection, and the engine stops.
This shutdown has the same effect as a shutdown by the key switch.
Emergency stop counter
Shutting down the engine by means of a complete voltage enable of the engine governor is NOT PERMITTED.
If the engine is nevertheless shut down in this way, this event will be recorded in an internal memory
(counter). When the engine governor is switched on again, alarm no. 549: “AL Voltage interruption
detected” will be generated and written to the fault memory.
Cable cross sections
For the main power supply we recommend a cross section of at least 10 mm2. Following the
subdistribution over the individual line safety switches the cross section should be reduced to 6 mm2.
The outputs of the line safety switches are then further wired with 4 mm2.
This continuous tapering of the cross section ensures that no cable is overloaded and
thereby runs the risk of becoming overheated.
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Cabling 99
5.1.2 Grounding concept

The grounding concept provides for a complete separation between the vehicle mass
and the mass of the supply voltage.
THE MASS OF THE SUPPLY VOLTAGE (–LO, GND) MUST THEREFORE NOT BE CONNECTED
TO THE VEHICLE MASS (CHASSIS) AT ANY POINT!
In detail, the following ground connections must exist:

• The shielding of the two cables W001 and W005 is connected at the controller end by the
connector to the housing of the engine governor (factory-installed).
• The shielding of the two cables W001 and W005 must be connected on the side of the
open end to the housing in which the SAM is installed (to be arranged by the OEM, e.g. by
means of corresponding cable entries, (→ Page 127)).
• The housing of the engine governor is connected to the crankshaft housing of the engine (factory installed).
• The shielding of the engine wiring harnesses is connected to the housing of the
engine governor (factory installed).
• The cable W117.1 (power supply of the display DIS 10) must be shielded (provision by OEM). The shielding
must be attached to the housing at the display (to be arranged by the OEM). The shielding at the other end of
the cable must be connected to the housing in which the SAM is installed (to be arranged by the OEM).
• The cable W117.2 (redundant CAN bus of the display DIS 10) must be shielded with 3 strands (provision
by OEM). The shielding must be attached to the housing at the display (to be arranged by the OEM). The
shielding at the other end of the cable must be connected to the housing in which the SAM is installed (to
be arranged by the OEM). The CAN lines (GND) must NOT be connected to the housings.
• The cable WF02.1 (CAN bus of the PowerView Display) must be shielded (provision by OEM). The
shield must be cut off at the display and insulated or connected to the console plate (to be arranged by
the OEM). The (plastic) housing of the PowerView has no jack for the shielding. The shielding at the
other end of the cable must be connected to the housing in which the SAM is installed (to be arranged
by the OEM). The CAN line (GND) must NOT be connected to the housings.
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100 Cabling
• The switchgear cabinet in which the SAM is located must be connected to the vehicle
chassis (to be arranged by the OEM).
• The display housing must be connected to the vehicle chassis (to be arranged by the OEM).
• The engine must be grounded by a ground strap. Details on the execution, cross-sections and other
information are given in the “Series 4000 C&I Installation Manual ” and in the corresponding MTN
standard on “Grounding Engines and Plants” (to be arranged by the OEM).
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Cabling 101
5.1.3 CAN bus
General
For the sake of the highest possible signal-to-noise ratio and therefore maximum operational reliability,
the CAN bus must be carefully wired according to specifications. Failure of the CAN bus in any
case will lead to serious restrictions up to total failure of the drive.
The implementation of the CAN bus is therefore crucial for the reliability of the entire system.
Requirements on cable
The employed cable must have at least the following electrical properties:
• Impedance Z: 120 Ω (± 10%)
• Specific resistance rb: max. 50 mΩ/m at 20° C
• Specific signal delay tp: 5 ns/m
• Specific capacities:
• between the conductors cb: max. 75 pF/m
• Conductor to shielding cs: max. 110 pF/m
Schematic diagram
The figure illustrates the schematic structure of this CAN bus system. A DIS 10 display is additionally connected here.
* Alternatively: Resistors may be ends here) OR at the DIS (in this

used only at the end of the bus, case the two resistors are not
i.e. either at the SAM (if the bus required at the SAM).
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102 Cabling
Keep in mind the following when connecting the CAN buses:

• One CAN bus terminating resistor (120 Ω) each must be connected to the connectors at the ends
of both CAN buses. The two resistors at the SAM are connected if no display is available, so that
the bus terminates at X6 or X7 (and therefore at the SAM). In connecting the display you must also
connect the resistors to the terminals 61/62 or 71/72 of the display.
• The shielding of the bus cable (at display end) must be attached to the housing of the display or
the console front (if the latter is electrically conductive) (→ Page 99).
• The shielding of the bus cable (at switchgear cabinet end) must be connected to the housing/cable entry of the
switchgear cabinet. Within the switchgear cabinet the (twisted) bus cable need not be shielded (→ Page 99).
• The CAN_GND jacks must NOT be connected to the shielding, the ground of the
operating voltage or the vehicle mass.
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Cabling 103
5.2 Wiring harnesses at the engine
5.2.1 Sensor wiring harnesses
12V4000C03
B1 Camshaft speed B26 Intercooler coolant temperature X21.2 POM wiring harness
B3 Intake air temperature B33 Fuel temperature XF33 Coolant level
B5.3 Lube-oil pressure before filter B34 Fuel pressure after filter XF70 Fuel prefilter water level
B6 Coolant temperature B43 Intercooler coolant pressure XM2 Oil priming pump cable
B7 Lube oil temperature B44 Exhaust turbocharger speed XXY44 Ventilation control
B9 Charge-air temperature B48 Fuel high pressure XY44 Engine wiring harness (XY44
B10 Charge-air pressure B50 Crankcase pressure for ventilation control)
B13 Crankshaft speed M8 HP pump interphase transformer
B16 Coolant pressure X2 Engine governor X2
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104 Cabling
16V4000C03
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Cabling 105
20V4000C03
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106 Cabling
Connector XXY44
The injector wiring harness (→ Page 107) is connected to connector XY44. This plug connector loops the output
PCM_CM2 from connector X4 of the engine governor (→ Page 41) to the control valve of the fan (Y44).
Connector M8
This connector connects the HP pump (interphase transformer).
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Cabling 107
5.2.2 Injector wiring harness

The wiring harness for connecting the injectors differs for the different engines only by the number of injector
connectors. Note that the consecutive numbering of the injectors on the B-side of the engine always starts with
Y39.11. The 12 and 16-cylinder engines accordingly lack the numbers Y39.7...10 and Y39.9...10, respectively.
Y39.1 Injector A1 Y39.9 Injector A9 (20 V engines only) Y39.18 Injector B8 (16 V and 20 V
Y39.2 Injector A2 Y39.10 Injector A10 (20 V engines only) engines only)
Y39.3 Injector A3 Y39.11 Injector B1 Y39.19 Injector B9 (20 V engines only)
Y39.4 Injector A4 Y39.12 Injector B2 Y39.20 Injector B10 (20 V engines only)
Y39.5 Injector A5 Y39.13 Injector B3 XXY44 Connection to sensor wiring
Y39.6 Injector A6 Y39.14 Injector B4 harness XXY44; ECU output
Y39.7 Injector A7 (16 V and 20 V Y39.15 Injector B5 PWM CM2 for fan
engines only) Y39.16 Injector B6
Y39.8 Injector A8 (16 V and 20 V Y39.17 Injector B7 (16 V and 20 V
engines only) engines only)
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108 Cabling
Connector XXY44
The sensor wiring harness (→ Page 103) is connected to connector XXY44. This plug connector loops the output
PCM_CM2 from connector X4 of the engine governor (→ Page 41) to the control valve of the fan (Y44).
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Cabling 109
5.2.3 POM wiring harness
Circuitry principle
X21 POM connector (→ Page 62), G Generator

there X1 M Starter
CAN CAN bus wiring CAN_3 between ECU Engine governor
ECU and POM, located in
connector X21.2
A POM is connected to the starters and the generator (if available) via the corresponding wiring harness. Connector
X21.2 at the sensor wiring harness makes the connection to the rest of the engine electronics ( (→ Page 103)).
The OEM must connect the two + and – studs of the POM to the power supply at the vehicle.
The cables must have the required cross sections.
Further wiring work by the OEM is not required if the POM is used.
Wiring harness
The wiring harness for connecting the POM differs for the different engines and equipment as follows:
• Different lengths for the different engines
• Different types of starters:
• Bosch starter: XM1A and XM1B as plug connection
• DELCO starter: M1A and M1B as cable with cable lug for connecting to terminal 50-S of
the starters (DELCO starters only through the end of 2007)
• With or without generator: without generator the cable end with the two terminals B+ and D+ does not apply
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110 Cabling
D+ Generator connection D+ (only XM1B Starter on B-side, Bosch, XM1A Starter on A-side, Bosch,
if generator available) (alternatively: cable lug for (alternatively: cable lug for
B+ Generator connection B+ (only terminal 50-S, DELCO) terminal 50-S, DELCO)
if generator available) X21.2 Connection to engine wiring
X21 POM cable connector harness
X21.2 Cable connector at engine wiring harness
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Cabling 111
5.2.4 Oil priming pump wiring harness (VSP) (optional)

The engine is optionally equipped with an oil priming pump. The electrical actuation occurs fully
automatically via the engine governor (ECU) during the starting sequence. The connection to the engine
electronics occurs via connector XM2 (which is not assigned in the case of engines without oil priming
pump). Here the control cable to the oil priming pump is connected.
XM2 Connection to engine wiring harness

M2 Cable lugs for connecting the three-step relay in
the oil priming pump
XM2 Cable connector at engine wiring harness

The supply voltage for the oil priming pump is tapped at one of the starters, since the starters and oil priming
pump cannot be in operation simultaneously (automatic control of the starting sequence).
For this purpose two cables with a cross section of 16 mm2 are used.
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112 Cabling
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Cabling 113
5.3 Cables at the plant
5.3.1 Wiring harnesses at the vehicle

The two male connectors X1 and X3 are available for connecting the engine governor (ECU) to the
other devices and to the power supply. For these connections the corresponding cables with connectors
attached at one end and the other end open are included with delivery.
10 ECU connecting cable X3 15 ECU connecting cable X1
Cable W1 has the following assignment:
Desig- Core W1 Signal type Short specification Signal

nation
CAN1_P 1 CAN1_P_H 50 V isolated Default CAN bus
CAN1_P 2 CAN1_P_L
CAN1_P 3 CAN1_P_GND
CAN2_P 5 CAN2_P_H 50 V isolated Redundant CAN bus
CAN2_P 6 CAN2_P_L
CAN2_P 4 CAN2_P_GND
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114 Cabling

nation
DI1 21 DI1_H < 4 V (< 1.1 mA) = low Stop

> 8 V (> 1.5 mA) = high
DI2 19 DI2_H < 4 V (< 1.1 mA) = low Torque limitation

> 8 V (> 1.5 mA) = high
DI3 17 DI3_H < 4 V (< 1.1 mA) = low Idle speed increase
> 8 V (> 1.5 mA) = high
DI4 15 DI4_H < 4 V (< 1.1 mA) = low Alarm reset

> 8 V (> 1.5 mA) = high
DI5 13 DI5_H < 4 V (< 1.1 mA) = low Additional engine protection
> 8 V (> 1.5 mA) = high
DI6 11 DI6_H < 4 V (< 1.1 mA) = low Rockford fan ON, manually
> 8 V (> 1.5 mA) = high
DI7 9 DI7_H < 4 V (< 1.1 mA) = low Engine start

> 8 V (> 1.5 mA) = high
DI8 7 DI8_H < 4 V (< 1.1 mA) = low Bypass safety system
> 8 V (> 1.5 mA) = high
ESI — ESI_IN <4 V (2 mA) = low/>8 V Not used

(4 mA) = high
AI1_2 36 AI1_2_5V 5 V/25 mA ±50 V 5 V supply for AI inputs, not used

isolated to other
potential
AI1 39 AI1_U 0...10 V (not isolated to Speed demand, voltage (alternatively

AI2) to AI1_I))
AI1 23 AI1_I 0...23.7 mA (not Speed demand, current (alternatively

isolated to AI2) to AI1_U))
AI1_2 25 AI1_2_GND AI_GND ±50 V isolated Ground for AI inputs

to other potential
AI2 40 AI2_U 0...10 V (not isolated to Engine torque specification, voltage

AI1) (alternatively to AI2_I)
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Cabling 115

nation
AI2 24 AI2_I 0...23.7 mA (not Engine torque specification, current

isolated to AI1) (alternatively to AI2_U)
AO1 27 AO1_OUT 0..10 V/8 mA Additional fan control
AO2 28 AO2_OUT 0..10 V/8 mA Load signal 0 ... 10 V
AO1_2_FIP26 AO1_2 GND GND Ground to AO1 and AO2
FIP 37 FIP_IN 0..5 V or frequency Speed setpoint via frequency (optional)

input
TOP1 31 TOP1_OUT 24 V/TOP1+..+TOP4 Yellow combined alarm

= 3 A; max. 1.5 A
source/sink
TOP2 29 TOP2_OUT 24 V/TOP1+..+TOP4 Red combined alarm

= 3 A; max. 1.5 A
source/sink
TOP1_2 30 TOP1_2_GND LGND (3 A) Ground to TOP1 and TOP2
TOP3 32 TOP3_OUT 24 V/TOP1+..+TOP4 “Engine cold” signal

= 3 A; max. 1.5 A
source/sink
TOP4 33 TOP4_OUT 24 V/TOP1+..+TOP4 Starter ON

= 3 A; max. 1.5 A
source/sink
TOP3_4 34 TOP3_4_GND LGND (3 A) 17 Ground to TOP3 and TOP4
FO 38 FO_OUT 24 V/1.5 A sink to Load signal (optional)

LGND/<500 Hz
ITS_O — TxD_1 ITS OFF -> ITS_O (3) For internal use only
Jumper to ITS_I (2)
ITS_I — RxD_1 ITS OFF -> ITS_O (3)

Jumper to ITS_I (2)
FGND — — NC
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116 Cabling
Cable W5 has the following assignment:

nation
POWER 3 +24 V 24 V/30 A Voltage supply
POWER 4 +24 V
POWER 5 +24 V
POWER 6 +24 V
POWER 7 GND GND/30 A Voltage supply ground
POWER 8 GND
POWER 9 GND
POWER 10 GND
IGI 2 IGI_24 V 24 V/10 mA Not used
IGI 1 IGI_IN <4 V (2 mA) = low Ignition ON

>8 V (4 mA) = high
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Cabling 117
5.3.2 SAM connector set

To manufacture the cable at the plant, a pre-labeled connector set is included with the SAM, namely a set
of plug connectors with spring tension clamps; installation of the cables requires no end sleeves or screw
terminals. The processing is analogous to that for terminal blocks (→ Page 119).
Shortening codings
So that the connectors can be fully inserted in the SAM sockets, the coding pins of the 12 and
16-pin blocks must be shortened on the sides to a specified dimension (see figure: 3.5 mm),
otherwise a safe electrical connection cannot be guaranteed.
Voltage supply X13
This is a 4-pin connector, with each set of 2 adjacent pins being electrically interconnected in the
SAM. They must be interconnected to prevent the current flowing through any pin from being too
high. Strands with cross sections up to 2.5 mm2 can be connected.
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118 Cabling
CAN connectors X6, X7 and X8
These connectors connect the CAN buses. The CAN GND (always at pin 1) must NOT be
connected to other grounding components or connectors.
I/O connectors
These 12 and 16-pin connectors connect all input and output signals to the SAM. For each connector
used the coding pins must be shortened (→ Page 117).
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Cabling 119
5.4 Processing specifications
5.4.1 Handling terminal strips or terminal blocks (spring terminals)
Preconditions
• Cables are properly laid.
• Cables are long enough.
Special tools
Designation / Use Part No. Qty.

Actuator tool 0015383830 1
Cutting individual wires to size

1. Determine the terminal to which the wire concerned is to be connected (→Terminal diagram or wiring diagram).
2. Cut each wire to a suitable length.
Connecting wires
1. Strip back the insulation on the first wire by approx. 8 mm.

2. For litz wires: Twist the litz.
3. Do not fit wire-tip sleeves!
4. Route the wire to the relevant terminal (→Terminal diagram or wiring diagram).
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120 Cabling
Note: Never use metal-tipped screwdrivers as an actuator tool!
5. Press the actuator tool (1) firmly into the square hole (4) in the direction indicated by the arrow (a). Bend the
inscription tag (5) to one side if necessary.
6. Insert the wire (2) into the round hole (3).
7. Pull out the actuator tool.
8. Connect all other wires in the same way.
Final steps
1. Check firm seating of all connections which have been established.
2. Bundle individual wires appropriately with cable tires.
3. Remove all foreign bodies (bits of cable, pieces of cable tie etc.) from the housing.
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Cabling 121
5.4.2 Terminal connections
Special tools

Actuator tool 0015383830 1
Screwdriver DIN 5264 0025380930 1
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122 Cabling
Connection to screw terminals

1. Strip the wires with a cable stripper as dictated by
the type of wire-tip sleeve used.
2. Use the appropriate type of wire-tip sleeve for the
respective wire cross-section: Wire-tip sleeves
with synthetic collars are color-coded (for use with
wires between 0.5 mm2 and 16 mm2).
1 Wire-tip sleeve
2 Stripped wire
3 Assembled wire-tip sleeve
Wire-tip sleeve with synthetic collar
Wire cross-section Stripping length (mm) Color code Length (mm)

(mm2)
0.5 10 orange 14.0
0.75 11 white 14.6
1.0 11 yellow 14.6
1.5 11 red 14.8
1.5 21 red 24.6
2.5 11 blue 15.2
2.5 21 blue 25.0
4.0 12 gray 16.0
4.0 20 gray 25.0
6.0 15 black 20.0
6.0 20 black 26.0
10.0 16 ivory 21.5
10.0 22 ivory 27.5
16.0 16 green 22.7
16.0 22 green 28.7
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Cabling 123
3. Alternatively use wire-tip sleeves without synthetic

collars (for use with wires between 0.5 mm2
and 10 mm2).
1 Length
2 Synthetic collar
Wire-tip sleeve without synthetic collar
Cross-section (mm2) Stripping length (mm) Length (mm)
0.5 6 6
0.75 6 6
0.75 10 10
1.0 6 6
1.0 10 10
1.5 7 7
1.5 10 10
2.5 7 7
2.5 12 12
4.0 9 9
4.0 12 12
6.0 12 12
10.0 12 12
10.0 18 18
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124 Cabling
4. Insert one stripped cable wire into each wire-tip

sleeve only.
5. Push on the wire-tip sleeve and crimp it with the
crimping tool.
6. Press the wire-tip sleeves firmly onto the cable.
7. Identify the wire with the terminal number using the
identification sleeves provided.
1 Length
Connection to spring-cage terminals
Clamping a wire in a spring-cage terminal

Note: The spring ensures consistent contact
quality and voltage drop at the contacts is
low. The large-surface clamp of the
CAGE CLAMP spring presses against
the wire without damaging it. This also
applies to wires which are connected and
disconnected several times.
1. Do not use wire-tip sleeves (it is not necessary

to change systems which have been delivered
with wire-tip sleeves already fitted providing that
the wire-tip sleeves have been properly secured
with crimping pliers).
2. However, no wire-tip sleeves should be fitted
on new installations.
3. Strip the ends back to expose 8 mm - 10 mm of
wire.
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Cabling 125
4. Insert a screwdriver or actuator tool into the

actuating aperture as far as it will go.
Result: The screwdriver blade or the actuator tool
holds the CAGE CLAMP spring in the open
position enabling the wire to be inserted.
5. Do NOT twist the wire.
6. Insert the wire in the clamping aperture.
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126 Cabling
7. Pull out the screwdriver or actuator tool -

Result: the wire is firmly clamped.
Note: The figure illustrates the arrangement of

the spring-cage terminals on a PIM. The
apertures (1) and (3) are used to actuate
the spring-cage terminal. Apertures (2)
and (4) are used to insert the stripped end
of the wire. Actuate the spring-cage
terminals on the PIM as follows:
8. Insert a screwdriver or actuator tool into the

actuating aperture, e.g. (1), as far as it will go.
Result: Spring-cage terminal is released.
9. Insert the stripped end of the wire into the
appropriate clamping opening e.g. 2.
10. Pull out the screwdriver or actuator tool.
11. Check that wire is firmly seated.
Result: Wire is firmly clamped.
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Cabling 127
5.4.3 HSK technology cable entries
Special tools

Torque wrench, 6-50 Nm F30027336 1
Socket box wrench, 19 a/f F30038493 1
General information on cable glands with HSK

technology
Note: Cable glands used by MTU (see Figure)
serve as mechanical grommets for cables
and connect the contacts of the cable
jacket to the housing. They are protected
against vibration and twisting. Cable
glands with metric threads are used
(exception: cable glands for connector
housings, where PG cable glands are
used). These cable glands comply with
protection class IP 68 up to 10 bar
according to DIN 40 050 and are resistant
to oil and gasoline. They can be used in a
temperature range of –40 °C to 100 °C
(continuous service temperature). There
are two possibilities for installation:
1. Installation on a housing wall → 1.

2. Installation at a threaded hole → 1.
1 Cable
2 Union nut
3 Strain-relief body
4 Cable-input fitting
5 Housing wall
6 Locknut
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128 Cabling
Installation on a housing wall (through hole)

1. Drill corresponding hole in the housing wall (4)
(diameter: see table).
1 Union nut
4 Housing wall
5 Locknut
Nominal Cable diameter Through hole in Countersink Tightening torque*

size/thread installation with diameter
locknut
M 12 x 1.5 3 - 6.5 mm 12.3 mm 13.3 mm 6.0 Nm
M 16 x 1.5 5 - 10 mm 16.3 mm 17.5 mm 6.0 Nm
M 20 x 1.5 10 - 14 mm 20.3 mm 21.5 mm 6.0 Nm
M 25 x 1.5 13 - 18 mm 25.3 mm 26.7 mm 8.5 Nm
M 32 x 1.5 18 - 25 mm 32.3 mm 34.2 mm 8.5 Nm
M 40 x 1.5 22 - 32 m 40.3 mm 42.5 mm 8.5 Nm
* Tightening torques apply both to the screwed connection of the cable-input fitting to the locknut or in a threaded
hole and to the union nut.
2. Countersink with 45° to ensure correct contact with

the gasket (countersink diameter: see table).
3. Insert cable-input fitting in the drilled hole.
4. Turn locknut (5) onto the cable-input fitting
and tighten with suitable tool. Hold steady at
cable-input fitting (3) while tightening.
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Cabling 129
Installation at a housing wall or a connector (thread)

1. If not present, drill hole with thread (thread type:
see table).
2. Countersink with 45° to ensure correct contact with
the gasket (countersink diameter: see table).
3. Turn cable-input fitting into the threaded hole and
tighten with suitable tool (torque: see table).
1 Union nut
4 Housing wall
Operations on cable gland

Note: Make sure that the strain-relief body has
an O-ring in the case of cable glands with
jackets that must be grounded at the
housing. Steps → 4. and → 5. do not
apply to cables without jackets.
1. Guide cable end through union nut.

2. Remove outer casing of the cable so that it will
• still extend into the cable-input fitting after
installation, and
• extend all cable cores up to the respective
connecting points.
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130 Cabling
3. Introduce cable in strain-relief body (1); orientation

as shown.
4. Shorten the shielding braid just enough for step
→ 5. .
5. Pull back shielding braid (2) over the strain-relief
body (1); the shielding braid must protrude about
2 mm over the O-ring (4). The shielding braid must
never be routed into the inside of the housing and
be grounded there!
6. Guide cable end (1) through the cable-input

fitting (2).
7. Push cable with strain-relief body (3) into the
cable-input fitting (2) all the way.
8. Mount straight union (4).
9. Tighten straight union with torque wrench to

specified tightening torque. Hold steady at
cable-input fitting.
10. Check tight seating of the entire cable gland, and if
required tighten loose parts with torque wrench
to specified tightening torque.
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Inputs and outputs of the system 131
6 Inputs and outputs of the system
6.1 ECU channel assignment – Overview
At the engine
The channels at the engine end of the engine governor are assigned as follows:
Channel Assignment Sensor
TI1 Coolant temperature B6
TI2 Charge-air temperature B9
TI3 Fuel temperature (rail) B33
TI4 Not used —
TI5 Intake air temperature B3
TI6 Intercooler coolant temperature B26
TI7 Lube oil temperature B7
TI8 Not used —
TI9 Not used —
TI10 Not used —
TI11 Not used —
TI12 Not used —
PI1 Coolant pressure B16
PI2 Crankcase pressure B50
PI3 Fuel pressure after filter B34
PI4 Rail fuel pressure B48
PI5 Lube oil pressure B5
PI6 Lube-oil pressure before filter B5.3
PI7 Charge-air pressure B10
PI8 Intercooler coolant pressure B43
PI9 Not used —
PI10 Not used —
PI11 Not used —
PI12 Not used —
PI13 Not used —
PI14 Not used —
PFI1 Not used —
E532256/00E 08-01 © MTU

Channel Assignment Sensor
PFI2 Not used —
PFI3 Not used —
LSI1 Coolant level F33
LSI2 Water level in fuel prefilter F70
LSI3 Not used —
ASI1 Crankshaft speed B13
ASI2 Camshaft speed B1
FI1 Exhaust turbocharger speed B44
FI2 Not used —
FI3 Not used —
FI4 Not used —
TO1 Not used —
TO2 Not used —
TO3 Oil priming pump (optional) M2
TO4 Not used —
PWM_CM1 HP pump M8
PWM_CM2 Ventilation control Y44
CAN3 POM (optional) —
IO1 to IO20 Injectors Y39.1 to Y39.20
E532256/00E 08-01 © MTU

At the plant
The channels of the engine governor at the plant are assigned as follows:
Channel Assignment Default setting
IGI Voltage for switching on the Yes

system/emergency stop (by
switching off this voltage)
ESI Not used —
DI1 Engine stop Yes, ground switching
DI2 Torque limitation 4000 Nm
DI3 Increase idle speed 1900 rpm
DI4 Reset alarm Yes
DI5 Engine protection auxiliary input Optional
DI6 Rockford fan ON – manually 100% fan speed
DI7 Engine start Yes
DI8 Override Yes
AI1 Speed setpoint, current Optional

Speed setpoint, voltage Optional
AI2 Torque request Optional
FIP Speed setpoint (frequency) Default, 5 Hz/rpm), optional
TOP1 Yellow alarm Yes
TOP2 Red alarm Yes
TOP3 “Engine cold” signal Yes
TOP4 Starter ON Yes

Alternatively: speed window Optional
FO Optimal load (frequency) 5% ... 95% PWM (FO)
AO1 Fan control 1 0 ... 10 V
AO2 Optimal load 0 V ... 10 V, optional
CAN1 PCS-5 CAN1 at SAM
CAN2 PCS-5 CAN2 at SAM
E532256/00E 08-01 © MTU

6.2 SAM channel assignment – Overview
Channel Assignment Remarks
CAN_1 Field bus default —
CAN_2 Field bus redundant —
CAN_3 Not used —
RS422/RS232 Not used —
A_IN1 Exhaust bulk temperature, A-side Optional
A_IN2 Exhaust bulk temperature, B-side Optional
A_IN3 Pressure 1 Optional
A_IN4 Pressure 2 Optional
A_IN5 Additional preheating temperature —
A_IN6 Air filter clogged —
A_IN7 Fuel filter clogged —
A_IN8 Additional engine protection —
B_IN1 Additional engine protection —
B_IN2 Activate binary output test —
B_IN3 Overspeed test —
B_IN4 Reset driving data —
B_IN5 Start lock —
B_IN6 Parking brake —
B_IN7 Not used —
B_IN8 Not used —
B_IN9 Not used —
B_IN10 Not used —
B_IN11 Not used —
B_IN12 Neutral —
B_IN13 Not used —
B_IN14 Not used —
B_IN15 Not used —
B_IN16 Deactivate cylinder cutout —
B_IN17 Not used —
B_IN18 Not used —
B_IN19 Circuit breaker 1 —
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B_IN20 Circuit breaker 2 —
F_IN1 Not used —
F_IN2 Not used —
P_IN1 Engine stop button Important: NC, opening contact

stops the engine
P_IN2 External preheater —

activated
P_IN3 Engine start button —
P_IN4 Not used —
P_IN5 Not used —
P_IN6 Manual external fans 1&2 ON —
P_IN7 Turn engine (without start) —
P_IN8 VSG idle min. —
A_IN1_U Not used —
A_IN1_I Not used —
A_IN2_U Not used —
A_IN2_I Not used —
BT_OUT1 Torque limiter is active —
BT_OUT2 Speed window 1 —
BT_OUT3 Speed window 2 —
BT_OUT4 Not used —
BT_OUT8 Overspeed alarm —
BT_OUT9 Ready to start —
BT_OUT11 Alarm: coolant temperature too —

high.
BT_OUT12 Alarm: charge air temperature too —

high.
BT_OUT13 Alarm: coolant pressure too low —
BT_OUT14 Alarm: lube-oil pressure too low —
BT_OUT15 Alarm: crankcase pressure too high. —
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BT_OUT16 Alarm: override switched on —
BT_OUT17 Shutter 1 —
BT_OUT18 Shutter 2 —
BR_OUT1 High-temperature (HT) circuit —

preheating ON
BR_OUT2 Low-temperature (LT) circuit —

preheating ON
BR_OUT3 Auxiliary preheating ON —
BR_OUT4 Not used —
V_OUT1 Engine speed —
V_OUT2 Lube oil temperature —
V_OUT3 Fan 1 request feedback —
V_OUT4 Lube oil pressure —
V_OUT5 Not used —
V_OUT6 Not used —
V_OUT7 Fan control 1 Optional
V_OUT8 Fan control 2 Optional
PWM_OUT1 Fan control 1 —
PWM_OUT1 Fan control 2 —
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Functions 137
7 Functions
7.1 ECU signals
At engine – at plant
The channels of the different inputs and outputs at engine governor are divided into two groups:
• Channels at engine end
• Channels at plant
All channels at the engine end lie on the connector X2 (with exception of the injectors and of PWM_CM2,
which lie on the connector X4). All sensors and actuators of the engine are connected here, via the
engine wiring harness factory installed and connected to the engine.
The two external sensors F33 and F70 are also connected here. Since they are not directly attached to the engine,
however, the engine wiring harness has two connectors (XF33 and XF70, mounted on an inspection port cover).
One cable each of length corresponding to the sensor can be connected to these two connectors (→ Page 92).
List of the individual channels and their assignments:
• (→ Page 131)
General information on parameters

The following sections explain the individual channels (at the plant) with the corresponding parameters. The
parameters are set by setting the data record by the rules described in document MS60001/xxDE (xx is the
version level, e.g. 00). All rules together with the settings generated therefrom are depicted here.
Power supply
The power supply is connected to connector X3 (see wiring diagram).
Schematic circuit diagram
B Battery
+U Engine governor operating voltage
0-1-2 Key switch
RFS “Ready for start” indicator lamp
V Vehicle
X Battery master switch
E Emergency stop (NC contact)
Power supply
The voltage supply must meet the following requirements:
• STANAG 1008
• EN50155
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138 Functions
• Power consumption approx. 17A (without load at SAM)
Ignition input (IGI)/emergency stop

Technical Data
• Controlled via:
• Supply +24 V DC, +Ubatt
• Channel specification
• Voltage: 0 ... 46 V DC
• Current: approx. 4.8 mA at 24 V DC
• Electrical insulation: No
• Pin not connected or Uin < 4 V: ignition OFF; Uin > 11 V: ignition ON
Required settings:
None
B Battery
ECU Engine governor
+U Operating voltage
SAM Module
V Vehicle
E Relay contact for interrupting voltage in case an
emergency stop is triggered (→ Page 97)
+U Positive supply voltage
IGI IN Boot power supply
The IGI input switches on the engine governor. Switching off the input causes an immediate
engine stop by switching off the actuation of the injectors.
After a certain period of time the engine governor enters the “sleep mode”.
A special function of the IGI input is that it can be used as an emergency stop input. To this end an NC
contact is switched in front of the input. If the level at the input drops to LOW (below 4 V), the output amplifier
for the injectors is switched off by the hardware. The engine stops immediately.
Emergency stop input (ESI)

This input is not used for C&I applications. The channel offers a further possibility for triggering an emergency
stop. For the C&I application the input should not be connected to GND.
Binary inputs DI 1 ... 8

Technical Data
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Functions 139
• Switches: external voltage or +Ubat

• Input voltage 0 ... 32 V DC
• Low detection: Uin < 4 V
• High detection: Uin > 8 V
• Input impedance: 12.1 kΩ
• Input filter: f < 19 Hz
• Electrical insulation: up to 50 V DC
• Cable break monitoring: current monitoring with ROL = 33 kΩ ± 10%; see figure
Required settings:
• Open line (cable break monitoring active)
• Logic: “Active High” or “Active Low”
1 Resistor for cable break monitoring

2 Optocoupler
3 Inductive load
4 Voltage source
* For inductive loads a quench diode must be provided.
** A cable break monitoring is possible only if no load is
connected parallel to the input DI.
DI 1 – engine stop
The engine stop signal is activated once this input is switched off. The signal is stored until the engine comes to a stop.
Parameter:
• Cable break monitoring DI1: 2.9902.001
• Logic DI1: 2.9910.015
• Stop stored: 2.7001.009
DI 2 – torque limitation
When the input is switched on, the maximum torque of the engine is limited to an adjustable value. This value can
be attained only if no other power limitation is active, however (e.g. power limitations to protect the engine)
Parameter:
• Logic DI2: 2.9910.025
DI 3 – increase idle speed
Switching on this input increases the idle speed to a defined (adjustable) value.
Parameter:
• Logic DI3: 2.9910.035
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140 Functions
DI 4 – reset alarm
Stored alarms are reset by activating this input.
Alarms leading to a yellow or red alarm are stored. Signaling via the corresponding binary output remains
unchanged until that signaling is canceled by the input “Reset alarm”.
Parameter:
• Logic DI4: 2.9910.045
DI 5 – engine protection auxiliary input
If this input is active, the engine is protected by one of the following measures (adjustable):
• Warning
• Power limitation or power reduction
• Shutdown
Parameter:
• Logic DI5: 2.9910.055
DI 6 – Rockford fan ON – manual
The fan is driven directly by the engine via a belt. The power transmission and the resulting fan speed are
influenced by a multi-disk clutch (Rockford Clutch) controlled by the oil pressure. The oil pressure is controlled
by an electrically operated valve. The control current for the valve is pulse-width modulated (PWM).
If the input DI 6 is activated, the clutch is closed. The fan speed increases to the maximum
speed (minimum PWM) depending on the engine speed.
Parameter:
• Logic DI6: 2.9910.065
DI 7 – engine start
The activation of this input initiates the automatic start sequence of the engine. The signal must be available
during the entire start sequence. An interruption will result in cancellation of the start sequence.
Parameter:
• Logic DI7: 2.9910.075
DI 8 – Override
The “Override” function is used to suppress safety functions that in case of a limit violation would lead to a reduction in
power or to an automatic shutdown of the engine (also overspeed!). Internal performance maps cannot be bypassed.
If the “Override” function is switched on, engine protection functions, such as engine shutdown, are ignored.
Parameter:
• Logic DI8: 2.9910.085
Analog inputs AI 1 ... 2

Technical Data
• Sensors: power sources, voltage sources or potentiometer
• Sensor supply: 5 V DC ± 3%, max 25mA (AI 1_2_5 V)
• Voltage input: 0 ... 10 V DC, input impedance 100 kΩ, filter 200 Hz
• Current: 0 ... 20 mA nom., 0 ... 25 mA max.; compliance voltage 4.5 V at 20 mA
• Electrical insulation: 50 V DC
• Voltage input fault detection: U > 10 V
• Current input fault detection: I < 4 mA, I > 20 mA
• Protection of the voltage supply: short circuit to GND, overvoltage 36 V DC
Required settings:
• Configuration of voltage input/current input via the jack
• Scaling
• Function
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Functions 141
1 Control by power source

2 Control by voltage source
3 Control by resistor
4 Input amplifier
5 Supply voltage for potentiometer connection
AI 1 – speed setpoint
The engine speed can be set between idle speed and rated speed (maximum speed). This analog
signal allows a speed setpoint at a certain value, with 4 mA / 0 V corresponding to the idle speed
and 20 mA / 10 V to the rated speed. Discontinuous changes of engine speed are executed along 3
programmable speed ramps (acceleration ramp or deceleration ramp)
Parameter:
• Configuration: 2.9900.001
• Curves:
• Voltage: 2.0401.010
• Current: 2.0401.012
• Frequency: 2.0401.014
AI 2 – torque request
This signal corresponds to the torque specification in torque-controlled plants. For a filling
controller this corresponds to the load specification in %.
Parameter:
• Configuration: 2.9900.011
Frequency input (FIP)

