Perkins Confidential Green Draft 3.

2 Aug 2005

1104D and 1106D Electrical and

Electronic Installation Guide

Draft 3.2
Aug 2005

Page 1 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

Contents
INTRODUCTION AND PURPOSE.....................................................................................................5
APPLICABLE ENGINES ...........................................................................................................................5
ELECTRONIC APPLICATIONS CONTACTS................................................................................................5
NEW FEATURES – 3056 TO 1106D COMPARISON.......................................................................5
1104C and 1106C Implementation (Tier 2)......................................................................................5
1104D and 1106D Implementation (Tier 3).....................................................................................5
Reason for Change...........................................................................................................................5
3126B AND 1106D COMPARISON .....................................................................................................8
3126B Implementation (Tier 2) ........................................................................................................8
1104D and 1106D Implementation (Tier 3).....................................................................................8
Reason for Change...........................................................................................................................8
ENGINE COMPONENT OVERVIEW .............................................................................................11
Engine Control Module..................................................................................................................11
SENSOR DETAILS.................................................................................................................................11
Intake manifold Pressure Sensor purpose......................................................................................11
Intake Manifold Temperature Sensor.............................................................................................11
Coolant Temperature Sensor..........................................................................................................12
Fuel Manifold Pressure Sensor......................................................................................................12
Fuel Pump Solenoid .......................................................................................................................13
Fuel Injectors..................................................................................................................................13
Crankshaft Speed/Timing Sensor....................................................................................................13
Pump / Camshaft Speed Sensor......................................................................................................14 Oil
Pressure Sensor........................................................................................................................14 Smart
Turbo Wastegate..................................................................................................................15 Principal
engine electronic components.........................................................................................15
Schematic Diagram of Engine Harness Example OEM Schematic Diagram.................................16
Example OEM Schematic Diagram................................................................................................17
Example 1 Basic Engine Application .............................................................................................17
Example 2 Construction Application..............................................................................................17
Example 3 Industrial Open Power Unit Application......................................................................17
Example 4 Agricultural Application...............................................................................................17
Example 1 - Basic Schematic OEM Harness..................................................................................18
Example 2 - Construction Schematic OEM Harness......................................................................19
Example 3 – Industrial Open Power Unit Schematic OEM Harness .............................................20
Example 4 - Agricultural Schematic OEM Harness.......................................................................21
POWER AND GROUNDING RECOMMENDATIONS..................................................................22
ENGINE BLOCK GROUNDING...............................................................................................................22
Ground stud on Starter Motor........................................................................................................22
Ground Connection to Tapping on engine Block ...........................................................................22 ECM
BATTERY AND GROUND CONNECTIONS .....................................................................................24
VOLTAGE AND CURRENT REQUIREMENTS AND CONSIDERATIONS .......................................................25
Warning – Welding.........................................................................................................................26
Warning - Electrostatic Paint Spraying .........................................................................................26
Warning – Jump Starting................................................................................................................26
Inductive Energy – Fly-back Suppression Diode ...........................................................................26
CONNECTORS AND WIRING HARNESS REQUIREMENTS....................................................28
ECM connector...............................................................................................................................28
Tightening the OEM Connector......................................................................................................28
ECM connector Wire Gauge Size...................................................................................................28
ECM Connector Terminals.............................................................................................................29
Hand Crimping For Prototype machines and Low Volume Production: .......................................29
Machine Crimping For High Volume Production..........................................................................29
Terminal Retention.........................................................................................................................29 ECM
connector sealing plug installation guidelines......................................................................30
OEM harness Retention at the ECM ..............................................................................................30
HARNESS WIRING STANDARDS ...........................................................................................................31
General Recommendations for Machine Wiring harnesses............................................................31
Connectors......................................................................................................................................31
Cable routing..................................................................................................................................31
Mounting location for electronic modules......................................................................................32

Page 2 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

Electromagnetic Compliance (EMC) .............................................................................................32

Connector Supplier Contact Details...............................................................................................32
Diagnostic Connector.....................................................................................................................33
Termination Resistor ......................................................................................................................33
Pin Information ..............................................................................................................................33
STOPPING THE ENGINE (AND PREVENTING RESTART)......................................................34
Ignition Keyswitch..........................................................................................................................34
Emergency Stop Button ..................................................................................................................34
Battery Isolation Switches..............................................................................................................35
Remote Stop Button ........................................................................................................................35
Datalink stops.................................................................................................................................35
Common problems with the application of stop devices.................................................................36
ENGINE SPEED DEMAND................................................................................................................37
ANALOG SENSOR ................................................................................................................................37
Device Description.........................................................................................................................37
Evaluating Component Compatibility ............................................................................................37
Analog Input Test circuit................................................................................................................38
Idle Validation Switch Test Circuit.................................................................................................38

Test Procedure................................................................................................................................38
Required Values..............................................................................................................................39
TEST....................................................................................................................................................39
PARAMETER ........................................................................................................................................39
UNITS..................................................................................................................................................39
MIN.....................................................................................................................................................39
NOMINAL ............................................................................................................................................39
MAX....................................................................................................................................................39
Analog Sensors –Connection details..............................................................................................39
PWM SENSOR - COMPATIBILITY........................................................................................................40
Device Description.........................................................................................................................40
Component Compatibility...............................................................................................................40
Connection details..........................................................................................................................40
PTO MODE..........................................................................................................................................40
ON/OFF switch ..............................................................................................................................41
Set/lower Button .............................................................................................................................41
Raise/ Resume Button.....................................................................................................................41
Disengage Switch ...........................................................................................................................41
Preset Speed ...................................................................................................................................41
PTO mode lamp..............................................................................................................................41
Example of PTO mode operation ...................................................................................................42
MULTI POSITION THROTTLE SWITCH (MPTS) ....................................................................................43
TORQUE SPEED CONTROL TSC1 (SPEED CONTROL OVER CAN)........................................................44
ARBITRATION OF SPEED DEMAND........................................................................................................44
Manual Throttle Selection Switch...................................................................................................44
COLD STARTING AID. .....................................................................................................................45
Control of Glow Plugs by the Engine ECM....................................................................................45
Relay, Fuse and Cable Gauge Specification ..................................................................................45
Wait-to-Start / Start Aid active lamps.............................................................................................45
OEM / Operator control or override of the Glow Plugs ................................................................46
Ether Cold Start Systems................................................................................................................46
OPERATOR DISPLAYS.....................................................................................................................47
Gauge Drivers................................................................................................................................47
Lamp Outputs .................................................................................................................................47
Indicator lamps Logic.....................................................................................................................48
Datalink Driven Intelligent Displays..............................................................................................49
Minimum Functional Specification for J1939 display....................................................................49
Customer Triggered Engine Fault codes........................................................................................49
Engine Monitoring System..............................................................................................................50
MONITORED INPUTS FOR CUSTOMER FITTED SENSORS...................................................51

Page 3 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

Configurable States ........................................................................................................................51

Air Filter Service Indicator – Air Intake Restriction Switch ..........................................................52
Coolant Low Level Switch..............................................................................................................52
Fuel in Water Trap Switch..............................................................................................................52
ENGINE GOVERNOR........................................................................................................................53
All speed.........................................................................................................................................53
Torque limit curve ..........................................................................................................................53
Droop..............................................................................................................................................53
High Speed Governor (Governor Run-Out) ...................................................................................53
AUXILLARY GOVERNOR......................................................................................................................55
RATING SELECTION VIA SERVICE TOOL...............................................................................................55
MODE SWITCHES.................................................................................................................................55
Rating and Droop changes requested via the J1939 datalink........................................................56
VARIABLE SPEED FAN....................................................................................................................57
MACHINE SECURITY SYSTEM .....................................................................................................57
USING THE ET SERVICE TOOL. ...................................................................................................57
DATALINK SUPPORT.......................................................................................................................58
SAE J1939..........................................................................................................................................58
Summary of Key J1939 Application Issues.....................................................................................58
Physical layer.................................................................................................................................58
Network Layer................................................................................................................................58
Application Layer...........................................................................................................................58
J1939 SUPPORTED PARAMETERS QUICK REFERENCE SUMMARYTABLE..............................................60
RECEIVE / TRANSMIT .....................................................................................................................60
J1939 PARAMETERS – DETAILED DESCRIPTIONS..................................................................64
Section 73 - Diagnostic Layer ......................................................................................................80
Supported Parameters – Section 21 - Detailed Descriptions.........................................................83
Supported Parameters – Section 81 Network Management - Detailed Descriptions.....................83
PERKINS DATA LINK ...........................................................................................................................84
OTHER DATALINK STANDARDS...........................................................................................................84
CANopen ........................................................................................................................................84
OEM Proprietary CAN standards..................................................................................................84
LIST OF APPENDICES ...........................................................................................................................84
• Appendix 1 - ECM J1 Connector Terminal Assignments .......................................................84 •
Appendix 2 – Electronic Options Selection Form...................................................................84
• Appendix 3 - List of Diagnostic and Event Codes .................................................................84
APPENDIX 1 - ECM J1 CONNECTOR TERMINAL ASSIGNMENTS ..........................................................85
APPENDIX 2 - ELECTRONIC OPTIONS SELECTION FORM.....................................................................87
APPENDIX 3 – LIST OF DIAGNOSTIC AND EVENT CODES .....................................................................91

Introduction and Purpose

This document is intended to provide necessary information for correct electrical and electronic
installation of 1104D or 1106D Industrial engine into an off-highway machine. Perkins Engines
Company ltd expects that there will be some additions and modifications to this document as
the engine program development continues, and as OEM requests for information not currently
addressed are added.
The Information herein is the property of Perkins Engines Company ltd Inc. and/or its subsidiaries.
Without written permission, any copying, transmission to others, and any use except that for
which it is loaned is prohibited.

Applicable Engines
This is a draft document, the information contained is the best available at the time of authoring
to describe the application and installation requirements of the production software as it will be
in July 2005.

Some engines shipped before this date will not have all the features described in this document.
Likewise, some additional features will be added after this date. Contact the Electronic
Applications Team for latest information on software feature release dates.

Page 4 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

Electronic Applications Contacts

If the information in this document is incomplete, incorrect, or further details are required, then
please contact an Electronic Applications Engineer.

Note that the Contact Details below are valid until Nov 2005

Electronic Applications Team

Oliver Lythgoe
+44 (0)1733 584171

[email protected]

New Features – 3056 to 1106D Comparison

The following table describes the major installation differences between the tier 3 emissions
1104D / 1106D and their predecessors the tier 2 emissions 1104C / 1106C.

Reason for Change

1104C and 1106C 1104D and 1106D
Implementation Implementation
(Tier 2) (Tier 3)
Interface Connector
70 pin Deutsch MIC 64 pin Delphi connector – No redundant harness wires. Flexibility
connector direct to ECM J1 of customer connection
Connector
ECM power supply
10A fuse, 16AWG wire 25A fuse ECM has higher power requirement, as
(1.5mm2) it drivers the injector solenoids
Fuel Inject Pump Power
Supply
OEM fitted fuel injection No longer required New fuel system does not require
pump power supply relay separate power supply
Reason for Change
1104C and 1106C 1104D and 1106D
Implementation Implementation
(Tier 2) (Tier 3)
Analogue Throttle Position
- New default values for Easier for OEM’s and component
analogue throttle sensors manufacturers to design and validate
pedals and levels for use with the
engine
Cruise control / Set Speed Cont rol / PTO mode
SET / LOWER AND SET / LOWER AND Alignment with the PTO mode feature
RAISE / RESUME buttons RAISE / RESUME on larger industrial engines e.g. C9
were switch to battery type buttons will be switch to
ground type
DISENGAGE feature used
2 switch inputs. The PTO The DISENGAGE feature
mode function would now only requires a
disengage when both single switch input.
inputs toggled

Page 5 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

Coolant Temperature and Oil pr essure Gauges

PWM drivers available Drivers not available Gauges not widely used. Low cost and
high quality of J1939 gauges makes
PWM gauges redundant
Tachometer
Frequency driver available Driver not available Low cost and high quality of J1939
gauges makes frequency driver
redundant. Also, output from alternator
still provides the function if required.
Lamp Outputs
2 lamp outputs were used There will be 2 basic Splitting the functions onto a greater
for cold start, warning, lamp outputs for Orange number of lamps will make them more
derate, shutdown and low (warning) and Red intuitive for the operator.
oil pressure. A further 1 (shutdown) engine lamps.
lamp was available for Low oil pressure will be
PTO mode supported by an
additional optional lamp.

The cold start “wait to

start” lamp will be on a
separate lamp, and not
on the Warning lamp as
before

The PTO mode lamp Is

unchanged
CANbus J1939 Shield
Shield connection not Shield connection Connection direct to ECM makes this
available available. Connection by connection possible
OEM not compulsory
Reason for Change
1104C and 1106C 1104D and 1106D
Implementation Implementation
(Tier 2) (Tier 3)
Variable Speed Fan Driver
Fan driver not available Driver available, New ECM has suitable inputs and
compatible with open outputs to control PWM type fans.
loop hydraulically
controlled fans. .
Provision for future
adding support for
electronically
controlled viscous fans
if required
(Check availability)
Machine Security System
Not available Available at engine Reduced costs make solution viable
ordering or as
aftermarket enhancement
(Check availability)
Mode Switch inputs
3 mode switch inputs were 2 mode switch inputs will No application has been identified
available be available which requires more than 2 inputs

Page 6 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

Additional Monitoring Capability

Standard engine sensor Capability to configure New feature for added customer value
monitoring only ECM to monitor
additional parameters
with OEM fitted sensors.
e.g. Coolant level, air
filter restriction, Fuel
water trap monitor.
J1939 support
Significant changes to Additional functions added. Changes to
J1939 support: existing functions made to make
machine integration easier.
Some new parameters
added to support new
functions (e.g. change of
rating curve)

Also some parameters

modified

These changes will be

marked in the J1939
section of this document
Remote Shutdown
Not supported A single switch input will New feature
be available for stopping
the engine. This will be a
normally open switch
which is closed to stop
the engine. Note that this
is not an “Emergency
Stop”
Reason for Change
1104C and 1106C 1104D and 1106D
Implementation Implementation
(Tier 2) (Tier 3)
Electric Lift Pump
Control
Electric Fuel Lift pump on Mechanical lift pump, so Change in fuel pump type
engine, controlled by the no relay required to be
ECM via an OEM installed fitted by OEM
relay

3126B and 1106D Comparison

The higher power range of the 1106D, over the 1106C, means that it may be installed in some
applications that previously used a 3126B (C7). It is also accepted that some personnel may
be more familiar with the Large Power Systems (LPS) industrial products, such as the C7 and
C9, than with the Compact Power Systems (CPS) such as the 1104D and 1106D.

Page 7 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

3126B 1104D and 1106D

Implementation Implementation
(Tier 2) (Tier 3) Reason for Change
Interface Connector
40 pin Deutsch MIC 64 pin Delphi connector – The additional parameters allows
connector direct to the ECM J1 for extra flexibility of the engine
Connector operation

ECM power supply

15A Fuse 25A Fuse ECM has higher power
requirement, as to driver the
injector solenoids, a bigger PSU is
needed.

Speed Control
The 3126B has a single The 1106D electronics is This allows for greater flexibility in
throttle control option. a newer design with four customer choice and application.
throttle customer options.
Intermediate Engine Speed Swit ch
This is a hard-wired Not Available This feature is given with added
customer configured functionality in the form of a Multi
speed demand override Position Switch.
between the ranges of Low
Idle and
Top Engine Limit.

3126B 1104D and 1106D

Implementation Implementation
(Tier 2) (Tier 3) Reason for Change
Maintenance Due Reset Switch and Lamp
This switch is used to reset Not Available This is not currently a feature of the
the counters for the 1106D. May be added later over
maintenance indicator. J1939 datalink
The lamp shows that
scheduled maintenance is
due.
Torque Limit Switch
This allows the customer Not Available New mode switches offers superior
to limit the torque of the capabilities to perform this function.
engine between the max
torque and torque at rated
speed.