Channel specification / Technical data
• Sensor: 0 ... 5 V DC
• High/Low hysteresis: High for Uin > 2.1 V, Low for Uin < 0.7 V
• Measuring range: 10 ... 1000 Hz
• Pull-up resistor: 3.3 kΩ (adjustable)
• Filter: 14.5 kHz
• Electrical insulation: None
• Overvoltage protection: ± 46 V DC
The engine speed can be set between idle speed and rated speed (maximum speed). This frequency
input allows an engine speed change. The relationship between frequency and corresponding
engine speed is adjustable in a curve (default: 5 Hz rpm).
Required settings:
• Pull-up resistor on/off
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142 Functions
1 Control by power source

2 Control by switch/relay
3 Control by transistor switch
4 Filter with fg = 14.5 kHz
Transistor outputs TOP 1 ... 4

• Control of:
• Lamps
• Relays
• Digital inputs
• Iload of an output: 1.5 A at 32 V
• Sum of output currents of TOP 1 ... 4 must not exceed 3 A at 32 V
• Output voltage without load: from “Low Switch” approx. 5 V, from “High Switch” approx. 0 V
• Maximum inductance of the load: 140 mH
• Short circuit protection: Yes
• Cable break monitoring: only possible if RL is less than 25 kΩ
Required settings:
• “Low Switch” or “High Switch”:
• Cable break monitoring on/off
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Functions 143
1 Inductive load
2 Ohmic load
TOP 1 – yellow alarm

This output is switched on once a yellow alarm (warning) occurs. In case of a further alarm
the output is briefly switched off and then back on.
Parameter:
• Active level: 2.1050.005
• “Low Switch” or “High Switch”: 2.1050.010
TOP 2 – red alarm
This output is switched on once a red alarm occurs. In case of a further alarm the output
is briefly switched off and then back on.
Parameter:
TOP 3 – “engine cold” signal
This output is switched on if the engine temperature falls below the (adjustable) limit, as
measured at different measuring points on the engine.
Parameter:
TOP 4 – starter ON (alternatively: speed window)
The function of this output is adjustable:
• Starter ON: The output is used to switch on the starter.
• Engine running: The output is switched on once the engine speed exceeds 300 rpm.
• Speed window: The output is switched on if the engine speed lies between two (programmable)
engine speed values (for (e.g.) engaging and disengaging the clutch)
Parameter:
Frequency output (FO) — engine load signal

• Control of:
• Linear magnets (external diode required)
• Lamps
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144 Functions
• Relays
• Digital inputs
• Iload of an output: 1.5 A at 32 V
• Output voltage without load, transistor off: approx. 11 V “off”
• Voltage range: 11 ... 32 V
• Switching frequency: 16 .... 1000 Hz
• Pulse width: 0% off / 5% ... 95% / 100% on
• Short circuit protection: Yes
• Overcurrent-proof: Yes
• Overcurrent detection: yes, channel is switched off
Required settings:
None
1 Ohmic load
2 Inductive load
* For inductive loads a quench diode must be provided.
The engine load signal is an analog output signal (frequency). See also section on “AO 2 – Optimal Load”.
Analog outputs AO 1 ... 2

• Control of:
• Indicating instruments
• Analog inputs
• Output voltage: 0 ... 10 V
• Output voltage without load: approx. 0 V
• Shirt-circuit current: 17 mA
• Imax: 0 ... 8 mA at 10 V
• Settling time: 45 ms
• Cable break monitoring: No
• Overvoltage protection: 36 V DC
Required settings:
None
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Functions 145
AO 1 – fan control 1
This output signal is equivalent to the signal for the Rockford fan control (PWM signal)
AO 2 – optimal load
The engine load signal is an analog output signal (between 0.5 V DC and 10 V DC) defined as follows:
• 5 V DC: engine load lies on the optimum on the load curve
• U < 5 V DC; engine load is located above the load curve for the optimum (overload)
• U > 5 V DC: engine load is located below the load curve for the optimum (underload)
The load curve for the optimum is the adjusted curve in which an optimal ratio exists between fuel consumption and
reserve power. If this ratio is located on the load curve for the optimum, this ratio lies at the optimal point.
A deviation indicates an overload or underload.
The output “AO 2 – optimal load” indicates the current operating point of the engine relative to the programmed
load curve for the optimum. A deviation from this curve towards underload results in an increase in this
voltage. A deviation from this curve towards overload results in a decrease in this voltage.
The ratio between the deviation and the load curve can be programmed.
The engine load signal forms the basis for the vehicle control system requesting an increase or decrease
in the engine speed. A signal for limiting the power request may also occur.
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146 Functions
CAN interfaces 1 ... 2

• Channel type: Controller Area Network (CAN) serial interface
• Control of:
• CAN bus
• High-speed CAN according to ISO 11898 (24 V)
• PCS-5 protocol
• CAN specification 2.0B 11/29 bit identifier
• Electrical insulation from ECU-GND
Required settings:
None
CAN Controller Area Network DC DC voltage RxD Receive Data

GND Ground AC AC voltage
ECU Engine governor TxD Transmit Data
CAN 1 – PCS-5
This CAN interface is used to connect the engine governor to all other MTU devices via
the CAN bus. This is the default bus.
CAN 2 – PCS-5
This CAN interface is also used to connect the engine governor to all other MTU devices
via the CAN bus. This is the redundant bus.
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Functions 147
7.2 Safety functions of the engine governor
Engine safety
Alarm types
Type 1 – OEM alarms
OEM alarms have the following settings:
• Always assigned to the combined alarm “Red”
• Alarm must be manually reset by the operator (actuation of the input DI4)
• Only for the 2nd limit value (protection module of the engine governor)
• Transmission of a separate process variable on the serial interface of SAM (CANOpen or J1939). This
variable can be analyzed for (additional) reactions by the vehicle control system.
• The OEM must select the corresponding system reaction for engine protection:
• Warning
• Torque reduction or torque limitation
• Engine shutdown
• There exist two different types of OEM alarms:
• Type 1a: The alarm starts and blocks the crash recorder.
• Type 1b: The alarm does not start the crash recorder.
Type 2 – engine governor single-point alarms
Single-point alarms of the engine governor have the following settings:
• Are assigned to the “Yellow” combined alarm (on violation of the 1st limit value) or
“Red” (on violation of 2nd limit value)
• Transmission of a separate process variable on the serial interface of SAM (CANOpen or J1939). This
variable can be analyzed for (additional) reactions by the vehicle control system.
• The corresponding system reaction cannot be changed by the OEM; a warning always occurs.
Type 3 – engine governor combined alarm
Combined alarms of the engine governor have the following settings:
• Are assigned to the “Yellow” combined alarm (violation of 1st limit value)
• Trigger the additional message “AL ECU error/see fault code” on the serial interface of the SAM (CANOpen
or J1939). The alarm can be identified by reading at the display of the SAM, by the DiaSys® dialog system
or by the corresponding process variables on the serial interface of the SAM (CANOpen or J1939).
• No separate transmission occurs via the serial interface of the SAM (CANOpen or J1939)
• The corresponding system reaction cannot be changed by the OEM; a warning always occurs.
Engine protection
The following functions are implemented to ensure safe operation of the engine:
• Reactions of the engine governor (“monitoring and protection-module”) on violations of
limits according to MTU specifications
• Functions for occurring alarms (“alarm parameters”) programmed according to MTU specifications
with correct assignment of the alarm type (red alarm, yellow alarm)
For alarms the following instructions must be heeded to protect the engine:
• On occurrence of a yellow alarm engine maintenance must be performed as soon as possible.
• In the event of a red alarm, the engine must be immediately shut off (if this has not already
been executed by a function programmed in the engine governor)
Warning
If a malfunction is to ascertained, a yellow or red alarm will occur following the alarm delay time (→ Page 151).
There is no limit or shutdown if only a “warning” is programmed for the corresponding malfunction.
The operator is responsible for an appropriate response for protecting the engine.
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148 Functions
M (Nm) Torque in Newton meters plimit Limit value

Mlimit Limited torque t Time axis
p Pressure (monitored measurement tdel Alarm delay time
value)
Torque reduction
If a malfunction is ascertained, the alarm occurs following the alarm delay time (→ Page 151).
On occurrence of the alarm the torque is reduced according to a PI controller (part of the software
of the engine governor). This reduction can be canceled by activating the function “Security System
Override” (activation of input DI8 at the engine governor).
The torque is reduced to only 4000 Nm. A further reduction is not planned, in order to maintain
restricted operational availability of the vehicle.
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Functions 149
M (Nm) Torque in Newton meters Tlimit Limit value

T Temperature (monitored tdel Alarm delay time
measurement value)
Torque limit
The alarm is accompanied by a fixed limitation of the torque. The limit value is approached
along a defined ramp. The limitation can be canceled by activating the function “Security System
Override” (activation of input DI8 at the engine governor).
The torque is limited to only 4000 Nm. A further limitation is not planned, in order to maintain
restricted operational availability of the vehicle.
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150 Functions

value)
Engine shutdown
The alarm is accompanied by a fixed limitation of the torque. The limit value is approached along a defined
ramp. The limitation can be canceled by activating the function “Security System Override” within the shutdown
delay time (activation of input DI8 at the engine governor). This also prevents an engine stop.
The torque is limited to only 4000 Nm. A further limitation is not planned, in order to maintain restricted
operational availability of the vehicle within the shutdown delay time.
The engine is shut down following the shutdown delay time (15s, presetting).
The shutdown occurs in any case, even if the limit violation ceases within the shutdown delay time.
If the “engine shutdown” function is programmed for any limit violation, we strongly recommend installing
a “Security System Override” button in order to maintain the operational availability of the vehicle in
hazardous situations. In addition, a warning horn should be installed that indicates this operational
status and ensures the driver’s attentiveness in case of a red alarm.
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Functions 151

value) tsht dn Shutdown delay time
Setting delay times

The following alarm delay times are set by default:
Temperatures and general alarms Limit 1 (yellow alarm) 15s
Limit 2 (red alarm) 1s
Pressures Limit 1 (yellow alarm) 3s
Limit 2 (red alarm) 0s
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152 Functions
Exceptions are programmed for the following alarms:
Alarm Limit 1 (yellow) Limit 2 (red)
Exhaust gas turbocharger speed 3s 1s
Engine overspeed Not used 0s
Crankcase pressure 1s 1s
Coolant level 15s Not used
Water in the fuel prefilter 15s Not used
Lube oil differential pressure 3s Not used
Incorrect start of injection 3s Not used
Misfire 3s Not used
Injection not defined 3s Not used
Override
In principle each response by the engine governor for protecting the engine can be canceled by the operator.
Cancelation is executed by “Security System Override”. In this way the operator of the vehicle can preserve the
normal availability of a vehicle even in case of a red alarm, in order to maneuver the vehicle or to bring it to a halt safely.
ENGINE PROTECTION IS NO LONGER AVAILABLE IN THIS MODE OF OPERATION. THE OPERATOR ACTS
ON HIS OR HER OWN RESPONSIBILITY — THIS CAN RESULT IN DESTRUCTION OF THE ENGINE.
If “Security System Override” is switched on, this function remains active until the input IGI_IN (ignition
ON) of the engine governor is switched off. Switching on the function switches on the output BT_OUT16
of the “Override active” SAM. We recommend using this output in order to actuate a horn, so that
the operator will be made aware of the potential danger to the engine.
“Security System Override” in no way considers the cause of the alarm. Engine operation with “Security System
Override” activated can therefore lead to serious engine damage — up to total destruction.
This function is optional. To implement this function, the input DI8 of the engine governor
must be actuated by a switch (not button!).
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Functions 153
M (Nm) Torque in Newton meters t Time axis

Mlimit Limited torque tdel Alarm delay time
p Pressure (monitored measurement tshtdn 15s Shutdown delay time 15
value) seconds (default)
plimit Limit value OR Override active
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154 Functions
Recommended default settings

The following settings are recommended for red alarms and are programmed by default:
Engine specifications Name in the engine governor Engine protection
Reaction Override
Engine lube oil pressure (2nd SS- P-Lube Oil Limitation Yes
limit value)
Crankcase pressure (2nd limit SS P-Crankcase Limitation Yes

value)
Engine coolant pressure (2nd SS P-Coolant Limitation Yes

limit value)
Engine charge air cooler SS P-Coolant InterCooler Limitation Yes

pressure (2nd limit value)
Engine coolant temperature SS T-Coolant Reduction Yes

(2nd limit value)
Fuel temperature upstream SS T-Fuel Reduction Yes

from HP pump (2nd limit value)
Engine lube oil temperature SS T-Lube Oil Reduction Yes

(2nd limit value)
Exhaust gas turbocharger SS ETC1 Overspeed Reduction Yes

speed (2nd limit value)
Notes on settings by the OEM

The driver is responsible for manual emergency stopping in case of a red alarm
The “Stop Engine” indicator lamp signals the driver to shut off the engine IMMEDIATELY, to prevent major engine
damage. Damage resulting from continued operation in this situation will be covered neither by warranty promises
or other agreements on maximum costs, nor by the calculations for maintenance and repairs.
Automatic shutdown by the engine governor
The correct shutdown in the procedure described above in case of a red alarm depends exclusively on
the correct response by the driver. To protect the engine better against impermissible operational states,
the automatic shutdown functions should therefore be activated. If they are active, the engine will be
automatically shut down by the engine governor in such operating states.
If for whatever reason the driver nevertheless must continue operation of the engine (to protect life and
limb, for example), the shutdown can be prevented by the “Override” function.
Even if these functions can be optionally activated or deactivated, we strongly recommend
their use to ensure optimal engine protection.
The overall behavior of the engine must be specified jointly by the OEM and the end customer.
The programming must them accordingly occur afterwards.
Customer-specific engine protection functions
The end customer must make sure that all engine protection functions take effect as required, and that the
operating personnel are trained to this end. Should the operating personnel or the OEM decide against a
shutdown of the engine (by ignoring the “Stop Engine” indicator lamp or by activating the “Override” function)
that is required by the system, any resulting damage will be covered neither by warranty promises or other
agreements on maximum costs, nor by the calculations for maintenance and repairs.
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Functions 155
7.3 SAM Signals

At the SAM the different vehicle signals are adapted.
List of the individual channels and their assignments:
• (→ Page 131)
Changing parameters is possible only by means of the DiaSys® dialog system (→ Page 309).
Binary inputs B_IN 1 ... 20

• Controlled via:
• External supply
• 24 V +Ubat
• Channel specification:
• Voltage: +Ubat_GND ... +Ubat
• Low detection: Uin < 9 V
• High detection: Uin > 12 V
• Input impedance: approx. 5.5 kΩ
• Current: to Ubat: 5 mA; to GND: 0 mA
• DC isolation: yes, 500 V DC
• Input filter: low-pass 500 Hz
1 Optocoupler
2 Input Uin
3 Input Iin
B_IN 1 – Engine protection auxiliary input

PV6100
Function
When this input is activated, one of the (programmable) reactions is triggered:
• No alarm
• Yellow alarm
• Red alarm
• Red alarm with shutdown
Required settings:
• Desired reaction to the activation of the input (also see parameters below)
The alarm is stored in the SAM and displayed on the fault code display. It is also
displayed on DIS 10 (optional, if available).
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156 Functions
Parameters
No. Presetting Unit Designation Settings
PR0370 1 Binary Aux. protection switch ON Value 1: Aux. engine protection

monitoring and alarm ON
Value 0: Aux. engine protection
monitoring and alarm OFF
PR0371 2 Digital Select AL Aux Protect. Switch Value 0: No Protection

Value 1: Message only
Value 2: Yellow Alarm
Value 3: Red Alarm
Value 4: Red alarm with security stop
PR0374 2 s Delay Time Protect-Switch ON Delay time for activating the alarm
PR0375 2 s Delay Time Protect-Switch Delay time for deactivating the alarm
OFF
B_IN 2 – Test binary outputs

PV5010
Function
When this input is activated, all (programmed) test outputs are activated (e.g. for a lamp test).
• BT-OUT 1 ... 20
• BR-OUT 1 ... 4
• All TOPs of the engine governor
• The alarm is stored in the SAM and displayed on the fault code display. It is also displayed on DIS 10 (optional).
Required settings:
• Outputs that are activated when this input is activated
Parameters
PR0539 0 Digital Binary output test signal mode Value 0: Binary output test deactivated
Value 1: Binary output test activation
via SAM input B_IN2
via CAN (J1939 or CANOpen)
via SAM input B_IN2 or CAN (J1939 or
CANOpen)
Parameters for selecting the corresponding outputs

IMPORTANT NOTE:
Incorrect programming of the parameters listed below can result in serious malfunctions. If certain outputs are
enabled for the test, the test function will actuate (e.g.) the starting valve or the oil priming pump or preheating device.
THIS MUST BE ABSOLUTELY AVOIDED!
P0070 1 Binary BIN_OUT1_TEST Torque Value 0: Output not actuated in

Limit BIN Out test
Value 1: Output actuated in BIN
Out test
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Functions 157
P0071 1 Binary BIN_OUT2_TEST Speed Value 0: Output not actuated in

Window 1 BIN Out test
Out test

Out test
PR0077 1 Binary BIN_OUT_TEST Value 0: Output not actuated in

Overspeed Al BIN Out test
Out test
PR0078 1 Binary BIN_OUT_TEST Ready to Value 0: Output not actuated in

Start BIN Out test
Out test
PR0080 1 Binary BIN_OUT_TEST HI T Value 0: Output not actuated in

Coolant BIN Out test
Out test

Charge Air BIN Out test
Out test
PR0082 1 Binary BIN_OUT_TEST LO P Value 0: Output not actuated in

Coolant BIN Out test
Out test
PR0083 1 Binary BIN_OUT_TEST LO Value 0: Output not actuated in

P-Lube Oil BIN Out test
Out test
PR0084 1 Binary BIN_OUT_TEST HI P Value 0: Output not actuated in

Crankcase BIN Out test
Out test
PR0085 1 Binary BIN_OUT_TEST Oil Value 0: Output not actuated in

Priming Pump ON BIN Out test
Out test
PR0086 0 Binary BIN_OUT_TEST Shutter 1 Value 0: Output not actuated in

ON BIN Out test
Out test
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158 Functions
PR0087 0 Binary BIN_OUT_TEST Shutter 2 Value 0: Output not actuated in

ON BIN Out test
Out test
PR0090 0 Binary BIN_OUT_TEST HT Value 0: Output not actuated in

Preheat ON BIN Out test
Out test
PR0091 0 Binary BIN_OUT_TEST LT Value 0: Output not actuated in

Out test
PR0092 0 Binary BIN_OUT_TEST Aux. Value 0: Output not actuated in

Out test
B_IN 3 – Test overspeed request

PV1811
On activation of this input the overspeed limit is reduced to a smaller value (value is specified by the
parameter no. 2.2510.001 of the engine governor). If the speed programmed here is exceeded (or if this
value is already exceeded on activation of the input), an emergency stop is triggered:
• Alarm AL SS Overspeed (PV1003) is tripped
• Engine shuts down
• Binary output BT_OUT8 is actuated
The alarm is stored and must be reset.
The function serves to check operation of the overspeed shutdown function.
B-IN 4 – External reset – Fuel consumption trip
PV1119 – Actual Fuel Consumption
PV1120 – Daily Fuel Consumption
PV1121 – Total Fuel Consumption
A signal at this input deletes the memory where the fuel consumption is stored.
Function
Actuation of this input resets the fuel consumption counter.
Parameters
PR0502 1 Digital Reset Trip Fuel Counter Logic Value 0: Function deactivated
Value 1: Reset via SAM input B_IN4
Value 2: Reset via CAN (J1939 or
CANOpen)
Value 3: Reset via SAM input B_IN4 or
CAN (J1939 or CANOpen)
B IN 5 – Start interlock
PV5020
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Functions 159
Function
An external start lock can be triggered here. When this input is activated, the engine cannot be
started via the SAM. The input is low-active, i.e. the input is not connected; if the corresponding
parameter (PR507) is activated, however, the engine cannot be started.
IMPORTANT NOTE:
Even if the input B_IN4 is activated, the engine can NEVERTHELESS be started via the
corresponding input of the engine governor ECU (ADEC)!
Parameters
Value 1: Interlock via SAM input B_IN5
(low-active!)
Value 2: Interlock via CAN (J1939 or
CANOpen)
Value 3: Interlock via SAM input B_IN5
or CAN (J1939 or CANOpen)
B_IN 6 – Parking brake interlock

PV5030
Function
This signal is required to make sure that the vehicle is in a safe condition when the idling speed is increased. It
prevents the vehicle from moving suddenly when the “engine cold” signal (CE signal from the engine governor,
via CAN) increases the idling speed. In addition, the B_IN 12 input (neutral) must be activated. The system
selects the highest value n0, n1 or n2 and connects it as n0_act to the engine governor.
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160 Functions
n1 Increased idling speed 1 n0_act Currently selected idling speed B_IN6 Park interlock
n2 Increased idling speed 2 SC Speed governor B_IN12 Neutral
CE “Engine cold” signal n0 Idling speed
Also see DI 3 of the engine governor and B-IN 12 and P_IN 8 of SAM.
Parameters
Value 1: Park brake interlock via SAM
input B_IN6
Value 2: Park brake interlock via CAN
(J1939 or CANOpen)
Value 3: Park brake interlock via
SAM input B_IN6 or CAN (J1939 or
CANOpen)
B_IN 12 – Neutral
PV5040
Function
This signal is also required to make sure that the vehicle is in a safe condition when the idling speed is increased. It
prevents the vehicle from moving suddenly when the “engine cold” signal (CE signal from the engine governor,
via CAN) increases the idling speed. In addition, the B_IN 6 input (parking brake interlock) must be activated.
The system selects the highest value n0, n01 or n02 and sends it as n0_act to the engine governor.
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Functions 161
See also DI 3 of the engine governor and B-IN 6 and P_IN 8 of SAM.
n1 Increased idling speed 1 n0_act Currently selected idling speed B_IN6 Park interlock
n2 Increased idling speed 2 SC Speed governor B_IN12 Neutral
CE “Engine cold” signal n0 Idling speed
Parameters
Value 1: Neutral via SAM input B_IN12
Value 2: Neutral via CAN (J1939 or
CANOpen)
Value 3: Neutral via SAM input B_IN12
or CAN (J1939 or CANOpen)
B_IN 16 – Deactivate cylinder cutout 1

PV1804
Function
When this input is active, the “cylinder cutout” command of the engine governor is ignored.
The engine runs constantly on all cylinders.
Parameters
None
B_IN 19 – Reduced power 1
PV1905
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162 Functions
Function
• Together with B_IN 20, this input is used to select one of three torque curves. The curves determine
the maximum torque at a given speed and overwrite the speed-sensitive fuel limiter curve if this input
(or B_IN20) is activated. B-IN 19 is the LSB (least significant byte) for the selection.
• Required settings:
• Source (CAN or binary)
SEL Select
n Engine speed
Mmax Maximum torque
0 Rating 0: No power reduction
1 Rating 1
2 Rating 2
3 Rating 3
Parameters
None
Truth table
B_IN20 B_IN19 Decimal Reaction
0 0 0 No reaction
0 1 1 Curve 1 is used as the curve for the maximum torque
B_IN 20 – Reduced power 2

PV1906
Function
See B_IN 19. B-IN 20 is the MSB (most significant byte).
Parameters
None
Unused B_IN channels
The following channels are not used for the C&I application:
• B_IN 7
• B_IN 8
• B_IN 9
• B_IN 10
• B_IN 11
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Functions 163
• B_IN 13
• B_IN 14
• B_IN 15
• B_IN 17
• B_IN 18
Analog outputs V_OUT 1 ... 8

• Control of:
• Analog display instruments
• Analog inputs
• Output voltage 0 ... 10 V
• Voltage output current-carrying capacity: Imax: 0 ... 8 mA at 10 V
• Potential: Ubatt_GND
• Short-circuit protection: yes
V_OUT 1 – engine speed

Function
This output provides a voltage that is proportional to the engine speed.
Required settings:
• Scaling ( 0 ... nmax)
• Range (0 ... Umax)
Parameters
0 rpm = 0 V Scale for conversion from RPM to 0-10

PR0101 2000 rpm = 10 V rpm Instr.-Scale Engine Speed V
V_OUT 2 – Coolant temperature

Function
This output provides a voltage that is proportional to the coolant temperature.
Required settings:
• Scaling ( 0 ... tmax)
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164 Functions
Parameters
0 degC = 0 V
PR0102 150 degC = 10 V degC Instr.-Scale T-Coolant Scale for conversion from °C to 0-10V
V_OUT 3 – Fan speed

Function
This output provides a voltage that is proportional to the speed control at the Rockford fan.
Required settings:
• Scaling ( 0 ... nmax)
Parameters
0% = 0 V
PR0103 100% = 10 V % Instr.-Scale Rockford Speed Scale for conversion from % to 0-10V
V_OUT 4 – Lube-oil pressure

Function
This output provides a voltage that is proportional to the lube-oil pressure.
Required settings:
• Scaling ( 0 ... pmax)
Parameters
0 bar = 0 V Scale for conversion from mbar to

PR0104 10 bar = 10 V bar Instr.-Scale P-Lube Oil 0-10V
V_OUT 7 – Fan control 1

Function
This output is used to control fans (speed specification) that do not use PWM signals. The output can be used
instead of the PWM_OUT 1 signal to control the fan clutch. There are two equivalent outputs (see V_OUT
8). The control system is based on a PI controller. It is used for the HT circuit (engine coolant).
Required settings:
• Scaling ( 0 ... 100%)
• Range (0 ... 10 V)
Parameters
0% = 0 V
PR0107 100% = 10 V % Instr.-Scale Fan Speed Scale for conversion from % to 0-10V
V_OUT 8 – Fan control 2

Function
This output is used to control fans (speed specification) that do not use PWM signals. The output can be used
instead of the PWM_OUT 2 signal to control the fan clutch. There are two equivalent outputs (see V_OUT
7). The control system is based on a PI controller. It is used for the LT circuit (engine coolant).
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Functions 165
Required settings:
• Scaling ( 0 ... 100%)
• Range (0 ... 10 V)
Parameters
0% = 0 V
PR0108 100% = 10 V % Instr.-Scale Fan Speed Scale for conversion from % to 0-10V
Unused V_OUT channels

• V_OUT 5
• V_OUT 6
Analog inputs A_IN 1 ... 8

A_IN 1 – Temperature A
Function
The channel is used to acquire the combined exhaust gas temperature of engine bank A. The temperature
range is 0 ... 850 °C. The current temperature is displayed on DIS 10 (optional, if available).
Programmable system reactions:
• No alarm
• Message
• Yellow alarm
• Red alarm
• Measurement of:
• Pt100, extended
• Temperature measuring current: Pt100 4 mA
• Temperature input impedance: 1 kΩ
• Sensor supply: 5 V, max. 20 mA
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166 Functions
1 Uref
2 A/D channel
3 Pt100 input
Required settings:
• System reaction in case of limit violation
• Limit value
• Hysteresis
• Alarm delay time
Parameters
Value 1: Exhaust temp. monitoring and

alarm ON
PR0300 0 Binary T-Exhaust_A Monitoring ON alarm OFF
Value 0: No Protection
Value 1: Message
Value 3: Red Alarm
PR0301 2 Digital Selector Alarm T-Exhaust_A Value 4: Red alarm with security stop
PR0302 700 degC Level T-Exhaust_A HI Protection Level for HI Alarm
PR0303 10 degC Hysteresis T-Exhaust_A HI Hysteresis for HI Alarm Protection Level
Delay Time T-Exhaust_A HI

PR0304 2 s ON Delay time for crossing the HI level
Delay Time T-Exhaust_A HI

PR0305 2 s OFF Delay time for underruning the HI level
Grid Point For End of Scale (100%) In

PR0306 800 degC Scale Exhaust Temp. A °C
A_IN 2 – Temperature B
• Measurement of:
• Pt100, extended
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Functions 167
Function
The channel is used to acquire the combined exhaust gas temperature of engine bank B. The temperature
range is 0 ... 850 °C. The current temperature is displayed on DIS 10 (optional, if available).
• No alarm
• Message
• Yellow alarm
• Red alarm
1 Uref
2 A/D channel
3 Pt100 input
Required settings:
• Limit value
• Hysteresis
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168 Functions
Parameters

alarm ON
PR0310 0 Binary T-Exhaust_B Monitoring ON alarm OFF
Value 1: Message
Value 3: Red Alarm
PR0311 2 Digital Selector Alarm T-Exhaust_B Value 4: Red alarm with security stop
PR0312 700 degC Level T-Exhaust_B HI Protection Level for HI Alarm
PR0313 10 degC Hysteresis T-Exhaust_B HI Hysteresis for HI Alarm Protection Level
Delay Time T-Exhaust_B HI

PR0314 2 s ON Delay time for crossing the HI level
Delay Time T-Exhaust_B HI

PR0315 2 s OFF Delay time for underruning the HI level

PR0316 800 degC Scale Exhaust Temp. B °C
A_IN 3 – Pressure 1
• Current 0 ... 20 mA
• Current measurement 0 .. 20 mA
• Temperature input impedance: 150 Ω
Function
The channel is used to acquire a (random) pressure value with a 4 ... 20 mA sensor. The
present value is displayed on DIS 10 (option, if applicable).
• No alarm
• Message
• Yellow alarm
• Red alarm
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Functions 169
1 Uref
2 A/D channel
3 Input 0 ... 24 mA
Required settings:
• Maximum value (bar), presetting is 10 bar
• Limit value
• Hysteresis
Parameters
Value 1: Pressure monitoring and alarm

ON
PR0320 0 Binary Pressure 1 Monitoring ON OFF
Value 1: Message
Value 3: Red Alarm
PR0321 2 Digital Selector Alarm Pressure 1 Value 4: Red alarm with security stop
PR0322 9.5 bar Level Pressure 1 HI Protection Level for HI Alarm
PR0323 1 bar Hysteresis Pressure 1 HI Hysteresis for HI Alarm Protection Level
PR0324 2 s Delay Time Pressure 1 HI ON Delay time for crossing the HI level
PR0325 2 s Delay Time Pressure 1 HI OFF Delay time for underruning the HI level

PR0326 10 bar Scale Pressure 1 BAR
A_IN 4 – Pressure 2
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170 Functions

Function
The channel is used to acquire a (random) pressure value with a 4 ... 20 mA sensor. The
present value is displayed on DIS 10 (option, if applicable).
• No alarm
• Message
• Yellow alarm
• Red alarm
1 Uref
2 A/D channel
3 Input 0 ... 24 mA
Required settings:
• Maximum value (bar), presetting is 10 bar
• Limit value
• Hysteresis
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Functions 171
Parameters

ON
PR0330 0 Binary Pressure 2 Monitoring ON OFF
Value 1: Message
Value 3: Red Alarm
PR0331 2 Digital Selector Alarm Pressure 2 Value 4: Red alarm with security stop
PR0332 9.5 bar Level Pressure 2 HI Protection Level for HI Alarm
PR0333 1 bar Hysteresis Pressure 2 HI Hysteresis for HI Alarm Protection Level
PR0334 2 s Delay Time Pressure 2 HI ON Delay time for crossing the HI level
PR0335 2 s Delay Time Pressure 2 HI OFF Delay time for underruning the HI level

PR0336 10 bar Scale Pressure 2 BAR
A_IN 5 – Preheating temperature

• Measurement of:
• Pt100
• Voltage measurement: 0 ... 5 V, 0 ... 10 V
• Voltage measurement input impedance: 100 kΩ
Function
The channel is used to acquire the preheating temperature for a third control circuit in the preheating system.
This may be e.g. an auxiliary preheating device. The temperature range is 0 ... 150 °C.
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172 Functions
n Engine speed, n = n1: engine LT: low temperature circuit

running AUX: auxiliary circuit
PHS Preheating system MUX: Multiplexer
HT: high temperature circuit SEL Selection via PR0600
1 Uref
2 A/D channel
3 Pt100 input
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Functions 173
Parameters
Value 0: Aux. temperature

Value 1: Fuel temperature
Value 2: Oil temperature
PR0600 0 Digital Prehead Dest. Select Value 3: Intake air temperature
A_IN 6 – Air filter soiled

• Input impedance: 150 Ω
Function
The channel is used to acquire the differential pressure between the pressures upstream and downstream of
the air filter. A clogged filter is detected in this way (indicated on DIS 10, optional, if available).
• No alarm
• Message
• Yellow alarm
• Red alarm
1 Uref
2 A/D channel
3 Input 0 ... 24 mA
Required settings:
• Maximum value (mbar), presetting is 0 ... 100 mbar
• Scaling
• Limit value
• Hysteresis
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174 Functions
Parameters
Value 1: Air filter restr. monitoring and

alarm ON
PR0340 0 Binary Air Filter Restr. Monitor. ON alarm OFF
Value 1: Message
Value 3: Red Alarm
PR0341 2 Digital Selector AL Air Filter Restr. Value 4: Red alarm with security stop
PR0342 50 mbar Level Air Filter Restr. HI Protection Level for HI Alarm
PR0343 5 mbar Hyst. Air Filter Restr. HI Hysteresis for HI Alarm Protection Level
PR0344 2 s Delay Time Air Filter HI ON Delay time for crossing the HI level
PR0345 2 s Delay Time Air Filter HI OFF Delay time for underruning the HI level
Grid Point For End of Scale (100%) in

PR0346 100 mbar Scale Air Filter Restriction mbar
A_IN 7 – Fuel filter soiled

Function
The channel is used to acquire the differential pressure between the pressures before and after the fuel
filter. A clogged filter is detected in this way (indicated on DIS 10, optional, if available).
• No alarm
• Message
• Yellow alarm
• Red alarm
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Functions 175
1 Uref
2 A/D channel
3 Input 0 ... 24 mA
Required settings:
• Maximum value (bar), presetting is 0 ... 100 mbar
• Scaling
• Limit value
• Hysteresis
Parameters

alarm ON
PR0350 0 Binary Fuel Filter Restr. Monitor. ON alarm OFF
Value 1: Message
Value 3: Red Alarm
PR0351 2 Digital Selector AL Fuel Filter Restr. Value 4: Red alarm with security stop
PR0352 500 mbar Level Fuel Filter Restr. HI Protection Level for HI Alarm
PR0353 50 mbar Hyst. Fuel Filter Restr. HI Hysteresis for HI Alarm Protection Level
PR0354 2 s Delay Time Fuel Filter HI ON Delay time for crossing the HI level
PR0355 2 s Delay Time Fuel Filter HI OFF Delay time for underruning the HI level
Grid Point For End of Scale (100%) in

PR0356 1000 mbar Scale Fuel Filter Restriction mbar
A_IN 8 – Motor protection auxiliary input

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176 Functions
Required settings:
• Limit value (mA)
• Hysteresis
• Reaction in the event of a limit value violation
Function
The channel may be used to link any current signal to a limit value and trigger a defined
system reaction in the event of a limit value violation
• No alarm
• Message
• Yellow alarm
• Red alarm
1 Uref
2 A/D channel
3 Input 0 ... 24 mA
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Functions 177
Parameters

monitoring and alarm ON
PR0360 0 Binary Aux Protection Monitoring ON monitoring and alarm OFF
Value 1: Message
Value 3: Red Alarm
PR0361 2 Digital Selector AL Aux Protection Value 4: Red alarm with security stop
PR0362 20 mA Level Aux Protection HI Protection Level for HI Alarm
PR0363 1 mA Hyst. Aux Protection HI Hysteresis for HI Alarm Protection Level
PR0364 2 s Delay Time Aux Protect HI ON Delay time for crossing the HI level
PR0365 2 s Delay Time Aux Protect HI OFF Delay time for underruning the HI level
Frequency inputs F_IN 1 ... 2

Frequency inputs are not used for C&I applications:
• F_IN 1
• F_IN 2
Binary inputs with common ground P_IN 1 ... 8

• Controlled by:
• Switch to +Ubat
• Voltage range: Ubat_GND ... +Ubat
• Impedance: approx. 6.9 kΩ
• Input current to +Ubat: 3.5 mA
• Input current to Ubat_GND: 22 μA
• Switching to +Ubat
Uin > 10 V: closed (high)
Uin < 9 V: open (low)
• Electrical isolation: no
Required settings:
None
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178 Functions
NC Normally closed 1 Input

NO Normally open 2 Signal acquisition
P_IN 1 – Engine stop

PV1814
Function
Input is NC (normally closed):
The stopping sequence is initiated as soon as the switch is opened (disconnection from +24 V DC).
Parameters
PR0531 0 Binary Engine Stop Signal Mode Value 1: Default data set ECU
Value 0: Additional stop signal via CAN
active (CANOpen or J1939)
P_IN 2 — External preheating

PV5510
Function
Input is NO (normally open):
The external preheating unit is activated as soon as the switch is closed (connection to +24 V DC).
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Functions 179
Parameters
PR0511 1 Binary External Preheating Mode Value 0: External preheating disabled

Value 1: External preheating via SAM
input P_IN2
Value 2: External preheating via CAN
(J1939 or CANOpen)
Value 3: External preheating via
SAM input P_IN2 or CAN (J1939 or
CANOpen)
P_IN 3 – Engine start

PV5060
Function
When this input is actuated (+24 V DC applied), the start signal is sent via the CAN bus to the engine governor
(PV1813). The start sequence is initiated by the controller if the start conditions are fulfilled.
This input has the same function as input DI7 of the controller.
Parameters
PR0530 1 Binary Engine Start Signal Mode Value 0: Engine start function via SAM
disabled
Value 1: Engine start via SAM input
P_IN3
Value 2: Engine start via CAN (J1939
or CANOpen)
Value 3: Engine start via SAM input
P_IN3 or CAN (J1939 or CANOpen)
P_IN 6 – External fan on – Manual

PV6500
Function
The two fans (if available) are switched on as soon as the switch is closed (connection to +24 V DC).
The fan output is adjustable in PI-controlled fans; fans with 2-point control are switched on
(this selection occurs via parameter PR0165).
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180 Functions
Parameters
Value 1: 2-point governor (fan ON or

OFF only)
Value 0: PI governor (fan speed
PR0165 0 Binary Governor type variable)
PR0165 = 0: 2-point governor

PV6535 BT_OUTPUT FAN 1 (binary output for FAN 1)
PV6545 BT_OUTPUT FAN 2 (binary output for FAN 2)
PR0165 = 1: PI governor
PR0250 – see below
PR0251 – see below
PV6530 PWM_OUTPUT FAN 1
PV6540 PWM_OUTPUT FAN 2
Value 1: Fan control 1 is activated

PR0250 1 Binary Fan Control 1 ON Value 0: Fan control 1 is deactivated
Value 1: Fan control 2 is activated

PR0251 1 Binary Fan Control 2 ON Value 0: Fan control 2 is deactivated
Delay Time for Announcing an Alarm

PR0252 10 s Delay Time WB Fan Control for Wire Break
Current Difference in % for Wire Break

Detection in Reference to the actual
PR0253 0 % Wire Break Fan Detection Limit Current Requirement.
Manual Fan 1 ON Speed Speed Demand in % when the Function

PR0260 50 % Demand % Manual External Fan ON is activated
Manual Fan 2 ON Speed Speed Demand in % when the Function

PR0261 50 % Demand % Manual External Fan ON is activated
P_IN 7 – Engine rotation

PV1831
Function
The “Starter On” output (on the engine governor) is used to operate the start relay. The engine is
operated in this way without any injection by the engine governor.
Parameters
None
P_IN 8 – Minimum speed governor
PV5080
Function
Closing the switch (connection to +24 V DC) results in the direct increase of the idling speed. The system
selects the highest value n0, n1 or n2 and connects it as n0_act to the engine governor.
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Functions 181
n1 Increased idling speed 1 n0_act Currently selected idling speed B B_IN12 Neutral
n2 Increased idling speed 2 SC Speed governor
CE “Engine cold” signal from n0 Idling speed
engine governor B B_IN6 Park interlock
Parameters
PR0510 1 Binary Alternate Minimum Mode Value 0: Alternate minimum VSG

disabled
Value 1: Alternate minimum VSG via
SAM input P_IN8
CAN (J1939 or CANOpen)
SAM input P_IN8 or CAN (J1939 or
CANOpen)
PV5081 – Alternate minimum VSG: transfer value

PV1846 – Increased idle active (PV is sent via CAN to the engine governor)
Unused P_IN channels
• P_IN 4
• P_IN 5
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182 Functions
Relay outputs BR_OUT 1 ... 4

Function
Control of:
• Load
• Voltage range: U < 36 V
• NO — COM — NC
• Impedance “On”: R < 20 mΩ
• Imax: 1 A
• DC isolation: < 300 V
• Reason for switching
BR_OUT 1 – Preheater HT on
PV5520
Function
This relay switches the preheater for the HT circuit on (according to the measured values).
There are two different modes of operation:
• Engine stopped
• Engine in operation
If the engine is operating, the SAM checks the current preheating temperature (PV1126) and compares it
against the two values PR0601 and PR0602 (see below). If the PR0602 value is exceeded, the preheater is
switched off. If the temperature falls below the value of PR 0601, the preheater is switched on.
If the engine is stopped, the intake air temperature is used (PV1151) to control the preheater and the auxiliary
preheater. The values of the parameters PR0614 and PR0609 are used for this purpose.
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Functions 183
n Engine speed, n = n1: engine HT: high temperature circuit SEL Selection via PR0600
running LT: low temperature circuit
PHS Preheating system AUX: auxiliary circuit
Parameters
PR0601 70 degC Level Temp. Hold HT Heat Maintenance Threshold HT
PR0602 75 degC High Level Temp. Hold HT Upper Temperature Threshold HT
Heat Maintenance Threshold for

PR0609 0 degC Temp. Level Hold Engine Standstill
Upper Heat Maintenance

PR0614 40 degC High Level Temp. Temp. Hold Temp.Threshold for Engine Standstill
BR_OUT 2 – Preheater LT on
PV5530
Function
This relay switches the preheater for the LT circuit on (according to the measured values).
• PV1137 – Intercooler coolant temperature
• PV5531 – LT preheater binary output ON (program)
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184 Functions
Parameters
PR0605 30 degC Level Temp. Hold LT Heat Maintenance Threshold LT
PR0606 35 degC High Level Temp. Hold LT Upper Temperature Threshold LT
BR_OUT 3 – Auxiliary preheater on

Function
This relay switches the preheater for the auxiliary circuit on (according to the setting: SAM A_IN 5 (PV5500), intake
air temperature of the ECU (PV1151), oil temperature of the ECU (PV1140) or fuel temperature of the ECU (PV1152)).
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Functions 185
Parameters
Value 0: SAM input A_IN5 (auxiliary

preheating temperature
Value 1: Fuel temperature (via CAN
from ECU)
Value 2: Oil temperature (via CAN
from ECU)
Value 3: Intake air temperature (via
PR0600 Digital Source CAN from ECU)
PR0608 0 degC Level Preheat AUX Heat Maintenance Threshold AUX
Heat Maintenance Threshold for

PR0609 0 degC Temp. Level Hold Engine Standstill
PR0610 40 degC High Level Temp. Hold AUX Upper Temperature Threshold AUX
Upper Heat Maintenance

PR0614 40 degC High Level Temp. Temp. Hold Temp.Threshold for Engine Standstill
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186 Functions
Unused BR_OUT channel

The BR-OUT 4 channel is not used for C&I applications.
Binary transistor outputs BT_OUT 1 ... 20

• Control of:
• Loads
• Imax: 0.5 A
• Imax when channel switched off: 50 ... 150 μA
• High active
• DC isolation: no
• Short circuit protection: yes
• System reaction
BT_OUT 1 – Torque limitation active

PV5550
Function
The output switches in order to indicate that the torque limitation (PV1009) is active.
Parameters
P0070 1 Binary BIN_OUT1_TEST Torque Value 0: Output not actuated in

Limit BIN Out test
Out test
BT_OUT 2 – Speed range 1

PV5560
Function
The output switches in order to indicate that the engine speed lies within a definable
speed window (speed window 1, PV1076).
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Functions 187
Parameters

Out test
BT_OUT 3 – Speed range 2

PV5570
Function
The output switches in order to indicate that the engine speed lies within a definable
speed window (speed window 2, PV1077).
Parameters

Out test
BT_OUT 8 – Overspeed alarm

PV5200
Function
The output switches once the engine speed lies above the overspeed limit (PV1003).
Parameters
PR0061 100000 Digital Config BT_OUT8 BT_OUT8 setting

Overspeed Al BIN Out test
Out test
BT_OUT 9 – Ready to start

PV5210
Functions
The output switches once the electronic devices and therefore the electronic system are operational (all
boot sequences concluded, internal system checks successfully concluded):
• PV1021 – Start sequence status
• PV5211 – SAM start sequence status
The characteristics of the output during the pre-lube period can be adjusted by means of PR0650.
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188 Functions
IGI_IN Engine governor ignition input TOP4 Starter on output

BT_OUT9“Ready for start” lamp output plube_limit Lube oil pressure limit value
P_IN3 Start button input plube Lube oil pressure
DI7 Start button input neng Engine speed
Parameters
PR0078 1 Binary BIN_OUT_TEST ready to start Value 0: Output not actuated in BIN Out
test
Value 1: Output actuated in BIN Out
test
PR0130 0 s Delay SAM ready for start Delay time for SAM startup
PR0650 1 Digital Pre-lube blink frequency Value 0: Ready for start lamp
deactivated
Value 1: Ready for start lamp lights up
in the pre-lube period
Value 2: Ready for start lamp flashes
with 0.5 Hz in the pre-lube period
Value 3: Ready for start lamp
Input IGI thus has supply voltage. Once the starting sequence has been initiated (also se P_IN 3 – Start button) the
output switches a direct voltage of 1 Hz on and off. When the required lube oil pressure is established, the output
switches on continuously (high). The engine start is initiated by the reactivation of the input P_IN 3 (start button).
E532256/00E 08-01 © MTU

Functions 189
BT_OUT 11 – Coolant temperature too high

PV5220
Function
The output switches as soon as the coolant temperature has exceeded a limit value. The signal comes
from the engine governor via CAN (PV1129). The settings are made in the controller.
Possible system reactions (programmable in the controller):
• Warning only:
• Power limitation
• Power reduction
• Shutdown
Parameters
PR0080 1 Binary BIN_OUT_TEST HI T-Coolant Value 0: Output not actuated in BIN Out
test
test
BT_OUT 12 – Charge-air temperature too high

PV5230
Function
The output switches as soon as the charge-air temperature has exceeded a limit value. The signal comers
from the engine governor via CAN. The settings are made in the controller (PV1133).
Possible system reactions (programmable in the controller):
• Warning only:
• Power reduction
• Shutdown
Parameters

Charge Air BIN Out test
Out test
BT_OUT 13 – Coolant pressure too low

PV5240
Function
The output switches as soon as the charge-air temperature has exceeded a limit value. The signal comes
from the engine governor via CAN (PV1039). The settings are made in the controller.
Possible (programmable) system reactions:
• Warning only:
• Power reduction
• Shutdown
E532256/00E 08-01 © MTU

190 Functions
Parameters
PR0082 1 Binary BIN_OUT_TEST LO P Value 0: Output not actuated in

coolant BIN Out test
Out test
BT_OUT 14 – Lube oil pressure too low

PV5240
Function
The output switches as soon as the lube-oil pressure has fallen below a limit value. The signal comes from
the engine governor via CAN (PV1029). The settings are made in the controller.
• Warning only:
• Power reduction
• Shutdown
Parameters
PR0083 1 Binary BIN_OUT_TEST LO Value 0: Output not actuated in

P-Lube Oil BIN Out test
Out test
BT_OUT 15 – Crankcase pressure too high

PV5260
Function
The output switches as soon as the crankcase pressure has exceeded a limit value. The signal comes from
the engine governor via CAN (PV1034). The settings are made in the controller.
• Warning only:
• Power reduction
• Shutdown
Parameters
PR0084 1 Binary BIN_OUT_TEST HI P Value 0: Output not actuated in

Crankcase BIN Out test
Out test
BT_OUT 16 – Override active

PV5280
Function
This output indicates that the override function is switched on. A signal transmitter for the cab (e.g.
an alarm horn) can be connected here. The operator is thus informed of emergency operation.
The signal comes from the engine governor via CAN (PV1066).
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Functions 191
Parameters

OVERRIDE ON BIN Out test
Out test
BT_OUT 17 – Shutter 1;
PV6510
Function
SAM offers complex shutter and fan control for one or two fans with PI or 2-point governors. The
correcting variable for shutter 1 is the coolant temperature (PV1126). The engine must be operating
(PV1068 = 1), otherwise the shutter will remain closed.
tcool Coolant temperature

tair Intake air temperature
S1 Shutter 1
S2 Shutter 2
P Parameters
E532256/00E 08-01 © MTU

192 Functions
Parameters
PR0086 0 Binary BIN_OUT_TEST Shutter 1 Value 0: Output not actuated in BIN

ON Out test
test
PR0154 0 % Open Shutter 1 Open Shutter 1
PR0155 2 degC Close Shutter 1 Hyst Close Shutter 1 Hyst
PR0156 0 % Start Fan 1 Start Fan 1
PR0157 4 degC Stop Fan 1 Hyst Stop Fan 1 Hyst
PR0162 4 degC Brake Reduction Brake Reduction
PR0163 1 Binary Enable Brake Reduction To enable the Brake Reduction set
TRUE
to disable set FALSE
PR0165 0 Binary Governor select Select the governor type:

Value 0: 2-point governor
Value 1: PI governor
PR0166 10 s Delay Shutter1/Fan1 Shutter 1 Control is delayed after

engine start for the defined time
PV6511 – Shutter 1 OPEN (further program processing)

PV6510 – Binary output BT_OUT 17
BT_OUT18 – Shutter 2
PV6520
Function
SAM offers complex shutter and fan control for one or two fans with PI or 2-point governors. The correcting variable
for shutter 2 is the coolant temperature (PV1126, if the engine is operating) or the intake air temperature (PV1131, if
the engine is shut down). The engine must be operating (PV1068 = 1), otherwise the shutter will remain closed.
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Functions 193

S1 Shutter 1
S2 Shutter 2
P Parameters
Parameters
PR0087 0 Binary BIN_OUT_TEST Shutter 2 Value 0: Output not actuated in BIN

ON Out test
test
PR0151 1000 rpm Release Speed Fan2
To enable Fan 2 --> True

PR0152 1 Binary Config Fan 2 To disable Fan 2 --> False
PR0158 0 % Open Shutter 2 Open Shutter 2
PR0159 2 degC Close Shutter 2 Hyst Close Shutter 2 Hyst
PR0160 0 % Start Fan 2 Start Fan 2
PR0161 4 degC Stop Fan 2 Hyst Stop Fan 2
To enable the Brake Reduction set

TRUE
PR0163 1 Binary Enable Brake Reduction to disable set FALSE
Select the governor type:

PR0165 0 Binary Governor select Value 1: PI governor
Shutter 2 Control is delayed after

PR0167 10 s Delay Shutter2 / Fan 2 engine start for the defined time
PV6521 – Shutter 2 OPEN (further program processing)

PV6520 – Binary output BT_OUT 18
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194 Functions
Unused BT_OUT channels

• BT_OUT 2
• BT_OUT 3
• BT_OUT 4
• BT_OUT 5
• BT_OUT 6
• BT_OUT 7
• BT_OUT 10
• BT_OUT 19
• BT_OUT 20
Pulse-width-modulated outputs PWM_OUT 1 ... 2

The two pulse-width modulated outputs are used to control one or two fans (if available). The control can
have PI routine characteristics or be a 2-point governor. Depending on the settings and conditions, the fan
speed is controlled (PI governor) or the fan(s) is/are switched on and off (2-point governor).
Parameter:
PR0041 250 Hz Frequency PWM_OUT1 Frequency PWM_OUT1
Trolling Gov Para 1

PR0042 8 Digital PWM_OUT1 Gov Const. 1 PWM 1
Trolling Gov Para 2

Trolling Gov Para 3

PR0044 100000 Digital PWM_OUT1 Gov Const. 3 PWM1
PR0051 250 Hz Frequency PWM_OUT2 Frequency PWM_OUT2
Trolling Gov Para 1

Trolling Gov Para 2

Trolling Gov Para 3

PR0054 100000 Digital PWM_OUT2 Gov Const. 3 PWM2
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Functions 195
2-point governor

S1 Shutter 1
S2 Shutter 2
P Parameters
F1 Fan 1
F2 Fan 2
PI governor

P Parameters
F1 Fan 1
F2 Fan 2
PI PI governor
SEL Select
Parameter:
E532256/00E 08-01 © MTU

196 Functions
Parameters for 2–point governor/PI governor

TRUE
PR0163 1 Binary Enable Brake Reduction to disable set FALSE
Select the governor type:

PR0165 0 Binary Governor select Value 1: PI governor

PR0166 10 s Delay Shutter1/Fan1 engine start for the defined time

PR0167 10 s Delay Shutter2 / Fan 2 engine start for the defined time
PR0170 0 % L-PI T-Cool / Injct-Quantity L-PI T Coolant/Injection Quantity
PR0171 0 % L-VS T-Cool / Injct-Quantity L-VS T Coolant/Injection Quantity
PR0175 1 dec P-Value (mA/deg°C) P Constant (mA/deg°C)
PR0176 0.1 dec P-Value (s*mA/deg°C) I Constant (s*mA/deg°C)
PR0177 1 dec Output Scale Output Scaling
Limitation Value for the Result of the

PR0178 1000 dec I-Limit (mA) I_Governor
PR0180 0 degC Valve convert temp to % Valve conversion of temp to %
PR0181 500 mA Valve current max Valve current max
PR0182 0 A Limit_disable I_gov Limit_disable_governor
PR0192 4 degC Brake Reduction Fan 2 Brake Reduction Fan 2

Enable Brake Reduction TRUE
PR0193 1 Binary Fan2 to disable set FALSE
Select the governor type: 2 Point

Governor--> FALSE
PR0195 0 Binary Governorselect Fan2 PI Governor--> TRUE
Select the governor Input: T-Coolant-->

Select T- Cool/Charge Air FALSE
PR0196 0 Binary Fan2 T- Charge Air--> TRUE
PR0200 0 % L-PI T-Cool / Injct-Quantity 2 L-PI T Coolant/Injection Quantity 2
L-VS T-Cool / Injct-Quantity

PR0201 0 % 2 L-VS T Coolant/Injection Quantity 2
PR0205 1 dec P-Value (mA/deg°C) 2 P Constant (mA/deg°C) 2
PR0206 0.1 dec I-Value (s*mA/deg°C) 2 I Constant (s*mA/deg°C) 2
PR0207 1 dec Output Scale 2 Output Scaling 2
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Functions 197

PR0208 1000 dec I-Limit (mA) 2 I_Governor
PR0210 0 degC Valve convert temp to % 2 Valve conversion of temp to % 2
PR0211 500 mA Valve current max 2 Valve current max 2
PR0212 0 mA Limit_disable I_gov 2 Limit_disable_governor 2
PR0230 0 % L-PI T-Charge/Injct-Quantity L-PI T-LL/Injection quantity
PR0231 0 % L-VS T-Charge/Injct-Quantity L-VS T-LL/Injection Quantity
P-Value (mA/deg°C) Charge

PR0235 1 dec Air P Constant (mA/deg°C) LL
I-Value (s*mA/deg°C)
PR0236 0.1 dec Charge I Constant (s*mA/deg°C) LL
PR0237 1 dec Output Scale Charge Air Output Scaling LL

PR0238 1000 dec I-Limit (mA) Charge Air I_Governor
Valve convert temp to%

PR0240 0 degC Charge Valve conversion of temp to % LL
PR0241 500 mA Valve current max Charge Valve current max LL
PR0242 0 mA Limit_disable I_gov Charge Limit_shutdown_governor LL
Serial interfaces
CAN interfaces 1 ... 3
CAN1 – PCS5 CAN
The hardware of the CAN interface corresponds to the definition in ISO 11998. The controller supports
CAN version 2.0B (11/29 bit identifier). All interfaces are electrically isolated from each other and
from the SAM electronics. The interface operates at 5 V level.
The CAN communication is not interrupted if a connector is pulled at the SAM. The cable connector
must have terminating resistor (121Ω, see wiring diagram).
• Online self test: yes (by bus timeout monitoring application software)
• Offline diagnosis: yes (by offline test software: back-reading of transmitted messages)
This interface is used for the default bus.
CAN2 – PCS5 CAN
See “CAN1 – PCS5 CAN”. This interface is used for the redundant bus.
CAN3 – N.c.
This interface is not used for C&I applications.
RS232/RS422
This interface is not used for the C&I application.
Ethernet
This interface is used for the C&I application to connect a PC for displaying the Web page of the engine governor.
CANOpen and SAE-J1939
Printed-circuit board CCB2 is optionally located in slot 3, and provides interfaces according
to the CANOpen standard and SAE-J1939.
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198 Functions
The appropriate interface must be activated (via Minidialog (see (→ Page 315) ). It is also necessary
to specify which signals are to be available on the bus.
Value 0: Default Dataset ADEC

Value 1: Speed setting limit signal via
PR0501 0 Digital Speed Setting Limit Mode CAN active
PR0502 2 Digital Reset Trip Fuel Mode
PR0504 0 Digital Ext. Power Curve Limit Mode
PR0505 1 Digital Torque Limit 1 Mode
PR0506 0 Digital Torque Limit 2 Mode
PR0507 0 Digital Start Interlock Mode
PR0508 0 Digital Park Brake Interlock Mode
PR0509 0 Digital Neutral Mode

PR510 0 Digital Alternate Minimum Mode Value 1: Torque demand via CAN active
Value 0: Rating switches not active

Value 1: Rating switches via binary
input active
PR0511 1 Digital External Preheating Mode Value 2: Rating switches via can active
PR0512 1 Digital Analog Speed Demand Mode

Value 1: Additional start signal via CAN
PR530 0 Digital Engine Start Signal Mode active

Value 1: Additional stop signal via CAN
PR531 0 Digital Engine Stop Signal Mode active

Value 1: Additional alarm reset signal
PR0532 0 Digital Alarm Reset Mode via CAN active

Value 1: Governor parameter set
selection via binary input active
selection via CAN active
PR0533 1 Digital Gov. Para. Set Signal Mode selection via CAN or binary input active

Value 1: Additional override signal via
PR0534 0 Digital Override Signal Mode CAN active
PR0539 2 Digital Binary Output Test Signal Mode
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Functions 199
7.4 Additional SAM parameters and options

Global SAM parameters
The following parameters are required to define basic settings in SAM.
No. Presetting Unit Full designation Settings
Bit-coded value:
Bit 0: 1, no 2. Line in Initial Page, Bit 1:
1, no 2. Line in Service Page
Bit 2: 1, no ECU Error Code Text in
Initial Page, Bit 3: 1, no ECU Error
Code in Service Page
Bit 4: 1, no Al Prio in Initial Page, Bit5:
PR0001 1 Digital Conf. SAM Alarm Page Line1 1, no Al Prio Service
Bit-coded value:
Bit 0: 1, no 2. Line in Initial Page, Bit 1:
1, no 2. Line in Service Page
Bit 2: 1, no ECU Error Code Text in
Initial Page, Bit 3: 1, no ECU Error
Code in Service Page
Bit 4: 1, no Al Prio in Initial Page, Bit5:
PR0002 1 Digital Conf. SAM Alarm Page Line2 1, no Al Prio Service
1, Alarm Page
PR0003 1 Digital Select Initial Page 2, Error Page
1, Press ESC
PR0004 2 Digital Select Change to Service Page 2, Press ESC & ENTER (5s)
PR0005 300 s Time Back to Initial Page Time Back to Initial Page in Seconds
Time Back to Alarm Auto Disp in

PR0006 300 s Time Back to Alarm Auto Disp Seconds
PR0007 3 s Time Next Alarm Time Next Alarm in Seconds
PR0008 1 s Time Next Alarm After Scroll Time Next Alarm After Scroll in Seconds
Bit-coded value:
Bit 0: 1 Page "Clear Alarm Page"
existing
Bit 1: 1 "Clear Alarm Page" in restricted
PR0009 2 Digital Clear Alarm Page Area
SAM parameters – System extension

Additional parameters must be set depending on which SAM channels are assigned and
whether extension slots are assigned:
Bit-coded value which deactivates SAM

channels 1..16 .
Setting the Bit inverts current channel
PR0020 0 Digital Channel Deactivation C1-16 deactivation.
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200 Functions

channels 17..32 .
Setting the bits inverts current channel

channels 33..48 .

channels 49..64 .

channels 65..80 .

channels 81..96 .

channels 97..112 .

channels 113..116 .
Channel Deactivation Setting the bits inverts current channel
PR0027 0 Digital C113-116 deactivation.
Bit-coded value which deactivates

channels 1..16 of slot 1.
PR0028 0 Digital Slot 1 Channel Deactivation deactivation.


E532256/00E 08-01 © MTU

Functions 201
Parameters for monitoring

The following parameters must be set for node monitoring and suppressing system errors:
NMT Switch Off N1-N16 Bit 0 - Node is guarded

PR0031 2 Digital Bit 1 - Node is non-guarded
NMT Switch Off N17-N32 Bit 0 - Node is guarded

PR0032 0 Digital Bit 1 - Node is non-guarded
Bit 0 - Node is guarded

PR0033 0 Digital ECU monitored CAN node Bit 1 - Node is non-guarded
Bit 0 - Failure is deactivated

PR0035 8192 Digital SE error suppression Bit 1 - Failure is activated
Display
The following parameters are required when a display is connected:
0: All alarms are acknowledged

1: Individual alarms are
PR0120 0 Digital Display Acknowl.Configuration acknowledged
PR0121 36 Digital Display Node Number Display node configuration
Scale end value for fuel

Scale End Value for Fuel consumption bar charts on the
PR0900 0 l/h Consumption Bar Charts display. Used when <> 0
E532256/00E 08-01 © MTU

202 Functions
E532256/00E 08-01 © MTU

Communication protocols 203
8 Communication protocols
8.1 CANOpen C&I transmission values
Prerequisites
The CANOpen interface required for the functional scope described here is provided at the SAM if the
printed-circuit board CCB 2 (optional) is inserted in slot 3 (→ Page 27).
This printed-circuit board must be configured in the Minidialog (→ Page 315).
General notes
Use
For the C&I application MTU provides an interface according to the CANOpen protocol.
This document sets out the Process Data Objects (abbreviated in the following as PDOs),
which are transmitted in accordance with this protocol.
The 8-byte long words with a total of 64 bits can transmit the following values:
• Binary status messages
• Analog measurement values
• Binary diagnostic messages
• Binary specification
• Analog specifications
Notes
In the headlines of the tables * appear at various positions. These have the following significance:
• * One of the following error codes: 134, 136, 142, 144, 145, 147, 149, 151, 363, 364
• ** Takes the value ZERO or 1
• additionally, with Sensor Defect (SD) → ZERO
• in the case of Missing Data (MD) → 1
• *** Prerequisite for this COB ID is: NODE ID = 11. For other node ID (→ Page 203)
• **** ERR_MD is indicated if PV110010 MD is → ERR_MD = 1. Combination ERR_MD =
1 and PV510037 bit 0 = 1 → Communication error
Calculation of the COB IDs
Transmit PDOs
COB-ID = 80 + [NODE ID]+[Offset]+([PDO number]*100)
Example:
• Node ID: 6
• Object: Node ID + 2, TPDO 3
• → COB ID = 80 + 6 + 2 + (3 * 100) = 388
Receive PDOs
COB ID: = 100 + [NODE--ID]+[Offset]+([PDO--Number]*100)
Example:
• Node ID: 6
• Object: Node ID + 0, RPDO 2
• → COB ID = 100 + 6 + 0 + (2 * 100) = 306
Table columns for PDO binary messages / specifications
A tabular header for binary status messages has the following structure:
PDO binary status Sys.

message: No.
Byte PD Obj. NODE ID + 0, Transmit
PV Bit- Bit- Bit- PDO 1;
Name No. Byte No. No. No. COB ID 186*** Index Remarks
E532256/00E 08-01 © MTU

The columns have the following meaning:

• Name
Name of the process variables
• PV No.
Number of the process variables
• Byte
Number of the Byte
• Byte Bit No.
Number of the bit within the corresponding byte
• PD Bit No.
Number of the bit, referenced to the complete PDO
• Object Bit No.
Number of the bit, referenced to the object
• PDO type and COB-ID
e.g.:
PDO binary status message:
NODE ID + 0, Transmit PDO 1;
COB ID 186***
The PV is described in detail in the field below
• System no. and index
MTU internal number
• Remarks
If required, further information can be given here
Tabular headers for PDO analog measurement values/specifications
A tabular header for analog values has the following structure:
Byte PD Obj. ECU PDO analog measured values: ECU

PV
Name Byte Bit- Bit- Bit- PV- NODE ID + 0, Transmit PDO 2; Error Remarks
no.
No. No. No. Index COB ID 286*** Code
The columns have the following meaning:

• Name
Name of the process variables
• PV No.
Number of the process variables
• Byte
Number of the byte
• Byte bit no.
Number of the bit within the corresponding byte
• PD Bit No.
Number of the bit, referenced to the complete PDO
• Object bit no.
Number of the bit, referenced to the object
• PDO type and COB-ID
PDO analog measured values:
NODE ID + 0, Transmit PDO 2;
COB ID 286***
The field underneath describes the PV in more detail and gives a typical value. The adjacent column
shows which value stands for the specified typical value in which byte.
• ECU error code
MTU internal number
• Remarks
If required, further information can be given here
E532256/00E 08-01 © MTU

Overview
The following tables given an overview of all transmitting and receiving PDOs. Each PDO
can transmit up to two process variables (PVs).
Send PDOs (Transmit)
Node-ID Offset 0
Trans-
Node-ID
mit- COB-ID PV-Name PV-Name
Offset
PDO
0 1 194 PV500050 Binary Signal 3 PV500051 Binary Status 3
0 2 294 PV001140 T-Lube Oil PV001126 T-Coolant
0 3 394 PV001002 Engine Speed PV001057 Charger Speed ETC1
0 4 494 PV001115 ECU Operating Hours dummy 1
Node-ID Offset 1
Trans-
Node-ID
Offset
PDO
1 1 195 PV001026 P-Lube Oil PV001049 P-Charge Air
1 2 295 PV001131 T-Charge Air PV001152 T-Fuel
1 3 395 PV001046 P-Fuel PV001205 Actual Droop
1 4 495 PV001137 T-Coolant Intercooler PV001151 T-Intake Air
Node-ID Offset 2
Trans-
Node-ID
Offset
PDO
2 1 196 PV001021 Status Start Sequence PV001075 Actual Failure Codes
PV001216 Act. Torque in Relation to

2 2 296 PV001409 Requested Torque
DBR
PV001223 PWM Ratio Output Fan

2 3 396 PV001314 Optimum Load Signal (OLS)
Control
2 4 496 dummy 2 PV001104 ECU Power Supply Voltage
E532256/00E 08-01 © MTU

Node-ID Offset 3
Trans-
Node-ID
Offset
PDO
3 1 197 PV001031 P-Crankcase PV001036 P-Coolant after Pump
3 2 297 PV001041 P-Coolant Intercooler dummy 3
3 3 397 PV001119 Actual Fuel Consumption PV001120 Daily Fuel Consumption
PV001198 Mean Trip Fuel

3 4 497 PV001121 Total Fuel Consumption
Consumption
Node-ID Offset 4
Trans-
Node-ID
Offset
PDO
PV001316 Common Trip By Empty

4 1 198 PV001255 Trip Operating Hours
Drive
PV001017 Effective Engine Speed

4 2 298 PV001016 Selected Speed Demand
Demand
4 3 398 PV500010 Diagnostic Message 1 PV500011 Diagnostic Status 1
4 4 498 PV500020 Diagnostic Message 2 PV500021 Diagnostic Status 2
Receive-PDOs (Receive)
Node-ID Receive-
COB-ID PV-Name PV-Name
Offset PDO
0 1 214 PV500110 Binary Demand Signal 1 PV500111 Binary Demand Status 1
PV009201 CANopen Speed Demand

0 2 314 (dummy3) dummy 4
Analog
0 3 414 PV009289 Torque Limit 2 PV009288 Torque Limit 1
0 4 514 (dummy 1) dummy 5 (dummy 2) dummy 6
Binary messages
The following pages describe the binary messages that are transmitted.
E532256/00E 08-01 © MTU

Byte PD Obj. PDO Bin. Status Sig.: Sys.

PV Bit- Bit- Bit- NODE ID + 0, Transmit No.
Name No. Byte No. No. No. PDO 1; COB ID 194*** Index Remarks
0 0 24
1 1 25
2 2 26
Byte 3 3 27
8 4 4 28
5 5 29
6 6 30
7 7 31
0 8 16 Torque Limitation Active 00 1 008
1 9 17 Power Reduction Active 00 1 009
Request Cold Engine

2 00 1 317
10 18 Operation
Byte 3 11 19 Preheating HT ON 00 5 520
7
4 12 20 Preheating NT ON 00 5 530
5 13 21 Aux. Preheating ON 00 5 540
6 14 22
PV 7 15 23 Status =
Binary
500 “0“ if value
Status 3 0 16 8
051 valid
Preheat Temp. Not
1 00 1
17 9 Reached 089
2 18 10 Automatic Shutdown 00 1 213

Byte 3 19 11
6
4 20 12
5 21 13
6 22 14
7 23 15
0 24 0 External Stop Activated 00 1 001
1 25 1 Speed Demand Fail Mode 00 1 013
2 26 2
Byte 3 27 3
5 4 28 4
5 29 5 Engine Running 00 1 068
6 30 6
7 31 7
E532256/00E 08-01 © MTU
Byte PD Obj. PDO Bin. Status Sig.: Sys.