Mode Switches

Page 8 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

Not available. No rating Mode switches allow for New Feature

change during operation the active rating and or
and droop value always droop value to be
isochronous (0%) changed during engine
operation (to any value
between 0 and 10%)
Engine Oil Temperature Sensor
This is a sensor measuring Not required The fuel injection system on the
the oil temperature in the 1104D and 1106D is fuel actuated
oil gallery. rather than oil actuated, and thus
does not require oil temperature
measurement
Atmospheric Pressure Sensor
This is an absolute Not required Atmospheric pressure is measured
pressure sensor only at “key on” by Boost pressure
measuring the sensor.
atmospheric pressure.
Auxiliary Pressure Sensor
This allows the customer Not Available This is not a feature of the 1106D.
to install an auxiliary
pressure sensor.
Auxiliary Temperature Sensor
This allows the customer Not Available This is not a feature of the 1106D.
to install an auxiliary
temperature sensor.
Coolant Level Sensor
This sensor allows the Not Available Feature may be added in later
ECM to monitor the software release in the form of
coolant level. configurable I/O.
Cold Start Aid
Inlet Air Heater with on Glow plugs are used with This is due to the different engine
board relay and Ether. a customer-supplied relay size and head design. Glow plugs
are the only cold start aid. are more than sufficient on the
1106D

3126B 1104D and 1106D

Implementation Implementation
(Tier 2) (Tier 3) Reason for Change
Variable Speed Fan
Driver
Not available Compatible with New Feature.
visctronic fans and with
open loop hydraulically
controlled fans. TBA.
Air inlet Shutoff Control
In the event of an Not Available No customer requirement has been
overspeed, this will shut identified for off highway engines of
down the engine. this size
Exhaust Brake

Page 9 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

This is a method of closing Not Available No customer requirement has been

the exhaust to use the identified for off highway engines of
internal backpressure to this size
slow the engine down.

Page 10 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

Engine Component Overview

Engine Control Module
The A4E2 ECM is located on the left rear side of the engine. The ECM has 2 connectors, one for
the engine harness and the other for the machine OEM harness functionality

The ECM is fuel cooled (see mechanical installation guide for details of fuel connection
requirements)

Sensor Details
Intake manifold Pressure Sensor purpose
The intake manifold pressure signal monitors the air pressure inside the intake manifold, after the
turbo, if fitted. The range is 0-339 Kpa absolute.
The sensor is used to limit fuel preventing black smoke during transient engine conditions,
mainly during acceleration or upon sudden load application. i.e. If intake manifold pressure is too
low for the requested fuel, then the fuel is limited to prevent the overfuel condition.

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

Intake manifold pressure is also used to calculate atmospheric (barometric) pressure.

Atmospheric pressure is used to limit fuel/torque at low atmospheric conditions e.g. at high
altitude fuel may be limited to prevent turbo over-speed.

If the intake manifold pressure sensor/circuit fails, then a low default value is used in the software.
The smart wastegate control (if fitted) will go to open loop, whereby the resultant intake manifold
pressure will be low (as determined by the wastegate hardware chosen) and hence fuel will be
limited under certain engine conditions, effectively providing a fuel/torque derate.

Intake Pressure Sensor

Intake Manifold Temperature Sensor

This sensor measure the temperature in the inlet air manifold in the range –
40C to +120C.

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

Intake manifold temperature is used primarily to determine the cold start strategy.

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

Page 11 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

It is possible, if extreme temperatures are measured at the intake that the engine will derate. In
the event of a derate, a fault code will be generated on the J1939 datalink, or displayed on the
service tool, and the warning lamp will light

Temperature Sensor

Coolant Temperature Sensor

The coolant temperature sensor is used for compensating fuel injection control, for activating
the glow plugs for cold engine starting and for detecting excessively high coolant temperatures
for raising an event. The range is –40C to +120C

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

It is possible, if the coolant temperature exceeds the design limits, that the engine will derate. In
the event of a derate, a fault code will be generated on the J1939 datalink, or displayed on the
service tool, and the warning lamp will light

Fuel Manifold Pressure Sensor

The fuel rail pressure sensor is used to measure the fuel pressure in the high-pressure fuel rail.
(The fuel in the fuel rail then feeds all injectors. Injection takes place when each injector is
electrically operated.)

The fuel rail pressure measurement is used in conjunction with the high-pressure fuel pump to
maintain the desired fuel pressure in the common rail. This pressure is determined by engine
calibrations to enable the engine to meet emissions and performance objectives.

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

Fuel Pump Solenoid

Fuel Rail Pump Solenoid is used to control the output from the high-pressure fuel pump.

The fuel rail pump solenoid is energized when fuel is required to be pumped into the
highpressure fuel rail. Varying the energize time of the solenoid controls the fuel delivery from

Page 12 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

the pump. The earlier the solenoid is energized (degrees before TDC), the more fuel is pumped
into the fuel rail.

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

If the fuel rail pump solenoid fails, it is likely that fuel will not be pumped into the fuel rail and
engine shutdown or failed start is expected.

Fuel Injectors
Each fuel injector contains a solenoid to control the quantity of fuel injected. Both positive and
negative wires to each solenoid are wired directly back to the ECM

There is no OEM connection to this component. Voltages of up to 70V are used to drive the
injectors.

Injector cables are of the twisted pair to minimize emissions of electromagnetic noise. By their
nature, however, the signals to the injectors are sharp pulses of relatively high current. The OEM
should ensure that any systems that are sensitive to electromagnetic radiation are not in
proximity to the harness components that lead to the injectors.

Crankshaft Speed/Timing Sensor

The crankshaft speed timing sensor is a Hall Effect Sensor. The sensor works in conjunction with
the timing ring fitted to the engine crankshaft.

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

If the crank speed/timing sensor/signal is lost or faulted, the engine is capable of starting
provided the cam speed/timing signal is healthy. A diagnostic and warning will be raised if the
fault occurs during engine running. A full derate will result since the engine is not then
guaranteed to be emissions compliant due to the accuracy of the cam speed/timing signal. The
diagnostic and derate will not be raised during engine cranking (if fault present), but the
service tool will provide a means to read the condition of the cam and crank speed signals to
aid fault finding.
. The OEM has no connection to this sensor. If the OEM requires accurate engine speed
information then this may be obtained from the SAE J1939 datalink.

Page 13 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

Speed Sensor

Pump / Camshaft Speed Sensor

The camshaft speed/timing sensor works in conjunction with the timing ring fitted inside the high
Pressure fuel pump.

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

If the camshaft speed/timing sensor/signal is lost or faulted, the engine will not start (since
engine cycle is not known from the crank signal only), but if the engine is already running, no
engine performance effect will be noticed. A diagnostic and warning will be raised if the fault
occurs during engine running. The diagnostic will not be raised during engine cranking, but the
service tool will provide a means to read the condition of the cam and crank speed signals to
aid fault finding.

Oil Pressure Sensor

The oil pressure sensor measures the engine oil pressure in Kpa. Oil pressure is used for
engine protection, whereby if insufficient oil pressure is measured for a given speed, an event
for low oil pressure would be raised. The low oil pressure threshold is defined as a map against
engine speed. Currently, 2 levels of event are being specified. Level 1 is the least severe and
raises a warning. Level 3 is the most severe and raises a warning, which request the engine be
shutdown. Automatic engine shutdown can be configured for certain applications, such as
Gensets to occur when a level 3 event is raised.

If the oil pressure sensor fails, a diagnostic is raised and a default value is used by the software,
which has been chosen to be a healthy (high) pressure value. It is not possible to raise an
event whilst an oil pressure diagnostic is present.

Page 14 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

Oil Pressure Sensor

Smart Turbo Wastegate

Some engine models will be fitted with a turbocharger with a “smart” wastegate

Principal engine electronic components

Intake
Intake Temperature Pressure
Sensor Fuel Rail
Pressure
Coolant Sensor
Sensor

ECM

Pump/Cam
Fuel Pump
Speed Oil Pressure
Solenoid Note: Variable
Sensor Sensor Wastegate Fitted to
Right Hand Side
Crank Speed
Sensor

Page 15 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

Page 16 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

Example OEM Schematic Diagram

The engine can be configured and wired many different ways dependant on the requirements of
the OEM. The following four example schematics provide a guide for the OEM

Example 1 Basic Engine Application

This solution is suitable for applications where very little integration or additional engineering is
a requirement when compared to the solution used for a mechanical engine. This solution can
be used in most replacement engine situations. The OEM needs to consider only basic
functions these being Power Supply, Operator Indication, Cold Start Aid and a simple method
of controlling the engine speed.

Example 2 Construction Application

An application where the engine, in response to an arrangement of switched inputs will
operate at one of a range of defined speeds. This is suitable for applications where the device
has multiple operating speeds that are either defined for the specific output reasons, for
simplicity of operator use or for operation dependent upon the environment - e.g. quiet modes.
This could include: auxiliary engine on road sweeper, multiple speed water pumps, etc. There
are sixteen possible set speeds based on four discrete ECM inputs. In addition to the Key-
Switch a separate engine shutdown switch is used to stop the engine.

Example 3 Industrial Open Power Unit Application

An application where the engine, in response to a control input, e.g. a button press,
accelerates from idle speed up to the pre-defined operating engine speed. Once at the
predefined operating speed, the engine speed may be raised or lowered by increment /
decrement button presses. This is suitable for enhancing some of the applications of the single
speed (set speed) control, or to provide a variable speed control without having a throttle
pedal / lever. This functionality may benefit when the user wants to use ‘set speed operation’,
but with the capability to adjust it themselves - users may have a favorite operating speed.
This could include concrete pumps, hydraulic driven machines.

Example 4 Agricultural Application

The application will allow single or twin throttles, engine twin set speed control, Multi mode
operation, integrated display drive, etc. The ECM dependant on engine temperatures varies the
engine-cooling fan.
This set-up is suitable for applications where the customer requires a high degree of operator
control over the machine’s behavior. It is one of the most complex applications. Typically this is
used in mobile applications that may be driven to the place of work and then require operator
selectable speed operation whilst performing their chosen task. This could include:
Tractors, Combines, Backhoe loaders.

Page 17 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

Page 18 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

Page 19 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

Page 20 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

Page 21 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

Power and Grounding Recommendations

Engine Block Grounding
Although the engine electronics are all directly grounded via the ECM connector, it is also
necessary that the engine block be properly grounded to provide a good return path for
components such as Starter Motor, Alternator and cold Start Aids.

Improper grounding results in unreliable electrical circuit paths. Stray electrical currents can
damage mechanical components, and make electronic systems prone to interference. These
problems are often very difficult to diagnose and repair.

There are 2 acceptable methods of grounding the engine.

Ground stud on Starter Motor

If the Starter motor has a grounding stud then this should be used. The ground connection should
be preferably be made directly back to the battery negative terminal.

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

The ground cable should be of cross section 67.4 mm² (00 AWG) or greater.

Ground Connection to Tapping on engine Block

If there is no grounding stud on the Starter motor then a ground cable, direct from the Battery
Negative terminal, should be connected to a ring terminal Which connects to one of the three
tappings shown in diagram 1 and 2. The tapped holes will be reserved for customer use and can
be used for grounding purposes.

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

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

Page 22 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

Ground Point Ground Point

Option 1 Option 2

Diagram 1 Ground Point 1 & 2

Ground Point Option 3

Diagram 2 Ground Point 3

Page 23 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

ECM battery and Ground Connections

The ECM power supply (battery + and battery -) is normally permanently connected to the
machine battery. The exception to this is if the machine is fitted with a battery isolation switch,
which disconnects the battery during storage, transport or maintenance.

When the ignition key switch is off the ECM is in a sleep mode where it draws a very small
residual current. When the ignition key switch is turned on the ECM will become active. It is
recommended, therefore that the ignition keyswitch is turned to the off position when connecting
or disconnecting the ECM J1connector, to prevent large sparks which may cause damage to
the pins.

The power supply to the ECM should be taken from the battery, and not from the starter motor
terminals to avoid unnecessary system noise and voltage drops.

Note that there are 4 ECM pins allocated for battery positive and 5 for battery negative. All 9 pins
must be used. It is also necessary to route the battery return via dedicated cable rather than a
return through the machine chassis.

It will normally be necessary to splice the power supply wires from one larger conductor into the
4 or 5 smaller ones. This splice may be achieved either by a crimped and soldered metal band
(appropriate for low volume manufacture) or by ultrasonic slicing (for medium and high volume
manufacture). All splices should be insulated with adhesive lined heat shrink sleeve. The Cross
Sectional Area of wire on both sides of the splice must be balanced so both sides fall within the
Cross Sectional Area range of the heat shrink sleeve insulator. The distance between the edge
of the splice joint and the wire insulation should be 5.0mm ± 1.5mm.

Right
ECM
Connector

Engine

Starter
Motor

Chassis

Correct Power Supply Wiring

• ECM Positive wires connected direct to battery, not via starter motor
• Power supply wires go to all 4 positive pins and all 5 negative pins on the ECM
Connector
• Negative is wired to the battery rather than return through chassis • The engine is
grounded

Page 24 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

Engine

Wrong
ECM
Connector

Starter
Motor

Chassis

Chassis

Incorrect wiring

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

Voltage and Current requirements and considerations

The ECM has an internal switched mode power supply and is thus capable of withstanding
normal low voltage situations, such as occur during starting / cranking. ECM power supply cables
sizes should be selected with care, however to ensure that the average voltage during cranking
is at least 6V at the ECM.

To achieve this, the total resistance of the power supply wiring, including both positive and
negative paths, should not exceed 100mOhms and the voltage at the battery terminals should not
be less than 7.5Volts 2 seconds after the start of cranking.

Information regarding ECM Power Supply requirements is provided in Table 1. Information is

supplied for both 12V and 24V systems. All measurements are based on nominal voltages
expected when the engine is running, 13.8V for 12V systems and 27.8V for 24V systems.

Table 1 - ECM Supply Voltage and Current Requirements.

Page 25 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

VOLTAGE SUPPLY 12V 24V

SYSTEM
Max Peak Current 40A 30A
Max RMS Current* 13A 7.5A
Suggested Fuse 25A 20A
Rating**
Sleep Current <8mA <10mA
Min Voltage 9V 18V
Max Voltage*** 16V 32V

*Max RMS current measurements conducted on engine running at rated speed and load. RMS
current will vary with engine speed (assuming constant voltage) no Lamp Drivers or
application side components fitted during measurement.

** Suggested fuse rating are based on automotive blade type fuses and are for guidance only.

***The ECM can survive higher voltages. ECM will survive for at least 2 minutes on a supply
voltage of 30V for 12V systems and 48V for 24V systems.

Warning – Welding
Welding can cause damage to the on engine electronics. The following precautions should be
taken before and during welding:
• Turn the engine OFF. Place the ignition keyswitch in the OFF position
• Disconnect the negative battery cable from the battery. If the machine is fitted with a battery
disconnect switch then open the switch
• Clamp the ground cable of the welder to the component that will be welded. Place the clamp
as close as possible to the weld.
• Protect any wiring harnesses from welding debris and splatter.

DO NOT use electrical components in order to ground the welder. Do not use the ECM or
sensors or any other electronic components in order to ground the welder.

Warning - Electrostatic Paint Spraying

The high voltages used in electrostatic paint spraying can cause damage to on engine
electronics. The damage can manifest itself through immediate failure of components, or by
weakening electronic components causing them to fail at a later date.

The following precautions should be taken when using electrostatic paint spraying techniques on
engines:

• Connect all 64 pins of the ECM Connector directly to the spraying booth ground.
• Connect the engine block to ground at 2 points. Ensure that good screwed connections onto
bright metal are used.

Warning – Jump Starting

Jump-starting an engine can cause higher than normal voltages to appear across the battery
terminals. Care must be taken that this does not exceed the recommended maximum voltage for
the ECM.

Inductive Energy – Fly-back Suppression Diode

When an inductive load is suddenly switched off fly-back energy is introduced to the circuit. This
is can be observed as a voltage spike. When using an ECM output to drive an inductive load
such as a relay or solenoid, circuit protection needs to be considered. To prevent unnecessary
ECM circuit loading a fly- back suppression diode/component should be used to suppress
induced fly-back energy.

Page 26 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

Relay with Suppression Diode

Page 27 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

Connectors and Wiring Harness Requirements

ECM connector
The A4E2 uses an integral rectangular 64-pin Delphi connector to interface to the OEM machine
wiring harness.

The connector comprises the following components

Qty Description Delphi Part Number Perkins Part

Number
1 Plug Assembly 15488667 TBA
1 Wire Dress Cover 15488664 TBA
2 Terminal Lock (TPA_) 15404650 TBA
N/A Contact Socket (Terminal) 15359002 TBA
N/A Sealing Plug 12129557 TBA

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

The wire dress cover must be fitted to prevent direct jet washing onto the rear connector seals

The diagram below illustrates the pin layout, looking from the rear of the connector

25 26 27 28 29 30 31 32 57 58 59 60 61 62 63 64

7mm
17 18 19 20 21 22 23 24 49 50 51 52 53 54 55 56
9 10 11 12 13 14 15 16 41 42 43 44 45 46 47 48

1 2 3 4 5 6 7 8 33 34 35 36 37 38 39 40

Tightening the OEM Connector

A central 7mm AF hex screw retains the connector. This screw should be tightened to a torque
of 5Nm+/- 1 (3.7+/-0.7lbft).

Perkins Engines Company ltd does not recommend the use of “non conductive grease” with the
ECM connector.

ECM connector Wire Gauge Size

All connections must be made with 0.82mm² (18AWG) wire with GXL type insulation.

Min outside diameter (Inc Insulation) = 1.85mm Max

outside diameter (Inc Insulation) = 2.5mm
ECM Connector Terminals
The OEM connector terminals should be Delphi p/n 15359002

Page 28 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

The terminals should be crimped according to the following instructions

Hand Crimping For Prototype machines and Low Volume Production:

A hand crimp tool and appropriate Die are required for crimping Contact sockets - (Delphi p/n
15359002). The hand crimp tool and removal tool for removing the Sockets from the connector
body are available from Power and Signal Group (PSG)7
Existing Delphi Solution

Component Perkins part Supplier Part number

number
Contact sockets TBA 15359002
HT micro 100W Crimp N/A HT42000480-1
Tool with Die – European
Use Only
Delphi Crimp Tool XX 12129557
Removal tool N/A 15314902

New solution
New contacts are being developed which are compatible with the crimp tools used at tier 2. This
is expected to be released in September 2005 and will be the preferred solution.

Component Perkins part Supplier Part number

number
Contact socket TBA N/A
Crimp Tool number 1U5804 Deutsch HDT-48-00
Removal tool N/A 15314902

Note: The insulation should be stripped to 5 mm from the end of the wire. Only a single wire must
be crimped into each terminal.

Machine Crimping For High Volume Production

The hand tool may not be the appropriate solution for crimping terminals in a high volume
production environment. The OEM’s harness manufacturer should contact PSG directly for details
of high volume crimp solutions:

Terminal Retention
Once all terminals have been crimped and inserted into their correct holes in the connector
body, then they should be held in place with the two terminal position assurance parts. Terminal
Position Assurance - (Delphi p/n 15404650)

Note: It is critical that two terminal position assurance components are used.

Page 29 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

Connector body and terminal assurance components

When a terminal has been properly crimped and retained correctly, it will be able to withstand a
“pull test” of 45N (10lb)

ECM connector sealing plug installation guidelines

All unused connector socket slots must be filled with sealing plugs - Delphi p/n 12129557.

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

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

OEM harness Retention at the ECM

A wire strain relief component should be used to prevent ECM connector damage. The wire strain
relief component is assembled to the ECM using a tap tight screw. See diagram below:

Strain relief Perkins part number 1757P0679

Page 30 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

Harness Wiring Standards

General Recommendations for Machine Wiring harnesses
The following are general “good practice” for wire harnesses. It is the responsibility of the
machine designer to follow standards appropriate to the application type and to the geographical
territory where the machine will be operated. These recommendations do not replace in any way
any industrial standards or legislative requirements:

Connectors
It is strongly recommended that high quality, sealed connectors are used throughout. Automotive
standard components are not necessarily suitable as they are often only designed for a very low
number of disconnect/reconnect cycles.

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

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

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

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

Where large numbers of wires go to the same connector, it is essential that no single wire is
significantly shorter than the others, such that it placed under exceptional strain.

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

Page 31 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

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

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

The engine harness should not be used by the installer for as a support for any components that
are not supplied as part of the engine. For example, external hoses and wires should not be tied
to the engine harness.

Mounting location for electronic modules

The least harsh possible location should be selected for an electronic component or module,
even one that is robustly designed. Select the mounting location carefully, therefore,
considering exposure to frost, vibration, heat, mechanical damage, or ingress of water, dust or
chemicals.

Care should be taken during design to ensure that components are accessible for repair and
possible replacement in the field. Poor maintenance access may lead to poor quality repairs in
the field.

Electromagnetic Compliance (EMC)

Special measures should be taken to shield cables if the application is to be used in extreme
electromagnetic environments – e.g. aluminum smelting plants.
If screened cable is used, the screens should be connected to ground at one point only. That
point should be central if possible

Connector Supplier Contact Details

All the components required for OEM connection to the ECM are available from Power and Signal
who are the main distributor for Delphi connectors. The UK and US Power and Signal offices will
assist with Delphi connector procurement

Delphi Connector Supply:

Europe and Asia

Andy Huggett –Key Accounts Manager

Power and Signal Group
Tel: (+44) 1933 226747

Email: [email protected]

North America

Mark Domasky – Strategic Accounts Manager – Midwest

Power and Signal Group
Tel: (+001) 920-589-2112
Fax: (+001) 920-589-2114
Email: [email protected]
Technical Information regarding the connector is available form the Electronic Application team
Diagnostic Connector
A 9 pin diagnostic connector is fitted to the engine wire harness on all industrial engines. Various
diagnostic and development tools may use the connector to access the engine data links.

If the connector is inaccessible when the engine is in the application or no connector is fitted to
the engine wire harness, provisions should be made to allocate an alternative location for

Page 32 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

diagnostic connection. In this case it is recommended that a diagnostic connector be wired in

a location that can be easily accessed, free from possible water/dirt ingress and impact
damage. The engine wire harness must not be changed or modified. To wire a diagnostic
connection use the data link pins available on the OEM J1 ECM connector.

It is recommended that all machines with an off engine diagnostic connector wire the J1939 CAN
bus and the proprietary CDL/PDL data link.

Mandatory Requirement for Prototype Machines

It is mandatory for all prototype machines to have access to the engines CDL/PDL and J1939
CAN data links.

Termination Resistor
If the engine is the only CAN J1939 devise used on the machine termination resistors will be
required in the circuit to enable error free J1939 communication. It is recommended that the
termination resistors be wired to the OEM machine harness.

9 Pin Diagnostic Connector Part Numbers

Description Deutsch Part Number Perkins Part Number

Receptacle (With Flange) HD10-9-96P TBA
Receptacle HD14-9-96P TBA
Receptacle End Cap HDC-16-9 TBA

Pin Information
Pin Description Diagnostic Connector J1 OEM 64 way Connector
Battery + Pin A
Battery - Pin B
PDL/CDL + Pin D 23
PDL/CDL - Pin E 24
J1939 - Pin F 21
J1939 + Pin G 20

Stopping the Engine (and Preventing Restart)

There is often some confusion about the different methods and devices used to either stop the
engine or to prevent it from starting. These devices may be divided into the following
categories:
• Ignition Keyswitch
• Emergency Stop Button
• Battery Isolation Switch
• Remote Stop Button
• Datalink stop

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

It is recommended that the OEM performs a risk assessment such as a Failure Mode Effects
Analysis (FMEA) on the application to determine the most appropriate method of stopping the
engine and/or preventing it from being restarted.

Ignition Keyswitch
It is a Perkins requirement that all machines have an simple intuitive and accessible method of
stopping the engine. This will normally be a directly wired Ignition Keyswitch. When the

Page 33 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

keyswitch is turned to the off position or when the key is removed, power must be removed
from the ignition keyswitch pin (pin 40) of the ECM J1 connector.

Emergency Stop Button

An emergency Stop button is a failsafe method for an operator to stop a machine to protect
people or equipment.

Emergency Stop buttons are defined by national or international standards in terms colour,
functionality, shape, size, latching /locking. In the EU for example, they are described in the
Machinery Directive.

For mobile machines, however, true emergency stop buttons are not always appropriate and are
rarely fitted, due to the following issues:
• The legislation is designed principally for static industrial machinery (e.g. lathe) where
the main power source is mains electricity.
• Stopping a diesel engine in a mobile machine may not always be safe. In particular the
vehicle may need the power to move to a safe position (for example off the public
highway, or off a railway track)
• In practice it is difficult to find components such as safety relays which are suitable for
mounting on mobile machines due to the high vibration and water ingress protection,
and the low voltages that occur during starting
• Fail-safe wiring can be a cause of machine unreliability and can create faults which are
difficult to detect in the field.

If a true emergency stop button is required for an application it is recommended that it is

implemented such that both the +battery and the ignition keyswitch lines are cut directly by the
emergency stop button.

Perkins do not provide a standard recommendation, or approval, for a circuit for multiple
emergency stop buttons, as the differences between application mean that significant time and
resources are necessary to design a system which will be fail safe without adversely affecting
reliability.
Battery Isolation Switches
Battery Isolation switches are usually fitted in the battery or the engine compartment of a
machine. On some machines there may be a small number of low current devices which are not
switched off by this device e.g. clocks or anti-theft tracking devices.

The function of a battery isolation switch is as follows:

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

The battery isolation switch is not a suitable method for stopping an engine as it is not
guaranteed to stop the engine as the ECM may continue to operate with power generated by the
alternator.

It is also possible that opening the battery isolation switch when the engine is running will
cause an “alternator load dump”. This is a kind of electrical transient which can cause damage
to electronic components

Battery isolation switches are normally fitted in the negative path, close to the battery.

Remote Stop Button

Remote stop is intended to provide a convenient method of stopping the engine. It is not
designed to be fail safe and so should not be used assure the protection of either personnel or
equipment

Page 34 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

Remote stop buttons may be used on large machines, which can be operated from ground level
and where the operator wants to stop the machine without climbing into the cab.

There are a number of variations on remote stop button circuits. The 1106D uses single normally
open contacts, which must be closed to stop the engine.

The remote stop button will function as follows:

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

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

The red “mushroom” emergency stop buttons must not be used for remote stop functions as they
may be mistaken for emergency stop buttons as described above.

Datalink stops
It will be possible to stop the engine via a datalink (J1939 or CDL). As per the remote stop
button, described above, the datalink stop is not fail safe and does not meet the requirements of
emergency stop legislation so should not be relied on to assure the safety of machine operators
or other personnel.

Datalink stops may be used in the following circumstances

• Immobilisers
• Machine protection strategies
• Automatic machine features (e.g. idle shutdown timer)
• Stopping machines by radio control or other telemetry. Geo-fencing is a particular
application, where a machine will not operate outside defined map coordinates

It is recommended that if such features are implemented, then they are clearly documented and
communicated to the final users and owners of the machine. If this is not done then there may
be complaints that the engine is stopping unexpectedly.

Common problems with the application of stop devices

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

Page 35 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

Engine Speed Demand

There are 5 different methods of controlling the speed of the engine.

• Analog Sensor
• Pulse Width Modulation (PWM) Sensor
• PTO mode - also known as “engine speed cruise control” or “set speed control”.
• Multi Position Throttle Switches
• Torque Speed Control - TSC1 (Speed control over CAN J1939)

The speed demand options must be selected at the time of engine order so that the ECM will be
configured correctly. For the type or pedal, lever or control device selected.

Analog Sensor Device

Description
Two inputs are available for Analog throttle devices, which may be either a pedal, lever or cable
operated. The Analog sensor gives a DC Analog output in the range 0.5 to 4.5 volts, when
connected to the engine ECM. A regulated 5V 200mA power supply is provided by the ECM.

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

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

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

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

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

This document does not measure component acceptability in terms of:

• Temperature
• Vibration
• Electromagnetic Compatibility
• Design life
• Supply voltage requirements (min, max, stability)
• Legal Compliance

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

Evaluating Component Compatibility

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

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

Analog Input Test circuit

Page 36 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

22K

V+

normal
supply Device Sig
voltage of Under
device under Test 13V DC
test V

V1

Idle Validation Switch Test Circuit

2K

IVS
V+
Normal
supply
voltage of Device IVS

device Under
(Hall Effect Test 13V DC
Devices only) IVS
ground

V2

Test Procedure
Test 1: Output at Min position
Place the Device Under Test (DUT) in it’s minimum or “released” condition.
Measure the voltage V1 Test 2:
Output at Min position: forced
Without causing damage, pull the pedal/ handle hard against the minimum travel end stop.
Measure the voltage V1 Test 3: Output at Max position
Place the DUT in it’s maximum or “fully depressed” condition.
Measure the voltage V1
Test 4: Output at Max position: forced
Without causing damage push the pedal/ handle hard against the maximum travel end stop.
Measure the voltage V1 Test 5: IVS switch Closed Voltage
Place the DUT in it’s minimum or “released” condition.
Measure the voltage V2 Test 6:
IVS switch Opening Threshold
Place the DUT in it’s minimum or “released” condition.

Page 37 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

Test 7: IVS switch Open Voltage

Place the DUT in it’s maximum or “fully depressed” condition.
Measure the voltage V2 Test 8:
IVS switch Closing Threshold
Place the DUT in it’s minimum or “released” condition.
Test 9: track resistance (potentiometer type sensors
only)
If the DUT is a potentiometer type device, disconnect it from the test circuit and measure the
resistance across the track (from V+ to V-)

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

Test Parameter Units Min Nominal Max

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

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

Analog Sensors –Connection details

Analog input 1
Sensor terminal ECM J1
Connector Pin
Assignment
Sensor + 41
Sensor signal 54
Sensor – 33
Idle validation Switch 45
Switch return 35

Analog input 2
Sensor terminal ECM J1
Connector Pin
Assignment
Sensor + 42
Sensor signal 55
Sensor – 34

Page 38 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

Idle validation Switch 44

(closed at idle)
Switch return 35

PWM Sensor - Compatibility

Device Description
One input is available for a PWM throttle devices which may be either a pedal, lever or cable
operated. A regulated 8V, 100mA power supply is provided by the ECM.

Component Compatibility
The sensor should have a sinking output driver with a frequency of 500hz (+/- 50hz). The sensor
should give a valid output within 150ms of power being applied.

When mounted on the pedal and lever the duty cycle should be as follows

Position Acceptable signal duty

cycle range
Released (low idle) 10 to 22%
Fully Depressed 75 to 90%
Connection details
PWM sensor 1
Sensor terminal ECM J1 Connector
Pin Assignment
Sensor + 43
Sensor signal 53
Sensor – 33

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

PTO mode cost effective way to control engine speed as for the minimum implementation it only
requires buttons to raise and lower engine speed.

Another benefit is that it can be used in an application where it is necessary to control the engine
speed from several different points on the machine. Likewise, it is a simple method controlling
engine speed by another controller

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

ON/OFF switch
When this switch input is open then the PTO mode cannot be engaged, and none of the other
buttons will have any effect. When the switch is turned off, the memorized speed will be

Set/lower Button
When the PTO mode is on but not engaged, the first time that the set button is pressed it will save
the current engine speed as the memorized speed, and the engine will try to run at this speed.