PV Bit- Bit- Bit- NODE ID + 0, Transmit No.
0 32 24
1 33 25
2 34 26
Byte 3 35 27
4 4 36 28
5 37 29
6 38 30
7 39 31
0 40 16 Torque Limitation Active 00 1 008
1 41 17 Power Reduction Active 00 1 009
Request Cold Engine

2 00 1 317
42 18 Operation
Byte 3 43 19 Preheating HT ON 00 5 520
3
4 44 20 Preheating NT ON 00 5 530
5 45 21 Aux. Preheating ON 00 5 540
6 46 22
PV 7 47 23
Binary Measuring
500
Signal 3 0 48 8 values
050
Preheat Temp. Not
1 00 1
49 9 Reached 089
2 50 10 Automatic Shutdown 00 1 213

Byte 3 51 11
2
4 52 12
5 53 13
6 54 14
7 55 15
0 56 0 External Stop Activated 00 1 001
1 57 1 Speed Demand Fail Mode 00 1 013
2 58 2
Byte 3 59 3
1 4 60 4
5 61 5 Engine Running 00 1 068
6 62 6
7 63 7
E532256/00E 08-01 © MTU
Analog values
The following pages describe the analog values that are transmitted.
E532256/00E 08-01 © MTU


PV Bit- Bit- Bit- PV- NODE ID + 0, Transmit PDO 2; Error
Name No. Byte No. No. No. Index COB ID 294*** Code Remarks
0 0 24
1 1 25
2 2 26
Byte 3 3 27
00
8 4 4 28
5 5 29
6 6 30
7 7 31
0 8 16
1 9 17
2 10 18
Byte 3 11 19
00
7 4 12 20
5 13 21 Resolution: 0.01 °C
(signed)
6 14 22
Range - 40 °C to +150 °C
PV 7 15 23 The byte sequence must
T-Cool-
001 be as follows for the
ant 0 16 8
126 value computation:
Byte: 4 3 2 1
1 17 9
Example: 90 °C = 9000
2 18 10 digit = 0x2328h
Byte 3 19 11
23
6 4 20 12
5 21 13
6 22 14
7 23 15
0 24 0
1 25 1
2 26 2
Byte 3 27 3
28
5 4 28 4
5 29 5
6 30 6
7 31 7
E532256/00E 08-01 © MTU


0 32 24
1 33 25
2 34 26
Byte 3 35 27
FF
4 4 36 28
5 37 29
6 38 30
7 39 31
0 40 16
1 41 17
2 42 18
Byte 3 43 19
FF
3 4 44 20
(signed)
6 46 22
Range - 40 °C to +150 °C
T-Lube
Oil 0 48 8
Byte: 4 3 2 1
1 49 9
Example: -20 °C = -2000
2 50 10 digit = FFFFF830h
Byte 3 51 11
F8
2 4 52 12
5 53 13
6 54 14
7 55 15
0 56 0
1 57 1
2 58 2
Byte 3 59 3
30
1 4 60 4
5 61 5
6 62 6
7 63 7
E532256/00E 08-01 © MTU


0 0 24
1 1 25
2 2 26
Byte 3 3 27
00
8 4 4 28
5 5 29
6 6 30
7 7 31
0 8 16
1 9 17
2 10 18
Byte 3 11 19
00
7 4 12 20
Unit: rpm
5 13 21
Resolution: 0.1 rpm
6 14 22 Range 0 - 50,000 rpm
(signed)
Charger PV 7 15 23
Speed 001 The byte sequence must
ETC1 057 0 16 8 be as follows for the
value computation:
1 17 9 Byte: 4 3 2 1
2 18 10 Example: 600 rpm =
6000 digit = 0x1770h
Byte 3 19 11
17
6 4 20 12
5 21 13
6 22 14
7 23 15
0 24 0
1 25 1
2 26 2
Byte 3 27 3
70
5 4 28 4
5 29 5
6 30 6
7 31 7
E532256/00E 08-01 © MTU


0 32 24
1 33 25
2 34 26
Byte 3 35 27
00
4 4 36 28
5 37 29
6 38 30
7 39 31
0 40 16
1 41 17
2 42 18
Byte 3 43 19
00
3 4 44 20
Unit: rpm
5 45 21
Resolution: 0.1 rpm
6 46 22 (signed)
Range 0 - 3000 rpm
PV 7 47 23
Engine The byte sequence must
001
Speed 0 48 8 be as follows for the
002
value computation:
1 49 9 Byte: 4 3 2 1
2 50 10 Example: 600 rpm =
6000 digit = 0x1770h
Byte 3 51 11
17
2 4 52 12
5 53 13
6 54 14
7 55 15
0 56 0
1 57 1
2 58 2
Byte 3 59 3
70
1 4 60 4
5 61 5
6 62 6
7 63 7
E532256/00E 08-01 © MTU


0 0 24
1 1 25
2 2 26
Byte 3 3 27
00
8 4 4 28
5 5 29
6 6 30
7 7 31
0 8 16
1 9 17
2 10 18
Byte 3 11 19
00
7 4 12 20
5 13 21
6 14 22
7 15 23
dummy 1 0 16 8
1 17 9
2 18 10
Byte 3 19 11
00
6 4 20 12
5 21 13
6 22 14
7 23 15
0 24 0
1 25 1
2 26 2
Byte 3 27 3
00
5 4 28 4
5 29 5
6 30 6
7 31 7
E532256/00E 08-01 © MTU


0 32 24
1 33 25
2 34 26
Byte 3 35 27
00
4 4 36 28
5 37 29
6 38 30
7 39 31
0 40 16
1 41 17
2 42 18
Byte 3 43 19
00
3 4 44 20
5 45 21 Unit: h
Resolution: 1 h
6 46 22
Range 0 - 200 000 h
ECU
Oper-
ating 0 48 8
Hours
1 49 9 Byte: 4 3 2 1
Example: 10000h =
2 50 10 10000 digit = 0x2710
Byte 3 51 11
27
2 4 52 12
5 53 13
6 54 14
7 55 15
0 56 0
1 57 1
2 58 2
Byte 3 59 3
10
1 4 60 4
5 61 5
6 62 6
7 63 7
E532256/00E 08-01 © MTU


0 0 24
1 1 25
2 2 26
Byte 3 3 27
00
8 4 4 28
5 5 29
6 6 30
7 7 31
0 8 16
1 9 17
2 10 18
Byte 3 11 19
02
7 4 12 20
5 13 21 Resolution: 0.01 mbar

(signed)
6 14 22
Range -4.5 - +4.5 bar
P-Charge
Air 0 16 8
Byte: 8 7 6 5
1 17 9
Example: 1.6 bar =
2 18 10 160000 digit = 0x21700
Byte 3 19 11
17
6 4 20 12
5 21 13
6 22 14
7 23 15
0 24 0
1 25 1
2 26 2
Byte 3 27 3
00
5 4 28 4
5 29 5
6 30 6
7 31 7
E532256/00E 08-01 © MTU


0 32 24
1 33 25
2 34 26
Byte 3 35 27
00
4 4 36 28
5 37 29
6 38 30
7 39 31
0 40 16
1 41 17
2 42 18
Byte 3 43 19
06
3 4 44 20
5 45 21 Resolution: 0.01 mbar

(signed)
6 46 22
Range -10 bar - +10 bar
P-Lube
Oil 0 48 8
Byte: 4 3 2 1
1 49 9
Example: 4.0 bar =
2 50 10 400000 digit = 0x61A80
Byte 3 51 11
1A
2 4 52 12
5 53 13
6 54 14
7 55 15
0 56 0
1 57 1
2 58 2
Byte 3 59 3
80
1 4 60 4
5 61 5
6 62 6
7 63 7
E532256/00E 08-01 © MTU


0 0 24
1 1 25
2 2 26
Byte 3 3 27
FF
8 4 4 28
5 5 29
6 6 30
7 7 31
0 8 16
1 9 17
2 10 18
Byte 3 11 19
FF
7 4 12 20
(signed)
6 14 22
Range - 40 °C to +150 °C
T-Fuel 001 be as follows for the
152 0 16 8 value computation:
Byte: 8 7 6 5
1 17 9
Example: - 5 °C = - 500
2 18 10 digit = 0xFFFFFE0C
Byte 3 19 11
FE
6 4 20 12
5 21 13
6 22 14
7 23 15
0 24 0
1 25 1
2 26 2
Byte 3 27 3
0C
5 4 28 4
5 29 5
6 30 6
7 31 7
E532256/00E 08-01 © MTU


0 32 24
1 33 25
2 34 26
Byte 3 35 27
00
4 4 36 28
5 37 29
6 38 30
7 39 31
0 40 16
1 41 17
2 42 18
Byte 3 43 19
00
3 4 44 20
(signed)
6 46 22
Range - 40 °C to +150 °C
T-Charge
Air 0 48 8
Byte: 4 3 2 1
1 49 9
Example: 60 °C = 6000
2 50 10 digit = 0x1770
Byte 3 51 11
17
2 4 52 12
5 53 13
6 54 14
7 55 15
0 56 0
1 57 1
2 58 2
Byte 3 59 3
70
1 4 60 4
5 61 5
6 62 6
7 63 7
E532256/00E 08-01 © MTU


0 0 24
1 1 25
2 2 26
Byte 3 3 27
00
8 4 4 28
5 5 29
6 6 30
7 7 31
0 8 16
1 9 17
2 10 18
Byte 3 11 19
00
7 4 12 20
5 13 21 Unit: %
Resolution: 0.001%
6 14 22
Range: 0-15%
Actual
Droop 0 16 8
1 17 9 Byte: 4 3 2 1
Example: 2.5% = 2500
2 18 10 digit = 0x9C4
Byte 3 19 11
09
6 4 20 12
5 21 13
6 22 14
7 23 15
0 24 0
1 25 1
2 26 2
Byte 3 27 3
C4
5 4 28 4
5 29 5
6 30 6
7 31 7
E532256/00E 08-01 © MTU


0 32 24
1 33 25
2 34 26
Byte 3 35 27
00
4 4 36 28
5 37 29
6 38 30
7 39 31
0 40 16
1 41 17
2 42 18
Byte 3 43 19
03
3 4 44 20
5 45 21 Unit: bar
Resolution: 0.01 mbar
6 46 22
Range 0 - 15 bar
P-Fuel 001 be as follows for the
046 0 48 8 value computation:
1 49 9 Byte: 4 3 2 1
Example: 2.5 bar =
2 50 10 250000 digit = 0x3D090
Byte 3 51 11
D0
2 4 52 12
5 53 13
6 54 14
7 55 15
0 56 0
1 57 1
2 58 2
Byte 3 59 3
90
1 4 60 4
5 61 5
6 62 6
7 63 7
E532256/00E 08-01 © MTU


0 0 24
1 1 25
2 2 26
Byte 3 3 27
FF
8 4 4 28
5 5 29
6 6 30
7 7 31
0 8 16
1 9 17
2 10 18
Byte 3 11 19
FF
7 4 12 20
(signed)
6 14 22
Range - 40 °C to +150 °C
T-Intake
Air 0 16 8
Byte: 8 7 6 5
1 17 9
Example: - 5 °C = - 500
2 18 10 digit = 0xFFFFFE0C
Byte 3 19 11
FE
6 4 20 12
5 21 13
6 22 14
7 23 15
0 24 0
1 25 1
2 26 2
Byte 3 27 3
0C
5 4 28 4
5 29 5
6 30 6
7 31 7
E532256/00E 08-01 © MTU


0 32 24
1 33 25
2 34 26
Byte 3 35 27
0
4 4 36 28
5 37 29
6 38 30
7 39 31
0 40 16
1 41 17
2 42 18
Byte 3 43 19
0
3 4 44 20
(signed)
6 46 22
Range - 40 °C to +150 °C
T-Cool- PV 7 47 23 The byte sequence must
ant Inter- 001 be as follows for the
cooler 137 0 48 8 value computation:
Byte: 4 3 2 1
1 49 9
Example: 60 °C = 6000
2 50 10 digit = 0x1770
Byte 3 51 11
17
2 4 52 12
5 53 13
6 54 14
7 55 15
0 56 0
1 57 1
2 58 2
Byte 3 59 3
70
1 4 60 4
5 61 5
6 62 6
7 63 7
E532256/00E 08-01 © MTU


0 0 24
1 1 25
2 2 26
Byte 3 3 27
00
8 4 4 28
5 5 29
6 6 30
7 7 31
0 8 16
1 9 17
2 10 18
Byte 3 11 19
00
7 4 12 20
5 13 21
Unit: digits
6 14 22
Range: 0-1000
Actual PV 7 15 23 The byte sequence must
Failure 001 be as follows for the
Codes 075 0 16 8 value computation:
Byte: 8 7 6 5
1 17 9
Example: 60 digit = 0x3C
2 18 10
Byte 3 19 11
00
6 4 20 12
5 21 13
6 22 14
7 23 15
0 24 0
1 25 1
2 26 2
Byte 3 27 3
3C
5 4 28 4
5 29 5
6 30 6
7 31 7
E532256/00E 08-01 © MTU


0 32 24
1 33 25
2 34 26
Byte 3 35 27
00
4 4 36 28
5 37 29
6 38 30
7 39 31
0 40 16
1 41 17
2 42 18
Byte 3 43 19
00
3 4 44 20
5 45 21
Unit: digits
6 46 22
Range: 0-7
Status PV 7 47 23 The byte sequence must
Start 001 be as follows for the
Sequence 021 0 48 8 value computation:
Byte: 4 3 2 1
1 49 9
Example: 60 digit = 0x3C
2 50 10
Byte 3 51 11
00
2 4 52 12
5 53 13
6 54 14
7 55 15
0 56 0
1 57 1
2 58 2
Byte 3 59 3
3C
1 4 60 4
5 61 5
6 62 6
7 63 7
E532256/00E 08-01 © MTU


0 0 24
1 1 25
2 2 26
Byte 3 3 27
0
8 4 4 28
5 5 29
6 6 30
7 7 31
0 8 16
1 9 17
2 10 18
Byte 3 11 19
0
7 4 12 20
Unit: Nm
5 13 21
Resolution: 0.1Nm
6 14 22 Range: -10000Nm -
+10000Nm
PV 7 15 23
Requested The byte sequence must
001
Torque 0 16 8 be as follows for the
409
value computation:
1 17 9 Byte: 8 7 6 5
2 18 10 Example: 2050 Nm =
20500 digit = 0x5014
Byte 3 19 11
50
6 4 20 12
5 21 13
6 22 14
7 23 15
0 24 0
1 25 1
2 26 2
Byte 3 27 3
14
5 4 28 4
5 29 5
6 30 6
7 31 7
E532256/00E 08-01 © MTU


0 32 24
1 33 25
2 34 26
Byte 3 35 27
0
4 4 36 28
5 37 29
6 38 30
7 39 31
0 40 16
1 41 17
2 42 18
Byte 3 43 19
3
3 4 44 20
Unit: %
5 45 21
Resolution: 0.001%
6 46 22 (signed)
Actual Range: -100% - +100%
PV 7 47 23
Torque in The byte sequence must
001
Relation 0 48 8 be as follows for the
216
to DBR value computation:
1 49 9 Byte: 4 3 2 1
2 50 10 Example: 75% = 75000
digit = 0x3D090
Byte 3 51 11
D0
2 4 52 12
5 53 13
6 54 14
7 55 15
0 56 0
1 57 1
2 58 2
Byte 3 59 3
90
1 4 60 4
5 61 5
6 62 6
7 63 7
E532256/00E 08-01 © MTU


0 0 24
1 1 25
2 2 26
Byte 3 3 27
0
8 4 4 28
5 5 29
6 6 30
7 7 31
0 8 16
1 9 17
2 10 18
Byte 3 11 19
01
7 4 12 20
Unit: %
5 13 21
Resolution: 0.001%
6 14 22 (signed)
Opti- Range: -150% - +150%
PV 7 15 23
mum The byte sequence must
001
Load 0 16 8 be as follows for the
314
Signal value computation:
1 17 9 Byte: 8 7 6 5
2 18 10 Example: 75% = 75000
digit = 0x124F8
Byte 3 19 11
24
6 4 20 12
5 21 13
6 22 14
7 23 15
0 24 0
1 25 1
2 26 2
Byte 3 27 3
F8
5 4 28 4
5 29 5
6 30 6
7 31 7
E532256/00E 08-01 © MTU


0 32 24
1 33 25
2 34 26
Byte 3 35 27
0
4 4 36 28
5 37 29
6 38 30
7 39 31
0 40 16
1 41 17
2 42 18
Byte 3 43 19
0
3 4 44 20
5 45 21 Unit: %
Resolution: 0.001%
6 46 22
PWM Range: -150% - +150%
Ratio 7 47 23 The byte sequence must
Output PV001223 be as follows for the
Fan 0 48 8 value computation:
Control Byte: 4 3 2 1
1 49 9
Example: 75% = 75000
2 50 10 digit = 0x124F8
Byte 3 51 11
D0
2 4 52 12
5 53 13
6 54 14
7 55 15
0 56 0
1 57 1
2 58 2
Byte 3 59 3
90
1 4 60 4
5 61 5
6 62 6
7 63 7
E532256/00E 08-01 © MTU


0 0 24
1 1 25
2 2 26
Byte 3 3 27
00
8 4 4 28
5 5 29
6 6 30
7 7 31
0 8 16
1 9 17
2 10 18
Byte 3 11 19
00
7 4 12 20
5 13 21
Resolution: 0.001 V
6 14 22 Range: 0-50 V
ECU The byte sequence must
PV 7 15 23
Power be as follows for the
001
Supply 0 16 8 value computation:
104
Voltage Byte: 8 7 6 5
1 17 9 Example: 20.5 V =
20500 digit = 0x5014
2 18 10
Byte 3 19 11
50
6 4 20 12
5 21 13
6 22 14
7 23 15
0 24 0
1 25 1
2 26 2
Byte 3 27 3
14
5 4 28 4
5 29 5
6 30 6
7 31 7
E532256/00E 08-01 © MTU


0 32 24
1 33 25
2 34 26
Byte 3 35 27
00
4 4 36 28
5 37 29
6 38 30
7 39 31
0 40 16
1 41 17
2 42 18
Byte 3 43 19
00
3 4 44 20
5 45 21
6 46 22
7 47 23
dummy 2
0 48 8
1 49 9
2 50 10
Byte 3 51 11
00
2 4 52 12
5 53 13
6 54 14
7 55 15
0 56 0
1 57 1
2 58 2
Byte 3 59 3
00
1 4 60 4
5 61 5
6 62 6
7 63 7
E532256/00E 08-01 © MTU


0 0 24
1 1 25
2 2 26
Byte 3 3 27
00
8 4 4 28
5 5 29
6 6 30
7 7 31
0 8 16
1 9 17
2 10 18
Byte 3 11 19
03
7 4 12 20
Unit: bar
5 13 21
6 14 22 (signed)
Range -15bar - +15 bar
P-Cool- PV 7 15 23
ant after 001 The byte sequence must
Pump 036 0 16 8 be as follows for the
value computation:
1 17 9 Byte: 8 7 6 5
2 18 10 Example: 2.5 bar =
250000 digit = 0x3D090
Byte 3 19 11
D0
6 4 20 12
5 21 13
6 22 14
7 23 15
0 24 0
1 25 1
2 26 2
Byte 3 27 3
90
5 4 28 4
5 29 5
6 30 6
7 31 7
E532256/00E 08-01 © MTU


0 32 24
1 33 25
2 34 26
Byte 3 35 27
FF
4 4 36 28
5 37 29
6 38 30
7 39 31
0 40 16
1 41 17
2 42 18
Byte 3 43 19
FF
3 4 44 20
Unit: mbar
5 45 21
6 46 22 Range -500mbar -
+500mbar
PV 7 47 23
P-Crank- The byte sequence must
001
case 0 48 8 be as follows for the
031
value computation:
1 49 9 Byte: 4 3 2 1
2 50 10 Example: -50mbar =
-5000 digit = FFFFEC78
Byte 3 51 11
EC
2 4 52 12
5 53 13
6 54 14
7 55 15
0 56 0
1 57 1
2 58 2
Byte 3 59 3
78
1 4 60 4
5 61 5
6 62 6
7 63 7
E532256/00E 08-01 © MTU


0 0 24
1 1 25
2 2 26
Byte 3 3 27
0
8 4 4 28
5 5 29
6 6 30
7 7 31
0 8 16
1 9 17
2 10 18
Byte 3 11 19
0
7 4 12 20
5 13 21
6 14 22
7 15 23
dummy 3
0 16 8
1 17 9
2 18 10
Byte 3 19 11
0
6 4 20 12
5 21 13
6 22 14
7 23 15
0 24 0
1 25 1
2 26 2
Byte 3 27 3
0
5 4 28 4
5 29 5
6 30 6
7 31 7
E532256/00E 08-01 © MTU


0 32 24
1 33 25
2 34 26
Byte 3 35 27
0
4 4 36 28
5 37 29
6 38 30
7 39 31
0 40 16
1 41 17
2 42 18
Byte 3 43 19
3
3 4 44 20
Unit: bar
5 45 21
6 46 22 (signed)
Range -10bar - +10 bar
P-Cool- PV 7 47 23
ant Inter- 001 The byte sequence must
cooler 041 0 48 8 be as follows for the
value computation:
1 49 9 Byte: 4 3 2 1
2 50 10 Example: 2.5 bar =
250000 digit = 0x3D090
Byte 3 51 11
D0
2 4 52 12
5 53 13
6 54 14
7 55 15
0 56 0
1 57 1
2 58 2
Byte 3 59 3
90
1 4 60 4
5 61 5
6 62 6
7 63 7
E532256/00E 08-01 © MTU


0 0 24
1 1 25
2 2 26
Byte 3 3 27
00
8 4 4 28
5 5 29
6 6 30
7 7 31
0 8 16
1 9 17
2 10 18
Byte 3 11 19
01
7 4 12 20
Unit: l
5 13 21
Resolution: 0.1 l (signed)
6 14 22 Range -10 000 000 l
Daily to 10 000 000 l
Fuel PV 7 15 23
Con- 001 The byte sequence must
sump- 120 0 16 8 be as follows for the
tion value computation:
1 17 9 Byte: 8 7 6 5
2 18 10 Example: 900 l = 9000
digit = 0x2328
Byte 3 19 11
23
6 4 20 12
5 21 13
6 22 14
7 23 15
0 24 0
1 25 1
2 26 2
Byte 3 27 3
28
5 4 28 4
5 29 5
6 30 6
7 31 7
E532256/00E 08-01 © MTU


0 32 24
1 33 25
2 34 26
Byte 3 35 27
00
4 4 36 28
5 37 29
6 38 30
7 39 31
0 40 16
1 41 17
2 42 18
Byte 3 43 19
01
3 4 44 20
Unit: l/h
5 45 21 Resolution: 0.001 l/h
(signed)
6 46 22
Actual Range -1000 l/h to
Fuel PV 7 47 23 1000 l/h
1 49 9
Byte: 4 3 2 1
2 50 10 Example: 90 l/h = 90000
digit = 0x15F90
Byte 3 51 11
5F
2 4 52 12
5 53 13
6 54 14
7 55 15
0 56 0
1 57 1
2 58 2
Byte 3 59 3
90
1 4 60 4
5 61 5
6 62 6
7 63 7
E532256/00E 08-01 © MTU


0 0 24
1 1 25
2 2 26
Byte 3 3 27
00
8 4 4 28
5 5 29
6 6 30
7 7 31
0 8 16
1 9 17
2 10 18
Byte 3 11 19
01
7 4 12 20
Unit: l/h
5 13 21 Resolution: 0.001 l/h
(signed)
6 14 22
Mean Range -10 000 000 l/h
Trip Fuel PV 7 15 23 to +10 000 000 l/h
1 17 9
Byte: 8 7 6 5
2 18 10 Example: 90 l/h = 90
000 digit = 0x15F90
Byte 3 19 11
5F
6 4 20 12
5 21 13
6 22 14
7 23 15
0 24 0
1 25 1
2 26 2
Byte 3 27 3
90
5 4 28 4
5 29 5
6 30 6
7 31 7
E532256/00E 08-01 © MTU


0 32 24
1 33 25
2 34 26
Byte 3 35 27
00
4 4 36 28
5 37 29
6 38 30
7 39 31
0 40 16
1 41 17
2 42 18
Byte 3 43 19
00
3 4 44 20
Unit: l
5 45 21
Resolution: 0.1 l (signed)
6 46 22 Range -10 000 000 l
Total to +10 000 000 l
Fuel PV 7 47 23
1 49 9 Byte: 4 3 2 1
2 50 10 Example: 900 l = 9000
digit = 0x2328
Byte 3 51 11
23
2 4 52 12
5 53 13
6 54 14
7 55 15
0 56 0
1 57 1
2 58 2
Byte 3 59 3
28
1 4 60 4
5 61 5
6 62 6
7 63 7
E532256/00E 08-01 © MTU


0 0 24
1 1 25
2 2 26
Byte 3 3 27
00
8 4 4 28
5 5 29
6 6 30
7 7 31
0 8 16
1 9 17
2 10 18
Byte 3 11 19
00
7 4 12 20
5 13 21 Unit: sec
Resolution: 1 sec
6 14 22
Com- Range 0 - 200 000 sec
mon PV 7 15 23 The byte sequence must
Trip By 001 be as follows for the
Empty 316 0 16 8 value computation:
Drive Byte: 4 3 2 1
1 17 9
Example: 1h = 3600
2 18 10 digit = 0xE10
Byte 3 19 11
0E
6 4 20 12
5 21 13
6 22 14
7 23 15
0 24 0
1 25 1
2 26 2
Byte 3 27 3
10
5 4 28 4
5 29 5
6 30 6
7 31 7
E532256/00E 08-01 © MTU


0 32 24
1 33 25
2 34 26
Byte 3 35 27
00
4 4 36 28
5 37 29
6 38 30
7 39 31
0 40 16
1 41 17
2 42 18
Byte 3 43 19
00
3 4 44 20
5 45 21 Unit: h
Resolution: 1 h
6 46 22
Range 0 - 200 000 h
Trip
Oper-
ating 0 48 8
Hours
1 49 9 Byte: 4 3 2 1
Example: 10h = 10
2 50 10 digit = 0x10
Byte 3 51 11
00
2 4 52 12
5 53 13
6 54 14
7 55 15
0 56 0
1 57 1
2 58 2
Byte 3 59 3
10
1 4 60 4
5 61 5
6 62 6
7 63 7
E532256/00E 08-01 © MTU


0 0 24
1 1 25
2 2 26
Byte 3 3 27
0
8 4 4 28
5 5 29
6 6 30
7 7 31
0 8 16
1 9 17
2 10 18
Byte 3 11 19
0
7 4 12 20
5 13 21 Unit: rpm
Resolution: 0.1 rpm
6 14 22
Range 0 - 3000 rpm
Effective
Engine
Speed 0 16 8
Demand
1 17 9 Byte: 8 7 6 5
Example: 600 rpm =
2 18 10 6000 digit = 0x1770
Byte 3 19 11
17
6 4 20 12
5 21 13
6 22 14
7 23 15
0 24 0
1 25 1
2 26 2
Byte 3 27 3
70
5 4 28 4
5 29 5
6 30 6
7 31 7
E532256/00E 08-01 © MTU


0 32 24
1 33 25
2 34 26
Byte 3 35 27
0
4 4 36 28
5 37 29
6 38 30
7 39 31
0 40 16
1 41 17
2 42 18
Byte 3 43 19
0
3 4 44 20
5 45 21 Unit: rpm
Resolution: 0.1 rpm
6 46 22
Range 0 - 3000 rpm
Selected PV 7 47 23 The byte sequence must
Speed 001 be as follows for the
demand 016 0 48 8 value computation:
1 49 9 Byte: 8 7 6 5
Example: 600 rpm =
2 50 10 6000 digit = 0x1770
Byte 3 51 11
0
2 4 52 12
5 53 13
6 54 14
7 55 15
0 56 0
1 57 1
2 58 2
Byte 3 59 3
6
1 4 60 4
5 61 5
6 62 6
7 63 7
E532256/00E 08-01 © MTU

Binary received data

The following pages describe the binary received data PDOs (Bin_Receive)
E532256/00E 08-01 © MTU

Byte PD Obj. PDO-Bin. Diagnostic sig.: Sys.

PV Bit- Bit- Bit- NODE ID + 4, Transmit Index PV
0 0 24 HI T-Coolant 00 1 129
1 1 25 HI T-Charge Air 00 1 133
2 2 26 HI T-Coolant Intercooler 00 1 139
Byte 3 3 27 HI T-Lube Oil 00 1 143

8 4 4 28 Reserved
5 5 29 SS Engine Speed Low 00 1 177
6 6 30 AL Prelubrication Fault 00 1 237
7 7 31 Reserved
0 8 16 AL Combined Alarm Yellow 00 1 10
1 9 17 LO P-Lube Oil 00 1 29
2 10 18 LO Coolant Level 00 1 55
Byte 3 11 19 Reserved
7 4 12 20 AL ECU Defect 00 1 116
5 13 21 AL Speed Demand Defect 00 1 118
6 14 22 LO Power Supply 00 1 122

CANopen 7 15 23 HI Power Supply 00 1 123
PV Status =
Diagnos-
500 0 16 8 HIHI Charger Speed ETC1 00 1 70 “0” if value
tic Sta-
011 valid
tus 1
1 17 9 HIHI T-Fuel 00 1 200
2 18 10 LOLO P-Coolant after Pump 00 1 40
Byte 3 19 11 LOLO P-Coolant Intercooler 00 1 45

6 4 20 12 LOLO P-Fuel 00 1 48
5 21 13 LOLO T-Preheat 00 1 358
6 22 14 Reserved
7 23 15 Reserved
0 24 0 AL Combined Alarm Red 00 1 14
1 25 1 SS Overspeed 00 1 3
2 26 2 LOLO P-Lube Oil 00 1 30
3 27 3 HIHI T-Coolant 00 1 130

Byte
5 4 28 4 HIHI T-Lube Oil 00 1 144
5 29 5 HIHI T-Charge Air 00 1 168
HIHI ECU Power Supply

6
30 6 Voltage 00 1 271
7 31 7 HIHI P-Crankcase 00 1 35
E532256/00E 08-01 © MTU


0 32 24 HI T-Coolant 00 1 129
1 33 25 HI T-Charge Air 00 1 133
2 34 26 HI T-Coolant Intercooler 00 1 139
Byte 3 35 27 HI T-Lube Oil 00 1 143

4 4 36 28 Reserved
5 37 29 SS Engine Speed Low 00 1 177
6 38 30 AL Prelubrication Fault 00 1 237
7 39 31 Reserved
0 40 16 AL Combined Alarm Yellow 00 1 10
1 41 17 LO P-Lube Oil 00 1 29
2 42 18 LO Coolant Level 00 1 55
Byte 3 43 19 Reserved
3 4 44 20 AL ECU Defect 00 1 116
5 45 21 AL Speed Demand Defect 00 1 118
6 46 22 LO Power Supply 00 1 122

CANopen 7 47 23 HI Power Supply 00 1 123
PV
Diagnos- Measuring
500 0 48 8 HIHI Charger Speed ETC1 00 1 70
tic Mes- values
010
sage 1
1 49 9 HIHI T-Fuel 00 1 200
2 50 10 LOLO P-Coolant after Pump 00 1 40
Byte 3 51 11 LOLO P-Coolant Intercooler 00 1 45

2 4 52 12 LOLO P-Fuel 00 1 48
5 53 13 LOLO T-Preheat 00 1 358
6 54 14 Reserved
7 55 15 Reserved
0 56 0 AL Combined Alarm Red 00 1 14
1 57 1 SS Overspeed 00 1 3
2 58 2 LOLO P-Lube Oil 00 1 30
3 59 3 HIHI T-Coolant 00 1 130

Byte
1 4 60 4 HIHI T-Lube Oil 00 1 144
5 61 5 HIHI T-Charge Air 00 1 168
HIHI ECU Power Supply

6
62 6 Voltage 00 1 271
7 63 7 HIHI P-Crankcase 00 1 35
E532256/00E 08-01 © MTU


0 32 24 HI P-Crankcase 1 34
1 33 25 LO P-Coolant after Pump 1 39
2 34 26 LO P-Coolant Intercooler 1 44
Byte 3 35 27 LO P-Fuel 1 47
4 4 36 28 LO P-Charge Air 1 50
5 37 29 HI P-Lube Oil Differential 1 54
6 38 30 LO P-Fuel (Common Rail) 1 64
7 39 31 HI P-Fuel (Common Rail) 1 65
0 40 16
1 41 17
2 42 18
Byte 3 43 19
3 4 44 20
5 45 21
6 46 22
CANopen 7 47 23
PV
Diagnos-
500 LOLO ECU Power Supply 270
tic Mes- 0
020 48 8 Voltage 00 1
sage 2
1 49 9 HI T-Fuel 00 1 299
2 50 10
Byte 3 51 11
2
4 52 12
5 53 13
6 54 14
7 55 15
0 56 0 Reserved
1 57 1 Reserved
2 58 2 LO T-Preheat 1 357
3 59 3 HI Air Filter Restr 9 xxx

Byte
1 4 60 4 HI Fuel Filter Restr. 9 xxx
5 61 5 AL Check ECU Error Code 1 178
6 62 6 HI Level Water Fuel Prefilter 1 225
7 63 7 HI Charger Speed ETC1 1 58
E532256/00E 08-01 © MTU


0 32 24 HI P-Crankcase 1 34
1 33 25 LO P-Coolant after Pump 1 39
2 34 26 LO P-Coolant Intercooler 1 44
Byte 3 35 27 LO P-Fuel 1 47
4 4 36 28 LO P-Charge Air 1 50
5 37 29 HI P-Lube Oil Differential 1 54
6 38 30 LO P-Fuel (Common Rail) 1 64
7 39 31 HI P-Fuel (Common Rail) 1 65
0 40 16
1 41 17
2 42 18
Byte 3 43 19
3 4 44 20
5 45 21
6 46 22
CANopen 7 47 23
PV
Diagnos-
500 LOLO ECU Power Supply 270
tic Mes- 0
020 48 8 Voltage 00 1
sage 2
1 49 9 HI T-Fuel 00 1 299
2 50 10
Byte 3 51 11
2
4 52 12
5 53 13
6 54 14
7 55 15
0 56 0 Reserved
1 57 1 Reserved
2 58 2 LO T-Preheat 1 357
3 59 3 HI Air Filter Restr 9 xxx

Byte
1 4 60 4 HI Fuel Filter Restr. 9 xxx
5 61 5 AL Check ECU Error Code 1 178
6 62 6 HI Level Water Fuel Prefilter 1 225
7 63 7 HI Charger Speed ETC1 1 58
E532256/00E 08-01 © MTU

Analog received data

The following pages describe the analog received data PDOs (Ana_Receive)
E532256/00E 08-01 © MTU

Byte PD Obj. PDO-Bin. Spec.: Sys.

PV Bit- Bit- Bit- NODE ID + 0, Receive No.
0 0 24 External Preheating Enable 009 851
1 1 25 Speed Setting Limit Active 009 221
2 2 26
Byte 3 3 27
8 4 4 28
5 5 29
6 6 30
7 7 31
0 8 16 Binary Output Test 009 217
1 9 17 Reset Trip Fuel Counter 009 241
External Power Curve

2
10 18 Limitation 009 257
Byte 3 11 19 Force Max Fan Speed 009 269

7 4 12 20 Start Interlock 009 720
5 13 21 Park Break Interlock 009 730
6 14 22 Neutral 009 740

CANopen PV Alternate Minimum VSG/ Status =
Binary In 500 7 “0” if value
15 23 Incr. Idle 009 780
Status 4 111 valid
0 16 8
1 17 9
2 18 10
Byte 3 19 11
6 4 20 12 Engine Start 009 213
5 21 13
6 22 14
7 23 15
0 24 0
1 25 1 Override 009 207
2 26 2
Byte 3 27 3
5 4 28 4
5 29 5 Engine Stop 009 214
6 30 6 Alarm Reset 009 216
7 31 7
E532256/00E 08-01 © MTU
PDO-Bin. Spec.: Sys.

Byte PD Obj. NODE ID + 0, Receive No.
PV Bit- Bit- Bit- PDO 1;
Name No. Byte No. No. No. COB ID 214*** Index Remarks
0 32 24 External Preheating Enable 009 851
1 33 25 Speed Setting Limit Active 009 221
2 34 26
Byte 3 35 27
4 4 36 28
5 37 29
6 38 30
7 39 31
0 40 16 Binary Output Test 009 217
1 41 17 Reset Trip Fuel Counter 009 241
External Power Curve

2
42 18 Limitation 009 257
Byte 3 43 19 Force Max Fan Speed 009 269

3 4 44 20 Start Interlock 009 720
5 45 21 Park Break Interlock 009 730
6 46 22 Neutral 009 740

CANopen PV Alternate Minimum VSG/
7 Measuring
Binary In 500 47 23 Incr. Idle 009 780 value
Signal 4 110
0 48 8
1 49 9
2 50 10
Byte 3 51 11
2 4 52 12 Engine Start 009 213
5 53 13
6 54 14
7 55 15
0 56 0
1 57 1 Override 009 207
2 58 2
Byte 3 59 3
1 4 60 4
5 61 5 Engine Stop 009 214
6 62 6 Alarm Reset 009 216
E532256/00E 08-01 7 63 7 © MTU

Byte PD Obj. ECU PDO analog settings: ECU

PV Bit- Bit- Bit- PV- NODE ID + 0, Receive PDO 2; Error
0 0 24
1 1 25
2 2 26
Byte 3 3 27
8 4 4 28
5 5 29
6 6 30
7 7 31
0 8 16
1 9 17
2 10 18
Byte 3 11 19
7 4 12 20
5 13 21
6 14 22
7 15 23
dummy 4
0 16 8
1 17 9
2 18 10
Byte 3 19 11
6 4 20 12
5 21 13
6 22 14
7 23 15
0 24 0
1 25 1
2 26 2
Byte 3 27 3
5 4 28 4
5 29 5
6 30 6
7 31 7
E532256/00E 08-01 © MTU


0 32 24
1 33 25
2 34 26
Byte 3 35 27
0
4 4 36 28
5 37 29
6 38 30
7 39 31
0 40 16
1 41 17
2 42 18
Byte 3 43 19
0
3 4 44 20
5 45 21
Resolution: 0.1 rpm
6 46 22 Range 0 - 3000 rpm
CAN-
The byte sequence must
open PV 7 47 23 be as follows for the
Speed 009
0 48 8 value computation:
Demand 201
Analog Byte: 4 3 2 1
1 49 9 Example: 600 rpm =
6000 digit = 0x1770
2 50 10
Byte 3 51 11
17
2 4 52 12
5 53 13
6 54 14
7 55 15
0 56 0
1 57 1
2 58 2
Byte 3 59 3
70
1 4 60 4
5 61 5
6 62 6
7 63 7
E532256/00E 08-01 © MTU


0 0 24
1 1 25
2 2 26
Byte 3 3 27
00
8 4 4 28
5 5 29
6 6 30
7 7 31
0 8 16
1 9 17
2 10 18
Byte 3 11 19
00
7 4 12 20
5 13 21 Unit: Nm
Resolution: 0.1Nm
6 14 22
Range: 5000
Torque
Limit 1 0 16 8
1 17 9 Byte: 8 7 6 5
Example: 2050 Nm =
2 18 10 20500 digit = 0x5014
Byte 3 19 11
50
6 4 20 12
5 21 13
6 22 14
7 23 15
0 24 0
1 25 1
2 26 2
Byte 3 27 3
14
5 4 28 4
5 29 5
6 30 6
7 31 7
E532256/00E 08-01 © MTU


0 32 24
1 33 25
2 34 26
Byte 3 35 27
00
4 4 36 28
5 37 29
6 38 30
7 39 31
0 40 16
1 41 17
2 42 18
Byte 3 43 19
00
3 4 44 20
5 45 21 Unit: Nm
Resolution: 0.1Nm
6 46 22
range: 5000
Torque
Limit 2 0 48 8
Byte: 4 3 2 1
1 49 9
Example: 2050 Nm =
2 50 10 20500 digit = 0x5014
Byte 3 51 11
50
2 4 52 12
5 53 13
6 54 14
7 55 15
0 56 0
1 57 1
2 58 2
Byte 3 59 3
14
1 4 60 4
5 61 5
6 62 6
7 63 7
E532256/00E 08-01 © MTU


0 0 24
1 1 25
2 2 26
Byte 3 3 27
8 4 4 28
5 5 29
6 6 30
7 7 31
0 8 16
1 9 17
2 10 18
Byte 3 11 19
7 4 12 20
5 13 21
6 14 22
7 15 23
dummy 6
0 16 8
1 17 9
2 18 10
Byte 3 19 11
6 4 20 12
5 21 13
6 22 14
7 23 15
0 24 0
1 25 1
2 26 2
Byte 3 27 3
5 4 28 4
5 29 5
6 30 6
7 31 7
E532256/00E 08-01 © MTU


0 32 24
1 33 25
2 34 26
Byte 3 35 27
0
4 4 36 28
5 37 29
6 38 30
7 39 31
0 40 16
1 41 17
2 42 18
Byte 3 43 19
0
3 4 44 20
5 45 21
6 46 22
7 47 23
dummy 5
0 48 8
1 49 9
2 50 10
Byte 3 51 11
0
2 4 52 12
5 53 13
6 54 14
7 55 15
0 56 0
1 57 1
2 58 2
Byte 3 59 3
0
1 4 60 4
5 61 5
6 62 6
7 63 7
E532256/00E 08-01 © MTU

8.2 J1939 C&I transmission values
Prerequisites
The CANOpen interface required for the functional scope described here is provided at the SAM if the
printed-circuit board CCB 2 (optional) is inserted in slot 3 (→ Page 27).
This printed-circuit board must be configured in the Minidialog (→ Page 315).
Commands to the engine – J1939-Standard

PGN 0 (0000Hex) torque/engine speed governing system 1 – TSC1
The retarder can be disabled by entering a torque limitation of 0%. The limitation mode allows use of the
retarder only up to the limit specified in the prompt. In this way a deceleration of up to 50% can be allowed,
for example if this limitation is required by a device like an EBS (electronic brake system), and the use
of the retarder by others can be barred if an ABS control unit detects wheel slip.
• Repeated transmission if active; 10 ms to the engine – 50 ms to the retarder
• Data length: 8
• Data page: 0
• PDU format: 0
• PDU specific: DA PGN Further information
• Preset priority: 3
• Parameter group number: 0 (0x0)
Byte Bit Name SPN Designation Available
1 1-2 Override engine 695 00 Override deactivated Not yet used

mode
01 Control engine speed
10 Torque control
11 Engine speed/torque limit

control
1 3-4 Speed governing 696 no

conditions
requested by
engine
1 5-6 Override control 897 no

priority
2-3 - Speed/speed 898 Resolution: 0.125 rpm/bit, 0 yes

limitation Offset
requested by Data sector: 0 to 8031.875 rpm
engine
Operating range: like data
sector
4 - Torque/torque 518 Not yet used

limitation
requested by
engine
SPN 695: The override mode defines the type of command that is used. In case of the speed requested by
the engine, 01 is sent. If the rpm limitation requested by the engine is used, 11 is sent.
SPN 898: the parameter in the torque/speed governing message and supplied to the engine by external
sources. This is the speed at which the engine should run if the engine speed governing mode is active or
the speed that the engine should not exceed when the rpm limitation mode is active.
SPN 518: the parameter in the torque/speed governing message for controlling the output torque and supplied to the
engine or retarder. Limitation of the output torque to a value that the engine is not to exceed is not possible at present.
E532256/00E 08-01 © MTU

Command to vehicle control system – J1939 Standard

PGN 56832 RESET
NOTE – This alarm requires confirmation (see J1939-21, PGN 59392) by the receiving node. Individual and
separate protocols may continue to be used instead of the PGN “Reset trip odometer”, to maintain security.
• Transmission repeated If necessary
• Data length: 8
• Data page: 0
• PDU format: 222
• PDU specific: DA PGN Further information:
• Parameter group number: 56832 (0xDE00)
1.1 1-2 Trip odometer 988 00 Take no action yes

group 01 Reset
11 Not applicable
Resolution: 4 states/2 bit,
0 Offset
Data sector: 0 to 3
Operating range:
like data sector
1.3 3-4 Trip odometer 989 no

group 2 –
separate
2 Service 1584 no
component
identification
3.1 1-2 Reset engine 1211 no

operating hours
counter
SPN 988: command sign used for resetting the PGN and parameters as defined in table SPN988_A.
PGN 61441 Electronic brake control unit 1 – EBC1
For information on brake control
• Transmission repeated 100 ms
• Data length: 8
• Data page: 0
• PDU format: 240
• PDU specific: 1 PGN Further information:
• Parameter group number: 61441 (0xF001)
1.1 1-2 ASR engine 561 no

control active
1.3 3-4 ASR brake 562 no

control active
1.5 5-6 Anti-lock brake 563 no

system (ABS)
active
E532256/00E 08-01 © MTU

1.7 7-8 EBS brake 1121 no

switch
2 Brake pedal 521 no

position
3.1 1-2 ABS switch for 575 no

operation of the
vehicle off-road
3.3 3-4 ASR switch for 576 no

operation of the
vehicle off-road
3.5 5-6 ASR “hillholder” 577 no

switch
3.7 7-8 Acceleration 1238 no

slip regulation
override switch
4.1 1-2 Gas regulator 972 no

locking switch
4.3 3-4 Engine derate 971 no

switch regulator
4.5 5-6 Engine auxiliary 970 00 – Off yes

motor cut-out 01 – On
switch
10 – Fault
Engine stop
11 – Not available
Resolution: 4 states/2 bit, 0
offset
Data sector: 0 to 3
Operating range:
like data sector
4.7 7-8 Remote gas 969 no

regulator enable
switch
5 Selection of the 973 no

engine retarder
6.1 1-2 ABS Fully 1243 no

operational
6.3 3-4 EBS Red 1439 no

warning signal
6.5 5-6 ABS/EBS Yellow 1438 no

warning signal
(driven vehicle)
6.7 7-8 ATC/ASR 1793 no

Information
signal
E532256/00E 08-01 © MTU

7 Source address 1481 no

of the control
unit for the brake
control
8.3 3-4 Stop brake 2911 no

switch
8.5 5-6 Status of the 1836 no

trailer ABS
8.7 7-8 ABS Warning 1792 no

signal for tractor
unit trailer
SPN 970: disabling signal cutting off heating of the engine.

PGN 61443 (R) Electronic brake control unit 2 – EEC2, transmission
• Data length: 8
• Data page: 0
• PDU format: 240
E532256/00E 08-01 © MTU

Accelerator 558 no
pedal 1 Lowest
1 1-2 idle switch
Accelerator 559 no
pedal Kickdown
1 3-4 switch
Speed limitation 1437 no

1 5-6 status
Accelerator 2970 no
pedal 2 Lowest
1 7-8 idle switch
Accelerator 91 no
2 - pedal position
Percentage load 92 Resolution: 1%/bit, 0 offset yes

at current speed Data sector: 0 to 250%
3 - Operating range: 0 to 125%
Remote 974 no
accelerator
4 - pedal position
Accelerator 29 no
5 - pedal position
Vehicle 2979 no
acceleration limit
6 1-2 status
SPN 92: the ratio of actual engine torque in per cent (displayed) to the maximum displayed torque available
at the current engine speed and reduced to zero torque during the engine braking.
PGN 61444 Electronic engine governor 1 – EEC1
Engine-dependent parameters
• Data length: 8
• Data page: 0
• PDU format: 240
E532256/00E 08-01 © MTU

Engine speed 899 no

1 1-4 mode
Engine torque 512 no

desired by driver
2 - in per cent
Actual engine 513 Resolution: 1%/bit, -125% offset Not yet used
torque in per Data sector: -125 to 125%
cent
3 - Operating range: 0 to 125%
Engine speed 190 Resolution: 0.125 rpm/bit, yes

0 Offset
Data sector: 0 to 8,031.875 rpm
Operating range:
4-5 - like data sector
Origin address of 1483 no

the control unit
6 - for engine timing
Engine starter 1675 0000 Start not requested no

mode 0011 Start concluded (after
50ms mode goes to 0000)
0101 Starter blocked, since
engine
not ready for starting
(preheating)
7 1-4 1111 Not available
Torque 2432 no
demanded by
engine in per
8 - cent
SPN 513: the calculated output torque of the engine.

SPN 190: actual speed computed with a minimum crankshaft angle of 720 degrees.
PGN 64971 (R) Off-road engine timing selection – OHECS
Allows selection of the off-road engine timing modes as used for different engine modes for supporting
certain operating environments. The offering of characteristic data suitable for the planned work allows
the operator to select the desired mode of operation (e.g. economical fuel performance, system deviation
settings, alternating idle points, multiple engine synchronization, etc.) for maximizing the power under
given conditions. The operator selects these inputs through hard-wired switch operation, such that
the overall system control transmits the information to the engine timing.
• Data length: 8
• Data page: 0
• PDU format: 253
E532256/00E 08-01 © MTU

• Parameter group number: 64971 (0xFDCB)
Engine addition 2884 no

Auxiliary
1.1 1-2 governor switch
Engine 1377 no
Synchronization
1.3 3-4 switch
Engine 2883 00 – The standard lowest idle yes

Alternative point is selected
lowest idle 01 – Alternative lowest idle point
switch is selected
10 – Fault
11 – Not available or not used
0 Offset
Data sector: 0 to 3
Operating range:
1.5 5-6 like data sector
Engine Select 2882 Resolution: 256 states/8 bit, 0 Not yet used
alternative rated offset
setting Data sector: 0 to 255
Alt. accelerator Operating range:
pedal P level
2 like data sector
Engine Select 2881 Resolution: 16 states/4 bit, Not yet used

alternative P 0 Offset
level, accelerator
Data sector: 0 to 15
1
Operating range:
Engine Select 2879 no

alternative P
level, accelerator
3.5 5-8 2

alternative P
level, remote
4.1 1-4 accelerator

alternative P
level, auxiliary
4.5 5-8 input
SPN 2883: Operating switch that selects between the two lowest idle speeds, Standard and Alternative.
The normally program lowest idle speed is the lowest idle speed by default. If the alternative lowest
idle speed switch is activated, an alternative preprogrammed lowest idle speed is selected. The
accelerator pedal position control functions normally, but is now coupled to another lowest idle speed.
This selection has an effect on point 1 of the engine configuration.
E532256/00E 08-01 © MTU

SPN 2882: In some non-road bound applications it may be desirable to be able to select from several engine power
levels. The standard engine power level supplies the maximum available power across the operating range.
There are additional engine power levels that the user can select and that allow alternative fueling across the
operating range. Engine power selection number 1 is the highest level. Selection number 2 is the next highest,
selection 3 the next highest, etc. The selection affects the operating points in the engine configuration.
• 00 – Indicates that the maximum fuel feed is selected
• 01 – Indicates that the alternative fuel feed 1 is selected
• 04 to 253 – Indicates that the alternate power fuel feed 4 to 253 (in sequential order) is selected
• 254 – Fault state
• 255 – Not available
SPN 2881: In some non-road bound applications it may be desirable to have available several P levels
throughout the operating range of the engine. For example, this functionality in an agricultural tractor unit
allows a higher engine speed under a weak load, so that the vehicle can be driven at a higher speed on
roads between the fields. There is a normal P level setting and up to 13 additional preprogrammed P levels
that can be selected by the operator using switches. The options apply to accelerator pedal 1.
• 0000 – Normal P level adjustment is selected
• 0001 to 1101 – One of the alternative P level settings of 1 to 13 (in sequential order) is selected
• 1110 – Fault state
PGN 64979 Turbocharger information 6 – TCI6
• Transmission repeated 1 s
• Data length: 8
• Data page: 0
• PDU format: 253
• Parameter group number: 64979 (0xFDD3)
Engines 2629 Resolution: 0.03125 °C/bit, yes

Turbocharger -273 °C offset
1 compressor
Data sector: -273 to 1735 °C
outlet
temperature Operating range:
1-2 like data sector
Engines 2799 no
Turbocharger
2 compressor
outlet
3-4 temperature
Engines 2800 no
Turbocharger
3 compressor
outlet
5-6 temperature
Engines 2801 no
Turbocharger
4 compressor
outlet
7-8 temperature
SPN 2629: temperature of the air leaving turbocharger 1 at the blower outlet
PGN 65031 Outlet temperature – ET
• Transmission repeated 0.5 s
• Data length: 8
E532256/00E 08-01 © MTU

• Data page: 0
• PDU format: 254
• Parameter group number: 65031 (0xFE07)
Engine exhaust 2433 Resolution: 0.03125 °C/bit, Optional, not yet

Exhaust-gas -273 °C offset used
temperature –
right exhaust
manifold Operating range:
Engine exhaust 2434 Resolution: 0.03125 °C/bit, Optional, not yet

Exhaust-gas -273 °C offset used
temperature
– left exhaust
manifold Operating range:
SPN 2433: Temperature of the combustion byproducts in right exhaust manifold

SPN 2434: Temperature of the combustion byproducts in left exhaust manifold
PGN 65133 Heater information – HTR
• Data length: 8
• Data page: 0
• PDU format: 254
E532256/00E 08-01 © MTU

• Parameter group number: 65133 (0xFE6D)
Auxiliary heater 1687 no

Coolant output
1 temperature

Intake air
2 temperature

Output power in
3 per cent
Auxiliary heater 1677 0000 Heater not active Not yet used
operating mode 0001 Off because of ADR
(European Agreement
concerning the International
Carriage of Dangerous Goods
by Road)
0010 Economy mode
0011 Normal mode
0100-1101 Not defined
1110 Fault
1111 Not available
0 Offset
Operating range:
Auxiliary heater 1676 00 Water pump not running Not yet used
Water pump 01 Water pump running
status
10 Reserved
11 Not available
offset
Data sector: 0 to 3
Operating range:
Driver’s cab air 1678 no

5.3 3-4 conditioning
Engine Heating 1679 no

5.5 5-6 zone
Driver’s cab 1680 no

5.7 7-8 Heating zone
SPN 1677: Status of the auxiliary heater

SPN 1676: Parameter specifying whether the water pump of the auxiliary heater is running.
PGN 65164 (R) Additional analog information – AAI
Additional analog information
• Transmission repeated on request
E532256/00E 08-01 © MTU

• Data length: 8
• Data page: 0
• PDU format: 254
• Parameter group number: 65164 (0xFE8C)
Auxiliary 441 no
1 temperature 1
Auxiliary 442 no
2 temperature 2
Auxiliary 1387 Resolution: 16 kPa/bit, 0 offset Not yet used

pressure #1 Data sector: 0 to 4000 kPa
Operating range:
3 like data sector
Auxiliary 1388 Resolution: 16 kPa/bit, 0 offset Not yet used

pressure #2 Data sector: 0 to 4000 kPa
Operating range:
4 like data sector
5-6 Auxiliary level 3087 no
SPN 1387: Auxiliary pressure #1: pressure measured by auxiliary pressure sensor #1. Not
to be used instead of the existing SPNs.
SPN 1388: Auxiliary pressure #2: pressure measured by auxiliary pressure sensor #2. Not
to be used instead of the existing SPNs.
PGN 65169 Runout of fuel – FL
• Data length: 8
• Data page: 0
• PDU format: 254
E532256/00E 08-01 © MTU

Engine Fuel 1239 00 – No leak detected Not yet used

leakage 1 01 – Leak detected
offset
Data sector: 0 to 3
Operating range:
Engine Fuel 1240 00 – No leak detected Not yet used

leakage 2 01 – Leak detected
offset
Data sector: 0 to 3
Operating range:
SPN 1239: State message indicating fuel leakage in the fuel distributor of the engine. The leak
can occur upstream or downstream from the fuel pump.
SPN 1240: State message indicating fuel leakage in the fuel distributor of the engine. The leak
can occur upstream or downstream from the fuel pump.
PGN 65170 Engine information – EI
• Data length: 8
• Data page: 0
• PDU format: 254
Engine prefilter 1208 Resolution: 4 kPa/bit, 0 offset Not yet used

oil pressure Data sector: 0 to 1000 kPa
operating range:
1 like data sector
Engine exhaust 1209 no

2-3 pressure
Engine control 1210 no

4 rack position
Engine mass 1241 no

5-6 flow (gaseous)
Instantaneous 1242 no
estimated brake
7-8 power
SPN 1208: Gauge pressure of the engine oil before reaching the oil filter.
PGN 65172 Additional engine coolant – EAC
• Data length: 8
E532256/00E 08-01 © MTU

• Data page: 0
• PDU format: 254
Engine 1203 Resolution: 4 kPa/bit, 0 offset yes

additional Data sector: 0 to 1000 kPa
coolant pressure
Operating range:
1 like data sector
Engine 1212 no
additional
coolant
2 temperature
Sea water pump 2435 no

3 outlet pressure
SPN 1203: gauge pressure of the engine coolant in the intercooler located downstream from the turbocharger
PGN 65188 Engine temperature 2 – ET2
• Data length: 8
• Data page: 0
• PDU format: 254
• Parameter group number: 65188 (0xFEA4)
Engine oil 1135 no

1-2 temperature 2
Engine 1136 Resolution: 0.03125 °C/bit, Not yet used

temperature -273 °C offset
electronic control
Data sector: -273 to 1735
unit
°COperating range:

gas recirculation
differential
5-6 pressure

7-8 gas recirculation
temperature
SPN 1136: Temperature of the electronic control unit of the engine.

PGN 65191 Temperature of the alternator – AT
• Data length: 8
• Data page: 0
• PDU format: 254
E532256/00E 08-01 © MTU

• Parameter group number: 65191 (0xFEA7)
1 Alternator 1122 no
bearing 1
temperature
2 Alternator 1123 no
bearing 2
temperature
3 Alternator 1124 Resolution: 1 °C/bit, Not yet used

winding 1 -40 °C offset
temperature
operating range:
like data sector

temperature
Operating range:
like data sector

temperature
Operating range:
like data sector
SPN 1124: Temperature of the windings in the alternator.

PGN 65200 Trip odometer information 2 – TTI2
• Data length: 20
• Data page: 0
• PDU format: 254
E532256/00E 08-01 © MTU

• Parameter group number: 65200 (0xFEB0)
Trip odometer 1034 no

1-4 Travel time
Trip odometer 1035 no

5-8 Output time
Trip odometer 1036 Resolution: 0.05 hrs./bit, 0 yes

Engine running offset
time Data sector: 0 to 210 554
060.75 hrs.
Operating range:
Trip odometer 1037 Resolution: 0.05 hrs./bit, 0 yes

Idle speed time offset
Data sector: 0 to 210 554
060.75 hrs.
Operating range:
Trip 1038 no
Compressed air
compressor duty
17-20 cycle
SPN 1036: total time since the last resetting of the trip odometer during which the engine
speed was greater than zero. Please note that the time is not included in which the ignition
switch stands at “one” while the engine speed equals zero.
SPN 1037: total time since the last resetting of the trip odometer during which the engine speed was greater than
zero, both the output and the remote output were inactive and the speed of the vehicle was less than 2 km/h. For
shipbuilding applications this parameter is defined as the total time since the last reset of the trip odometer during
which the engine speed was greater than zero and less than or equal to 50 rpm above the lowest idle speed.
PGN 65203 Fuel information (liquid) – LFI
• Data length: 8
• Data page: 0
• PDU format: 254
• Parameter group number: 65203 (0xFEB3)
Total engine 1028 no

output fuel
1-4 consumption
Trip odometer 1029 Resolution: 0.05 l/hr per bit yes

average fuel 0 Offset
throughput
Data sector: 0 to 3212.75 l/hr
Operating range:
E532256/00E 08-01 © MTU

SPN 1029: average fuel throughput since the last reset of the trip odometer, equaling the fuel
consumed for the trip divided by the travel time during which the engine speed is greater than zero.
This includes idle speed, output (in motion and without motion) and automotive operation, but not
the ignition time during which the engine speed is zero rpm.
NOTE: This parameter is intended for liquid fuel engines. See SPN 1031 for alternative resolution.
PGN 65213 Fan drive – FD
• Data length: 8
• Data page: 0
• PDU format: 254
• Parameter group number: 65213 (0xFEBD)
Estimated fan 975 Resolution: 0.4%/bit, 0 offset yes

speed in per Data sector: 0 to 100%
cent
Operating range:
1 like data sector
Fan drive status 977 0000 Fan OFF Not yet used
0111 Default operation
1001 Manual control
offset
Operating range:
3-4 Fan speed 1639 no
SPN 975: estimated fan speed in terns of the ratio of fan drive (current speed) to fully switched-on fan
drive (maximum fan speed). A fan with two states (OFF/ON) uses 0% and 100%, respectively. A fan with
three states (OFF/MEDIUM/ON) uses 0%, 50% and 100%, respectively. An adjustable blower uses 0%
and 100%. Fan systems with multiple fans use 0 to 100% for specifying the percentage rate of the cooling
capacity. Note that the medium speed of a fan with three states for different fan drives will vary, so that
50% will be used to indicate that the medium speed is requested by the fan drive.
SPN 977: This parameter serves to indicate the current state or the operating mode of the fan drive.
PGN 65214 Electronic engine control unit 4 – EEC4
• Data length: 8
• Data page: 0
• PDU format: 254
E532256/00E 08-01 © MTU

• Parameter group number: 65214 (0xFEBE)
Rated output of 166 Resolution: 0.5 kW/bit, 0 offset Not yet used
the engine Data sector: 0 to 32127.5 kW
Operating range:
Rated speed of 189 Resolution: 0.125 rpm/bit, 0 Not yet used

the engine Offset
Data sector: 0 to 8031875 rpm
Operating range:
SPN 166: net brake force continuously supplied by the engine and specified for a given application at a rated speed.
SPN 189: the maximum controlled rotational speed of the engine crankshaft under full load.
PGN 65219 Electronic transmission control 5 – ETC5 received
• Data length: 8
• Data page: 0
• PDU format: 254
• Parameter group number: 65219 (0xFEC3)
Transmission 778 no
High range
1.1 1-2 sense switch
Transmission 779 no
Low range sense
1.3 3-4 switch
Transmission 767 no
Directional
2.1 1-2 change switch
Transmission 604 00 – Off yes

Neutral switch 01 – On
Data length: 2 bits
Resolution: 4 states/2 bit
0 Offset
Data sector: 0 to 3
Operating range: like data
2.3 3-4 sector
Transmission 903 no
Forward
2.5 5-6 direction switch
SPN 604: designates the “neutral” state of the switch.

PGN 65226 ACTIVATED ODB FAULT CODE (DM1)
• Transfer rate: 10ms
• Data length: variable
E532256/00E 08-01 © MTU

• Data page: 0
• PDU format: 254
• PDU specific: 202
• Parameter group number: 65226 (0xFECA)
Protective lamp 00 Lamp OFF Not yet used

1 1-2 status 01 Lamp ON
Yellow indicator 00 Lamp OFF yes

1 3-4 lamp status 01 Lamp ON
Red status 3039 00 Lamp OFF yes

1 5-6 Stop lamp 01 Lamp ON
Fault indicator 00 Lamp OFF no

1 7-8 lamp status 01 Lamp ON
Reserved for no
2 1-2 SUE lamp status
Reserved for no
SUE assignment
2 3-4 lamp status
Reserved for no
SUE assignment
2 5-6 lamp status
Reserved for no
SUE assignment
2 7-8 lamp status
SPN, 8 bits with Data length: 19 bits Not yet used

the lowest place
3 value of the SPN
SPN, second Resolution: 1 SPN/bit Not yet used

4 byte of the SPN
SPN, 3 highest- Data sector: 0 to 524 287 Not yet used

5 6-8 valued bits
Fault mode Not yet used

5 1-5 display
6 1-7 Event counter no
SPN conversion no
6 8 method
Protective lamp – This lamp serves to relay fault code information signaling a problem with a vehicle
system that with the highest probability is not related to an electronic subsystem. An example is the
coolant temperature of the engine exceeding its specified temperature range.
Yellow indicator lamp – This lamp serves to relay fault code information signaling a problem with a
vehicle system, without the vehicle having to immediately stopped, however.
Red stop lamp – This lamp serves to relay fault code information referring to a condition serious enough to require
stopping the vehicle. Suspect parameter number (= SPN) – This 19-bit number serves to identify the object for
which the fault diagnosis is being signaled. The SPN is used for several purposes; here are a few specifically for
the fault diagnosis: 1. Identification of a failed subsystem that with the highest probability cannot be repaired; 2.
E532256/00E 08-01 © MTU

determination of subsystems and/or subassemblies that perhaps have no serious faults but show unusual operational
behavior; 3. identification of a particular event or condition that is signaled and 4. signaling of a component and
non-standardized failure mode. SPNs are assigned to each individual parameter in a parameter group as well as to
elements that are relevant to the fault diagnosis but are not parameters in a parameter group. SPNs do not depend
on the source address for the message. The source address may be necessary, however, in order to determine
which control unit in the network executed the diagnosis. The first 511 SPNs are reserved and receive exactly the
same numbers as the parameter identifiers (PID) used in SAE J1587. That is, the SPN for an accelerator pedal
problem is signaled as SPN 91, which means the same as SAE J1587 PID 91. All other SPNs are consecutively
numbered, starting with 512, and increase by one for each new assignment. See SAE J1939, Appendix C.
Some suspect parameter numbers were introduced in order to signal manufacturer-specific fault diagnoses. The
interpretation of the ODB fault codes with the use of separate SPNs varies from manufacturer to manufacturer. 4096
suspect parameter numbers are defined for the separate fault diagnosis. The SPNs for the separate fault diagnosis
comprise the sectors 520192 to 524287. List of the restrictions on SPNs for separate fault diagnosis: see Appendix F.
SPN 3039: (R) Engine Flash Red Stop Lamp (RSL) This parameter causes the RSL to flash.
• 00 – Slow Flash (1 Hz, 50% operating cycle)
• 01 – Fast Flash (2 Hz or faster, 50% operating cycle)
• 10 – Reserved
• 11 – Not available / No flash
• Resolution: 4 states/2 bit, 0 offset
• Data sector: 0 to 3
• Operating range: like data sector
SPN 3040: (R) Engine Flash Yellow Warning Lamp This parameter causes the yellow warning lamp to flash.
• 10 – Reserved
SPN 3041: (R) Flash Engine Protect Lamp This parameter causes the engine protective lamp to flash.
• 10 – Reserved
PGN 65245 Turbocharger – TC
• Data length: 8
• Data page: 0
• PDU format: 254
E532256/00E 08-01 © MTU

• Parameter group number: 65245 (0xFEDD)
1 - Engine 104 no
turbocharger
lube-oil pressure
2-3 - Engine 103 Resolution: 4 rpm/bit, 0 Offset yes

turbocharger 1 Data sector: 0 to 257 020 rpm
Accelerate Operating range:
engine
like data sector
4 7-8 Engine 1665 no

turbocharger oil
level switch
SPN 103: Rotational speed of the rotor in the turbocharger.

PGN 65247 (R) Electronic engine control unit 3 – EEC3
• Data length: 8
• Data page: 0
• PDU format: 254
• Parameter group number: 65247 (0xFEDF)
1 Rated friction 514 no

– torque in per
cent
2-3 Desired 515 Resolution: 0.125 rpm/bit Not yet used

operating speed 0 Offset
of the engine
Data sector: 0 to 8031.875 rpm
Operating range:
Upper byte resolution = 32
rpm/bit
4 Desired 519 no
operating speed
of the engine
Asymmetrical
adjustment
5 Estimated 2978 no
engine ancillary
loss – torque in
per cent
SPN 515: display of the optimal operating speed of the engine for the current conditions. These conditions
can comprise the engine speed that must be generated at the operator’s request (via the accelerator pedal),
the cruise control, the vehicle speed limit controller or the ASR. Dynamic commands from functions like
smoke monitoring and control of the gearshift are excepted from this computation.
PGN 65251 Engine configuration – EC
• Data length: 34
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• Data page: 0
• PDU format: 254
• PDU specific: 227 PGN Further information: see Appendix D – PGN 65251
• Parameter group number: 65251 (0xFEE3)
1-2 - Idling, point 1 188 Resolution: 0.125 rpm/bit Not yet used
0 Offset
Data sector: 0 to 8031.875 rpm
Operating range:
like data sector
3 - Engine torque at 539 no

idle speed in per
cent, point 1
4-5 - Engine speed 528 no

bytes to point 2
6 - Engine torque in 540 no

per cent to point
2
7-8 - Engine speed to 529 no

point 3

per cent to point
3

point 4

per cent to point
4

point 5

per cent to point
5
16-17 - Engine speed 532 no

at maximum
engine speed
during idling,
point 6
18-19 - Engine power 545 no

increase (kp) of
the final speed
governor
20-21 - Engine 544 no

reference torque
E532256/00E 08-01 © MTU

22-23 - Maximum 533 no

instantaneous
override speed,
point 7
24 - Engine 534 no
maximum
instantaneous
override time
limit
25 - Lower limit 535 no

for engine
speed control
requested by
engine
26 - Upper limit 536 no

for engine
speed control
requested by
engine
27 - Lower limit of the 537 no

torque control
range requested
by the engine
28 - Upper limit of the 538 no

torque control
range requested
by the engine
29-30 - Upper limit of the 1712 no

engine speed
control range
requested by the
engine
31-32 - Engine inertial 1794 no

moment
33-34 - Engine standard 1846 no

torque limit
SPN 188: stationary low idle speed of the engine that includes influences of the engine temperature (after
start-up) and other stationary changes (calibration offsets, sensor errors, etc.).
PGN 65252 SHUT OFF
• Data length: 8
• Data page: 0
• PDU format: 254
E532256/00E 08-01 © MTU

Engine idle 593 no

shutdown has
shut down the
1.1 1-2 engine
Engine idle 594 no

shutdown –
1.3 3-4 driver’s warning
Engine idle 592 no

shutdown timer
1.5 5-6 override
Engine idle 590 no

shutdown timer
1.7 7-8 status
2.7 7-8 Engine idle 591 no

shutdown timer
function
A/C high- 985 no

pressure fan
3.1 1-2 switch
Refrigerant 875 no
low-pressure
3.3 3-4 switch
Refrigerant high 605 no

3.5 5-6 pressure switch
Engine 1081 00 – Off yes

deceleration up 01 – On
to start lamp
0 Offset
Data sector: 0 to 3
Operating range:
The engine 1110 Resolution: 4 states/2 bit, 0 yes

protection has offset
shut down the Data sector: 0 to 3
engine
Operating range:
Engine 1109 no
protection
approaching
5.3 3-4 shutdown
Engine 1108 no
protection timer
5.5 5-6 override
Engine 1107 no
protection timer
5.7 7-8 status
E532256/00E 08-01 © MTU

Engine 1111 no
protection
6.7 7-8 configuration
Engine Confirm 2815 00 Confirm engine alarm Not yet used

alarm Not active
01 Confirm engine alarm active
10 Fault
7.1 1-2 11 Not available
Engine alarm 2814 no

signal output
7.3 3-4 command status
Engine 2813 no
Air shutoff
7.5 5-6 command status
7.7 7-8 Overspeed 2812 Not yet used
SPN 1081: lamp signal indicating that the engine is too cold for starting and that the operator
should wait until the signal becomes inactive (shuts off).
SPN 1110: state message indicating whether the engine protection has shut down the engine or not. See figure
SPN 2815: “Confirm engine alarm” input signal as measured by the reporting ECM. “Confirm engine alarm”
is a mechanism for the external confirmation of SPN 2814, engine alarm output command.
PGN 65253 Operating hours, revolutions – HOURS
• Data length: 8
• Data page: 0
• PDU format: 254
Total operating 247 Resolution: 0.05 hrs/bit yes

hours 0 Offset
Data sector: 0 to 21 554 060.75
hrs.
Operating range:
5-8 - Total revolutions 249 no
SPN 247: accumulated operating time of the engine.

PGN 65257 Fuel consumption (liquid) – LFC
• Data length: 8
• Data page: 0
• PDU format: 254
E532256/00E 08-01 © MTU

Engine fuel for 182 Resolution: 0.5 l/bit

one trip 0 Offset
Data sector: 0 to 2 105 540
607.5 l
Operating range:
Engine total 250 Resolution: 0.5 l/bit, 0 offset

consumed fuel Data sector: 0 to 2 105 540
607.5 L
Operating range:
SPN 182: the fuel consumed for the total trip or parts thereof.
SPN 250: accumulated amount of fuel consumed during vehicle operation.
PGN 65262 Engine temperature 1 – ET1
• Data length: 8
• Data page: 0
• PDU format: 254
E532256/00E 08-01 © MTU

• Parameter group number: 65262 (0xFEEE)
1 Coolant 110 Resolution: 1 °C/bit yes

Operating range:
like data sector
2 Fuel 174 Resolution: 1 °C/bit yes

Operating range:
like data sector
3-4 Engine oil 175 Resolution: 0.03125 °C/bit yes

temperature 1 -273 °C offset
Operating range:
like data sector
5-6 Turbocharger oil 176 no

temperature
7 Engine 52 Resolution: 1 °C/bit yes

intercooler - 40 °C offset
temperature
Data sector:
-40 to 210 °C
Operating range:
like data sector
8 Engine 1134 no
intercooler
thermostat
opening
SPN 110: temperature of the fluid in the engine cooling system.

SPN 174: temperature of the fuel on entering the injectors.
SPN 175: temperature of the lubricant.
SPN 52: temperature of the fluid in the charge air intercooler/intercooler located downstream from the turbocharger.
PGN 65263 Fluid level/pressure 1 – EFL/P1
• Data length: 8
• Data page: 0
• PDU format: 254
E532256/00E 08-01 © MTU

• Parameter group number: 65263 (0xFEEF)
2 - Engine 22 no
expanded
crankcase
blow-by
pressure
3 - Engine oil level 98 no
4 - Engine oil 100 Resolution: 4 kPa/bit Not yet used

pressure 0 Offset
Data sector: 0 to 1000 kPa
Operating range:
like data sector
5-6 - Engine 101 Resolution: 1/128 kPa/bit Not yet used

crankcase -250 kPa offset
pressure
Data sector:
-250 kPa to 251.99 kPa
Operating range:
like data sector
7 - Engine coolant 109 Resolution: 2 kPa/bit yes

pressure 0 Offset
8 - Engine coolant 111 Resolution: 0.4%/bit Not yet used

level 0 Offset
Data sector: 0 to 100%
Operating range:
like data sector
SPN 94: gauge pressure of the fuel in the system as supplied by the feed pump to the injection pump.
SPN 100: gauge pressure of the oil in the lubricant system as provided by the oil pump.
SPN 101: gauge pressure in the crankcase.
SPN 109: gauge pressure of the fluid in the cooling system.
SPN 111: ratio of the volume of the fluid contained in the cooling system to the total volume of the
cooling system. Usually this is monitored in the coolant expansion tank.
PGN 65265 Cruise control/vehicle speed control – CCVS
• Data length: 8
• Data page: 0
• PDU format: 254
• Parameter group number: 65265 (0xFEF1)
1.1 1-2 Axle speed 69 no

switch (2 speed)
E532256/00E 08-01 © MTU

1.3 3-4 Parking brake 70 00 – Parking brake not applied yes

switch 01 – Parking brake applied
offset
Data sector: 0 to 3
Operating range:
like data sector
1.5 5-6 Cruise control 1633 no

pause switch
2-3 Vehicle speed at 84 no

the wheels

active

enable switch
4.5 5-6 Brake switch 597 no
4.7 7-8 Clutch switch 598 no

adjustment
switch

idle (reduce
speed) switch

continuation
switch

“accelerate”
switch
6 Adjust cruise 86 no
control engine
speed
7.1 1-5 Output state 976 no

states
8.1 1-2 Engine switch 968 no

idle increment
switch

idle decrement
switch
E532256/00E 08-01 © MTU


test mode
8.7 7-8 Engine 1237 00 – Off yes

shutdown 01 – On
override switch
Data length: 2 bits 0 offset
Data sector: 0 to 3 operating
range:
like data sector
Type: measured
SPN 70: switch signal indicating when the parking brake is being adjusted. Generally the
switch is actuated through the operator’s control of the parking brake, using either the pedal,
lever or another control mechanism. (See also SPN 619)
SPN 1237: switch signal indicating the position of the engine shutdown override switch. This switch
function allows the operator to cancel a pending shutdown of the engine.
PGN 65266 Fuel requirement (liquid) – LFE
• Data length: 8
• Data page: 0
• PDU format: 254
Fuel flow rate 183 Resolution: 0.05 l/hr per bit yes
0 Offset
Data sector: 0 to 3212.75 l/hr
Operating range:
Instantaneous 184 no
3-4 - fuel requirement
Average fuel 185 no

5-6 - requirement
Gas pedal 51 no
7 - position
SPN 183: quantity of fuel required by the engine per unit of time.
PGN 65269 Ambient conditions – AMB
• Data length: 8
• Data page: 0
• PDU format: 254
E532256/00E 08-01 © MTU

1 Air pressure 108 no
2-3 Temperature in 170 no

cab
4-5 Ambient 171 Resolution: 0.03125 °C/bit Not yet used

Operating range:
like data sector
6 Intake air 172 no

temperature
7-8 Road 79 no
temperature
SPN 171: temperature of the air surrounding the engine.