Once that a PTO speed has been engaged, if the pressed again, or if it is held down, then the
engine speed will be lowered.

Page 39 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

Raise/ Resume Button

If the resume button, is pressed before the set button, immediately after start or after switching
ON the cruise control ON/OFF switch then the engine will go to the preset speed as described
below.

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

After the PTO mode has been disengaged using the disengage switch described below, then
pressing the Resume/Raise button will set the engine speed to the last memorized speed.

Disengage Switch
The disengage switch input is opened the engine speed will not follow the memorised speed, but
will return to the next highest engine speed demand

The disengage switch may be a operator panel switch, or may be a micro switch on the brake,
clutch, or other component of the application

Preset Speed
The preset speed is programmed via the service tool. A speed may be selected such that if the
resume button is pressed, before the set button has been pressed, then the engine speed will
jump straight to this speed.

Note: this feature will not be fully supported in the ECM or in the service tool by July 2005

PTO mode lamp

An optional lamp may be fitted. The positive terminal of the lamp is connected to the battery
positive after the ignition keyswitch. The negative terminal of the lamp should be connected to pin
61 of the ECM J1 Connector

The lamp will FLASH when PTO mode is switched ON but is NOT ENGAGED. When the
PTO mode is engaged then the lamp will be on SOLID when the PTO mode is ON and
ENGAGED.

Page 40 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Confidential Green Draft 3.2 Aug 2005

Example of PTO mode operation

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

On/Off Switch 0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 0 0 0 1
Quickly Quickly
Interrupt Switch 1 1 1 1 1 1 1 1 1 open 1 open 1 1 1 1 1 1 1

Quick Quick Quick Quick

Set/Lower Switch 0 0 0 0 0 0 0 0 Close 0 0 0 Close Close 0 0 0 0 Close
Hold Hold
Quick Quick Close Quick Close Quick Quick
Raise resume 0 0 Close 0 0 0 Close 3 secs 0 0 Close 0 0 0 3 secs 0 Close 0 Close
Throttle Pedal demand 1200 1200 1200 1200 1900 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200
Memorised Speed 1800 1800 1800 1800 1800 1800 1820 2050 2030 2030 2030 2030 1200 1180 2430 1800 1800 1800 1800
Resulting engine speed 1200 1200 1800 1800 1900 1800 1820 2050 2030 1200 2030 1200 1200 1200 2430 1200 1200 1200 1200

Page 42 of 92 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

PTO mode Connection table

Function ECM J1 Connector
Pin Assignment
Set / Lower button 51
Raise / Resume 50
button
ON/OFF switch 49
Disengage switch 52
(normally closed)
PTO mode lamp 61

Multi Position Throttle Switch (MPTS)

Four switch inputs are available on the ECM for switched throttles. The ECM may be
configured so that different combinations of switch inputs will relate to different engine speed
demands. There are 16 different combinations of states of these 4 switches, although not all
of these combinations need to be programmed.

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

This is a very powerful and flexible feature that may be used in a number of ways. For
example:
• Principal speed control method in a hydrostatic machines where engine speed is
selected and then not required to be frequently changed by the operator. It is in this
respect a good alternative to a hand throttle as the speeds selected on the switch.
can be designed to correspond to the optimum operating speeds of hydraulic pumps.
A rotary encoded 10 position switch component is available for this function. Please
contact the electronic applications team for further details.
• Machine limp home speed feature. For example, if the normal throttle fails the
operator could remove a fuse or a link and the engine would go to a speed that would
allow the machine to be moved. In this application only one of the available 4 switch
inputs would be used.
• Elevated idle. For example the OEM could increase the idle speed when work lights
are switched on so that the alternator will provide sufficient current to recharge the
battery. In this application only one of the available 4 switch inputs would be used.

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

Page 42 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

Multi-Position Switch Configuration Example

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

Multi-Position Throttle Switch connections

Function ECM J1 Connector
Pin Assignment
MPTS Switch 1 52
MPTS Switch 2 51
MPTS Switch 3 50
MPTS Switch 4 49
Switch return 35

Torque Speed Control TSC1 (Speed Control Over CAN)

A special J1939 message called Torque/Speed Control #1 (TSC1) allows other electronic
devices to control or to limit the engine speed. This message is explained in detail in the
J1939 section of this application and installation guide

Arbitration of speed demand

In applications where there is more than one source of engine speed demand, it is necessary
to arbitrate between the different demands. There are 3 methods of arbitration:
• Max Wins. The highest speed demand is the one that controls the engine. This is the
default configuration
• Manual Selection switch. A switch input can be used to define which speed input has
control. This is particularly useful in applications where there are 2 driver seat
positions.
• Tsc1 override. As described above, the Tsc1 message over J1939 will override speed
demand from any other source.

Manual Throttle Selection Switch

A switch input is available on pin 47of the ECM J1 connector, which can be configured to
manually select the active speed demand channel. If the switch input is open then Speed
demand 1 is selected. If the switch is closed then speed demand 2 is selected.

Page 43 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

Cold Starting Aid.

Control of Glow Plugs by the Engine ECM
Glow plugs are fitted as standard on the 1104D and 1106D.

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

The Glow plug relay is supplied and fitted by the OEM.

Relay, Fuse and Cable Gauge Specification

The relay coil should not draw more than 1A.and should be fitted with either a resistor or
diode to suppress flyback energy (back emf) when the relay is de-energised.

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

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

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

Engine: 1104D 1106D

Supply Voltage: 12V 24V 12V 24V
Current - Initial 82A 36A 122A 54A
Current after 4 seconds 64A 29A 97A 43A
Current after 8 seconds 50A 24A 74A 36A
Recommended Fuse 50 30 80 40
To SAEJ1888 ( slow blow)
Recommended min cable 5mm2 2mm2 8mm2 3mm2
2 (SAE J1128
gauge - mm GLX
cable)

Wait-to-Start / Start Aid active lamps

On a cold start, when the ECM decides that it is necessary for the glowplugs to be activated
prior to starting, a lamp output will indicate to the operator that he needs to “wait to start”.
Note that it is possible that start aids will also be used either during cranking or when the
engine has started. The wait to start lamp will not be active in these conditions. For further
information refer to the Lamp Output section.

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

OEM / Operator control or override of the Glow Plugs

The ECM glow plug control strategy has been developed in a cold chamber to be suitable for
the majority of applications.

Page 44 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

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

Busbar connection point

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

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

Customers who paint their engine are required to shield the terminal post prior to painting.

Ether Cold Start Systems

Ether Cold start systems are not currently approved for use with 1106D and 1104D engines.
Operator Displays

Gauge Drivers
OEM’s are increasingly selecting datalink driven intelligent displays for their applications,
instead of traditional gauges and lamps directly driven from sensors or engine ECM.

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

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

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

Page 45 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

Warning: The engine wiring harness must NEVER be modified to use the signal from
the sensors connected to the engine ECM. This action would invalidate the engine
warranty.

Lamp Outputs
The lamp strategy is designed to display the maximum amount of information on the minimum
number of lamps.

There are five lamp outputs available:

1. Red Stop Lamp

2. Amber Warning Lamp
3. Wait to Start Lamp (cold start lamp)
4. Oil Pressure lamp
5. PTO mode lamp

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

Lamps three, four and five are optional.

Indicator lamps Logic

Warning Shutdown Lamp Description of what Lamp Engine State

Lamp Lamp State Status is Indicating
(Also known (Also known
as Alert as Action Lamp)
Lamp)
Bulb Check When the ignition is turned Key on but engine has
on the EMS shall illuminate yet to be cranked.
each bulb for 2 seconds
On On and extinguish them
afterwards.
No Faults With both lamps off whilst Engine is running with
Present. engine is running then there no detected faults.
are no currently active
Off Off
warnings diagnostic’s or
events.

Page 46 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

Active Should the warning lamp Engine is running

Diagnostic illuminate during engine normally but has one
running this indicates that or more faults with the
Off
On an Active diagnostic engine management
(Electrical fault) is present. system.
Derate. Should the warning lamp Engine is running but
(Invoked by illuminate and the shutdown has one or more
Active lamp flash during engine Active diagnostic
Diagnostic)
running this indicates that events that have
an Active diagnostic initiated engine
On (Electrical fault) is present. derate.
The diagnostic is sufficiently
serious to invoke engine
Fl ash derate.
Warning Should the warning lamp Engine is running
(Warning flash during engine running normally but has one
only) this indicates that one or or more monitored
more of the engine engine parameters
Off protection strategy warning outside of the
values have been exceeded acceptable range.
but not to a level that will
Fl ash invoke Derate or Shutdown.
Derate. Should both the Warning Engine is running but
(Warning lamp and Shutdown lamp one or more of the
and flash during engine running monitored engine
Derate).
this indicates that one, or parameters has gone
more, of the engine beyond that of
protection strategy values warning only and has
have been exceeded now exceeded those
beyond the level required to set for engine derate.
Flash Flash invoke engine Derate.
Engine Should both the Warning Engine is either
Shutdown lamp and Shutdown lamp shutdown or shutdown
illuminate during engine is imminent, one or
running this indicates that
either more monitored
1. One or more of the engine parameters
engine protection have gone beyond
strategy shutdown that of warning or
values has been derate and have now
On On exceeded.
exceeded those set
2. A serious Active
diagnostic has for engine shutdown.
been detected. Or a serious Active
Shortly after (time duration diagnostic has been
to be agreed) engine will detected
shutdown.

Datalink Driven Intelligent Displays

Displays may be connected to the engine ECM using J1939 datalink.

Some products that use the CDL may also be compatible. Please contact your local
Applications team to confirm before selecting a CDL display.

Page 47 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

Devices that are connected to the J1939 datalink should meet the following standard if the
OEM does not intend fitting the indicator lamps, described above.

Minimum Functional Specification for J1939 display.

• The display always on when the engine is running
• The display should be line-of-sight of machine operator during machine operation
• Display of the whole J1939 fault code including Suspect Parameter Number, Failure
Mode Indicator, and Occurrence number.
• Clear indication of what action, if any the operator is required to take.
• Display of engine speed
• Audible or bright lamp warning when new fault code is detected
• The scaling of any gauges (e.g. coolant temperature) should be such that the needle
is not far to the right of vertical when the engine is in normal operation (this would
give the impression that the engine was abnormally hot, when in fact it is running
within it’s design limits).

Perkins will under no circumstances change the engine J1939 implementation in order to
resolve compatibility issues with gauges or displays other than those supplied directly by
Perkins.

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

To support new standards and requirements Perkins may add to the fault code table.
Therefore any active engine fault codes including those not recognized or referenced should
be displayed. Perkins recommends that any suspect parameter number and the associated
failure mode identifier are displayed.

Customer Triggered Engine Fault codes

The engine will raise fault codes (event codes) when it’s design limits are exceeded. For
example, for excessive coolant temperature. The fault code algorithms are carefully designed
and validated so that they do not cause spurious codes when there is in fact no fault.

Some intelligent instrument clusters available on the market are also capable of raising fault
codes themselves, based on the information that the engine transmits on J1939 such as
“engine coolant temperature”. The machine designer could set a limit that was more
conservative (lower) than the warning threshold defined by Perkins. This raises the possibility
that the display will say that the engine has a fault, when the engine is in fact running within
its design limits. This is undesirable as it may result in a service technician being called to
resolve a “problem” when in fact no problem exists. It will also cause damage to the
reputation of Perkins and of the OEM.

Perkins recommend therefore, that intelligent display DO NOT have their own fault detection
for engine over temperature / oil pressure etc, but that they use the fault codes generated by
the engine, sent in the J1939 “Diagnostic Message#1 (DM1)”.
Engine Software Features Engine
Monitoring System

Software will monitor the engine during operation and in extreme conditions make decisions
to protect the engine from damage. The values of four main operating parameters are
monitored Engine Coolant Temperature, Engine Oil Pressure, Intake Manifold Air
Temperature and Engine Speed. The monitoring system will compare parameters
predetermined as dangerous to the engine and depending on the parameter values take
appropriate action. There are three levels of action Warning, De-rate and Shutdown.

General

Page 48 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

All parameters work independently using individual threshold values and guard timers.
Consequently, it is possible for more than one parameter to register a warning or de-rate
condition at any one time.

Warning
Each monitored parameter has its own warning trigger threshold. A warning will be triggered
when any parameter equals or exceeds its warning. In addition, for oil pressure, the trigger
threshold varies with engine speed. The ECM will log these events and turn on the
appropriate lamp driver.

De-rate
Each monitored parameter that uses the de-rate function has its own de-rate trigger
threshold. If the de-rate threshold is equaled or exceeded by any parameter for a de-rate
protection will be set active. The engine will de-rate. The ECM will log these events and turn
on the appropriate lamp driver. Whilst de-rate protection is set active, the de-rate percentage
may vary with parameter value

Shutdown
The engine shutdown indication lamp driver will be triggered when any parameter equals or
exceeds it shutdown threshold for a time exceeding its shutdown indication guard time.
Physical engine shutdown will occur only if enabled by the configurable parameter. The ECM
will log these events and turn on the appropriate lamp driver.

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

Coolant Temperature

Parameter Temp De-rate %

Warning 113 N/A
De-rate 114 25
115
116
117
118
119 100
Shutdown 118 N/A

Engine Oil Pressure

Parameter Engine Trigger

Speed (rpm) Pressure
(kPa)
Warning 700 100

Page 49 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

900 150
1000 175
1200 200
Shutdown 700 100
1200 100
1800 100
2400 100

* Derate thresholds will be released Jan 2005 for oil pressure.

Intake Manifold Temperature

Parameter Temp De-rate %

Warning 82 N/A
De-rate 86 10
87 20
88 30
89 40
90 50

Monitored Inputs for Customer Fitted Sensors

Configurable options will be available that enable the use of discrete ECM inputs to function
as operator warnings and engine protection. The three options to be offered include:

Input State De Warning/Shutdown J1 Pin

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

Disabled, the input will not be monitored.

Warning, the input will be monitored when the device is switched the warning light will
illuminate and an event flagged.
Shutdown, the input will be monitored and when switched will illuminate the shutdown lamp;
flag an event and shutdown the engine.

Air Filter Service Indicator – Air Intake Restriction Switch

Indicates that the air intake circuit is restricted. The switch is installed or piped to the air filter
housing or air induction pipe so that it is monitoring clean filtered air (between the air filter and
engine). The customer will select an appropriate restriction switch. The switch shall be
connected to the engine ECM. The switch should close when the maximum permitted
restriction is detected – Normally open.

Page 50 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

Coolant Low Level Switch

Indicates that the engine coolant reservoir is at or has exceeded the minimum level. The
sensor needs to be installed such that when coolant level is normal the sensing element is
always completely immersed. Typically a device switches when the sensing element is fully
immersed and when the fluid touches the body of the sensor. –Normally closed

Fuel in Water Trap Switch

Indicates that the fuel filter water trap is full. Typically a sensor is installed in the bottom of the
water trap. During normal engine operation the sensor is immersed in diesel fuel. As water
collects and reaches the maximum level the water enables a conductive path between
electrodes. – Normally open

Page 51 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

Engine Governor
All speed
The default governor type is an All Speed Governor, also known as a variable Speed
Governor. The diagram below illustrates the torque and speed characteristics of this governor

Torque limit curve

Note that the engine may not be capable of reaching the toque fuel limit curve in some
circumstances. For example, if the turbocharger is not providing the required boost pressure,
then the fuel will be limited so that the engine does not emit black smoke

Droop
Droop is the variation of engine speed as load is applied. For example, if an engine has 10%
droop and is running at 1500RPM without load, then as load is applied the operator will feel
and hear the engine speed gradually decreasing. This is represented by the diagonal dotted
lines under the torque curve in the diagram below.

When the load reaches the torque limit curve of the engine, the engine will lug back along the
curve.

Note that droop values can be assigned to the multi-position throttle switch input, PWM
accelerator pedal/lever input and the TSc1 speed demand over J1939. Droop does not apply,
however to the PTO mode, which always operates isochronously (0% Droop)

High Speed Governor (Governor Run-Out)

The parameter Top Engine Limit (TEL) will no longer be offered on the 1104D and 1106D
engines. Flexibility is improved, however, by allowing the high idle (HI) speed to be
configured. High Idle is the maximum speed that the engine will reach. Note that this is on the
bare engine and when installed in an application, it may not be possible to reach this speed
due to the parasitic loads of the driven equipment. The range of possible high idle speeds is
defined by the parameters High Idle Lower limit (HILL) and High Idle Upper Limit. (HIUL).
High Idle cannot be specified to be less than Rated Speed (RS) and the HIUL will be
dependant on the mechanical limits of the engine.

The rated speed (RS) may not be changed by customer configuration.

Example Governing1 - showing droop and HSG slopes approximately equal

Page 52 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

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

Auxillary Governor
It is possible to control the engine by the output shaft speed of another module. Perkins do
not offer a speed sensor for this component, nor is there a direct speed sensor input,
however this is for the following reasons:
• There are a wide variety of speeds to be measured
• Speed sensors output signals are low in amplitude and sensitive to electromagnetic
interference

Page 53 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

• The engine is often not close to the output shaft to be measured, thus resulting in
poor quality speed signals

The recommended solution for this requirement is as follows

The speed measured close to the output shaft by a third party electronic control module,
which would give an engine speed demand to the engine, either using by switch the PTO
raise and lower buttons. The third party module could also incorporate a display and/or
operator control buttons. The electronic Application team can give advise on specifying and
selecting the third party electronic module for this function.

The advantage of this approach is that, although the initial cost of the additional module is
higher than a direct speed input, the cost of the additional components is reasonable and the
advantages in reliability and ease of commissioning outweigh the disadvantages.

Rating selection via Service Tool

Some engines will have the capability to run more than one power rating. If this is the case
then the highest allowed rating may be changed via the “rating” parameter on the
confitguration screen of the service tool. Note, however that the engine may not be running
the highest enabled speed due to the status of the mode switches or due to requests from
another electronic module on the machine over J1939 datalink.

Mode Switches
A mode is a performance characteristic in terms of power / torque, Droop and rated speed.
There are up to 4 modes configurable on the 1104D and 1106D engines, and these can be
selected in operation when the engine is running and on load.

The mode switches are of the Switch to Ground type and the ECM J1 pin connections are as
follows:

Function ECM - J1
connector
pin
assignment
Mode switch 1 46
Mode switch 2 39

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

Note that the highest rating available in the mode switch feature will be defined by the “rating”
parameter on the configuration screen of the service tool
Example of mode switch configuration
Switch Switch Mode Rating Droop (%)
2 1 No. Throttle 1 Throttle 2 Tsc1
Open Open 1 100KW @ 2200 10 10 10
Open Closed 2 100KW @ 2200 5 2 0
Closed Open 3 120KW @ 2200 10 10 10
Closed Closed 4 120 KW @ 2200 5 5 0

Page 54 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

Rating and Droop changes requested via the J1939 datalink

It will be possible to select an alternative droop and alternative rating via the J1939 link,
instead of via the hardwired switch inputs.

This feature is still in development, although the messages to be used are outlined in the
J1939 datalink section of this applications and installation guide

Page 55 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

Variable Speed Fan

A Variable Speed Fan control system will be offered as a configurable option. The engine
ECM will determine the correct fan speed based on engine Intake Manifold Temperature and
Coolant Temperature. Fan speed may also be controlled using J1939 data link.

Hydraulic arrangements may be controlled using a 2A PWM output.

The OEM will need to consider the following operating parameters:

Fan Speed Requirements (Max, Min)

Control Valve operating current (Max 2A)
Control Valve operating frequency

Further information concerning variable speed fan control will be available in Sep 2005

Machine Security System

Contact your local electronic applications representative for more information.

Using the ET service tool.

The latest version of ET will be required to view or modify some of the 1106D engine software
parameters and features. It is important that the engineer regularly updates their service tool
to ensure compatibility. In addition it is the responsibility of the engineer to confirm software
release dates. During project engine development features may not be available or viewable
and may be dependant later software release dates.
Datalink Support
There are 2 datalinks available for OEM connection to the engine. J1939 and Perkins Data
link (CDL). It is recognized, however that other CANbus standards (higher level protocols) do
exist and are used in off-highway applications, so some notes are also provided for users of
those standards.

SAE J1939
The SAE J1939 standard was initially developed for the US truck and bus industry. It has
been expanded and is now the most widely used datalink standard for industrial powertrains,
with compliance from almost all engine manufacturers and most transmission manufacturers.

Summary of Key J1939 Application Issues

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

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

Page 56 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

• Network nodes are connected to the bus via stubs of maximum recommended length 1
meter.

Network Layer
• J1939 recommends a bit sample point of 87% . This relatively late sample point gives
best compromise for immunity to noise and propagation delay. It does restrict the size of
the software jump width (SJW), however.
• All nodes should have the same bit timing
• Accurate bit timing is essential (4µs +/- 0.2%)
• It is recommended that the average bus load is not greater than 40%
• Hardware filtering (masking) of CAN messages should be used under high bus loads to
limit demands on processors.
• The Engine ECM always assumes a fixed address 0. It will not change it’s address in the
arbitration process described in J1939-81
• The multi-7packet protocol (described in J1339-21) is used for sending messages with
more than 8 bytes of data. In the Perkins application this will be used principally for the
diagnostic messages DM1 and DM2.
• Information may be broadcast, at regular intervals, or requested. For example the engine
will broadcast its “current speed” every 20ms but it will only send “hours run “ information
if another node requests it.

Application Layer
• The messages (PGN’s)supported by Perkins ECM are only a subset of the messages
described in J1939-71 and J1939-73
• Some PGN’s may be partially supported i.e. only those bytes for which the ECM has valid
data will be supported.
• Unsupported data bytes are generally sent as FF (hex) and incorrect or invalid
information is sent as FE.

Page 57 of 90 1104D and 1106D Electronic Application and Installation Guide

 Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

J1939 Supported Parameters Quick reference SummaryTable

Parameter (parameters in italics

are proposed but may not yet be
PGN description available / fully validated )
71 0 0Torque Speed Control (Tsc1) r
71 Requested Torque / Torque Limit
71 Requested Speed / Speed Limit
71 Override Control Modes
71 57344 E000 Cab Message 1 (CM1) r
71 Requested Percent Fan Speed
71 61441 Electronic Brake Controller 1
71 Auxillary Engine Shutdown Switch
71 61443 F003 EEC2 t
71 Percent load at current speed
71 Accelerator Pedal 1 Low Idle Switch
71 Accelerator Pedal 2 Low Idle Switch
71 Accelerator Pedal Position 1
71 Accelerator Pedal Position 2
71 Engine Speed
71 Engine Retarder Torque Mode
71 Actual Engine Percent Torque
71 65174 FE96 TurboWastegate t
71 Turbo1 Wastegate Drive
71 Fan Drive t
71 Fan Drive States
71 Estimated Percent Fan Speed
71 65241 FED9 Aux Discrete IO State t
71 Aux IO discrete channel_1
71 Aux IO discrete channel_2
71 Aux IO discrete channel_3
71 Aux IO discrete channel_4
71 Aux IO discrete channel_5
71 Aux IO discrete channel_6
71 Aux IO discrete channel_7
71 Aux IO discrete channel_8
71 Aux IO discrete channel_9
71 Aux IO discrete channel_10
71 Aux IO discrete channel_11
71 Aux IO discrete channel_12
71 Aux IO discrete channel_13
71 Aux IO discrete channel_14
71 Aux IO discrete channel_15
71 Aux IO discrete channel_16
71 Aux IO Analog channel_1
71 Aux IO Analog channel_2

Page 58 of 90 1104D and 1106D Electronic Application and Installation Guide

 Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

Parameter (parameters in italics

are proposed but may not yet
PGN description be available / fully validated )
71 65242 FEDA Software Identification t
71 Software Identification
71 Number of software ID fields
71 65243 FEDB Engine Fluid Level_Pressure_2 t
71 Injector Metering Rail1 Pressure
71 65247 FEDF EEC3 t
71 Engine Desired Operating Speed
71 65251 FEE3 EngineConfig t
71 Engine Speed At Idle Pt1
71 Percent Torque At Idle Pt1
71 Engine Speed At Pt2
71 Percent Torque At Pt2
71 Engine Speed At Pt3
71 Percent Torque At Pt 3
71 Engine Speed at pt4
71 Percent Torque at pt4
71 Engine Speed at pt5
71 Percen Torque at pt5
71 Engine speed at high idle pt6
71 Reference Engine Torque
71 65252 FEE4 Shutdown t
71 Wait To Start Lamp
71 65253 FEE5 Engine Hours Revolutions t
71 Total Engine Hours
71 FuelConsumption t
71 Total Fuel Used
71 65259 FEEB Component Identifier t
71 Make
71 Model
71 Serial Number
71 Unit Number
71 65260 FEEC Vehicle Identification t
71 Vehicle Identification Number
71 65262 FEEE Engine Temp t
71 Engine Coolant Temperature
71 EngineFluidLevel_Pressure t
71 Engine Oil Pressure
71 65264 FEF0 Power Take Off Info (PTO) t
71 PTO Set Switch

Page 59 of 90 1104D and 1106D Electronic Application and Installation Guide

 Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

71 PTO resume Swich

71 PTO Enable Switch
71 PTO coast / Decelerate Switch
71 PTO accelerate Switch
71 65266 FEF2 Fuel Economy t
71 Fuel Rate

Parameter (parameters in italics

are proposed but may not yet
PGN description be available / fully validated )
71 65270 FEF6 InletExhaustCond t
71 Intake Manifold Temp
71 Boost Pressure
71 Air Inlet pressure
71 65165 FE8D VehicleElectricalPower t
71 Electrical Potential
71 Battery Potential Switched
Off highway engine control
71a 64967 FDC7 selection state
71a Alternate Rating Select State
71a Alternate Droop Accelerator 1 Select State
71a Alternate Droop Accelerator 2 Select State
Alternate Droop Remote Accelerator Select
71a State
Off highway engine control
71a 64971 FDCB selection (OHECS)
71a Alternate Rating Select
71a Alternate Droop Accelerator 1 Select
71a Alternate Droop Accelerator 2 Select
71a Alternate Droop Remote Accelerator
73 * * DM1 (active codes) t
73 Protect Lamp Status
73 Amber Lamp Status
73 Red Lamp Status
73 Spn
73 Fmi
73 Oc
73 Spn Conversion Method
73 * * DM2 (logged codes) t
73 Protect Lamp Status
73 Amber Lamp Status
73 Red Lamp Status
73 Spn

Page 60 of 90 1104D and 1106D Electronic Application and Installation Guide

 Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

73 Fmi
73 Oc
73 Spn Conversion Method
DM3 (request to clear logged
73 * * codes) r
73 Request To Clear Logged Fault Codes
21 * * Transport Protocol (TP_DT) t/r
21 TP_DT
21 * * Transport protocol (TP_CM) t/r
21 BAM and RTS
21 * * Acknowledge (ACK and NACK) t
21 PGN number
21 Control Byte
21 * * Request PGN r

Parameter (parameters in italics

are proposed but may not yet
PGN description be available / fully validated )
21 Requested PGN

Page 61 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

J1939 Parameters – Detailed Descriptions

Note: The PGN numbers are written in some documents in decimal form (e.g.61444). This
document will use the Hexidecimal form (e.g. F004) as it is easier to remember and simpler to
decode when using tools to analyse traffic on the CAN J1939 bus.

Torque Speed Control (TSC1)

Identifier Rate PGN Default R1 DP Source Destination

(msec) Priority
0C 00 00 xx 10 000000 3 0 0 See 00
notes

S R Parameter name B B L S U Resolution Range N

e e y it e t n (unit/bit) o
n c t n a it t
d e e g t s e
i t Min Max
e
v h
e
X Override Control Mode (spn 695) 1 1 2
X Override Disabled 00
X Speed Control 01
Torque Control 10
X Speed/Torque Limit Control 11
Requested Speed Control Conditions 3 2
(spn 696)
X Override Control Mode Priority (spn 5 2 A
897)
X Highest Priority 00 A
X High Priority 01 A
X Medium Priority 10 A
X Low Priority 11 A
Not Defined 7..8
X Requested Speed / Speed Limit (spn 898) 2 1 16 Rpm 0.125 0 8032
X Requested Torque / Torque Limit 4 1 8 % 1 -125 +125 B

The Torque/Speed Control #1 (TSC1) PGN allows other electronic devices to control the engine
speed.

Although originally designed by the SAE for truck applications as a temporary means for the
transmission to override engine speed during gearshifts, this PGN is now widely used as a
permanent means of controlling the engine speed. It is particularly common in machines that
have complex hydraulic systems.

This is a powerful feature, but special care must be taken by the OEM with the implementation
of TSC1 to ensure that the speed demanded of the engine is one that is safe and appropriate
for the current operating conditions of the engine. It is the responsibility of the ECM to ensure
that this is so and to perform the necessary risk assessment validation of the software of
electronic modules on the application that are transmitting TSC1 speed demand messages to
the engine.

TSC1 Configuration
Tsc1 will always be available (it does not need to be configured to be ENABLED in the service
tool)

In addition, Tsc1 may be configured to be a “continuous speed limit/ request”. In this case the

Page 62 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

• TSC1 –Transient Engine Speed Limit / Request

• TSC1 - Continuous Speed Limit / Request

In addition to these options, it is also possible to specify what droop value applies to the
engine speed request. This will operate in the same was as for the direct analogue / PWM and
throttle position switch inputs.

TSC1 as Transient Speed Limit / Request

The ECM will allow other modules to request or limit engine speed for any period. The TSC1
message will override any other speed demand such as PWM throttle pedal.

End of Transmission – fault detection

The ECM needs to differentiate between the end of a transmission by another controller and
an intermittent failure. The ECM expects, therefore, that when a controller no longer wished to
demand engine speed then it will terminate with at least one message with the control override
bits set to 00. If the engine sees that TSC1 messages have stopped, for 90ms, but have not
been terminated correctly then the ECM will recognize this as a fault and will not accept any
speed demand requests for the remainder of the key cycle.TSC1 as Permanent speed
demand

Source address requirements

The ECM will accept messages from modules with any source address (i.e. TSC1 messages
do not necessarily have to be sent by the transmission). The destination address does have to
be 00 for the messages to be accepted by the engine however.

TSC1 as Continuous Speed Limit / Request

If TSC1 is to be the primary means of controlling the engine speed or as a method of continuously
limiting engine speed, then the ECM may be configured to
raise a fault code if a valid Tsc1 message is not received by the time that engine speed
reaches 500rpm of the keyswitch being turned on. This will allow for the normal start up time of
other electronic modules.

TSC1 - Feature Summary Table

Function TSC1 – TSC1 –
Transient Continuous
(default)
Speed request Yes Yes
Speed limit Yes Yes
Torque request No No
Torque Limit (temporary) Yes Yes
Fault Detection – 90ms Timeout Yes Yes
Fault Detection – Message present at start No Yes

Accepts TSC1 messages from several sources No No

simultaneously

Note A: The ECM does not prioritize or arbitrate between speed request or limits from more than
one source and so this situation may result in erratic engine operation. The OEM must ensure
that TSC1 messages are not sent from more than one source at a time.