PGN 65270 Intake/exhaust conditions 1 – IC1
• Data length: 8
• Data page: 0
• PDU format: 254
E532256/00E 08-01 © MTU

1 - Engine particle 81 no
separator intake
pressure
2 - Turbocharger 102 Resolution: 2 kPa/bit, 0 offset yes

charge pressure Data sector: 0 to 500 kPa
Operating range:
like data sector
3 - Intake pipe 105 Resolution: 1 °C/bit yes

Operating range:
like data sector
4 - Intake air 106 no

pressure
5 - Air filter 1 107 Resolution: 0.05 kPa/bit Optional, not yet

differential 0 Offset used
pressure
Data sector: 0 to 12.5 kPa
Operating range:
like data sector
6-7 - Exhaust-gas 173 no

temperature
8 - Coolant filter 112 no

differential
pressure
SPN 102: gauge pressure of the measured air downstream from the turbocharger at the compressor outlet end
SPN 105: temperature of the precombustion air in the intake pipe of the air feed.
SPN 107: change in the engine air system pressure measured through the filter, owing to the
filter and an accumulation of foreign matter on or in the filter.
PGN 65271 Electrical power of the vehicle – VEP
• Data length: 8
• Data page: 0
• PDU format: 254
E532256/00E 08-01 © MTU

1 Net battery 114 no

current
2 Alternator 115 no
current
3-4 Alternator output 167 no

(voltage)
5-6 Electrical power 168 no

(voltage)
7-8 Battery power 158 Resolution: 0.05 V/bit yes

(voltage), 0 Offset
switched
Data sector: 0 to 3212.75 V
Operating range:
like data sector
SPN 158: the electrical power supplied by a switching unit measured at the input of the electronic control system.
PGN 65276 Dashboard display – DD
• Data length: 8
• Data page: 0
• PDU format: 254
• Parameter group number: 65276 (0xFEFC)
1 Water-wash 80 no
system fluid level
2 Fuel level 96 no
3 Fuel filter 95 Resolution: 2 kPa/bit Optional, not yet

differential 0 Offset used
pressure
Operating range:
like data sector
4 Oil filter 99 Resolution: 0.5 kPa/bit no

differential 0 Offset
pressure
Operating range:
like data sector
5-6 Freight ambient 169 no

temperature
SPN 95: change in the fuel delivery pressure measured through the filter, owing to an accumulation
of solid and semisolid foreign matter on the filter element.
E532256/00E 08-01 © MTU

PGN 65279 Water-in-fuel indicator – WFI

• Data length: 8
• Data page: 0
• PDU format: 254
• Parameter group number: 65279 (0xFEFF)
Water-in-fuel 97 00 – No yes
indicator 01 – Yes
0 Offset
Data sector: 0 to 3
Operating range:
1.1 1–2 like data sector
SPN 97: signal indicating the presence of water in the fuel.
Example: Reading of J1939 with application of PGN 65213 — J1939-Standard

PGN data length and PGN data content for PGN 65213 are given below.
The “data length” attribute for this PGN indicates that the PGN has a message data length of 8 bytes.
Only 28 bits of the message data field have data assignments – byte 1, bit 4-1 of byte 2, byte 3 and byte
4. The message contains 36 non-specified bits – bits 8-5 of byte 2 and bytes 5-8. In the transmission
the message data field for this PGN must have a length of 8 bytes. The 36 non-specified bits must
each be filled with a (1) and the assigned 28 bits must be accordingly filled.
PGN 65213 Fan drive – FD
Data length: 8
Start position Length Parameter name SPN
Estimated fan speed in per

1 1 Byte cent 975
2.1 4 bits Fan drive status 977
3-4 2 bytes Fan speed 1639
For analog values with more than 1 byte the following sequence must be followed: first the lower
value byte, then the high-value byte, as shown in the example.
E532256/00E 08-01 © MTU

Table – PGN 65213 as an example
Byte 1 Byte 2 Byte 3 Byte 4
8 7 6 5 4 3 2 1 8 7 6 5 4 3 2 1 8 7 6 5 4 3 2 1 8 7 6 5 4 3 2 1
SPN 975 SPN 977 SPN 1639
x x x x x x x x 1 1 1 1 x x x x 1 0 1 0 0 1 0 1 1 1 0 0 0 0 1 1
A 5 C 3
Lower value byte Higher value byte
C3 A5hex = 50.058 dec
Byte 5 Byte 6 Byte 7 Byte 8
8 7 6 5 4 3 2 1 8 7 6 5 4 3 2 1 8 7 6 5 4 3 2 1 8 7 6 5 4 3 2 1
1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
Commands to the engine — J1939 Proprietary

PGN 65325
• Transmission repeated: 1000 ms
• Data length: 8
• Data page: 0
• PDU format: 255
• Parameter group number: 65325 (0xFF2D)
Byte Bit Name MTU ref. Description Available
2 1-2 Engine start PV1813 21 yes

PV9013
0 0 Wrong
0 1 Correct
1 0 Sensor defective
1 1 Missing data
2 3-4 Reset of the PV1816 43 yes

alarm
PV9016 0 0 Wrong
0 1 Correct
1 1 Missing data
2 5-6 Lamp test PV1817 65 yes

PV9017
0 0 Wrong
0 1 Correct
1 1 Missing data
E532256/00E 08-01 © MTU

2 7-8 Engine speed PV1821 87 yes

adjustment
limiter active 0 0 Wrong
PV9021 0 1 Correct
1 1 Missing data
3 5-6 External power PV1857 65 yes

line
Limitation 0 0 Wrong
0 1 Correct
1 1 Missing data
3 7-8 Compel max. PV1869 87 yes

fan speed
(not yet used) 0 0 Wrong
0 1 Correct
1 1 Missing data
5 7-8 Starting lock PV9520 87 yes

SAM, for internal
use only 0 0 Wrong
0 1 Correct
1 1 Missing data
6 3-4 External PV9651 43 yes

preheating
activated 0 0 Wrong
PV9651 0 1 Correct
(PV5511→ECU)
1 1 Missing data
Engine start: start sequence in process.

Alarm reset: Alarm messages stored in the ADEC are reset
Lamp test: parameter provided to the engine control system for switching on the
alarm and status lamps (ADEC & SAM)
Engine speed adjustment limiter active: The engine speed adjustment is limited to a
certain value programmed in the ECU
External power line limitation: Max. output of the engine is limited to
“Compel max. fan speed”: maximum fan speed (value can be programmed) is set in ECU
Starting lock: Start is prevented if value = 1. Important: If the start is directly connected with the ECU,
no function is assigned to this parameter, and the engine will start!
Activate external preheating: external signal for activating the automatic preheating function of
the SAM module (also available as in a binary contact)
E532256/00E 08-01 © MTU

PGN 65326
• Data length: 8
• Data page: 0
• PDU format: 255
• Parameter group number: 65326 (0xFF2D)
3-4 Torque limit 1 PV1888 Resolution: 1Nm/bit yes

0 Offset
Nm
5-6 Torque limit 2 PV1889 Resolution: 1Nm/bit yes

0 Offset
Nm
Torque limit 1: fixed value for the maximum torque of the engine.
Torque limit 2: fixed value for the maximum torque of the engine
The lower of these two values is used for throttling the engine power. If the value is too
low or 0, the engine cannot start or may stop.
Commands to the vehicle control system — J1939 Proprietary

PGN65280 Binary signals
• Data length: 8
• Data page: 8
• PDU format: 255
• PDU specific: 0
• Parameter group number: 65280(0xFF00)
1 3-4 Power reduction PV1009 43 yes

active
0 0 Wrong
0 1 Correct
1 1 Missing data
1 5-6 LO P-Lube Oil PV1029 65 yes
0 0 Wrong
0 1 Correct
1 1 Missing data
E532256/00E 08-01 © MTU

1 7-8 LOLO P-Lube PV1030 87 yes

Oil
0 0 Wrong
0 1 Correct
1 1 Missing data
2 1-2 LO P-Fuel PV1047 21 yes
0 0 Wrong
0 1 Correct
1 1 Missing data
2 3-4 LOLO P-Fuel PV1048 43 yes
0 0 Wrong
0 1 Correct
1 1 Missing data
2 5-6 LO P-Charge Air PV1050 65 yes
0 0 Wrong
0 1 Correct
1 1 Missing data
2 7-8 HI P-Lube Oil PV1054 87 yes

Difference
0 0 Wrong
0 1 Correct
1 1 Missing data
3 1-2 LO Coolant PV1055 21 yes

Level
0 0 Wrong
0 1 Correct
1 1 Missing data
E532256/00E 08-01 © MTU

3 3-4 HI Turbocharger PV1058 43 yes

Speed ETC1
0 0 Wrong
0 1 Correct
1 1 Missing data
3 5-6 LO P-Fuel PV1064 65 yes

(shared fuel line)
0 0 Wrong
0 1 Correct
1 1 Missing data
3 7-8 HI P-Fuel PV1065 87 yes

(shared fuel line)
0 0 Wrong
0 1 Correct
1 1 Missing data
4 1-2 HIHI PV1070 21 yes

Turbocharger
Speed ETC1 0 0 Wrong
0 1 Correct
1 1 Missing data
4 3-4 AL ECU PV1116 43 yes

Defective
0 0 Wrong
0 1 Correct
1 1 Missing data
4 5-6 AL Speed PV1118 65 yes

Request
Defective 0 0 Wrong
0 1 Correct
1 1 Missing data
E532256/00E 08-01 © MTU

4 7-8 LO Power PV1122 87 yes

Supply
0 0 Wrong
0 1 Correct
1 1 Missing data
5 1-2 HI Power Supply PV1123 21 yes
0 0 Wrong
0 1 Correct
1 1 Missing data
5 3-4 HI T-Coolant PV1129 43 yes
0 0 Wrong
0 1 Correct
1 1 Missing data
5 5-6 HIHI T-Coolant PV1130 65 yes
0 0 Wrong
0 1 Correct
1 1 Missing data
5 7-8 HI T-Charge Air PV1133 87 yes
0 0 Wrong
0 1 Correct
1 1 Missing data
6 1-2 HI T-Lube Oil PV1143 21 yes
0 0 Wrong
0 1 Correct
1 1 Missing data
E532256/00E 08-01 © MTU

6 3-4 HIHI T-Lube Oil PV1144 43 yes
0 0 Wrong
0 1 Correct
1 1 Missing data
7 1-2 HIHI T-Charge PV1168 21 yes

Air
0 0 Wrong
0 1 Correct
1 1 Missing data
7 5-6 SS Low Engine PV1177 65 yes

Speed
0 0 Wrong
0 1 Correct
1 1 Missing data
7 7-8 AL Check ECU PV1178 87 yes

Fault Code
0 0 Wrong
0 1 Correct
1 1 Missing data
8 3-4 HIHI T-Fuel PV1200 43 yes
0 0 Wrong
0 1 Correct
1 1 Missing data
8 5-6 LOLO ECU PV1270 65 yes

System Voltage
0 0 Wrong
0 1 Correct
1 1 Missing data
E532256/00E 08-01 © MTU

8 7-8 HIHI ECU PV1271 87 yes

System Voltage
0 0 Wrong
0 1 Correct
1 1 Missing data
Power Reduction Active: Power reduction alarm active because of fault in one of the engine functions.
LO P-Lube Oil: Lube oil pressure too low, check engine (sensor B5.1)
LOLO P-Lube Oil: Lube oil pressure under limit value: engine stop or power reduction (sensor B5.1)
LO P-Fuel: Fuel pressure too low (sensor B34.1)
LOLO P-Fuel: Fuel pressure under limit value (sensor B34.1)
LO P-Charge Air: Charge air pressure too low (sensor B10)
HI P-Lube Oil Difference: Measuring points upstream and downstream from oil filter yield too
large a difference. Oil filter possibly clogged (sensor F25).
LO Coolant Level: Water level too low – top up with water (sensor F33)
HI Turbocharger Speed ETC1: Exhaust turbocharger speed too high (sensor B44.1)
LO P-Fuel (shared fuel line): High fuel pressure too low (sensor B48)
HI P-Fuel (shared fuel line): High fuel pressure too high (sensor B48)
HIHI turbocharger speed ETC1: Exhaust turbocharger speed has exceeded a limit, power reduction (sensor B44.1)
AL ECU defective: Internal fault of the ADEC controller, e.g. integrated circuit defective.
AL Speed Request Defective: Engine speed request signal not available.
LO Power Supply: 24 V DC power supply of the controller too low (<18 V DC)
HI Power Supply: 24 V DC power supply of the controller too high (<32 V DC)
HI T-Coolant: Coolant water temperature too high (sensor B6)
HIHI T-Coolant: Coolant water temperature has attained limit
HI T-Charge Air: Charge air temperature too high (sensor B9)
HI T-Lube Oil: Lube oil temperature too high (sensor B7)
HIHI T-Lube Oil: Lube oil temperature exceeds limit (sensor B7)
SS Low engine speed: Engine speed below limit; stop engine by the controller
HIHI T-Charge Air: Charge air temperature exceeds limit (sensor B9)
AL Check ECU Fault Code: An ADEC internal alarm occurs that cannot be seen in SAM and on the
J1939 interface. The operator or the service personnel must therefore check the alarm code (PV1075
Current fault codes) and find the corresponding alarm in a reference list.
HIHI T-Fuel: Fuel temperature has exceeded the limit (sensor B33)
HIHI ECU System Voltage: 24 V DC power supply of the ADEC exceeds the limit (UBat >36 V DC)
LOLO ECU System Voltage: 24 V DC power supply of the ADEC has dropped below the limit (UBat >14 V DC)
• Transmission repeated: 1000 ms or at change
• Data length: 7
• Data page: 0
• PDU format: 255
• PDU specific: 1
E532256/00E 08-01 © MTU

7 5-6 SS Overspeed PV1003 65 yes
0 0 Wrong
0 1 Correct
1 1 Missing data
1 7-8 HI T-Fuel PV1299 87 yes
0 0 Wrong
0 1 Correct
1 1 Missing data
SS Overspeed: The engine speed has exceeded the limit (default: rated speed +15%); engine emergency stop,
the power transistors are immediately switched off. Camshaft sensor B1, crankshaft sensor B13
HI T-Fuel: The fuel temperature is too high (sensor B33).
PGN65284 Current fault codes
• Data length: 2
• Data page: 0
• PDU format: 255
• PDU specific: 4
1-2 0 Current fault PV1075 Resolution: 1 digit / bit yes

codes Data sector: 0 to 64255 digits
Current fault codes: permissible value: 0.3 to 399. If no alarm is present, “0” is transmitted on
the interface; an existing alarm is transmitted with its number; if more than one alarm is present,
the alarms are transmitted consecutively at a speed of 1 s.
• Data length: 4
• Data page: 0
• PDU format: 255
• PDU specific: 6
E532256/00E 08-01 © MTU

1 1-2 External stop PV1001 21 yes

activated
0 0 Wrong
0 1 Correct
1 1 Missing data
1 3-4 Torque limitation PV1009 43 yes

active
0 0 Wrong
0 1 Correct
1 1 Missing data
1 5-6 Rpm request PV1013 65 yes

fault mode
0 0 Wrong
0 1 Correct
1 1 Missing data
2 5-6 Engine running PV1068 65 yes
0 0 Wrong
0 1 Correct
1 1 Missing data
3 1-2 Preheat temp. PV1089 21 yes

not attained
0 0 Wrong
0 1 Correct
1 1 Missing data
4 1-2 Preheat HT ON PV5520 21 yes
0 0 Wrong
0 1 Correct
1 1 Missing data
E532256/00E 08-01 © MTU

4 3-4 Preheat LT ON PV5530 43 yes
0 0 Wrong
0 1 Correct
1 1 Missing data
4 5-6 Auxiliary PV5540 65 yes

preheating ON
0 0 Wrong
0 1 Correct
1 1 Missing data
External stop activated: The engine is stopped from the outside. 0 = no stop; 1 = stop
Rpm limitation active: The power limiter is active when set to = 1.
Rpm request fault mode: Response of the engine if rpm request fails:
• 0 = actual speed is retained.
• 1 = substitute value is used.
Engine running characteristics: Engine in operation
Preheat temp. not attained: alarm if engine coolant below the preheat temperature
Preheat HT ON: preheat high temperature switched on.
Preheat LT ON: preheat low temperature switched on.
• Data length: 5
• Data page: 0
• PDU format: 255
1 1-2 HI P-Crankcase PV1034 21 yes
0 0 Wrong
0 1 Correct
1 1 Missing data
1 3-4 HIHI PV1035 43 yes

P-Crankcase
0 0 Wrong
0 1 Correct
1 1 Missing data
E532256/00E 08-01 © MTU

1 5-6 LO P-Coolant PV1039 65 yes

after Pump
0 0 Wrong
0 1 Correct
1 1 Missing data
1 7-8 LOLO P-Coolant PV1040 65 yes

after Pump
0 0 Wrong
0 1 Correct
1 1 Missing data
2 1-2 LO P-Coolant PV1044 21 yes

Intercooler
0 0 Wrong
0 1 Correct
1 1 Missing data
2 3-4 LOLO P-Coolant PV1045 21 yes

Intercooler
0 0 Wrong
0 1 Correct
1 1 Missing data
2 7-8 HI T-Coolant PV1139 43 yes

Intercooler
0 0 Wrong
0 1 Correct
1 1 Missing data
3 1-2 AL Pre-lube PV1237 65 yes

Fault
0 0 Wrong
0 1 Correct
1 1 Missing data
E532256/00E 08-01 © MTU

4 1-2 LO T-Preheating PV1357 21 yes
0 0 Wrong
0 1 Correct
1 1 Missing data
4 3-4 LOLO PV1358 43 yes

T-Preheating
0 0 Wrong
0 1 Correct
1 1 Missing data
5 1-2 HI Air Filter PV9910 21 yes

Restriction
0 0 Wrong
0 1 Correct
1 1 Missing data
5 3-4 HI Fuel Filter PV9920 43 yes

Restriction
0 0 Wrong
0 1 Correct
1 1 Missing data
HI P-Crankcase (ECU): Crankcase pressure too high

HIHI P-Crankcase (ECU): Crankcase pressure has exceeded limit
LO P-Coolant after Pump (ECU): Coolant pressure downstream from pump too low
LOLO P-Coolant after Pump (ECU): Coolant pressure downstream from pump has fallen below limit
LO P-Coolant in Intercooler (ECU): P coolant pressure in intercooler too low
LOLO P Coolant Intercooler (ECU): P coolant pressure in intercooler has fallen below limit
HI T-Coolant Intercooler (ECU): Intercooler coolant temperature too high
AL Pre-lube Fault (ECU): If function is used: Lube-oil pressure must exceed a programmable
value within a certain time, otherwise the alarm is tripped
LO T-Preheat (ECU): Preheat temperature under programmed value
LOLO T-Preheat (ECU): Preheat temperature under limit
HI Air Filter Restr (SAM): selection via PR341:
• 0 = no monitoring
• 1 = message
• 2 = yellow alarm
• 3 = red alarm
• 4 = SS – alarm
HI Fuel filter restriction: selection via PR341:
• 0 = no monitoring
• 1 = alarm switched on
E532256/00E 08-01 © MTU

PGN65310 Engine rpm request

• Data length: 8
• Data page: 0
• PDU format: 255
• Parameter group number: 65310(0xFF1E)
5-6 0 Selected rpm PV1016 Resolution: 0.125 rpm/bit yes

request Data sector: 0 to 8031.875
7-8 0 Actual rpm PV1017 Resolution: 0.125 rpm/bit yes

request Data sector: 0 to 8031.875
PGN65311 Starting sequence status

• Data length: 8
• Data page: 0
• PDU format: 255
• Parameter group number: 65311(0xFF1F)
5-8 0 Starting PV1021 Resolution: 1 digit / bit yes

sequence status Data sector: 0 to 4 294 967 295
digits
“Starting sequence status” CAN transmission object
Status bit designation z.k.p. no. Description
Start release 02.1090.010 Release for starting the engine
Confirmation that control commands are

Local feedback locally switched to the engine
Starting sequence in progress (also with

Start activated 02.1090.012 emergency start)
Switch on starter: possible via CAN and via

Starter motor ON 02.1090.013 binary output (PV).
Switch on oil priming pump: possible via

Pre-lube oil pump 02.1090.014 CAN and via binary output (PV).
Oil priming pump lamp 02.1090.015 Indicates that oil priming pump is active.
Preglow Activates preglow via CAN.
n > 80 02.1090.017 Starter speed information bit attained
n > 300 02.1090.018 Release speed information bit attained
Idle speed attained 02.1090.019 Idle speed information bit attained
E532256/00E 08-01 © MTU

“Starting sequence status” CAN transmission object
Status bit designation z.k.p. no. Description
CAN start termination 02.1090.020 Information bit that start is canceled
Start repeat 02.1090.021
Start engine Start engine
Check rail pressure. High Pressure not

Rail pressure not attained reached
Engine start instruction. Start pushbutton

Start button feedback 02.1090.024 feedback
Drain feedback
Start termination because coolant

temperature too low
Start termination due to low coolant

Start termination, T coolant 02.1090.026 temperature
P lube oil start termination Start termination due to no lube oil pressure
Turning termination 02.1090.028 Manual turning ended or canceled.
Draining or safety turning (corresponds to

Turning 02.1090.029 valve)
Emergency start
Start enable override active
Operation clear button feedback
Start enable clutch NEUTRAL
Start enable SSK closed
Starting lock, manual turning STARTBLO
Start button lamp 02.1090.036 Bit in MDEC not used, start button lamp
Ext. starting lock
Starting lock, automatic stop Security shutdown signal from MCS
Execute flame start
Always 0 for reasons of downwards

Reserved compatibility
Always 0 for reasons of downwards

Reserved compatibility
PGN65318 Optimal load signal / requested torque

• Data length: 4
• Data page: 0
• PDU format: 255
E532256/00E 08-01 © MTU

1 0 Optimal load PV1314 Resolution: 1%/bit yes

signal (OLS) Data sector: -125% to +125%
PWM engine
management
3-4 0 Requested PV1409 Resolution: 1 Nm/bit yes

torque Data sector: 0 to 64 255 Nm
Optimal load signal (OLS) PWM: The OLS is implemented in rail and C&I applications and is used to control the
alternator in diesel-electric systems. At issue is the deviation of the requested torque from a programmed power
curve. The curve specifies the engine speed in terms of the torque. The signal serves the alternator for load control.
A signal less than the mean value (usually 50%) indicates that the useful load is higher than the power curve and
is therefore overloading the engine. The alternator must reduce its load. A signal higher than the mean value
indicates that the useful load is less than the power curve and that the alternator may increase its load.
The following values affect the OLS:
• Power reduction due to monitored values like T coolant, T lube oil,
• P coolant
• Power reduction because of the charge-air pressure
• Increased rpm request
Requested torque: The actually need torque. The power output can be calculated by the following formula:
P = ωM = 2πfM = 2π/60 * n * M = π/30 * n * M ⇒ M = 30P/πn
with:
• P = power in W
• M = torque in Nm
• n = engine speed
PGN65321 Actual P level / control information for Murphy Popup
• Data length: 8
• Data page: 0
• PDU format: 255
1-2 0 Actual P level PV1205 Resolution: 0.0025%/bit yes

Data sector: 0 to 160.6375%
5-8 0 Control PV tbd. Resolution: 1 digit / bit Not yet used

information for Data sector: 0 to 4 294 967 295
Murphy Popup digits
Actual P level: permitted rpm difference between rpm request and actual engine speed depending on the engine load.
Control information for Murphy Popup:
PGN65322 Control information for Murphy default page
• Data length: 1
• Data page: 0
• PDU format: 255
E532256/00E 08-01 © MTU

• Parameter group number: 65322(0xFF2A
1 Control PV not yet Resolution: 1 digit / bit Not yet used

information for defined Data sector: 0 to 255 digits
Murphy default
page
Control information for Murphy default page:

Key to PV numbers:
(process variables)
PV numbers consist of two 3-digit numbers:
PV XXX-YYY
with XXX referring to a predefined topic:
• 001 = engine-dependent data
• 005 = electronics cabinet
• 006 = monitoring
• 009 = interface (J1939 or CAN Open)
• 089 = BDM data
• 110 = engine
• 211 = machine room
• 331 = electronics cabinet
• 500 = can be freely used
• 900 = can be freely used
• 901 = display values
E532256/00E 08-01 © MTU

E532256/00E 08-01 © MTU

Diagnosis and programming 309
9 Diagnosis and programming
9.1 The DiaSys® program
Use
The DiaSys program is required in order to communicate with the engine governor (ECU-7 or ADEC) and with SAM.
The main functions of the DiaSys program in combination with Motivline:
• Data exchange with the central data base
• Adjustment of controller parameters
• Adjustment of SAM parameters
• Data recorder function
Hardware key
The hardware key
• contains a series of owner-specific information (see sections on “Hardware Key Info” and “User Group”).
• has a period of validity. Three months before the end of validity the operator receives
a reminder each time DiaSys is started.
Program Info
When the program is started the following window appears.
It shows the version number, copyright as well as the datum and time.
E532256/00E 08-01 © MTU

Clicking “OK” displays a general note of caution drawing the operator’s attention to the risks of
incorrect operation and programming of the connected units.
Clicking “OK” takes the user to the next program window. Clicking “Cancel” exits the program.
Program entry
Successful starting of DiaSys always requires the following steps:
Program entry ...
• Selection of the user group
• Selection of the type of unit
• Create or open unit description
For working online ...
• Connect to Motivline (“Connect”)
For working offline ...
• Connect to Motivline (“Disconnect”)
User group
For the Motivline application of model series 4000C03 an OEM has available a hardware key with
a certain user level, depending on the level of knowledge.
The hardware key enables functions depending on whether an OEM has completed courses of training at MTU, and
depending on which ones. The maximum scope for OEMs corresponds to the user group “Product support service”.
Here the OEM can make important and safety-relevant changes to the system on the OEM’s own authority.
E532256/00E 08-01 © MTU

Select type of unit
The following units are relevant to the Motivline application (see Figure):
• ECU-7 (ADEC)
• MCS-5 / RCS-5 / SAM
The small buttons “ ” display pictures of the corresponding unit or system, to facilitate identification.
E532256/00E 08-01 © MTU

The pictures vanish again when the mouse cursor moves outside them, or when “ESC”
is pressed on the computer keyboard.
Note:
• Different functions are available in DiaSys depending on whether the controller ECU-7 or SAM is selected.
E532256/00E 08-01 © MTU

9.2 Purpose of the DiaSys dialog system®
General
To adjust the electronic engine governor (ECU) and the SAM, and to output data, you require MTU’s
DiaSys® dialog system. The dialog system consists of the following components:
• A laptop with Windows™ operating system and a CAN controller
• The installed software DiaSys® (the handling of the dialog system described in the present
documentation is based on DiaSys® Version 2.40 SP 1)
• A cable for connection to the system in which the engine governor is integrated (e.g. to SAM Dialog connector)
Design
DiaSys Dialog unit (laptop with software) ECU 7 Engine control unit, also known SAM I/O assembly with jack for the
24 V DC / IGISupply voltage and ignition input as ADEC (Advanced Diesel dialog unit (CAN1)
CAN Controller Area Network, Engine Controller)
serial data link X Terminal block in switchgear cabinet
Connection options
The devices of the MTU system are interconnected by a redundant CAN bus (CAN1 and CAN2, with
CAN1 being the “default bus” and CAN2 being the “redundant bus”). The dialog unit must be connected
to the CAN1 of this redundant bus for accessing the engine governor.
An access possibility is afforded by the MTU system Motivline via the dialog socket at the SAM (X4).
The CAN bus (terminating at both ends with 121 Ω each) is accessed by means of the provided cable, which
is then connected to the bus as a “branch line”. This cable must therefore not be extended. Otherwise
reflections on the bus can lead to interference (up to total failure of the CAN bus).
E532256/00E 08-01 © MTU

Software
After the program start a window appears with the version specification of the release. In combination with
this documentation the version should be 2.40 SP 1 (Service Pack 1) or higher.
NOTE THAT IMPROPER HANDLING OF THE DIALOG SYSTEM CAN RESULT IN SEVERE
INJURIES TO PEOPLE AND OR DAMAGE TO THE MACHINE.
A corresponding display window will again refer the user to this circumstance.
Further details on the basic handling of the program are given in the separately documentation (E531920/XX;
version XX must be greater than or equal to 03) enclosed with each dialog system.
E532256/00E 08-01 © MTU

9.3 SAM Minidialog
General
Various types of system information can be retrieved at the display of the Service and Application Module
(SAM). In addition, the engine type and several options must be set, if required.
Starting the Minidialog

Switching on the alarm page displays the alarm page. To start the Minidialog, simultaneously
press the two push buttons “ESC” and “Enter” for approx. 5 s.
The first menu item: “Select Initial Page” of the main menu appears.
Push buttons
The following functions for the individual push buttons of SAM always apply:
• The push button “ENTER” (4)
• takes you to the submenu of a menu item (if available).
• returns you to the alarm page (if a menu item has no submenus).
• applies the displayed setting.
• The push buttons “↑” (2) and “↓” (1)
• scroll through the menu items in the main menu.
• scroll through the submenu items in submenus (if available).
• run through the various setting options.
• The push button “ESC” (3)
• takes you from a submenu to the main menu.
• exists the setting options without saving the displayed setting.
The menu
Initial page
Press “Enter” to return to the Alarm page.
Alarm page
Press “Enter” to return to the Alarm page.
View Config page
Displays the configuration of SAM:
• CAN node no. and baud rate of the CAN_1 interface
E532256/00E 08-01 © MTU

• BDM Server Configuration on/off

• Displays the serial interface
• Displays the IP address
Info page
Displays service-related information:
• Order number
• Date
• Project identification number
• SAM application software release
• Application ID
• SAM firmware release
• SAM ISA library
• SAM ISA application
Power page
• Displays the supply voltage and the temperature of the SAM
Act. Value page
Displays different operating data:
• Hours of operation
• Engine speed
• Lube oil pressure
• Coolant temperature
• Lube oil temperature
• Fan
• Supply voltage
• Speed setpoint
• Effective speed demand
• Status of the start sequence
• Temperature of the engine governor
• P level
• Rated speed
• CAN mode switch feedback
• “Optimal load” signal
• Interface configuration
Monitor page
Nonfunctional at present
Performance page
Displays the system utilization (electronic system)
I/O value page
Configuration of the three slots
DWL/BDM page
Information on downloading the backup data modules.
FDH info page
ECU service
Password page
This is the last page of the main menu. Further scrolling takes you back to the “Initial Page”.
Entering the password here allows you to enter settings at the SAM. The following functions are also accessible:
• Force Download page
• Reset Parameter
• Firmware Upgrade
E532256/00E 08-01 © MTU

To determine the password proceed as follows:

1. Go to the “Act. Value Page” to determine the number of hours of operation (e.g. 135 h).
2. Convert this value to its hexadecimal value (for example, 135 h yields 0087H)
3. Enter the value 0087 on the “Password Page”.
4. Confirm input with “ENTER” (4).
The settings can now be changed.
Settings
The following settings are possible:
Select Engine
The engine type is set here. Options:
• 12V40000C13
• 12V40000C23
• 16V40000C13
• 16V40000C23
• 20V40000C13
• 20V40000C23
Select Display
Set here which page DIS 10 (if available) displays first after the system is switched on. Options:
• ECU Overview
• ECU Pressure
• ECU Temperature
• Aux. Page
Interface Configuration (CCB2)
Set which interface standard should be supported at the CAN interface of the CCB2
printed-circuit board (optional) in slot 3. Options:
• No interface
• SAE J1939
• CAN Open
Save Changes?
The changed settings are saved at this menu item (confirm with “Return”) or rejected (with “ESC”).
Other functions
The following functions can be executed in the password-protected part:
Force Download page
In case of a system malfunction a download of data can be compelled by selecting the node number of
the device at which the data are to be overwritten and confirming with “Return”. If required, the data
for all devices can be simultaneously rewritten (select “Download node all”).
Reset Parameters
If parameters are manually changed (e.g. in the controller by means of DiaSys®), executing this function
restored the original state after the last download. This can occur separately for:
• Plant parameters (e.g. node numbers and baud rate)
• Parameters changed by means of DiaSys®
Firmware Upgrade
This function initiates upgrading of the firmware of SAM.
E532256/00E 08-01 © MTU

9.4 Downloading with the CF card

All data from all devices can be downloaded to all devices by means of a data record located on
a CompactFlash card. This card must be created by MTU.
For creating a correct data record, the following information is required:
• Order number
• Engine number
• Options
Note that manual changes made to the parameters may become lost when downloading. These changes
must therefore be recorded in writing and be reprogrammed following downloading, or communicated
to MTU before a CF card is created. The data record can then be adapted.
Proceed as follows when downloading:
Downloading
1 Slot 1 5 Diagnostic lamp

2 CompactFlash card in the CF slot 6 LAN
3 Display 7 Dialog socket
4 Push buttons 8 Cable connector
1. Switch off operating voltage to all devices.

2. Insert CF card programmed by MTU in the CF slot (2) on the side.
3. Switch on operating voltage to all devices.
The downloading starts.
Should the downloading not start automatically, you can compel it by means of a SAM function
(at the “Force DWL Page”). Further information: (→ Page 315)
E532256/00E 08-01 © MTU

9.5 Diagnostic lamps of the devices
Engine governor (ECU)
1 Diagnostic lamp
The flash codes of the diagnostic lamp have the following meanings:
E532256/00E 08-01 © MTU

1 Governor is operational 4 External RAM defective 7 Application crashed

2 Application loader is active 5 External flash defective
3 Internal error found by ITS 6 No firmware
Service and Application Module (SAM)
1 Diagnostic lamp
E532256/00E 08-01 © MTU

1 SAM is operational 4 External RAM defective 7 Application crashed

2 Application loader is active 5 External flash defective
3 Internal error found by ITS 6 No firmware
Power Output Module (POM)
1 Diagnostic lamp
E532256/00E 08-01 © MTU

1 POM is operational 2 Malfunction
E532256/00E 08-01 © MTU

9.6 Engine governor – Web feature

Preconditions
• Connected SAM incorporates software version Var_1 Ed_1_24 or higher.
• Crossed Ethernet CAT5 network cable available.
• PC/notebook with MS Windows Explorer© Web browser and Ethernet network interface available.
Determining the required data
Note: The Web feature of the engine governor can be used to access and view basic information on the
governor. It is not possible to modify values. That is why this function does not replace the “DiaSys®”
dialog system.
1. Open the “View Config. Page” in the minidialog on the SAM.

2. Scroll through the page with the “↓” and “↑” keys until the IP address is displayed.
3. Note down the IP address now displayed; e.g. “130.20.50.200”.
Note: The SAM does not yet have an IP address if the address displayed is 0.0.0.0. If the address is
127.0.0.1 (loop back), no external access to the device is possible.
4. Contact MTU Service is both cases. The Web feature is not available.
Connecting
1. Remove the connector cap on SAM connector X5.
2. Plug in the network cable.
3. Plug the network cable into the PC/notebook network interface.
Opening the Web page

1. Start Windows Explorer©.
2. Enter the following text in the command line:
“http://<IP address>/vfs/adec1.cgi”, using the
address determined in step → 3. in place of the
<IP address>. In the example the text would read:
“http://130.20.50.200/vfs/adec1.cgi”
Result: The Web page with the transmitted
information is displayed.
Note: The top of the page shows
engine/plant-specific information and the
software versions of the corresponding
function software for the engine (FSW-M)
and plant (FSW-A). Not all information is
transmitted with some software versions;
relevant fields show “—MD—”. The Web
feature is not programmed at all if all fields
show “—MD—”. It is then not possible
to display measuring points/values.
Application engineering defines which
measuring points are displayed at the
bottom. The display cannot be changed.
3. If the measured values are not updated

dynamically they can be updated using the
browser’s “Update” button.
E532256/00E 08-01 © MTU

E532256/00E 08-01 © MTU

Parameterization 325
10 Parameterization
10.1 Information research regarding engine numbers and

standard governor configuration
General information
A general distinction must been made between engine-specific and general (e.g. series-specific) parameter
sets. Engine-specific parameter sets are optimized for the application and can be modified in the field after
delivery using DiaSys®. When researching such engine-specific parameters the engine number must be stated.
If the order number is known, the engine number can be determined as described below.
If the material master number (of the standard governor configuration) is required to determine parameters that are
not engine-specific (i.e. that are standard parameters), proceed as described in the following section (→ Page 326).
The following software must be used:
General parameter set ADECRegelEdit
Path: K:\ReglerAdecRule\RegelEdit.exe
Specific parameter set ADECEdit
Path: K:\ReglerAdecEdit\AdecEdit.exe
Determining engine number(s) of a known order

In SAP (“PS3 Produktion LMB“) the order overview can be displayed by means of the transaction YSDAUFUEB.
E532256/00E 08-01 © MTU

326 Parameterization
Following entry of the known order number the engine numbers of the corresponding engines
are displayed in the corresponding column. These are not listed in all lines but, depending
on product, only in one line (not necessarily at the top).
The engine number is then known and can be used to display the engine parameter set in ADECEdit.
Determining material master number of standard governor configuration

The following possibilities exist:
• Create a fictitious new configuration using Config in order to determine the current standard
• Check a specific order for its parameter set
E532256/00E 08-01 © MTU

Proceed as follows for the first option:

1. Start Config (J:\Fachanwendungen\Vertrieb\ Projektbearbeitung\Config).
2. Create a new configuration. The illustration shows the configuration of a 12V2000M93 (Common Rail) engine.
3. Press the OK button twice (the engine will now be configured 100% as per standard).
The parts offered are then displayed. The individual BOMs are displayed on the "Arbeitsblatt" (Worksheet) tab.
In the example shown, the three BOMs for “Standardreglerkonfiguration von Elektronik/Entwicklung/Vertrieb“
(Standard governor configuration Electronics/Development/Sales) are under point 1-2, “Konfiguration
Motorregler“ (Engine governor configuration).
In the example these are the BOMs X00034737, X00034780 and X00034893. These numbers can be analyzed
in SAP with the transaction CS03 (or YCS12). The material numbers are then displayed.
E532256/00E 08-01 © MTU

In the example the material number for the governor configuration is X00034730. The item type (2nd column)
must be Z ("Material mit Dokument für Fertigung" – Material with document for production).
If the item type shows L ("Lagerposition" – Stock position), the previous step must be repeated in order to
determine the required material numbers: Execute CS03 and analyze this BOM number).
Using the determined material number(s) the correct parameter set can be indicated and opened in ADECRegelEdit.
E532256/00E 08-01 © MTU

10.2 The "ADECEdit" and "ADECRegelEdit" software
Using ADECEdit to determine engine-specific governor parameters

If the engine number is known, this software can be used to determine data such as the
maximum power output for specific speeds and other values.
The following steps must be executed:
1. Install ADECEdit. This is done using MTU-NetInstaller. If an installation is not possible,
consult the specialist department. The ADECEdit software can be accessed in NetInstaller
under “Neue Software Sonderanwendungen Technisch Regler”. At the end of the installation
a shortcut icon is normally generated on the desktop.
2. Start ADECEdit (double-click on the icon with the left mouse button).
3. Enter the relevant engine number in the main menu.
1. Press Enter. In the example shown engine number 53110441 has been selected.
2. Right-click on the parameter set to be displayed (the data sets displayed higher up are more
recent/dominating; in the example MPS 4830 has therefore been selected).
3. Select "Objekt anzeigen" (Display object). A new window is opened:
E532256/00E 08-01 © MTU

Example: Tab 2D (circled in the illustration) displays parameter 1.1080.011 for the DBR torque curve and parameter
1.1085.020 for the MCR torque curve. The actual torques for the various speeds are indicated in the table in the
lower section of the window and are visible when the desired parameter has been selected by left-clicking:
E532256/00E 08-01 © MTU

The illustration shows that the examined engine has a 3% reduction in power at a speed of n = 2500 rpm
compared to the rated speed of 2450 rpm. This value is of importance e.g. for the propeller design.
Using ADECRegelEdit to look up general governor parameters

General information
ADEC does not store completely independent standard parameter sets and engine parameter sets but
so-called Master and Generate Rules. The difference is that for ADEC the Master rule is the basic frame.
This is complemented by Generate rules (see directory of all rules valid for C&I in MS60001/xxDE (xx
denotes the version, e.g. 00). Here all rules as well as the resulting settings are listed.
If a single parameter is to be changed, a Generate rule can be added which changes only this one
parameter. This added rule only contains the new parameter value and not the entire engine parameter
set (as was the case for previously used governors). Parameter values in SPS and MPS therefore
do not need to be assigned identical values and be stored twice.
In addition it is no longer required to check all parameters for correctness each time.
Using the software
1. Install ADECRegelEdit using NetInstaller. This is done using MTU-NetInstaller. If an installation
is not possible, consult the specialist department. The ADECRegelEdit software can be found in
NetInstaller under "→ Neue Software → Sonderanwendungen → Technisch → Regler". At the end
of the installation a shortcut icon is normally generated on the desktop.
2. Start the application. The following window is displayed:
E532256/00E 08-01 © MTU

1. Open the"→ Vorlage → Regel öffnen" menu. A sub-menu is displayed where e.g. the material master number
of the desired parameter set must be entered to determine the relevant parameter set . (→ Page 325)
2. Select "“Vorlage" (Template) to open the parameter set.
E532256/00E 08-01 © MTU

Comparing two parameter sets in ADECRegelEdit

General information
In order to determine similarities, differences, same parameters etc. of two available parameter
sets ADECRegelEdit has a separate function.
Using the software
1. In the menu bar of the main window select "→ Extras → Generierung aus Regel-Vergleich” (for
the comparison of rules) or "→ Extras → Generierung aus PS-Vergleich" (for the comparison
of parameter sets PS). The following window is displayed:
E532256/00E 08-01 © MTU

1. Search rules / parameters sets to be compared as described in the previous chapters. If an asterisk is left in all
selection fields and "Suchen" (Find) is selected, all available sets are displayed as the search result.
2. Click on the desired parameter set to select it and click on two different sets to use as source rule ("→
Als Quell-Regel übernehmen") and as target rule ("→ Als Ziel-Regel übernehmen").
3. Select "→ Vergleich" (Comparison). The result is displayed similar to the following example:
E532256/00E 08-01 © MTU

The comparison sheet is structured like a rule. At the bottom of the window the areas
1D-Analog, 1D-Bit, etc can be selected.
The buttons at the top of the screen have the following purpose:
• Alle Parameter (All parameters): All parameters of both sets are displayed
• Nur Objekt 1 (Object 1 only): Only the parameters of set 1 are displayed
• Gleiche Parameter (Same parameters): Only parameters that exist in both sets (i.e.
same ZKP number) are displayed
• Gleiche Werte (Same values): Only parameters that are assigned identical values are displayed
• Differenzen (Differences): Parameters that exist in one set only as well as parameters that
are assigned different values in both sets are displayed
The "Drucken" (Print) button makes it possible to print out an overview of the parameter
set comparison displayed on the screen.
Creating a rule in ADECRegelEdit

The so-called SPS (Standardparametersatz – standard parameter set) only contains the parameter set "structure",
i.e. all parameters with the ZKP number (Zuordnung-Kategorie-Parameter – Allocation-Category-Parameter),
their format, a text description etc. The number values entered are of no significance and should be treated
as placeholders only. The first assignment of significant values to all parameters is done by the Master rule.
Subsequent modifications can be introduced by means of additional Generate rules.
In order to change parameter values a Generate rule must be created.
To save a newly created Generate rule a material master number (part number) is required. It
must therefore be assigned prior to creation of the rule.
Proceed as follows to create a Generate rule:
1. Launch ADECRegelEdit
2. Select "→ Vorlage → Regel Öffnen → Spezifizierung der Regel über Kriterien", chapter "→ Öffnen einer Regel”.
E532256/00E 08-01 © MTU

1. In the open rule select the line with the parameter to be edited by left-clicking and load in the
editing area by right-clicking on “→ Markierte Parameter übernehmen“ (Take over selected
parameters). All parameters to be edited must be loaded into the editing area (upper half of
the screen) from the reading area (lower half of the screen).
2. Activate the tick box on the right of the parameter value field in front of the parameter to be
edited. The relevant field must now have a green background.
E532256/00E 08-01 © MTU

1. Edit the values in the editing area as desired.

2. After editing all values select the "→ Regel → Speichern…” (Rule...Save) menu.
The following window is displayed:
The field names in bold are mandatory fields and must be filled in. The “Bemerkung” (Remarks) field must contain
a clear indication of the rule’s purpose and should ideally be the same as the SAP designation.
1. Select "→ Speichern" (Save).
E532256/00E 08-01 © MTU

10.3 Parameterization of the engine governor
Principle
Documentation
To understand the following information you must refer to the document MS60001/xxDE (xx is the
version level, e.g. 00). All rules together with the settings generated therefrom are depicted here.
They apply to the engines given in the list of master rules:
• 12V4000C13R
• 12V4000C13
• 12V4000C13L
• 12V4000C23R
• 12V4000C23
• 16V4000C13R
• 16V4000C13
• 16V4000C13L
• 16V4000C23R
• 16V4000C23
• 20V4000C13L
• 20V4000C23
Certain parameters can then be subsequently changed by means of the DiaSys® dialog system.
Rule
A rule is the sum of a certain number of parameters and their settings that are defined by various algorithms.
These algorithms depend on the creation of an engine in MTU’s own system “IPAS”.
If an engine is created in “IPAS”, a data record is automatically created for the engine governor (1: master
rule). This record can be changed by creating further rules (2 to 4). If all desired settings and options are
implemented in the data record, the latter is programmed for the engine governor.
Priorities in the implementation of rules
First, the values of the master rule are written to a data record. The master rule generally contains only
basic items, like the engine type and the rated speed. These values are written first. The data record is
then overwritten by the rules of higher ordinal number in increasing order. All parameters not present in the
overwriting rule are left unchanged. Values contained in the new rule are overwritten.
In this way the last rule set (4: OEM-specific rules) can be used to program very specific settings.
The form sheet for “Engine Calibration Request”

The basic engine and plant-specific data are entered in this form sheet, to define which rules are to be used.
1: Master rules
First the master rule for the engine S4000C03 (1-0-1) is loaded and the corresponding values of
the 2D parameters for 1800 rpm (1-0-2). The relevant parameters for the corresponding engine
(depending on the engine, 1-1-1 to 1-1-12) are then overwritten.
2: Rules for options

In this part the different order-specific parameters are written, e.g. exhaust gas relevant parameters
(EPA Tier II), fan control systems, etc., limits for coolant temperature, etc.
3: Rules for the configuration of the I/O channels of the engine governor
The third rule set contains the setting of the different inputs and outputs of the engine governor,
as well as other customer and order-specific functions.
4: OEM-specific rules
If special settings are expressly required for certain customers, other rules can be generated in the last rule set.
E532256/00E 08-01 © MTU

10.4 Settings of the alarm parameters
General
Alarm parameters are the settings defining the response of the system/engine on occurrence of an impermissible
operational state (i.e. an “alarm”). These system responses can be changed in part by the OEM. A precondition is
that the OEM has a DiaSys® dialog system and is familiar with its operation (→ Page 309).
Functional range in DiaSys
The corresponding functional range is accessible in the DiaSys® dialog system through the following menus:
• ECU-7
• ECU-7 available functions – edit alarm parameters.
E532256/00E 08-01 © MTU

The window for this functional range has a dropdown selection window in the upper right corner,
in order to select one of the available alarm measuring points.
The following alarm measuring points are available:
Setting options for each alarm measuring point

To each alarm measuring point belongs an input box. This box sets how an alarm is to be treated, or
which responses are to occur on occurrence of an alarm. There are altogether nine setting options that
can be activated and deactivated by setting and removing an “X”, respectively:
• Stored Alarm (→ Page 341)
Tabular column SA, Stored Alarm
If this option is selected, an entry is made in the fault memory on occurrence of the corresponding
alarm. Acknowledging the alarm does not delete the alarm from the fault memory, nor does the
automatic retraction of the alarm (when (e.g.) a limit violation no longer exists).
• Yellow Alarm (→ Page 341)
Tabular column YA, Yellow Alarm
This setting effects that the occurrence of the corresponding fault simultaneously trips a yellow alarm.
This and the following setting should not be selected simultaneously.
• Red Alarm (→ Page 341)
Tabular column RA, Red Alarm
This setting effects that the occurrence of the corresponding fault simultaneously trips a red alarm.
This and the preceding setting should not be selected simultaneously.
• Transmit Via CAN Link (→ Page 341)
Tabular column CAN, Controller Area Network)
Effects that the alarm is outputted on the (MTU) CAN bus.
• Display in TRIP DATA LOG (→ Page 341)
E532256/00E 08-01 © MTU

Tabular column TDL, Trip Data Log

Engine operating data are stored in an “operating data recorder”. This setting instructs the engine governor
also to store the occurrence of the corresponding alarm in the operating data recorder.
• STOP SOON Alarm (→ Page 341)
Tabular column STP, STOP soon
If this function is selected, occurrence of the corresponding alarm also causes an output of the message
that an automatic engine stop will occur presently if the alarm continues to obtain. This setting should fit
the data given in the monitoring/protection module for the corresponding measured value.
• ECU DEFECT Alarm (→ Page 341)
Tabular column ECD, engine governor unit defective
This setting effects that on occurrence of the corresponding alarm the message is also outputted
that a malfunction of the engine governor itself is at issue.
• CHECK ERROR CODE Alarm (→ Page 341)
Tabular column ERR, ERRor code
This setting specifies that on occurrence of the corresponding alarm the message is also
outputted that a test of the fault code list is required.
• REDUCTION SOON Alarm (→ Page 341)
Tabular column RED, REDuction soon
If this function is selected, occurrence of the corresponding alarm also causes an output of the message
that a power reduction will occur presently if the alarm continues to obtain. This setting should fit the data
given in the monitoring/protection module for the corresponding measured value.
The following three setting options cannot be changed by the user (they are internally fixed):
• Record faults in chronological fault memory (→ Page 341), tabular column CF, Chronological Fault Memory
• Fault trips a trigger for the crash recorder (→ Page 341)
Tabular column TCR, Trigger Crash Recorder
• Disable crash recorder recording when triggered (→ Page 341)
Tabular column SCR
Default settings
The following gives the values set by default. Empty rows indicate that the value of this parameter is 0.
Abbreviations in the header: see above.
ZKP no.
of the
alarm Name CF TCR SA YA RA CAN TDL STP ECD ERR TCF RED
1.1085.009 AL MCR exceeded
1.3011.128 SD Charger 1 Speed √ √ √ √ √
1.3011.129 SD Charger 2 Speed
1.8004.046 AL Rail Leakage
1.8004.496 AL Power Stage Low √ √ √ √ √
1.8004.497 AL Power Stage High √ √ √ √ √
1.8004.498 SD Crankshaft Speed √ √ √ √ √
1.8004.499 SD Camshaft Speed √ √ √ √ √
1.8004.500 AL Timing Cylinder A1

... 519 ... B10
1.8004.520 AL Wiring Cylinder A1

... 539 ... B10 √ √ √ √ √
E532256/00E 08-01 © MTU

ZKP no.
of the
1.8004.540 AL Open Load

... 559 Cylinder A1 ... B10 √ √ √ √ √
1.8004.560 AL Stop Power Stage √ √ √ √
AL Stop MV-Wiring
1.8004.561
Ground √ √ √ √
AL Stop Camshaft
1.8004.562
Sensor Defect √ √ √ √
1.8004.563 SD P-Lube Oil √ √ √ √ √
1.8004.564 SD P-Coolant √ √ √ √ √
1.8004.565 SD P-Fuel √ √ √ √ √
1.8004.566 SD P-Charge Air √ √ √ √ √
1.8004.567 SD P-HD √ √ √ √ √
1.8004.568 SD P-CrankCase √ √ √ √ √
SD P-Coolant
1.8004.569
Intercooler √ √ √ √ √
1.8004.570 SD T-Coolant √ √ √ √ √
1.8004.571 SD T-Charge Air √ √ √ √ √
1.8004.572 SD T-Fuel √ √ √ √ √
1.8004.573 SD T-Intake Air √ √ √ √ √
SD T-Coolant
1.8004.574
1.8004.575 SD T-Lube Oil √ √ √ √ √
1.8004.576 SD T-Exhaust A
1.8004.577 SD T-Exhaust B
1.8004.578 SD U-PDU √ √ √ √ √
1.8004.579 SD T-AUX 1
1.8004.580 SD P-Ambient Air
SD T-Charge Air Seq

1.8004.581
Ctrl
SD Level Leakage
1.8004.582
Fuel
SD Level Coolant
1.8004.583
Intercooler
SD Level Coolant
1.8004.584
Water √ √ √ √ √
E532256/00E 08-01 © MTU

ZKP no.
of the
1.8004.585 SD Dif Lube Oil
1.8004.586 SD T-AUX 2
1.8004.587 SD T-ECU √ √ √ √ √
1.8004.588 SD P-AUX 2
1.8004.589 SD P-AUX 1
1.8004.590 SD AUX 1
1.8004.591 SD AUX 2
1.8004.592 SD Coil Current √ √ √ √ √
1.8004.593 AL Wiring PWM_CM2 √ √ √ √
SD Level Water Fuel

1.8004.594
Prefilter √ √ √ √ √
SD P-Lube Oil before

1.8004.620
Filter
1.8004.621 SD P-Lube Oil redund.
SD T-Coolant
1.8004.622
redundant
AL Eng Hours Counter

1.8004.623
Defect √ √ √ √ √
AL Fuel Cons.
1.8004.624
Counter Defect √ √ √ √ √
AL P-Lube Oil Max

1.8004.625
Dev.
AL T-Coolant Max
1.8004.626
Dev.
1.8004.634 AL Wiring TO 1
1.8004.636 AL Wiring TO 3 √ √ √ √ √
AL Crash Rec. Init.

1.8010.007
Error √ √ √ √ √
AL CR Trigger Engine
1.8010.009
Stop √ √ √ √ √
2.0100.921 LO P-Lube Oil √ √ √ √
2.0100.922 SS P-Lube Oil √ √ √ √ √ √ √
2.0101.921 LO P-Coolant √ √ √ √
E532256/00E 08-01 © MTU

ZKP no.
of the
2.0101.922 SS P-Coolant √ √ √ √ √
2.0102.921 LO P-Fuel √ √ √ √
2.0102.922 SS P-Fuel √ √ √ √
2.0103.931 HI P-Charge Air
2.0103.932 SS P-Charge Air
LO P-Fuel (Common
2.0104.921
Rail) √ √ √ √
HI P-Fuel (Common
2.0104.931
Rail) √ √ √ √
2.0106.931 HI P-Crank Case √ √ √ √
2.0106.932 SS P-Crank Case √ √ √ √ √ √ √
LO P-Coolant
2.0107.921
InterCooler √ √ √ √
SS P-Coolant
2.0107.922
InterCooler √ √ √ √ √
2.0110.921 L1 P-Aux 1
2.0110.931 L2 P-Aux 1
2.0110.932 HIHI P-Aux 1
2.0111.921 L1 P-Aux 2
2.0111.922 L2 P-Aux 2
2.0111.931 HI P-Aux 2
2.0111.932 HIHI P-Aux 2
LO P-Lube Oil
2.0112.921
redundant
SS P-Lube Oil
2.0112.922
redundant
2.0120.931 HI T-Coolant √ √ √ √
2.0120.932 SS T-Coolant √ √ √ √ √
2.0121.931 HI T-Charge Air √ √ √ √
2.0121.932 SS T-Charge Air √ √ √ √
2.0122.931 HI T-Fuel √ √ √ √
2.0122.932 SS T-Fuel √ √ √ √ √
AL L1 T-Coolant
2.0124.931
Intercooler √ √ √ √
E532256/00E 08-01 © MTU

ZKP no.
of the
AL L2 T-Coolant
2.0124.932
2.0125.931 HI T-Lube Oil √ √ √ √
2.0125.932 SS T-Lube Oil √ √ √ √ √
2.0126.931 HI T-Exhaust A
2.0126.932 SS T-Exhaust A
2.0127.931 HI T-Exhaust B
2.0127.932 SS T-Exhaust B
2.0128.931 HI T-Umblasen
2.0128.932 HIHI T-Umblasen
HI T-Coolant
2.0129.931
redundant
SS T-Coolant
2.0129.932
redundant
2.0130.921 L1 T-Aux 1
2.0130.922 L2 T-Aux 1
2.0130.931 HI T-Aux 1
2.0130.932 HIHI T-Aux 1
2.0131.921 L1 T-Aux 2
2.0131.922 L2 T-Aux 2
2.0131.931 HI T-Aux 2
2.0131.932 HIHI T-Aux 2
2.0132.921 HI T-ECU √ √ √ √
LO ECU Power Supply

2.0140.921
Voltage √ √ √ √
LOLO ECU Power

2.0140.922
Supply Voltage √ √ √ √
HI ECU Power Supply

2.0140.931
Voltage √ √ √ √
HH ECU Power
2.0140.932
Supply Voltage √ √ √ √
2.0141.921 LO U-PDU √ √ √ √ √
2.0141.922 LOLO U-PDU √ √ √ √ √
2.0141.931 HI U-PDU √ √ √ √ √
E532256/00E 08-01 © MTU

ZKP no.
of the
2.0141.932 HIHI U-PDU √ √ √ √
2.0151.931 HI Level Leakage Fuel
2.0152.912 SS Coolant Level
2.0152.921 LO Coolant Level √ √ √ √
L1 Level Coolant
2.0153.921
Intercooler
2.0154.931 HI P-Diff-Lube Oil √ √ √ √ √
2.0154.932 SS P-Diff-Lube Oil
HI Level Water Fuel

2.0156.931
Prefilter √ √ √ √
2.0160.921 L1 Aux 1
2.0160.922 L2 Aux 1
2.0160.931 HI Aux 1
2.0160.932 HIHI Aux 1
2.0500.680 AL CAN1 Node Lost √ √ √ √ √
2.0500.681 AL CAN2 Node Lost √ √ √ √ √
AL CAN Wrong
2.0500.682
Parameters √ √ √ √ √
2.0500.683 AL CAN No PU-Data √ √ √ √ √
AL CAN PU-Data
2.0500.684
Flash Error √ √ √ √ √
2.0500.686 AL CAN1 Bus OFF √ √ √ √ √
AL CAN1 Error
2.0500.687
Passive √ √ √ √ √
2.0500.688 AL CAN2 Bus OFF √ √ √ √ √
AL CAN2 Error
2.0500.689
Passive √ √ √ √ √
AL EMU Parameter
2.0500.690
Not Supported
AL Call MTU
2.0555.001
Field-Service
AL Configuration
2.0555.001
changed
SD-ReqEngSpd Def.
2.1060.012
Value
E532256/00E 08-01 © MTU

ZKP no.
of the
SD-ReqEngSpd Def.
2.1060.013
Active
2.1090.920 AL Prelubrication Fault √ √ √ √
2.1090.921 LO T-Preheat √ √ √ √ √
2.1090.922 SS T-Preheat √ √ √ √ √
SS Starter Speed Not

2.1090.923
Reached √ √ √ √ √
SS Release Speed
2.1090.924
Not Reached √ √ √ √ √
SS Idle Speed Not

2.1090.925
Reached √ √ √ √ √
2.2500.030 AL Engine Speed Low √ √ √ √ √
2.2510.932 SS Engine Overspeed √ √ √ √
2.3011.931 HI ETC1 Overspeed √ √ √ √
2.3012.932 SS ETC1 Overspeed √ √ √ √ √
2.3013.912 SS ETC2 Overspeed
2.3013.931 HI ETC2 Overspeed
AL LifeData not
2.4000.004
available √ √ √ √ √
AL LifeData restore
2.4000.006
incomplete √ √ √ √ √
SS Power Reduction
2.7000.011
Active √ √ √ √
2.7002.010 AL Override applied
AL Comb. Alarm Yel

2.8006.001
(Plant) √ √ √ √
AL Comb. Alarm Red

2.8006.002
(Plant) √ √ √ √
2.8006.586 SD Speed Demand √ √ √ √
2.8006.588 SD Loadp.Analog filt
SD ECU Power Supply

2.8006.589
Voltage √ √ √ √ √
2.8006.590 SD Frequency Input √ √ √ √
SD Idle/End-Torque
2.8006.592
Input [%] √ √ √ √
2.8006.593 Al Stop SD √ √ √ √
E532256/00E 08-01 © MTU

ZKP no.
of the
AL Open Load Digital

2.8006.625
Input 1 √ √ √ √ √

2.8006.626
Input 2 √ √ √ √ √

2.8006.627
Input 3 √ √ √ √ √

2.8006.628
Input 4 √ √ √ √ √

2.8006.629
Input 5 √ √ √ √ √

2.8006.630
Input 6 √ √ √ √ √

2.8006.631
Input 7 √ √ √ √ √

2.8006.632
Input 8 √ √ √ √ √
AL Open Load Emerg.

2.8006.633
Stop Input ESI
2.8006.638 AL Wiring TOP 1 √ √ √ √ √
2.8006.639 AL Wiring TOP 2 √ √ √ √ √
2.8006.640 AL Wiring TOP 3 √ √ √ √ √
2.8006.641 AL Wiring TOP 4 √ √ √ √ √
2.8006.650 AL Aux 1 Plant
2.8006.651 AL Aux 2 Plant
2.8006.652 AL Exhaust EMU High
2.8006.653 AL Exhaust EMU Low
2.8006.654 AL Coolant EMU L1
2.8006.655 AL Wiring FO √ √ √ √ √
Conversion of exported values

Valences of the individual bits
If a file is generated by the “Data export” function, for each alarm message a numerical value is outputted
for the configuration of the alarm messages. This numerical value contains a bit code as to which
function is to be activated on occurrence of the corresponding alarm.
The following bit values are assigned to the individual functions:
• Bit 0: value 1
Record fault in the chronological fault memory.
• Bit 1: value 2
Fault trips the trigger for the crash recorder.
E532256/00E 08-01 © MTU

• Bit 2: value 4
Reserved
• Bit 3: value 8
Alarm remains stored until deleted by operator.
• Bit 4: value 16
Fault trips yellow alarm.
• Bit 5: value 32
Fault trips red alarm.
• Bit 6: value 64
Alarm is transmitted on CAN.
• Bit 7: value 128
Fault is recorded in the trip memory and is displayed.
Fault trips the signal “STOP SOON” (engine start expected).
Fault trips the alarm “ECU defective”.
Fault trips the alarm “AL ECU error/see fault code”.
Disable crash recorder recording after triggering (this bit presupposes that bit 1: “Fault
trips the trigger for the crash recorder” is set)
Example
The exported value for the alarm: “SD T-Coolant” (zkp no. 1.8004.570) is 225. This means:
Set bit Value Meaning
Bit 0 1 Fault is recorded in the chronological fault memory.
Bit 5 32 Fault trips red alarm.
Bit 6 64 Alarm is transmitted on CAN.
Bit 7 128 Fault is recorded in the trip memory and is displayed.
Total 225
E532256/00E 08-01 © MTU

Default values defined for C&I

Description Bit Value OEM alarm Single-point Com-
ADEC alarm bined
ADEC alarm
1a 1b 2** 3
red red yellow red yellow
Record fault in the chronological fault 0 1 1 1 1 1 1

memory.
Fault trips the trigger for the crash 1 2 2 0 0 0 0

recorder.
(Reserved) 2 4 0 0 0 0 0
Alarm remains stored until deleted by 3 8 8 8 0 0 0

operator.
Fault trips yellow alarm. 4 16 0 0 16 0 16
Fault trips red alarm. 5 32 32 32 0 32 0
Alarm is transmitted on CAN. 6 64 64 64 64 64 64
Fault is recorded in the trip memory and 7 128 128 128 128 128 128
is displayed.
Fault trips the signal “STOP SOON” 8 256 0 0 0 0 0

(engine start expected).
Fault trips the alarm “ECU defective”. 9 512 0 0 0** 0** 0
Fault trips the alarm “AL ECU error/see 10 1024 0 0 0 0 1024

fault code”.
Disable crash recorder recording when 11 2048 2048 0 0 0 0

triggered
Binary value 2283 233 209** 225** 1233
** If the fault U-PDU occurs, it also sets bit 9: “Fault trips the alarm “ECU defective””, since there
is no separate PV for U-PDU. The two binary values thereby yield as sum 721 (instead of 209)
for a yellow alarm and 737 (instead of 225) for a red alarm.
For the OEM ADEC alarms:
• 1a
Triggers the crash recorder
• 1b
Does not trigger the crash recorder
E532256/00E 08-01 © MTU

10.5 Examples of rule applications
General
Parameters in the engine governor can be changed in different ways:
• Creating or changing a rule
As previously described ( (→ Page 338), the parameters are influenced or written by means of “rules”. For
this purpose rules must be created or changed (→ Page 329) and a parameter set must be created so as to
include the new or changed rules. This parameter set is then written to the engine governor.
• Changes by means of DiaSys®
If the dialog system is available, changes can be carried out directly on site. The
corresponding functions are accessible in DiaSys.
The basic difference between the two procedures is that changes occurring by means of rules are known
to MTU, where they are also logistically managed. Changes made locally by means of the dialog system
must be logged by the executing party. These changes will be lost if the controller is reprogrammed
(e.g. in controller replacement) and must then be repeated manually.
The following subsections use examples to explain the effects of the corresponding rules and their depiction
in the DiaSys dialog system, and to show how the corresponding changes could be done manually.
Rule 2-1-1: fan control according to S270 tier II

Purpose
These parameters are set in order to influence the control of the fan (connected via output PWM_CM2 of
the engine governor) so that the engine attains the S270 tier II exhaust emission values.
Affected parameters
ZKP no. DiaSys display text Meaning Explanation Unit
1.8004.593 AL Wiring PWM_CM2 Alarm in event of wiring This parameter determines how the Digi-
fault at the output system behaves on occurrence of the tal
PWM_CM2 for the corresponding alarm. The value 1233
controlled fan. set here means:
• Fault trips the “AL ECU error/see
fault code”
• Fault trips crash recorder.
• Alarm is transmitted on CAN.
• Fault trips yellow alarm.
• Record fault in the chronological
fault memory.
Explanation: (→ Page 339)
The value was already written by the
master rule. It is not affected in rule
2-1-1.
2.2700.001 Enable Cooler Fan Use cooler fan control An “X” is set in order to activate —
Control temperature-controlled cooler fans, if
available.
2.2700.010 T-Coolant FanControl T-coolant fan LL Lower limit of coolant temperature for degC
LL forming the PWM signal for controlling
the cooler fan speed: 86 °C
2.2700.011 T-Coolant FanControl T-coolant fan UL Upper limit of coolant temperature for degC
UL forming the PWM signal for controlling
2.2700.020 T-ChargeAir FanControl T-charge air fan LL Lower limit of charge air temperature for degC
E532256/00E 08-01 © MTU

2.2700.021 T-ChargeAir FanControl T-charge air fan UL Upper limit of charge air temperature for degC
2.2700.030 T-LubeOil FanControl T-Oil Air Fan LL Lower limit of lube oil temperature for degC
2.2700.031 T-LubeOil Fan Control T-Oil Air Fan UL Upper limit of lube oil temperature for degC
2.2700.040 T-Cool-InterCooler T-coolant intercooler Lower limit of intercooler coolant degC

FanCtrl LL fan LL temperature for forming the PWM signal
for controlling the cooler fan speed: 37
°C
2.2700.041 T-Cool-InterCooler T-coolant intercooler Upper limit of intercooler coolant degC

FanCtrl UL fan UL temperature for forming the PWM signal
for controlling the cooler fan speed: 55
°C
2.2700.050 Inverse PWM Signal Inverted PWM signal The normal or non-inverted behavior is —
intended for couplings in the actuation
of which the minimum PWM pulse-duty
factor effects the maximum fan speed
and the maximum PWM pulse-duty
factor effects the minimum fan speed.
The inverted behavior is intended for
couplings in the actuation of which
the minimum PWM pulse-duty factor
effects the minimum fan speed and
the maximum PWM pulse-duty factor
effects the maximum fan speed. Is not
influenced in rule 2-1-1; value 0 of the
master rule is retained.
2.2700.051 Min PWM Ratio for Min PWM pulse-duty Lower limit for the PWM pulse duty %
FanControl factor for fan factor for forming the PWM signal for
controlling the cooler fan speed; is not
influenced in rule 2-1-1; value of the
master rule is retained: 10%
2.2700.052 Max PWM Ratio for Max PWM pulse-duty Upper limit for the PWM pulse duty %
FanControl factor for fan factor for forming the PWM signal for
controlling the cooler fan speed; is not
2.2700.053 Manual PWM Ratio Manual PWM pulse Sets “X” in order to use the parameter —
active duty factor active “Manual PWM pulse duty factor” as
an output variable; is not influenced in
rule 2-1-1; value 0 of the master rule is
retained.
E532256/00E 08-01 © MTU

2.2700.054 Manual PWM Ratio Manual PWM pulse Manual specified value for PWM output. %
duty factor Is activated by “Manual PWM pulse duty
factor active”. The output is not limited
by the parameters “minimum PWM
pulse duty factor fan” and “maximum
PWM pulse duty factor fan”; is not
2.2700.055 PWM Ramp Time PWM ramp time for fan Pulse rise time for the fade profile. The s
FanControl time applies to the change from fan
minimum PWM pulse duty factor to
fan maximum PWM pulse duty factor.
Serves as basis for all value changes in
between. Is not influenced in rule 2-1-1;
value of the master rule is retained: 5 s
2.2700.056 PWM Frequency PWM frequency for fan Fundamental frequency of the PWM Hz
FanControl signal: 10 Hz
Functional range in DiaSys®

Alarm parameter 1.8004.593
This parameter can be found in DiaSys under “ECU-7 available functions – editing alarm parameter” (→ Page 339).
E532256/00E 08-01 © MTU

According to the value “1233”, an “X” occurs in the following lines:

• Stored Alarm (value: 1)
• Yellow Alarm (value: 16)
• Transmit Via CAN Link (value: 64)
• CHECK ERROR CODE Alarm (value: 1024)
• The function “Fault trips crash recorder (value: 128)” is not displayed at the user level specified for OEMs (dongle)
The sum of the values (1+16+64+1024+128) yields the value 1233.
1D Parameter
All other parameters explained in the table are so-called 1D parameters. They can be accessed
in DiaSys in the main menu: “Edit individual parameters ... 1D”.
Selecting the corresponding parameters opens the following window:
The individual columns of this window mean the following:

• ParNr
This is the corresponding ZKP number of the parameter.
• Parameters
The parameters are designated in plain text.
• PC value
This column shows the value currently entered in the PC. The desired changes are entered in this column.
• Active value
The value currently stored in the engine governor is given here. This value is refreshed
each time the DiaSys is connected to the engine governor and connected to the engine
governor via the function “Connect to the controller”.
• Start value
This is the preset default value. It is transmitted if the corresponding parameter value is invalid.
• Unit
E532256/00E 08-01 © MTU

The unit of the corresponding numerical value is given here. For 1D bin parameters the field is empty.
Rule 2-3-1: speed setpoint, voltage

Purpose
By means of this rule the engine governor is configured so that the speed setpoint occurs with a
voltage of 0...10 V, supplied at input AI1 of the engine governor. A curve also specified here is
used for assigning a certain voltage value to a rotational speed.
Affected parameters
2.0280.002 Speed Demand ECU Speed demand, ECU ECU channel through which the sensor Digi-
Channel channel is recorded. Important: A change in tal
the failure limits of the correction curve
(X-Min, X-Max) takes effect only after a
RESET.
Value 0 → AI_1 analog input 1
Value 2 → 24 V
Value 3 → FIP frequency input
Value 40 → channel not used, no
sensor defect monitoring
The value “0” is set.
2.0280.005 Speed Demand Default Nominal speed Substitute value if sensor defective. rpm
Value substitute value The value 600 rpm is retained.
2.1060.012 SD-ReqEngSpeedDem. Nominal speed Nominal speed substitute value if rpm

Def. Value substitute value sensor defective.
The value 600 rpm is retained.
2.0286.002 Frequency Input RPM Frequency speed input ECU channel through which the sensor Digi-
ECU Channel ECU channel is recorded. tal
Value 2 → 24 V
Value 3 → FIP frequency input
Value 40 → channel not used, no
sensor defect monitoring
2.1060.043 Engine Speed Demand Max. nominal speed Maximum attainable nominal speed. rpm
Max The value 1900 rpm is retained.
2.1060.045 Engine Speed Demand Nominal speed max. Maximum attainable effective nominal rpm
Max Eff eff. speed.
The value 1930 rpm is retained.
2.1060.152 Remote Normal Remote normal switch Specification of a fixed nominal speed
DemandSwitch Default substitute value source becomes active if MD or SD or
no CAN module is available or if CAN
Demand Switch On [2.1060.015].
The value 3 is set for “analog value
absolute”.
E532256/00E 08-01 © MTU