Note B: Support for the “Torque limiting” aspect of TSC1 has been added, although this may only
be used for temporary conditions, such as during a gear change.

Cab Message 1 (CM1)

Page 63 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

Identifier Rate PGN Default R1 DP Source Destination

(msec) Priority
18E000xx 1000 E000 6 0 0 - 00

Not currently supported. This PGN may be used in applications where then engine ECM
controls the speed of a fan (e.g. electronically controlled viscous fan or hydraulic fan). The
parameter Requested Percent Fan Speed (SPN 986) will be sent to the engine to another
module (e.g. air conditioning or hydraulic oil temperature) to communicate its need for cooling.

Will be implemented if referenced in Fan Control document (not available for job 1)

Electronic Brake Controller 1 (EBC1)

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

S R Parameter name B B L S U Resolution Range N

e e y i e t n (unit/bit) o
n c t t n a it t
d e e g t s e
i t Min Max
e
v h
e
X Auxillary Engine Shutdown Switch (970) 4 5 2

This message may be sent to the engine to request it to stop running, without turning off the
ignition keyswitch. This will be a normal stop and is not expected to be a safety related fail safe
stop function.

Electronic Engine Controller 2 (EEC2)

Identifier Rate PGN Default R1 DP Source Destination
(msec) Priority
0C F0 03 00 50 00F003 3 0 0 00

S R Parameter name B B L S U Resolution Range N

e e y i e t n (unit/bit) o
n c t t n a it t
d e e g t s e
i t Min Max
e
v h
e
X Accelerator Pedal Low Idle Switch 1 (spn 1 1 2 C
558)
X Accelerator pedal not in low idle condition 00
X Accelerator pedal in low idle condition 01
X Error indicator 10
X Not available or not installed 11
Accelerator Pedal Kickdown Switch 3 2
X Accelerator Pedal Low Idle Switch 2 (spn 1 7 2 A
2970)
X Accelerator pedal not in low idle condition 00
X Accelerator pedal in low idle condition 01
X Error indicator 10
X Not available or not installed 11

Page 64 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

X Accelerator Pedal Position 1 (spn 91) 2 1 8 % .4 0 100

X Percent Load at Current Speed (spn 92) 3 1 8 % 1 0 125 B
Remote Accelerator 4 1 8
X Accelerator Pedal Position 2 (spn 29) 5 1 8 % .4 0 100 A,

Note A: Accelerator pedal low idle 2 and accelerator pedal position 2 are new parameters only
recently defined by The SAE. The start byte / bit of accelerator pedal low idle switch 2 is still
to be defined.

Note B: Percent load at current speed. Parameter is not accurate at low loads nor during transient
conditions.

Note C: When there is discrepancy between the pedal position and the idle validation switch
position, then the Accelerator Pedal Low Idle Switch parameter will be transmitted as 102
(error) and the accelerator pedal position will be transmitted as FE16 (error). If however, a
pedal is not configured, then it will be sent as not supported. This will apply to both accelerator
1 and accelerator 2. Note also that the name “accelerator pedal” is not always accurate for off
highway machines. Accelerator pedal 1 refers to any pedal, lever or other device that uses
either the Analogue 1 or PWM throttle 1 input. Likewise, Accelerator pedal position 2 refers to
any device that uses the analogue throttle 2 input.

Electronic Engine Controller 1 (EEC1)

Identifier Rate PGN Default R1 DP Source Destination
(msec) Priority
0C F0 04 00 20 00F004 3 0 0 00

S R Parameter name B B L St U Resolution Range N

e e y it e at n (unit/bit) o
n c t n e it t
d e e g s e
i t Min Max
v h
e
Engine Torque Mode 1 1 4 B
X Low Idle Governor 0000 B
X Accelerator Pedal 1 0001 B
Cruise Control 0010
X PTO Governor 0011 B
Road Speed Governing 0100
ASR Control 0101
X Transmission Control 0110 B
ABS Control 0111
X Torque Limiting 1000 B
X High Speed Governor 1001 B
Brake System 1010
Not defined (1011 – 1101)
Other 1110
Not available 1111
Not Defined 5..8
Drivers Demand Engine - Percent 2 1 8 % 1
Torque
X Actual Engine - Percent Torque 3 1 8 % 1

Page 65 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

X Engine Speed 4 1 16 rpm .125

Source Address of Controlling Device 6 1 8 None 1 0 253
for Engine Control
Engine Starter Mode 7 1 4

Note A: The J1939 standard describes the frequency of transmission of this PGN as engine
speed dependant. The ECM actually transmits the message every 20ms, however, irrespective
of engine speed

Engine torque mode - is not currently available although it intended to be supported in future
software. Please contact an Electronic Applications engineer before using this parameter.

Turbocharger Wastegate (TCW)

Identifier Rate PGN Default R1 DP Source Destination
(msec) Priority
18FE9600 100 FE96 6 0 0 00 -

S R Parameter name B B L S U Resolution Range N

e e y i e t n (unit/bit) o
n c t t n a it t
d e e g t s e
i t Min Max
e
v h
e
X Turbocharger 1 Wastegate Drive (spn 1 1 8 % 0.4 0 100 A
1188)
Turbocharger 2 Wastegate Drive 2 1 8
Turbocharger 3 Wastegate Drive 3 1 8
Turbocharger 4 Wastegate Drive 4 1 8
Turbocharger Wastegate Act Control 5 1 8
Pressure

Note A: The J1939 specification states that “ Position of the wastegate drive. A value of 0%
represents fully closed and a value of 100% represents fully open”. The implementation, however
is that this value directly equates to the PWM duty cycle of the wastegate drive.

Fan Drive (FD)

Identifier Rate PGN Default R1 DP Source Destination
(msec) Priority
18FEBD00 1000 FEBD 6 0 0 00

Not currently supported. This PGN may be used in applications where then engine ECM
controls the speed of a fan (e.g. electronically controlled viscous fan or hydraulic fan). The
parameter Estimated Percent Fan Speed (spn 975) will be used by the engine to give feedback
of the current fan speed conditions to other modules on the application. In addition the
parameter Fan Drive State (spn 977) will give the status of which parameter is controlling the
fan speed: Engine Coolant Temperature, Engine Air Temperature, or a fan speed request via
J1939.

XX OL: Check that this is referenced n the fan specification – if so then will be supported in june
05 dev software (post job 1 production)

Auxillary Discrete IO state (AUXIO)

Identifier Rate PGN Default R1 DP Source Destination
(msec) Priority

Page 66 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

18FED900 Note A FED9 6 0 0 00

S R Parameter name B B L S U Resolution Range N

e e y i e t n (unit/bit) o
n c t t n a it t
d e e g t s e
i t Min Max
e
v h
e
X Auxiliary I/O #04 (spn 704) 1 1 2 B
X Auxiliary I/O #03 (spn 703) 1 3 2 B
X Auxiliary I/O #02 (spn 702) 1 5 2 B
X Auxiliary I/O #01 (spn 701) 1 7 2 B
X Auxiliary I/O #08 (spn 708) 2 1 2 B
X Auxiliary I/O #07 (spn 707) 2 3 2 B
X Auxiliary I/O #06 (spn 706) 2 5 2 B
X Auxiliary I/O #05 (spn 705) 2 7 2 B
Auxiliary I/O #12 (spn 712) 3 1 2 B
X Auxiliary I/O #11 (spn 711) 3 3 2 B
X Auxiliary I/O #10 (spn 710) 3 5 2 B
X Auxiliary I/O #09 (spn 709) 3 7 2 B
Auxiliary I/O #16 (spn 716) 4 1 2 B
Auxiliary I/O #15 (spn 715) 4 3 2 B
X Auxiliary I/O #14 (spn 714) 4 5 2 B
X Auxiliary I/O #13 (spn 713) 4 7 2 B
X Auxiliary I/O Channel #1 (spn 1083) 5,6 1 16 0 64255 C
X Auxiliary I/O Channel #2 (spn 1084) 7,8 1 16 0 64255 C

Note A: The message will be sent at a frequency of 100ms, and additionally when any of the
supported switch inputs (spn’s 701 through 716) change state

This PGN will be used to transmit the status of all the customer side switch inputs, and two of
the analogue voltage inputs of the ECM, irrespective of whether the input is used by the ECM for
an application software feature.

The machine designer can use the spare inputs of the ECM, therefore, as additional input
channels for non engine systems

Note B: Each of the switch inputs is transmitted as 00 if it the switch is open (or not connected)
and 01 if it is closed.

The 2 “SWB” inputs below are “switch to battery”, meaning that when battery voltage is applied
to the pin then it will be “closed”. All the other switch inputs are switch to ground, which means
that when an input is at ground potential it will be “closed”

Note C: The analogue channels are scaled at 0.955Volts per bit with a 0.5V offset. For example
a voltage of 2.5Voltages would be transmitted as (2.5volts – 0.5 v offset)/0.000955 volts/bit =
209410 or 82E16

Table of Input pins to SPN’s

Input ECM J1 J1939 SPN
name Connector
Pin
SWG1 52 701

Page 67 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

SWG2 51 702
SWG3 50 703
SWG4 49 704
SWG5 48 705
SWG6 47 706
SWG7 46 707
SWG8 45 708
SWG9 44 709
SWG10 39 710
SWG11 38 711
SWB1 37 713
SWB2 38 714
AIN_ACT5 55 1083
AIN_ACT4 56 1084

Software Identification (SOFT)

Identifier Rate PGN Default R1 DP Source Destination
(msec) Priority
On Req FEDA 6 0 0 00 -
18FEDA00

S R Parameter name B B L S U Resolution Range N

e e y i e t n (unit/bit) o
n c t t n a it t
d e e g t s e
i t Min Max
e
v h
e
X Number of software identification fields 1 1 8 1 255 A
(spn 965)
X Software Identification (spn 234) 2 1 N ASCII B

Note A: The number of software identification fields will be transmitted as “02”

Note B: The software identification is ASCII text, with the fields delimited by a “*”

ASCII code as follows:

02 SWPN:1234556701*SWDT:MAY05*

Software part number (SWPN) will be of the form 123456701

Software release date (SWDT) will be of the form MAY05

Note that as this PGN has more than 8 bytes of data then the transport protocol will be used as
described below.

Engine Fluid Level / Pressure 2 (EFL/P2)

Identifier Rate PGN Default R1 DP Source Destination
(msec) Priority
18FEDB00 500 FEDB 6 0 0 00

S R Parameter name B B L S U Resolution Range N

e e y i e t n (unit/bit) o
c t n a

Page 68 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

n e t g t it Min Max t
d i e t e s e
v h
e
Injector Control Pressure 1 1 16
X Injector Metering Rail 1 Pressure 3 1 16 Mpa 1/256Mpa/Bit 0 251
(spn157)
Injector Timing Rail 1 Pressure 5 1 16
Injector Metering Rail 2 Pressure 7 1 16

Electronic Engine Controller 3 (EEC3)

Identifier Rate PGN Default R1 DP Source Destination
(msec) Priority
18 FE DF 00 250 FEDF 6 0 0 00

S R Parameter name B B L S U Resolution Range N

e e y i e t n (unit/bit) o
n c t t n a it t
d e e g t s e
i t Min Max
e
v h
e
Nominal friction – Percent Torque 1 1 8 % 1 -125 +125
X Engine´s Desired Operating Speed (spn 2 1 16 Rpm .125 0 8031 A
515)
Engine´s Operating Speed Asymmetry 4 1 8 Ratio 0 250
Adjustment

Note A: Engine desired operating speed will be the speed at which the engine would run if all load
were removed and current speed demand conditions maintained.

This is not the same as the implementation for tier 2 product but the change has been
implemented to make the parameter more relevant to customers who need to determine how far
and how rapidly the engine is lugging back. One effect will be that in many applications where
there are high parasitic loads, the engine speed will never actually reach it’s desired operating
speed.

Page 69 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

Engine Configuration (EC)

Identifier Rate PGN Default R1 DP Source Destination
(msec) Priority
See Note A See FEE3 6 0 0 00 -
Note B

S R Parameter name B B L S U Resolution Range N

e e y i e t ni (unit/bit) o
n c t t n a ts t
d e e g t e
i t Min Max
e
v h
e
X Engine Speed at Idle, Point 1 (spn 118) 1 1 16 Rpm 0.125 0 8031
X Percent Torque at Idle, Point 1 (spn 3 1 8 % 1 -125 +125
539)
X Engine Speed at Point 2 (spn 528) 4 1 16 Rpm 0.125 0 8031 D
X Percent Torque at Point 2 (spn 540) 6 1 8 % 1 -125 +125 D
X Engine Speed at Point 3 (spn 529) 7 1 16 Rpm 0.125 0 8031
X Percent Torque at Point 3 (spn 541) 9 1 8 % 1 -125 +125
X Engine Speed at Point 4 (spn 530) 10 1 16 Rpm 0.125 0 8031
X Percent Torque at Point 4 (spn 542) 12 1 8 % 1 -125 +125
X Engine Speed at Point 5 (spn 531) 13 1 16 Rpm 0.125 0 8031
X Percent Torque at Point 5 (spn 543) 15 1 8 % 1 -125 +125
X Engine Speed at High Idle, Point 6 (spn 16 1 16 Rpm 0.125 0 8031 D
532)
Gain (KP) of the Endspeed Governor 18 1 16 %/rpm 0.0007813 0 50.2
X Reference Engine Torque (spn 544) 20 1 16 Nm 1 0 64255 C
Maximum Momentary Engine Override 22 1 16 Rpm 0.125 0 8031
Speed, Point 7
Maximum Momentary Override Time 24 1 8 S 0.1 0 25
Limit
Requested Speed Control Range Lower 25 1 8 Rpm 10 0 2500
Limit
Requested Speed Control Range Upper 26 1 8 Rpm 10 0 2500
Limit
Requested Torque Control Range 27 1 8 % 1 -125 +125
Lower Limit
Requested Torque Control Range 28 1 8 % 1 -125 125
Upper Limit

This PGN defines several points on the torque curve (rating) that is active in the engine. The
values will change if a different torque curve is selected or to reflect if the engine is derating e.g.
due to excessive engine temperature.

Note A: As this PGN is more than 8 bytes long, it will always be transmitted via the transport
protocol

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

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

Note D: As both point 2 and point 6 are supported, and Gain (Kp) of Endspeed Governor is not,
the support of this message conforms to Engine Configuration Characteristic Mode 1 as
described in the J1939-71 specification

Page 70 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

Shutdown (SHUTDOWN)
Identifier Rate PGN Default R1 DP Source Destination
(msec) Priority
18 FE E4 00 1000 FEE4 6 0 0 00 -

S R Parameter name B B L S U Resolution Range N

e e y it e t n (unit/bit) o
n c t n a it t
d e e g t s e
i t Min Max
e
v h
e
Idle shutdown has shut down engine 1 1 2
Idle shutdown driver alert mode 3 2
Idle shutdown timer override 5 2
Idle shutdown timer state 7 2
Idle shutdown timer function 7 2
A/C high pressure fan switch 3 1 2
Refrigerant low pressure switch 3 2
Refrigerant high pressure switch 5 2
X Wait to start lamp (spn 1081) 4 1 2
X Off 00
X On 01
Engine protection system has shut down 5 1 2
engine
Engine protection system approaching 3 2
shutdown
Engine protection system timer override 5 2
Engine protection system timer state 7 2
Engine protection system configuration 7 2

Engine Hours / Revolutions (HOURS)

Identifier Rate PGN Default R1 DP Source Destination
(msec) Priority
18 FE E5 00 1000 FEE5 6 0 0 00
Note A

S R Parameter name B B L S U Resolution Range N

e e y i e t n (unit/bit) o
n c t t n a it t
d e e g t s e
i t Min Max
e
v h
e
X Total engine hours (spn 247) 1 1 32 Hr .05 0 210,554,060
Total engine revolutions 5 1 32 Rev 1000 0 4,211,081,215,000

Note A: The SAE defines this PGN as being sent on request. There are some gages and displays
on the market however, which require this to be broadcast. This message will be broadcast at a
low update rate, therefore, to ensure compatibility with these devices.

Fuel Consumption
Identifier Rate PGN Default R1 DP Source Destination
(msec) Priority

Page 71 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

18 FE E9 00 On Req 00FEE9 6 0 0 00

S R Parameter name B B L S U Resolution Range N

e e y i e t n (unit/bit) o
n c t t n a it t
d e e g t s e
i t Min Max
e
v h
e
Trip fuel 1 1 32 L .5 0 2,105,540,607
X Total fuel used (spn 250) 5 1 32 L .5 0 2,105,540,607

Note A: This parameter is not a direct measurement. It is calculated from standard test fuel at
standard test temperatures. The characteristics of most fuels in the field will differ from the test
fuel, particularly at very high or very low temperatures. It is recommended, therefore, that this
value is taken to be an indication only of the fuel used by an engine.

Component ID (CI)
Identifier Rate PGN Default R1 DP Source Destination
(msec) Priority
18 FE EB 00 On Req 00FEEB 6 0 0 00

S R Parameter name B B L S U Resolution Range N

e e y i e t n (unit/bit) o
n c t t n a it t
d e e g t s e
i t Min Max
e
v h
e
X Make (spn 586) ASCII None A
X Model (spn 587) ASCII None A
X Serial Number (spn 588) ASCII None A
Unit Number (spn 233) ASCII None

Note A: All these parameters are supported as ASCII text delimited by “*”

“Make” will be transmitted as “CTRPL”

“Model” will be transmitted in the form “1106D” or “1104D” or “1104D” or “1106D”
“Serial Number” will be the engine serial number as marked on the nameplate of the engine
Vehicle Identification (VI)
Identifier Rate PGN Default R1 DP Source Destination
(msec) Priority
18FEEC00 On Req FEEC 0 0 00

This PGN may be requested from the ECM but currently the message will simply contain the
ASCII text “NOT PROGRAMMED”.

Engine Temperature (ET1)

Identifier Rate PGN Default R1 DP Source Destination
(msec) Priority
18 FE EE 00 1000 FEEE 6 0 0 00

Page 72 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

S R Parameter name B B L S U Resolution Range N

e e y i e t n (unit/bit) o
n c t t n a it t
d e e g t s e
i t Min Max
e
v h
e
X Engine Coolant Temperature (spn 110) 1 1 8 deg 1 -40 210
C
Fuel Temperature 2 1 8 deg 1 -40 210
C
Engine Oil Temperature 3 1 16 deg .03125 -273 1735
C
Turbo Oil Temperature 5 1 16 deg .03125 -273 1735
C
Engine Intercooler Temperature 7 1 8 deg 1 -40 210
C
Engine Intercooler Thermostat Opening 8 1 8 % .4 0 100

Engine Fluid Level / Pressure (EFL/P1)

Identifier Rate PGN Default R1 DP Source Destination
(msec) Priority
18 FE EF 00 500 FEEF 6 0 0 00

S R Parameter name B B L S U Resolution Range N

e e y i e t n (unit/bit) o
n c t t n a it t
d e e g t s e
i t Min Max
e
v h
e
Fuel Delivery Pressure 1 1 8 KPA 4 0 1000
Extended Crankcase Blow-by Pressure 2
Engine Oil Level 3 1 8 % .4 0 100
X Engine Oil Pressure (spn 100) 4 1 8 KPA 4 0 1000
Crankcase Pressure 5 1 16
Coolant Pressure 7 1 8 KPA 2 0 500
Coolant Level 8 1 8 % .4 0 100

PTO information (PTO)

Identifier Rate PGN Default R1 DP Source Destination
(msec) Priority
18FEF000 100 FEF0 6 0 0 00

S R Parameter name B B L S U Resolution Range N

e e y i e t n (unit/bit) o
n c t t n a i t

d e e g t t Min Max e
i t e s
v h
e
Power Takeoff Oil Temperature (spn 90) 1 1 8
Power Takeoff Speed (spn 186) 2 1 16
Power Takeoff Set Speed (spn 187) 4 1 16 Rpm Rpm 0 8031
X PTO Enable Switch (spn 980) 6 1 2

Page 73 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

Remote PTO preprogrammed Speed 6 3 2

Control Switch (spn 979)
Remote PTO variable Speed Control 6 5 2
Switch (spn 978)
X PTO set switch (spn 984) 7 1 2 A
X PTO Coast / Decelerate Switch (spn 983) 7 3 2 A
X PTO Resume Switch (spn 982) 7 5 2 A
X PTO Accelerate Switch (spn 981) 7 7 2 A

Note A: Some of the PTO mode switch inputs on the ECM have dual functions. For example,
one button provides both SET and LOWER functions and another button provides both RAISE
and RESUME functions. When the SET/LOWER button is pressed, both SPN 984 and SPN
938 will go to the active state, for at least one message transmission.

Similarly, when the RAISE/RESUME button is pressed then both SPN 982 and SPN 981 will go
to the active state.

Page 74 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

Fuel Economy (LFE)

Identifier Rate PGN Default R1 DP Source Destination
(msec) Priority
18 FE F200 100 FEF2 6 0 0 00

S R Parameter name B B L S U Resolution Range N

e e y i e t n (unit/bit) o
n c t t n a it t
d e e g t s e
i t Min Max
e
v h
e
X Fuel Rate (spn 183) 1 1 16 L/hr .05 0 3212 A
Instantaneous Fuel Economy 3 1 16 km/kg 1/512 0 125.5
Average Fuel Economy 5 1 16 km/kg 1/512 0 125.5
Throttle Position 7 1 8 % .4 0 100

Note A: This parameter is not a direct measurement.. It is recommended, therefore, that this value
is taken to be an indication only of the fuel quantity injected

Inlet / Exhaust Conditions (IC)

Identifier Rate PGN Default R1 DP Source Destination
(msec) Priority
18 FE F6 00 500 FEF6 6 0 0 00

S R Parameter B B L S U Resolution Range N

e e name y it e t n (unit/bit) o
n c t n a it t
d e e g t s e
i t Min Max
e
v h
e
Particulate 1 1 8 kPa .5 0 125
Trap Inlet
Pressure
X Boost 2 1 8 kPa 2 0 500 B
Pressure
X Intake 3 1 8 deg 1 -40 210
Manifold C
Temperature
X Air Inlet 4 1 8 kPa 2 0 500 A
Pressure
Air Filter 5 1 8 kPa .05 0 12.5
Differential
Pressure
Exhaust Gas 6 1 16 deg .03125 - 1735
Temperature C 273
Coolant 8 1 8 kPa .5 0 125
Filter
Differential
Pressure

Note A: Inlet air pressure will be supported as the absolute pressure as measured by the inlet
manifold pressure sensor.

Note B: Boost pressure will be calculated from inlet manifold temperature. Boost pressure will
never be transmitted as a negative number, even though a slight depression at the inlet is
possible for some engines when running at low idle speed.

Page 75 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

Vehicle Electrical Power (VEP)

Identifier Rate PGN Default R1 DP Source Destination
(msec) Priority
18 FE F7 00 1000 FEF7 6 0 0 00

S R Parameter name B B L S U Resolution Range N

e e y i e t n (unit/bit) o
n c t t n a it t
d e e g t s e
i t Min Max
e
v h
e
Net Battery Current 1 1 16 Amp 1 -125 125
Alternator Potential (Voltage) 3 1 16 V .05 0 3212
X Electrical Potential (Voltage) 5 1 16 V .05 0 3212 A
X Battery Potential (Voltage), Switched 7 1 16 V .05 0 3212 A

Note A: Electrical potential and battery potential parameters are both supported with the same
value, which is the voltage measured between the battery (+) and battery (-) terminals of the
ECM

Operator Primary Intermediate Speed (ISCS)

Identifier Rate PGN Default R1 DP Source Destination
(msec) Priority
18FDC800 1000 FDC8 6 0 0 00 -

S R Parameter name B B L S U Resolution Range N

e e y i e t n (unit/bit) o
n c t t n a it t
d e e g t s e
i t Min Max
e
v h
e
X Operator Primary Intermediate Speed 1 1 4
Select State (spn 2892)
Intermediate speed not requested 0000 A
X Logical Position 1 0001
X Logical Position 2 0010
X Logical Position 3 0011
X Logical Position 4 0100
X Logical Position 5 0101
X Logical Position 6 0110
X Logical Position 7 0111
X Logical Position 8 1000
X Logical Position 9 1001
X Logical Position 10 1010
X Logical Position 11 1011
X Logical Position 12 1100
X Logical state 13, 14, 15 or 16 1101 B
Reserved 1110
X Not available 1111 C

This PGN is used to describe the logical state of the throttle position switch input (also known as
multi-position throttle switch).

Page 76 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

Note A: “intermediate speed not requested” state is not supported. Note however, that on most
applications where throttle position switch is used, logical position 1 will be all four switches in
the open position and will equate to engine idle.

Note B: There are only 13 states available but 16 possible combinations of the 4 switch inputs.
No known application has used more than 10 states however, or is expected to use more than
10 states in the future, so this is not envisaged that this will cause a problem. If 16 states are
use then logical states 14, 15 and 16 will be transmitted as 13.

Note C: If the throttle position switch is not configured on an application then the ECM will send
11112 not available.

Off highway engine control selection (OHECS)

Identifier Rate PGN Default R1 DP Source Destination
(msec) Priority
18FDCBxx 500 FDCB 6 0 0 - 00

S R Parameter name B B L S U Resolution Range N

e e y it e t n (unit/bit) o
n c t n a it t
d e e g t s e
i t Min Max
e
v h
e
Auxillary Governor Switch 1 1 2
Multi-Unit Synch On/Off switch 1 3 2
Alternate Low Idle Switch 1 5 2
X Alternate Rating Select 2 1 8 A
X Alternate Droop Accelerator 1 select 3 1 4
X Accel 1-Default Droop (default) 0000
Accel 1 –Alternate Droop 1 through 10 = 0001
X 1% through 10% -
1010
Accel 1 –Alternate Droop 11 (Isochornous) 1011
Error 1110
X Not Available 1111
X Alternate Droop Accelerator 2 Select 3 5 4
X Accel 12-Default Droop (default) 0000
Accel 2 –Alternate Droop 1 through 10 = 0001
X 1% through 10% -
1010
Accel 2 –Alternate Droop 11 (Isochornous) 1011
Error 1110
X Not Available 1111
X Alternate Droop Remote Accelerator 4 1 4
Select
X Remote Accel-Default Droop (default) 0000
Remote Accel –Alternate Droop 1 through 0001
X 10 = 1% through 10% -
1010
Remote Accel Alternate Droop 11 1011
(Isochornous)
Error 0011
X Not Available 0100
Alternate Droop Auxillary Input Select 4 5 4

Page 77 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

This PGN may be sent to the engine to demand an alternative rating or droop, in a similar way
to the hardwired “mode switches”. The J1939 request will have precedence over the hard
wired switch inputs to the ECM.

When the ECM receives this PGN, it will switch to the alternate ratings/alternate droop settings
requested. It will remain in this new state until either another message is received with a
different ratin / droop request, or until the key switch is cycled

Note A: Ratings 1 to n are populated with all the ratings available in the ECM with “1” being the
lowest and “n” being the highest rating. If the ECM receives the “0” then the rating value
entered through the mode selection switches should be used.

Off highway Engine control selection state (OHCSS)

Identifier Rate PGN Default R1 DP Source Destination
(msec) Priority
18FDC700 500 FDC7 6 0 0 00 -

S R Parameter name B B L S U Resolution Range N

e e y i e t n (unit/bit) o
n c t t n a it t
d e e g t s e
i t Min Max
e
v h
e
Auxillary Governor State 1 1 2
Multi-Unit Synch State 1 3 2
Alternate Low Idle Select State 1 5 2
X Alternate Rating Select State 2 1 8
X Alternate Droop Accelerator 1 Select State 3 1 4
X Alternate Droop Accelerator 2 Select State 3 5 4
X Alternate Droop Remote Accelerator Select 4 1 4
State
Alternate Droop Auxillary Input Select State 4 5 4

This PGN is intended for the ECM to provide Feedback on the OHECS messages described
above

Section 73 - Diagnostic Layer

Active Diagnostics Trouble Codes (DM1)

Identifier Rate PGN Default R1 DP Source Destination
(msec) Priority
See Note A See note 00FECA 6 0 0 00
B

S R Parameter name B B L S U Resolution Range N

e e y i e t n (unit/bit) o
n c t t n a it t
d e e g t s e
i t Min Max
e
v h
e
Malfunction indicator lamp C
Protect lamp C
Stop lamp C
Warning lamp C

Page 78 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

X SPN
X FMI
X Occurrence Count
X SPN conversion method

Note A: If a single fault code is present then DM1 will be sent as single message with the
identifier 18FECA00. If there is more than one fault code present then the DM1 message will be
longer than 8 bytes thus the transport protocol (BAM) will be used to send the message.

This is different from tier 2 functionality where the transport protocol is used to send all DM1
messages, even if only one fault code is active

Note B: A DM1 message is sent when a new active fault is detected, and approximately every
1second after that. The DM1 message is not sent if there are no active fault codes.

Note C: This is not supported as per J1939 – Implementation is supported as follows: Diagnostic
and Event codes have been split into 3 categories of severity called “Warning Category
Indicators (WCI)” .

The lowest level (Level 1) is used for “warning” level faults, such as when engine design limits for
temperature have been reached, or for a sensor short circuit.

The highest level (Level 3) is used for events where the severity merits the machine and the
engine being immediately stopped.

Level 2 is an intermediate level used particularly for events or diagnostic which cause an engine
derate

The status lamps in the DM1 message will be switched on according to the following table:

WCI Protect Lamp Warning Lamp Shutdown Lamp

1 ON OFF OFF
2 ON ON OFF
3 ON ON ON

Previously Active Diagnostic Trouble Codes (DM2)

Identifier Rate PGN Default R1 DP Source Destination
(msec) Priority
See note A On Req FECB 6 0 0 00

S R Parameter name B B L S U Resolution Range N

e e y i e t n (unit/bit) o
n c t t n a it t
d e e g t s e
i t Min Max
e
v h
e
Malfunction indicator lamp A
Protect lamp A
Stop lamp A
Warning lamp A
X SPN
X FMI
X Occurrence Count
X SPN conversion method

Page 79 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

Note A: Lamp support as per DM1

Diagnostic Data Clear / Reset of Previously Active DTCs (DM3)

Identifier Rate PGN Default R1 DP Source Destination
(msec) Priority
See Note A On req FECC 6 0 0 - 00

S R Parameter name B B L S U Resolution Range N

e e y i e t n (unit/bit) o
n c t t n a it t
d e e g t s e
i t Min Max
e
v h
e
X Request to clear fault codes B

Note A: This message is sent as a request PGN.

Note B: when the ECM receives a DM3 message then it will clear all “diagnostic codes” but not
“event” codes. The ECM will send an Acknowledge (ACK) message to say that this action is
complete.

Diagnostic codes are those that relate to faults of the electronic system (e.g. sensor failure. Event
codes are those where there is a problem with the engine operation (e.g. coolant temperature
high warning)

Event codes can only be cleared with the service tool and require a factory password.

Page 80 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

Supported Parameters – Section 21 - Detailed Descriptions

Transport Protocol – Connection Management (TP.CM_BAM))

Identifier Rate PGN Default R1 DP Source Destination
(msec) Priority
1CECFF00 - EC00 7 0 0 -

Support as per J1939 – 21. Note that this mechanism is used principally as a multipacket protocol
for sending messages larger than 8 bytes of data for example to send diagnostic messages DM1
and DM2 or for the Engine Configuration PGN. This uses the Broadcast Announce Message
(BAM) as shown in the example below:

Transport Protocol – Data Transfer (TP.DT)

Identifier Rate PGN Default R1 DP Source Destination
(msec) Priority
1CEBFF00 See EB00 7 0 0 -
note A

Note A: If a module is required to decode any information that is sent via the transport protocol,
then it must be capable of receiving and processing messages with the same identifier within
50 ms.