1.8006.586 SD Speed Demand Alarm if signal missing This parameter determines how the Digi-
at input AI2 for the system behaves on occurrence of the tal
speed setpoint. corresponding alarm. The value 225
set here means:
• Alarm is transmitted on CAN.
• Fault trips red alarm.
• Record fault in the chronological
fault memory.
Explanation: (→ Page 339)
The value was already written by the
master rule. It is not affected in rule
2-3-1.
2.9900.001 ECU7 AI 1 Current Mode Operating mode of Voltage/current input: Digi-

input AI 1 at the engine Value 0 → AI_1 analyzes voltage tal
governor
Value 1 → AI_2 analyzes current
2.0401.010 Curve Speed Demand 2D curve for the voltage Reference points of the curve: rpm
(Voltage) value – engine speed • 0.1 V: 600 rpm
value references • 0.5 V: 600 rpm
• 2 V: 807 rpm
• 3 V: 945 rpm
• 4 V: 1083 rpm
• 5 V: 1221 rpm
• 6 V: 1359 rpm
• 7 V: 1497 rpm
• 8 V: 1635 rpm
• 10 V: 1910 rpm
• 10.5 V: 1910 rpm

Alarm parameter 2.8006.586
This parameter can be found in DiaSys under “ECU-7 available functions – editing alarm parameter” (→ Page 339).
E532256/00E 08-01 © MTU

According to the value “225”, an “X“ occurs in the following lines:

• Stored Alarm (value: 1)
• Red Alarm (value: 32)
• Transmit Via CAN Link (value: 64)
• The function “Fault trips crash recorder (value: 128)” is not displayed at the user level specified for OEMs (dongle)
The sum of the values (1+32+64+128) yields the value 225.
2D Parameter 2.0401.010
This parameter creates a curve assigning to each voltage a certain engine speed value.
E532256/00E 08-01 © MTU

The example in the figure shows a curve of the pressure versus the engine speed. The speed vs.
voltage curve is analogous. The table below gives the reference points, with intermediate values
being interpolated between the two neighboring reference points.
1D Parameter
All other parameters explained in the above table are so-called 1D parameters. Their depiction
is analogous to that explained above (→ Page 354).
Rule 3-0-2-0: switch TOP outputs on/off

Purpose
It is possible to deactivate the outputs of the engine governor at the plant. Normally the
outputs are assigned as follows (and activated for use):
ZKP no. of the Channel ZKP no. of the output Designation

adjustment parameter variable
2.1050.001 TOP 1 2.8009.010 Yellow alarm
2.1050.002 TOP 2 2.8009.009 Red alarm
2.1050.003 TOP 3 2.7010.001 Engine cold
2.1050.004 TOP 4 2.1090.013 Starter ON
These outputs can be fully deactivated by the rules of group 3-0-2-0.
E532256/00E 08-01 © MTU

Example: Rule 3-0-2-4:

This rule states that output TOP 4 should be deactivated. To this end the parameter 2.1050.004 is changed
from the value 2.1090.013 to the value “0”. The output now no longer switches on.
The particular field with the dropdown menu shows the ZKP no. of the output variable. “0” occurs here
after the channel is switched off. Other output variables can also be defined here (e.g. speed windows).
The section “General Information” ( (→ Page 351)) applies to changes, however.
Note: The ZKP no. of the adjustment parameters are NOT visible in this window.
Rule 3-0-4-0: Change over TOP active level

Purpose
Depending on the plant, it may be necessary to output a signal in inverted form, i.e. if the
function is switched on (e.g. yellow alarm occurring), the corresponding output should be
switched off (no voltage or no current flow) and vice versa.
This function can be executed by the rules of group 3-0-4-0 for each output.
E532256/00E 08-01 © MTU

The following parameters are affected:
Channel ZKP no. “Invert output”
TOP 1 2.1050.005
TOP 2 2.1050.006
TOP 3 2.1050.007
TOP 4 2.1050.008
Example: Rule 3-0-1-4:

This rule states that output TOP 1 should be inverted. To this end the parameter 2.1050.005 is changed from the value
“0” to the value “1”. The output now switches off once a yellow alarm is occurring, and is on if no alarm is occurring.
The adjustment is made in DiaSys in the same window as described above ( (→ Page 359)).
Note: The ZKP no. of the adjustment parameters “Invert output” are NOT visible in this window. The
number lies “behind” the selection box for “Not inverted”/“Inverted”.
E532256/00E 08-01 © MTU

Appendix 361
11 Appendix
11.1 Abbreviations
Abbrevia- Meaning Explanation

tion
AL Alarm Alarm (general)
ANSI American National Standards Institute Umbrella organization administering and coordinating
U.S. standards
ATL Abgasturbolader Exhaust turbocharger
BR Baureihe Engine series
CAN Controller Area Network Data bus system, bus standard
CPP Controllable Pitch Propeller
°C Degrees Celsius
DIN Deutsches Institut für Normung e. V. German Standardization Organization, at the same
time identifier of German standards ("Deutsche
Industrie-Norm")
DIS Display Unit
DL Default Lost Alarm: Default CAN bus failure
DTS Depot Test System Test system
ECS Engine Control System
ECU Engine Control Unit
EDM Engine Data Module Memory module for engine data
EEPROM Electrically Erasable and Programmable Memory module

Read Only Memory
EPROM Electrically Programmable Read Only Memory module

Memory
EMU Engine Monitoring Unit
ESD Electrostatic Device
FL MTU Fluids and Lubricants Specification Publication No. A01061/..
FPP Fixed Pitch Propeller
GCU Gear Control Unit
GMU Gear Monitoring Unit
h Hour
HI High Alarm: Measured value exceeds 1st maximum limit

value
HIHI High High Alarm: Measured value exceeds 2nd maximum limit
value
E532256/00E 08-01 © MTU

362 Appendix

tion
HT High Temperature
Hz Hertz
ICFN ISO - Continuous rating - Fuel stop power Power specification in accordance with DIN-ISO 3046-7
- Net
IDM Interface Data Module Memory module for interface data
IMO International Maritime Organisation
IP Degree of protection against contact,

dust and moisture as per DIN 40050
ISO International Organization for

Standardization
kg Kilogram
kΩ Kiloohm
KGS Kraftgegenseite Engine free end in accordance with DIN ISO 1204
KS Kraftseite Engine driving end in accordance with DIN ISO 1204
LCD Liquid Crystal Display, Liquid Crystal

Device
LCU Local Control Unit Local controller (LOP subassembly)
LED Light Emitting Diode
LMU Local Monitoring Unit Local monitor (LOP subassembly)
LO Low Alarm: Measured value lower than 1st minimum limit

value
LOLO Low Low Alarm: Measured value lower than 2nd minimum limit
value
LOP Local Operating Panel
LOS Local Operating Station
MCD Marine Control Drive Remotely-controllable and regulated fluid coupling
MCS Monitoring and Control System
MFD Multifunctional Display
MG Message
MPU Microprocessor Unit, Microprocessing

Unit
mm Millimeter
MTU Motoren- und Turbinen-Union
MΩ Megaohm
ms Millisecond
E532256/00E 08-01 © MTU

Appendix 363

tion
OT Oberer Totpunkt Top dead center
P-xyz Pressure-xyz Pressure measuring point xyz
PAN Panel Control panel
PCU Propeller Control Unit
PIM Peripheral Interface Module
PVC Polyvinylchloride
RCS Remote Control System
RL Redundancy Lost Alarm: Redundant CAN bus failure
SAE Society of Automotive Engineers U.S. standardization organization
SAM Service and Automation Module
SD Sensor Defect Alarm: Sensor failure
SDAF Shut Down Air Flaps Emergency air-shutoff flap(s)
SPC Spare Parts Catalog Spare parts catalog
SS Safety System Indicated alarm is initiated by the safety system
SSK Schnellschlussklappe(n) Emergency air shut-off flaps
T-xyz Temperature-xyz Temperature measuring point xyz
TC Tools Catalog
TD Transmitter Deviation Alarm: Sensor comparison fault
UT Unterer Totpunkt Bottom dead center
VS Voith Schneider Voith-Schneider drive
WJ Water Jet Waterjet drive
E532256/00E 08-01 © MTU

364 Appendix
11.2 Fault messages of the engine governor ADEC (ECU

7) for series 4000 C&I engines
The fault code numbers are generated by the engine governor and transmitted to the following display.
The fault code (1) consists of three digits.

Fault messages can also be caused by defective sensors/actuators. If the troubleshooting according to the following
table is not successful, notify Service in order to have sensors/actuators checked and if necessary replaced.
The following table lists possible fault codes:
Fault code no. Designation Meaning
003 HI T-Fuel Prewarning: fuel temperature too high.
Main warning: fuel temperature too high;

004 SS T-Fuel engine stop.
005 HI T-LL Prewarning: charge air temperature too high
Main warning: charge air temperature too

006 SS T-Charge Air high; engine stop
Charge air coolant temperature too high (1st

009 AL L1 T-Coolant Intercooler limit value).
Main warning: coolant temperature in charge

010 AL L2 T-Coolant Intercooler air cooler too high; engine stop
015 LO P-Lube Oil Oil pressure too low (1st limit value).
Oil pressure too low (2nd limit vale), automatic

016 SS P-Lube Oil engine shutoff.
Exhaust-gas temperature on engine side A

019 HI T-Exhaust Gas A too high (1st limit value).
Exhaust-gas temperature on engine side A

020 SS T-Exhaust Gas A too high (2nd limit value).
Exhaust-gas temperature on engine side B

021 HI T-Exhaust Gas B too high (1st limit value).
E532256/00E 08-01 © MTU

Appendix 365
Exhaust-gas temperature on engine side B

022 SS T-Exhaust Gas B too high (2nd limit value).
023 LO-Coolant Level Coolant level too low (1st limit value).
024 SS-Coolant Level Coolant level too low (2nd limit value).
Oil filter differential pressure too high (1st limit

025 HI P-Differential Pressure Lube Oil value).
Alarm configuration limit 1; prewarning:

026 SS P-Differential Pressure Lube Oil differential pressure at oil filter too high.
027 HI Level Leakage Fuel Leak-off fuel (1st limit value).
029 HI ETC2 Idling Speed Too High ETC 2 idling speed too high
030 SS Engine Overspeed Engine overspeed; automatic engine stop.
Alarm configuration limit value 1; prewarning:

031 HI ETC1 Overspeed basic turbocharger speed too high.
032 SS ETC1 Overspeed ETC 1 – speed exceeded (2nd limit value)

036 HI ETC2 Overspeed switch charger speed too high.
Alarm limit value 2; main warning: switch

charger speed too high; filling limited to fixed
037 SS ETC2 Overspeed value.
Synchronization fault between exhaust

038 AL ETC Speed Deviation turbochargers 1 and 2.
039 AL ETC2 Cut-in Failure Charger cut-in of ETC2 failed.
Charge air coolant level too high/low (1st limit

044 L1 Level Coolant Intercooler value not attained).
051 HI T-Lube Oil Oil temperature too high (1st limit value).
052 SS T-Lube Oil Lube oil temperature too high (2nd limit value).
057 LO P-Coolant Coolant pressure too low (1st limit value).
058 SS P-Coolant Coolant pressure too low (2nd limit value).
063 HI P-Crankcase Prewarning: crankcase pressure too high.
Main warning: crankcase pressure too high;

064 SS P-Crankcase engine stop.
065 LO P-Fuel Fuel feed pressure too low (1st limit value).
066 SS P-Fuel Fuel feed pressure too low (2nd limit value).
067 HI T-Coolant Coolant temperature too high (1st limit value).
Coolant temperature too high (2nd limit value),

068 SS T-Coolant automatic engine shutdown.
In the rail, too low pressure gradient at

start or excessive pressure gradient at stop;
081 AL Rail Leakage high-pressure system leaky, air in system).
E532256/00E 08-01 © MTU

366 Appendix
Rail pressure > desired value; speed-sensitive

fuel limiter reduction, start of injection moved
towards late; interphase transformer sticks or
082 HI P-Fuel (Common Rail) wiring of the interphase transformer)
Rail pressure > desired value; speed-sensitive

fuel limiter reduction; interphase transformer
083 LO P-Fuel (Common Rail) defective or leakage in high-pressure system)
Prewarning: circulation blowing temperature

085 HI T-Umblasen too high.
Main warning: circulation blowing temperature

086 HII T-Umblasen too high.
The engine speed stays below 200 rpm. A

089 AL Engine Stall stop is activated.
Alarm configuration limit value; idle speed not

090 SS Idle Speed Not Attained attained.
Alarm configuration limit value; run-up speed

091 SS Release Speed Not Attained not attained.
Alarm configuration limit value; starter speed

not attained; start termination; starter does not
092 SS Starter Speed Not Attained turn or turns too slowly.
Alarm configuration limit 2; main warning:

preheat temperature too low; coolant
temperature for engine start too low; engine
093 SS T-Preheat start lock.
Alarm configuration limit 1; preheat

temperature too low; coolant temperature for
094 LO T-Preheat engine start too low.
095 AL Prelubrication Fault Alarm configuration; prelubrication fault.
Indication of the specific fuel consumption is

invalid, checksum error in EDM/EEPROM 1
102 AL Consumption Meter Defective (redundant record 1).
Checksum error of the hour meter in the

104 AL Operating Hrs. Meter Defective EDM/EEPROM 1.
118 LO ECU Power Supply Voltage Supply voltage too low (1st limit value).
119 LOLO ECU Power Supply Voltage Supply voltage too low (2nd limit value).
120 HI ECU Power Supply Voltage Supply voltage too high (1st limit value).
Supply voltage too high (2nd limit value);

automatic engine shutoff (dependent on
121 HIHI ECU Power Supply Voltage application engineering).
Temperature in the ECU housing too high (1st

122 HI T-ECU limit value).
Internal voltage (-15 V DC) defective;

134 15V POS ECU DEFECTIVE automatic engine shutoff.
E532256/00E 08-01 © MTU

Appendix 367
Internal voltage (-15 V DC) missing; automatic

136 15V NEG ECU DEFECTIVE engine shutoff.
Supply voltage of the temperature sensors

139 L1 TE BUFFER TEST defective.
Supply voltage of the temperature sensors

140 TE BUF. ECU DEFECT defective.
Power amplifier for actuating the solenoid

valves of bank 1 is defective; engine does not
142 BANK1 ECU DEFECT start.
Power amplifier for actuating the solenoid

valves of bank 2 is defective; engine does not
144 BANK2 ECU DEFECT start.
Voltage supply is defective; automatic engine

145 15V_GOOD ECU DEFECTIVE shutoff.
146 L1 AD-TEST1 SUPPLY Supply voltage of A/D converter too low.
147 AD-TEST1 ECU DEFECTIVE Electronics defect; automatic engine shutoff.
148 L1 AD-TEST2 SUPPLY Supply voltage of A/D converter too low.
Internal electronics defect; automatic engine

149 AD-TEST2 ECU DEFECTIVE shutoff.

150 L1 AD-TEST3 SUPPLY shutoff.

151 AD-TEST3 ECU DEFECTIVE shutoff.
Alarm configuration; no (suitable) LifeData

backup system available after waiting time
176 AL LifeData not available following ECU reset.
Alarm configuration; If a CRC is defective

(specified for each module) in a data upload (to
177 AL LifeData restore incomplete the ADEC), this error message is generated.
Alarm configuration; connection to a node at

180 AL CAN1 Node Lost CAN bus 1 failed.
Alarm configuration; connection to a node at

181 AL CAN2 Node Lost CAN bus 2 failed.
Alarm configuration; incorrect parameter

182 AL CAN Wrong Parameters values entered in data record.
Alarm configuration; A CAN mode has been

selected in which the communication is
initialized with the aid of the PU data module.
The required PU data module is not available
183 AL CAN No PU Data or not valid, however.
Alarm configuration; A programming error

occurred in the attempt to copy a received PU
184 AL CAN PU-Data Flash Error data module to the flash module.
E532256/00E 08-01 © MTU

368 Appendix
CAN 1 in bus OFF state: Either there is a

short circuit at the bus or intense magnetic
186 AL CAN1 Bus OFF fields are interfering with the bus.
CAN 1 in the error passive state; there is

weak interference at the bus or a CAN node
187 AL CAN1 Error Passive is missing.
CAN 2 in bus OFF state: Either there is a

short circuit at the bus or intense magnetic
188 AL CAN2 Bus OFF fields are interfering with the bus.
CAN 2 in the error passive state; there is

weak interference at the bus or a CAN node
189 AL CAN2 Error Passive is missing.
Alarm configuration; EMU parameters are not

190 AL EMU Parameter Not Supported supported.
201 SD T-Coolant Sensor B06 defective (coolant temperature).
202 SD T-Fuel Sensor B33 defective (fuel temperature).
Sensor B09 defective (charge air temperature),

203 SD T-Charge Air A-side.
Sensor defective B26 (charge air coolant

204 SD T-Coolant Intercooler temperature).
Sensor B4.21 defective (exhaust-gas

205 SD T-Exhaust A temperature), engine side A.
Sensor B4.22 defective (exhaust-gas

206 SD T-Exhaust B temperature), engine side B.
SD alarm configuration charge air pressure

sensor (B10) defective, short circuit or cable
208 SD P-Charge Air break
211 SD P-Lube Oil Sensor B05 defective (lube oil pressure).
212 SD P-Coolant Sensor B16 defective (coolant pressure).
Sensor B43 defective (coolant pressure

213 SD P-Coolant Intercooler sensor from charge air cooler defective).
Sensor B50 SD defective (crankcase pressure

214 SD P-CrankCase sensor).
Sensor B48 defective (high-pressure governor

215 SD P-HD rail pressure sensor); emergency mode active.
216 SD T-Lube Oil Sensor B07 defective (lube oil temperature).
219 SD T-Intake Air Sensor B03 defective (intake air temperature).
220 SD Level Coolant Sensor F33 defective (coolant level 1).
Sensor F25 defective (differential pressure

221 SD Dif Lube Oil sensor for lube oil).
222 SD Level Leakage Fuel Sensor F46 defective (leak-off fuel).
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Appendix 369
Sensor F57 defective (charge air coolant

223 SD Level Coolant Intercooler level).
SD alarm configuration; sensor (B5.3) for

lube-oil pressure before filter defective; short
227 SD Oil Pressure before Filter circuit or cable break.
Crankshaft rpm and camshaft rpm sensors

229 AL Stop Camshaft Sensor Defect defective.
230 Crankshaft Sensor Defect Sensor B13 defective (crankshaft speed).
231 Camshaft Sensor Defect Sensor B1 defective (camshaft speed).
Sensor B44 defective (exhaust turbocharger

232 SD Charger 1 Speed speed 1).
Sensor B44.2 defective (exhaust turbocharger

233 SD Charger 2 Speed speed 2).
240 SD P-Fuel Sensor B34 defective (fuel pressure).
Sensor B49 defective (circulation blowing

241 SD T-Umblasen temperature sensor).
Sensor defective (redundant coolant

242 SD T-Coolant redundant temperature sensor).
SD alarm configuration; redundant lube oil

pressure sensor defective; short circuit or
244 SD Oil Pressure redundant cable break
245 SD ECU Power Supply Voltage Sensor defective (ECU operating voltage).
266 SD Speed Demand External speed setpoint defective.
SD alarm configuration; filtered analog signal

of the load pulse not available; short circuit or
269 SD Loadp.Analog filt cable break.
270 SD Frequency Input Sensor defective, frequency specification.
Timing bank 1 (solenoid valve 1) ... timing

301 TIMING CYLINDER(A1- A10) bank 1 (solenoid valve 10)
302
303
304
305
306
307
308
309
310
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370 Appendix
Timing Bank 2 (solenoid valve 1) ... Timing

311 TIMING CYLINDER(B1- B10) Bank 2 (solenoid valve 10)
312
313
314
315
316
317
318
319
320
Wiring Bank 1 (solenoid valve 1) ... Wiring

321 WIRING CYLINDER(A1- A10) Bank 1 (solenoid valve 10)
322
323
324
325
326
327
328
329
330
Wiring Bank 2 (solenoid valve 1) ... Wiring

331 WIRING CYLINDER(B1- B10) Bank 2 (solenoid valve 10)
332
333
334
335
336
337
338
339
340
Open Load Bank 1 (solenoid valve 1) ... Open

341 OPEN_LOAD CYL.(A1- A10) Load Bank 1 (solenoid valve 10)
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Appendix 371
342
343
344
345
346
347
348
349
350
Open Load Bank 2 (solenoid valve 1) ... Open

351 OPEN_LOAD CYL.(B1- B10) Load Bank 2 (solenoid valve 10)
352
353
354
355
356
357
358
359
360
Alarm configuration; internal electronics error

(electronics possibly defective: start ITS). If
the ITS supplies the diagnosis “electronics
OK”, note other error messages (e.g. wiring
361 AL Power Stage Low fault).

(electronics possibly defective: start ITS). If
the ITS supplies the diagnosis “electronics
OK”, note other error messages (e.g. wiring
362 AL Power Stage High fault).

363 AL Stop Power Stage (electronics possibly defective: start ITS).
Alarm configuration; injector wiring fault. If

bit “1.1020.021” (Power Stage Failure: Stop
Engine) is set, an engine stop also occurs
here. 1. Short circuit of the injector positive
connection of one or more injectors to ground
2. Short circuit of the injector negative
365 AL Stop MV-Wiring Ground connection of one or more injectors to ground.
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372 Appendix
Alarm configuration; short circuit or line

371 AL Wiring TO 1 discontinuity at transistor output 1 (TO 1).




discontinuity at transistor output 1 at plant
381 AL Wiring TOP 1 (TOP 1).



Alarm configuration; DBR/MCR function: MCR

390 AL MCR exceeded was exceeded.

392 HI T-Coolant redundant redundant coolant temperature too high.
Alarm configuration limit value 1; main

warning: redundant coolant temperature too
393 SS T-Coolant redundant high; engine stop.
Alarm configuration limit 1; prewarning:

394 LO P-Lube Oil redundant redundant lube-oil pressure too low.
Alarm configuration limit 2; main warning:

395 SS P-Lube Oil redundant redundant lube-oil pressure too low.
Alarm configuration; maximum deviation of

396 AL T-Coolant max. deviation the coolant temperature.
Alarm configuration; maximum deviation of

397 AL P-Oil max. deviation the lube-oil pressure.
Alarm configuration; line discontinuity at digital

input 1; wiring defective or no resistance
400 AL Open Load Digital Input 1 through the switch.


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Appendix 373





Alarm configuration; line discontinuity at the

input for emergency stop; wiring defective or
408 AL Open Load Emerg. Stop Input ESI no resistance through the switch.

410 LO U-PDU injector voltage too low.

411 LOLO U-PDU warning: injector voltage too low.

412 HI U-PDU injector voltage too high.
Alarm configuration limit value; main warning:

413 HIHI U-PDU injector voltage too high.
Alarm configuration limit value 1; warning:

414 HI Level Water Fuel Prefilter water level in fuel prefilter too high.

415 LO P-Coolant InterCooler coolant pressure in charge air cooler too low.

warning: coolant pressure in charge air cooler
416 SS P-Coolant InterCooler too low; engine stop
SD alarm configuration; sensor for water level

of the fuel prefilter defective; short circuit or
417 SD Level Water Fuel Prefilter cable break.
Alarm configuration limit value 1; input signal

of Aux 1 has exceeded / not attained limit 1,
420 L1 Aux 1 depending on application engineering.

of Aux 1 has exceeded / not attained limit 2,
421 L2 Aux 1 depending on application engineering.

temperature signal of Aux 1 has exceeded /
not attained limit 1, depending on application
428 L1 T-Aux 1 engineering.
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374 Appendix

pressure signal of Aux 1 has exceeded / not
attained limit 1, depending on application
440 L1 P-Aux 1 engineering.

pressure signal of Aux 1 has exceeded / not
attained limit 2, depending on application
442 L2 P-Aux 1 engineering.
SD alarm configuration; sensor defective in

the injector output stage; internal error of the
444 SD U-PDU ECU7.
SD alarm configuration; ambient air pressure

445 SD P-Ambient Air sensor defective.

448 HI P-Charge Air charge air pressure too high.

449 SS P-Charge Air warning: charge air pressure too high.
SD alarm configuration; input signal for

initial/final torque defective; short circuit or
450 SD Idle/End-Torque Input [%] cable break
454 SS Power Reduction Active Alarm configuration; power reduction active.

of Aux 1 (at plant) has exceeded / not attained
455 AL Aux 1 Plant L1 limit 1, depending on application engineering.

of Aux 1 (at plant) has exceeded / not attained
456 AL Aux 1 Plant L2 limit 2, depending on application engineering.
Alarm configuration limit value; exhaust-gas

460 AL Exhaust Gas EMU High temperature of the EMU too high.
Alarm configuration limit value; exhaust-gas

461 AL Exhaust Gas EMU Low temperature of the EMU too low.
Alarm configuration limit value; coolant

462 AL Coolant EMU L1 temperature of the EMU too high / low.
SD alarm configuration; analog input signal for

463 SD AUX 2 Aux 2 defective; short circuit or cable break
SD alarm configuration; analog input signal

for Aux 1 pressure defective; short circuit or
464 SD P-AUX 1 cable break
SD alarm configuration; analog input for Aux 2

465 SD P-AUX 2 pressure defective; short circuit or cable break
SD alarm configuration; analog input for Aux

2 temperature defective; short circuit or cable
466 SD T-AUX 2 break
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Appendix 375

temperature signal of Aux 1 has exceeded /
not attained limit 2, depending on application
467 L2 T-Aux 1 engineering.
SD alarm configuration; analog input for Aux 1

468 SD T-AUX 1 temperature defective.
SD alarm configuration; analog input signal for

469 SD AUX 1 Aux 1 defective; short circuit or cable break
SD alarm configuration; temperature sensor

470 SD T-ECU for ECU defective; short circuit or cable break
SD alarm configuration; interphase

transformer actuation defective; short circuit
471 SD Coil Current or cable break
Alarm configuration; engine stop since

472 Al Stop SD shutdown channels have “sensor defective”.
Alarm configuration; line discontinuity or short

473 AL Wiring PWM_CM2 circuit at channel PWM_CM2.
Alarm configuration; line discontinuity or short

474 AL Wiring FO circuit at channel FO.
Alarm configuration; activated when crash

475 AL CR Engine Trigger Stop recorder triggered by an engine shutdown
Alarm configuration; initialization error of the

476 AL Crash Rec. Init. Error crash recorder.
Alarm configuration; YELLOW combined

478 AL Comb. Alarm Yel (Plant) alarm from the plant.
Alarm configuration; RED combined alarm

479 AL Comb. Alarm Red (Plant) from the plant.
Alarm configuration limit value; input signal

has exceeded / not attained limit, depending
480 AL Lim Ext. Plant Bin on application engineering.
Alarm: The engine was shut down at the last

stop by switching off the supply voltage of the
549 AL Power Cut-Off detected engine governor
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376 Appendix
11.3 MTU drawings
Installation drawings (EB)

• ECU: 5275308288
• SAM: X00023903
• POM: XZ00E00000065
• DIS 10: 5105384975
Assembly drawings (ZB)
Schematic diagrams
Engine governor(ECU)
Injector wiring, ECU X4
• 12V4000C03: X00007448
• 16V4000C03: X00037659
• 20V4000C03. X00032483
Sensor wiring, X2
• XZ00E500000220
Plant wiring X1, X3
This drawing contains the vehicle wiring.
• XZ00E50000015
Service and Adaptation Module (SAM)
• XZ00E50000016
Power Output Module (POM)
• XZ00E50000134, note starter type and alternator (available?)
Oil priming pump (VSP)
• X00037844
Starter/alternator wiring without POM
• XZ00E50000196
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Appendix 377
11.4 Index
A Engine side and cylinder designations . . . . . . 09
Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . 361 Examples of rule applications . . . . . . . . . . . . . 351
Additional SAM parameters and options . . . . . 199 External sensors . . . . . . . . . . . . . . . . . . . . . . . 92
Attachment to the engine . . . . . . . . . . . . . . . . 24
F
C Fault messages of the engine governor ADEC
Cable connectors . . . . . . . . . . . . . . . . . . . . . . 41 (ECU 7) for series 4000 C&I engines . . . . . . . 364
Connector of the Power Output Module
(POM) . . . . . . . . . . . . . . . . . . . . . . . . . . 62 G
Connectors of the engine governor ECU
7 (ADEC) . . . . . . . . . . . . . . . . . . . . . . . 41 General conditions ..................... 05
Connectors of the Service and Application Grounding concept ..................... 99
Module (SAM) . . . . . . . . . . . . . . . . . . . . 52
Cables at the plant . . . . . . . . . . . . . . . . . . . . . 113 H
SAM connector set . . . . . . . . . . . . . . . . 117
Handling terminal strips or terminal blocks
Wiring harnesses at the vehicle . . . . . . 113
(spring terminals) . . . . . . . . . . . . . . . . . . . . . . 119
CAN bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
HSK technology cable entries . . . . . . . . . . . . . 127
CANOpen C&I transmission values . . . . . . . . 203
CCB 2 – Technical Data . . . . . . . . . . . . . . . . . 33
I
Connector of the Power Output Module
(POM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 377
Connectors of the engine governor ECU 7 Information research regarding engine numbers
(ADEC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 and standard governor configuration . . . . . . . 325
Connectors of the Service and Application Injector wiring harness . . . . . . . . . . . . . . . . . . 107
Module (SAM) . . . . . . . . . . . . . . . . . . . . . . . . . 52
J
D J1939 C&I transmission values . . . . . . . . . . . . 258
Diagnosis and tools . . . . . . . . . . . . . . . . . . . . 20
Diagnostic lamps of the devices . . . . . . . . . . . 319 M
Display DIS 10 . . . . . . . . . . . . . . . . . . . . . . . . 36 MTU drawings . . . . . . . . . . . . . . . . . . . . . . . . . 376
Display DIS 10 – Structure . . . . . . . . . . 36
Display DIS 10 – Technical data . . . . . . 39
O
Display DIS 10 – Structure . . . . . . . . . . . . . . . 36
Oil priming pump wiring harness (VSP)
Display DIS 10 – Technical data . . . . . . . . . . . 39 (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Downloading with the CF card . . . . . . . . . . . . 318 Operator devices . . . . . . . . . . . . . . . . . . . . . . 16
E P
ECU – Use and functions . . . . . . . . . . . . . . . . 23 Parameterization of the engine governor . . . . 338
ECU 7 – Technical data . . . . . . . . . . . . . . . . . 25 Personnel and organizational prerequi-
ECU channel assignment – Overview . . . . . . . 131 sites . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
ECU signals . . . . . . . . . . . . . . . . . . . . . . . . . . 137 POM – Technical data . . . . . . . . . . . . . . . . . . . 35
Employed sensor types . . . . . . . . . . . . . . . . . . 74 POM wiring harness . . . . . . . . . . . . . . . . . . . . 109
External sensors . . . . . . . . . . . . . . . . . . 92 Power Output Module (POM) . . . . . . . . . . . . . 34
Sensor types . . . . . . . . . . . . . . . . . . . . . 74 POM – Technical data . . . . . . . . . . . . . . 35
Engine governor – Web feature . . . . . . . . . . . 323 Power Output Module (POM) – Purpose
Engine governor ECU (ADEC) . . . . . . . . . . . . 23 and functions . . . . . . . . . . . . . . . . . . . . 34
Attachment to the engine . . . . . . . . . . . 24 Power Output Module (POM) – Purpose and
ECU – Use and functions . . . . . . . . . . . 23 functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
ECU 7 – Technical data . . . . . . . . . . . . 25
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378 Appendix
Processing specifications . . . . . . . . . . . . . . . . 119 Service and Application Module (SAM) . . . . . . 27

Handling terminal strips or terminal blocks CCB 2 – Technical Data . . . . . . . . . . . . 33
(spring terminals) . . . . . . . . . . . . . . . . . 119 SAM . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
HSK technology cable entries . . . . . . . . 127 SAM central processing unit – Intended
Terminal connections . . . . . . . . . . . . . . 121 use and functions . . . . . . . . . . . . . . . . . 27
Purpose of the DiaSys dialog system® . . . . . . 313 Settings of the alarm parameters . . . . . . . . . . 339
S T
Safety functions of the engine governor . . . . . 147 Terminal connections . . . . . . . . . . . . . . . . . . . 121
Safety requirements for maintenance and repair The "ADECEdit" and "ADECRegelEdit"
work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 06 software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 329
SAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 The DiaSys® program . . . . . . . . . . . . . . . . . . . 309
SAM central processing unit – Intended use and The MTU Motivline® system . . . . . . . . . . . . . . 11
functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
SAM channel assignment – Overview . . . . . . 134 V
SAM connector set . . . . . . . . . . . . . . . . . . . . . 117 Voltage supply . . . . . . . . . . . . . . . . . . . . . . . . 97
SAM Minidialog . . . . . . . . . . . . . . . . . . . . . . . . 315 CAN bus . . . . . . . . . . . . . . . . . . . . . . . . 101
SAM Signals . . . . . . . . . . . . . . . . . . . . . . . . . . 155 Grounding concept . . . . . . . . . . . . . . . . 99
Scope of delivery . . . . . . . . . . . . . . . . . . . . . . 14 Voltage supply . . . . . . . . . . . . . . . . . . . 97
Sensor installation positions . . . . . . . . . . . . . . 65
Sensors at 12V 4000 C03 engines . . . . 65 W
Sensors at 16V 4000 C03 engines . . . . 68 Wiring harnesses at the engine . . . . . . . . . . . . 103
Sensors at 20V 4000 C03 engines . . . . 71 Injector wiring harness . . . . . . . . . . . . . 107
Sensor types . . . . . . . . . . . . . . . . . . . . . . . . . . 74 Oil priming pump wiring harness (VSP)
Sensor wiring harnesses . . . . . . . . . . . . . . . . . 103 (optional) . . . . . . . . . . . . . . . . . . . . . . . . 111
POM wiring harness . . . . . . . . . . . . . . . 109
Sensors at 12V 4000 C03 engines . . . . . . . . . 65
Sensor wiring harnesses . . . . . . . . . . . 103
Wiring harnesses at the vehicle . . . . . . . . . . . 113
E532256/00E 08-01 © MTU

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Technical Documentation

Installation and Application Manual

16 V 4000 C13, C13L, C13R

Installation and Commissioning Instructions

E532256/00E 08-01 © MTU

5.1.2 Grounding concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99

E532256/00E 08-01 © MTU

11 Appendix ..................................................................... 361

E532256/00E 08-01 © MTU

E532256/00E 08-01 © MTU

1.1 General conditions

E532256/00E 08-01 © MTU

1.2 Safety requirements for maintenance and repair work

E532256/00E 08-01 © MTU

E532256/00E 08-01 © MTU

E532256/00E 08-01 © MTU

1.3 Engine side and cylinder designations

1 KGS = Free end 3 KS = Driving end

E532256/00E 08-01 © MTU

1.4 Personnel and organizational prerequisites

E532256/00E 08-01 © MTU

2.1 The MTU Motivline® system

E532256/00E 08-01 © MTU

E532256/00E 08-01 © MTU

E532256/00E 08-01 © MTU

2.2 Scope of delivery

E532256/00E 08-01 © MTU

E532256/00E 08-01 © MTU

2.3 Operator devices

The MMI of Motivline

E532256/00E 08-01 © MTU

E532256/00E 08-01 © MTU

Indicator lamps and buttons

Type Lettering ADEC SAM Meaning/function

Button START X X • Pressing the button automatically initiates the

Button STOP X X • Pressing the button initiates the stop sequence

Button EMERGENCY X - • Pressing the button triggers the emergency stop.

Button OVERRIDE X - • Pressing the button triggers a temporary bypass

Button BINARY - X • Pressing the button switches on binary outputs

Button TURNING - X • Pressing the button turns the engine by means of

Indicator lamp OVERRIDE - X • Indicates the (current) state of the override

Button MANUAL EXT. - X • Activates an external fan manually

MANUAL - X • Activates an external fan manually

E532256/00E 08-01 © MTU

Alarm indicator lamps

Color Lettering Meaning/function

Red RED ALARM • Combined alarm indicator lamp lights up

Yellow YELLOW ALARM • Combined alarm indicator lamp lights

Yellow COOLANT TEMPERATURE Lights up if the coolant temperature is too high.

Yellow ENGINE COLD Lights up if the coolant temperature is too low.

Red OVERSPEED ALARM Lights up if the overspeed limit was exceeded

Red CRANKCASE PRESSURE Lights up if the crankcase pressure is too high.

Color Lettering Meaning/function

Yellow READY FOR START • Lights up if an engine start can be

E532256/00E 08-01 © MTU

2.4 Diagnosis and tools

E532256/00E 08-01 © MTU

E532256/00E 08-01 © MTU

E532256/00E 08-01 © MTU

3.1 Engine governor ECU (ADEC)

3.1.1 ECU – Use and functions

Engine governor ECU 7

Central control unit for the engine