Proprietary A
Identifier Rate PGN Default R1 DP Source Destination
(msec) Priority
18EF00xx - EF00 6 0 0 -

This message is used for communication between the ECM and the service tool. It must not
be used by any other electronic system on the machine, as this may cause unpredictable
operation when the service tool is connected.

Acknowledge
Identifier Rate PGN Default R1 DP Source Destination
(msec) Priority
18E8xxxx - E800 6 0 0 -

Both Acknowledge (ACK) and negative acknowledge (NACK) are supported as per the J1939
specification

Request PGN
Identifier Rate PGN Default R1 DP Source Destination
(msec) Priority
18EA00xx - EA00 6 0 0 - 00

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

Supported Parameters – Section 81 Network Management - Detailed

Descriptions
The engine does support the network initialization requirements as outlined in Specification
J1939-81.

Page 81 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

This includes the claiming of addresses. The engine will always claim address zero and will not
accept any other address.

Most off-highway machines do not implement this section of the specification. If further
information on this subjected is required, however, then please contact the Electronic Applications
Team Directly

Perkins Data Link

For industrial engines, the Perkins Datalink (CDL) is principally used for service tool support. If
an application does have a requirement to communicate with another system on CDL, for
example with a Perkins transmission or a display, then please contact your local applications
team for further information.

Other Datalink Standards

CANopen
CANopen may become a popular choice of CAN higher level protocol in off-highway machines
which use significant numbers of electro-hydraulic controllers.

If CANopen is used as the main communications standard in a vehicle, then a J1939 gateway is
required

A specification for a CAN open to J1939 gateway may be obtained from the the website of “CAN
in Automation (CIA)” .

OEM Proprietary CAN standards

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

The risk of OEM defined messages is that they will clash with some of the J1939 standard
messages.

List of Appendices
• Appendix 1 - ECM J1 Connector Terminal Assignments
• Appendix 2 – Electronic Options Selection Form
• Appendix 3 - List of Diagnostic and Event Codes

Appendix 1 - ECM J1 Connector Terminal Assignments

Page 82 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

Pin
No. Description Preferred Function Alternative Function
1 Battery (-) Battery –ve N/A
2 Battery (-) Battery –ve N/A
3 Battery (-) Battery –ve N/A
4 N/A N/A N/A
5 N/A N/A N/A
6 N/A N/A N/A
7 Battery (+) Battery +ve N/A
8 Battery (+) Battery +ve N/A
9 - Battery Battery –ve N/A
10 - Battery Battery –ve N/A
DF_PWM 1
11 Shield N/A N/A
12 DF_PWM 1- N/A N/A
13 DF_PWM 1+ N/A N/A
14 N/A N/A N/A
15 Battery (+) Battery +ve N/A
16 Battery (+) Battery +ve N/A
17 N/A N/A N/A
18 N/A N/A N/A
19 N/A N/A N/A
20 CAN (+) SAE J1939 CAN DL + N/A
21 CAN (-) SAE J1939 CAN DL - N/A
22 CAN A Shield CAN Shield N/A
23 CDL (+) PDL + N/A
24 CDL (-) PDL - N/A
25 N/A N/A N/A
26 N/A N/A N/A
27 N/A N/A N/A
28 N/A N/A N/A
29 N/A N/A N/A
30 N/A N/A N/A
PWM_2A
31 Return 1 N/A N/A
PWM_2A
32 Driver 1 N/A N/A
33 VS_RET Sensor 0V return N/A
34 VS_RET Sensor 0V return N/A
35 SWG_ RET Switch return N/A
36 SWB 2 N/A N/A
37 SWB 1 N/A N/A
38 SWG 11 Coolant Level Switch N/A
39 SWG 10 Mode switch 2 N/A
40 SWK_0 Ignition switch input N/A
41 VS_5_200mA Sensor 5V supply N/A
42 VS_5_200mA Sensor 5V supply N/A
PWM Throttle Sensor 8V
43 VS_8_100mA supply N/A
44 SWG 9 Throttle 2 IVS Fuel Water Trap Monitor

Page 83 of 90 1104D and 1106D Electronic Application and Installation Guide

 Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

45 SWG 8 Throttle 1 IVS N/A

46 SWG 7 Mode switch 1 N/A
47 SWG 6 Throttle Arbitration Switch Air Filter Restriction
Remote Shutdown Switch
48 SWG 5 (NO) N/A
49 SWG 4 PTO mode disengage (NC) MPTS4
50 SWG 3 PTO mode raise/ Resume MPTS3
51 SWG 2 PTO mode Set/Lower MPTS2
52 SWG 1 PTO mode ON/OFF MPTS1
PWM throttle input
AIN_ACT/PWM
53 _I 1 N/A
54 AIN_ACT 7 Throttle 1 Analog input N/A
55 AIN_ACT 5 Throttle 2 Analog input N/A
56 AIN_ACT 4 N/A N/A
Start aid control
57 DOUT_1A 1 N/A
DOUT_0.3A N/A
58 10 N/A
Warning Lamp
59 DOUT_0.3A 9 N/A
Shutdown Lamp
60 DOUT_0.3A 8 N/A
61 DOUT_0.3A 4 PTO mode lamp N/A
62 DOUT_0.3A 3 Low oil pressure lamp N/A
63 DOUT_0.3A 2 Wait to Start Lamp N/A
64 DOUT_0.3A 1 N/A N/A

Appendix 2 - Electronic Options Selection Form

The latest copy of this form is found in the Engine Sales Manual. It is replicated in this document
for illustration and for convenience.

At the time of customer order, the customer needs to make certain decisions about how the
engine is configured. This configuration is done in the factory, although most items can also be
adjusted in the field using the service tool.

Electronic Option Selection Template figure -1

Completed by. Phone Number

Date

Approved by.
Phone Number Date
SPES or List
Number SPES Iss level Application type
Option Group Ref. Input Description
Ref Rating / Rating 1 Select from Rating / Rating sets presented.
Only Set (Can be single power curve/rating point or multiple power curve/rating point).
Idle Speed 2 Numerical Value – 10-rpm increments. (Default = 750) Range 700-1200rpm to the nearest

High Idle 3 Numerical Value – (Range =lowest Selected 2000 to 2900rpm in 20 rpm increments.
(Note Speed must be specified there is no default Value)
Engine 4 Option selection -1,2 or 3 (Default = 2)
Monitoring
Start Aid Enabled 5 Option selection - Y, N (Default = N)

Page 84 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

PTO Mode 6 Option selection - Y, N (Default = N)

Ramp Rate 7 Numerical Value - Range 20rpm/sec to 600rpm/sec to the nearest 20rpm/sec. (Default =
400)
Step Size 8 Numerical Value - Range 10 rpm/step to 200 rpm/step to the nearest 10rpm. (Default
=10rpm per step).
Preset 9 Numerical Value – Range 700-2500 to the nearest 50 rpm. (Default
Speed = idle speed).
Limp Home 10 Numerical Value – range 700 rpm to 1800 rpm to the nearest 50rpm.
Speed (Default = 1200rpm)
Speed Demand 1 11 Not Used If “not used” selected go to Speed Demand 2.
Option selection (Default)
(Not Used, Analogue (work across and down). Diagnostic 1A
Analogue, PWM, 12 control Limit
Multi Position (%)
Switch), One
PWM (work across and down). Diagnostic 2A Lower 1B
selection only 13 control Limit Position Limit
(%) (%)
Multi Position Switch Lower Position 2B Initial Lower 1C

(For each switch position Limit (%) Position (%)

14
complete one row in the
table).
Switch Combination Speed Initial Position 2C Idle 1D
(Open or Closed x4 Demand Limit (%) Validation
example “OCCO”) Up Value (Yes, No)
to 16 combinations
available. Lower Dead 2D Idle 1E

Zone (%) Validation Min

Coars
Fine Threshold
e
(%)

15 Upper Dead 2E Idle 1F

Zone (%) Validation Max

Threshold
(%)

Initial Upper 2F Lower Dead 1G

Position (%) Zone (%)

Page 85 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

Page 86 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

Demand Fan Option selection (N or Y) Default is not required “N”

(Variable Speed 26
Fan)
Mode Selection 27 Mode Switch Valid Switch Curve Selected Droop for Droop for Droop
Position Combination Selected (From Speed Speed 1 Speed 2 for TSC
those (From those (%, 0 -10) (%, 0 -10) (%, 0 10)
presented) presented)
2 1

Open Open

Open Closed

Closed Open

Closed Closed

Page 87 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

Page 88 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

Appendix 3 – List of Diagnostic and Event codes

Note that in some cases there are differences in the codes which are transmitted on the J1939
bus and those that are transmitted on the CDL bus (those normally viewed on the service tool)

Diagnostic 91 91 2 154 Throttle Position Sensor data erratic intermittent or incorrect

Diagnostic 91 91 3 154 Throttle Position Sensor Voltage above normal or shorted high

Diagnostic 774 91 3 155 Secondary throttle position sensor Voltage above normal or shorted high

Diagnostic 91 91 4 154 Throttle Position Sensor Voltage below normal or shorted low

Diagnostic 774 91 4 155 Secondary throttle position sensor Voltage below normal or shorted low
abnormal frequency, pulse width, or
Diagnostic 91 91 8 154 Throttle Position Sensor period
abnormal frequency, pulse width, or
Diagnostic 774 91 8 155 Secondary throttle position sensor period
Diagnostic 91 91 12 154 Throttle Position Sensor Bad Device or component

Diagnostic 774 91 12 155 Secondary throttle position sensor Bad Device or component

Diagnostic 100 100 3 157 Engine Oil pressure Sensor voltage above normal or shorted high
Diagnostic 100 100 4 157 Engine Oil pressure Sensor voltage below normal or shorted low
Engine oil pressure sensor 5V supply
Diagnostic 100 100 10 157 Engine Oil pressure sensor connection open circuit
Event 360 100 17 n/a Engine Oil pressure sensor low oil pressure - WARNING
Event 360 100 18 n/a Engine Oil pressure sensor Low oil Pressure - DERATE
Event 360 100 1 n/a Engine Oil pressure sensor Low Oil Pressure - SHUTDOWN

High Intake manifold temperature -

Event 539 105 15 n/a Inlet Manifold Air Temp Sensor WARNING
High Intake manifold temperature -
Event 539 105 16 n/a Inlet Manifold Air Temp Sensor DERATE

Diagnostic 172 105 3 133 Inlet Manifold Air Temp Sensor voltage above normal or shorted high
Diagnostic 172 105 4 133 Inlet Manifold Air Temp Sensor voltage below normal or shorted low

Diagnostic 1785 106 3 135 Inlet Manifold Pressure Sensor voltage above normal or shorted high
Diagnostic 1785 106 4 135 Inlet Manifold Pressure Sensor voltage below normal or shorted low
Inlet Manifold Pressure Sensor 5V
Diagnostic 1785 106 10 135 Inlet Manifold Pressure Sensor supply connection open circuit
Event 361 110 15 n/a Engine Coolant Temp Sensor High coolant temp - WARNING
Event 361 110 16 n/a Engine Coolant Temp Sensor High coolant temp - DERATE

Diagnostic 110 110 3 169 Engine Coolant Temp Sensor voltage above normal or shorted high
Event 361 110 0 n/a Engine Coolant Temp Sensor High coolant temp - SHUTDOWN
Diagnostic 110 110 4 169 Engine Coolant Temp Sensor voltage below normal or shorted low

Page 89 of 90 1104D and 1106D Electronic Application and Installation Guide

Perkins Engines Company ltd Confidential Green Draft 02 Nov 2004

Diagnostic 1797 157 3 n/a Fuel Rail pressure sensor Voltage above normal or shorted high

Diagnostic 1797 157 4 n/a Fuel Rail pressure sensor Voltage below normal or shorted low
Diagnostic 1834 158 2 439 Keyswitch data erratic, intermittent, or incorrect
Diagnostic 168 168 0 422 ECM battery power Excessive battery power
Diagnostic 168 168 1 422 ECM battery power Low battery power
Diagnostic 168 168 2 422 ECM battery power intermittent
Diagnostic 190 190 8 141 Speed/Timing sensor abnormal signal frequency
Event 362 190 15 n/a Engine Speed Engine Overspeed - WARNING
Diagnostic 91 558 2 154 Throttle Position Sensor Idle validation switch

Diagnostic 774 558 2 155 Secondary throttle position sensor data erratic, intermittent, or incorrect
Diagnostic 268 630 2 527 Customer or system parameters data incorrect
Diagnostic 253 631 2 415 Engine software data incorrect
Diagnostic 247 639 9 514 SAE J1939 data link Abnormal update
Diagnostic 526 646 5 177 Turbo Wastegate Solenoid Current Low
Diagnostic 526 646 6 177 Turbo Wastegate Solenoid Current High
Diagnostic 526 1188 7 177 Turbo Wastegate Turbo Wastegate not responding
Diagnostic 1 651 5 n/a Cylinder #1 Injector Injector Current Low
Diagnostic 1 651 6 n/a Cylinder #1 Injector Injector Current High
Diagnostic 1 651 7 n/a Cylinder #1 Injector Injector not reponding
Diagnostic 2 652 5 n/a Cylinder #2 Injector Injector Current Low
Diagnostic 2 652 6 n/a Cylinder #2 Injector Injector Current High
Diagnostic 2 652 7 n/a Cylinder #2 Injector Injector not reponding
Diagnostic 3 653 5 n/a Cylinder #3 Injector Injector Current Low
Diagnostic 3 653 6 n/a Cylinder #3 Injector Injector Current High
Diagnostic 3 653 7 n/a Cylinder #3 Injector Injector not reponding
Diagnostic 4 654 5 n/a Cylinder #4 Injector Injector Current Low
Diagnostic 4 654 6 n/a Cylinder #4 Injector Injector Current High
Diagnostic 4 654 7 n/a Cylinder #4 Injector Injector not reponding
Diagnostic 5 655 5 n/a Cylinder #5 Injector Injector Current Low
Diagnostic 5 655 6 n/a Cylinder #5 Injector Injector Current High
Diagnostic 5 655 7 n/a Cylinder #5 Injector Injector not reponding
Diagnostic 6 656 5 n/a Cylinder #6 Injector Injector Current Low
Diagnostic 6 656 6 n/a Cylinder #6 Injector Injector Current High
Diagnostic 6 656 7 n/a Cylinder #6 Injector Injector not reponding
ECM 8V DC supply – voltage above
Diagnostic 41 678 3 517 8V DC supply normal or shorted high
ECM 8V DC supply – voltage below
Diagnostic 41 678 4 517 8V DC supply normal or shorted low

Diagnostic 342 723 8 142 Secondary Engine Speed Sensor abnormal signal frequency

Diagnostic 262 1079 3 516 5V sensor DC supply voltage above normal or shorted high
Diagnostic 262 1079 4 516 5V sensor DC supply voltage below normal or shorted low
Diagnostic 261 637 11 143 Primary to secondary speed sig calibration fault
Diagnostic 1779 1347 5 162 Fuel Rail Pump Output current low
Diagnostic 1779 1347 6 162 Fuel Rail Pump Output current high
Diagnostic 1779 1347 7 162 Fuel Rail Pump Not responding
Diagnostic 2246 676 5 199 Glow Plug Start Aid relay Current Low
Diagnostic 2246 676 6 199 Glow Plug Start Aid relay Current High

Page 90 of 90 1104D and 1106D Electronic Application and Installation Guide