2800 Series

1B
Electronic installation 14A

Introduction 1B

General information
The information contained within this section is intended to be used by qualified electrical/electronic personnel,
both in the installer’s organisation and internally, to assist in the successful integration of the Perkins 2800
Series electronic engines into generating set applications.
The main purpose is to provide information to enable the original equipment manufacturer (OEM) to do the
following:
1 To supply an appropriate machine harness and components to interface with the engine harness.
2 To select and apply control, protection, display and diagnostics software features that are appropriate to the
machine application.
3 To develop a successful data strategy for communication with the Engine Control Module (ECM) over the
Perkins Data Link.
Important notice
All information contained in this publication is the property of Perkins Engines Company Limited. Any
copying, transmittal, and any use other than that for which it is loaned, is prohibited.
The OEM who integrates the engine into an application is responsible for ensuring that the end user is
provided with sufficient information to ensure safety.
The information contained in this publication is subject to change without notice.
Perkins Engines Company Limited will not be held responsible for any loss or damage caused by
inaccuracies.

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2800 Series

2B
System overview 2B

Engine hardware

D1A

Injectors
The 2800 Series industrial engines utilise electronic unit injectors. These injectors are mechanically actuated
and electronically energised. The injector solenoid is mounted on top of the injector body alongside the rocker
and return spring.

Electronic controls
The 2800 Series electronic system consists of the Electronic Control Module (ECM) and engine sensors. The
ECM is the computer which controls the engine operating parameters. The software in the ECM controls how
the ECM behaves (the software stores the operating maps that define power, rev/min, etc.). The injection
pump, fuel lines and fuel injection nozzles used in mechanical engines have been replaced with an electronic
unit injector in each cylinder. A solenoid on each injector controls the amount of fuel delivered by the injector.
The Electronic Control Module (ECM) sends a signal to each injector solenoid to provide complete control of
the engine. The ECM compares a ‘Desired Speed’ with an actual engine speed derived from pick-ups on the
crankshaft and camshaft drives and decides how much fuel to inject in order to achieve the desired speed.

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Engine governor
The electronic controls on the engine serve as the engine governor. The electronic controls determine when
and how much fuel to deliver to the cylinders based on the actual and desired conditions at any given time.
The governor uses the ‘Desired Speed’ input (if fitted) or the pre-programmed desired speed and compares
this to the actual engine speed determined from the engine speed/timing sensors. Fuelling is then controlled
as necessary to keep engine speed constant.

Timing considerations
Once the governor has determined how much fuel is required, it must next determine when to inject the fuel.
Injection timing is determined by the ECM after considering input from the Coolant Temperature Sensor, Inlet
Air Manifold Temperature Sensor and Turbocharger Boost Pressure Sensor. The ECM determines where top
dead centre on cylinder number one is located from the Engine Speed/Timing Sensor signal. The ECM decides
when injection should occur relative to top dead centre and provides a signal to the injector at the desired time.
The ECM adjusts timing for the best engine performance, fuel economy and white smoke control. Actual or
desired timing can be viewed with the service tool.

Fuel injection
The ECM controls the amount of fuel injected by varying signals to the injectors. The injectors will pump fuel
ONLY if the injector solenoid is energised. The ECM sends a high voltage signal to energise the solenoid. By
controlling the timing and duration of the high voltage signal, the ECM can control injection timing and the
amount of fuel injected.
The software inside the ECM sets certain limits on the amount of fuel that can be injected depending on the
selected rating and engine operating parameters.

ECM monitoring parameters

The ECM monitors the following engine parameters:
High coolant temperature - Warning, Action Alert, Shutdown and dedicated output
Low lubricating oil pressure - Warning, Action Alert, Shutdown and dedicated output
Overspeed - Warning, Action Alert, Shutdown and dedicated output
Inlet air manifold temperature - Warning, Action Alert and common outputs
Fuel temperature warning - Action Alert and common outputs
Boost pressure warning - Action Alert and common outputs
Refer to Chapter 3B, Software features and Chapter 4B, On-engine electronic hardware, for further details of
engine monitoring.

Self-diagnostics
The electronic system has some ability to diagnose itself. When a diagnostic code is generated, the
‘Diagnostics’ lamp is illuminated and the exact fault should be determined using the service tool. Full
information on fault finding the system is given in the Diagnostic Manual.

Data link
The ECM is able to communicate with the service tool via the Perkins Data Link (PDL) and a connector is
normally fitted to the wiring harness to enable the service tool to be connected. A J1939 data link is also
available in addition to the Perkins Data Link.

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3B
Software features 3B

Note that some of the following software features are optional. Please confirm those which have been selected
for a specific application.

Engine speed/ratings selection

The ECM is provided with a facility to change the engine rating, duties and speeds within defined limits set by
torque limits maps. The rating of the engine is selectable via the speed selection switch input and/or the service
tool (service tool selection is customer password protected).
The ECM shall have torque limit maps, as follows:
1500 rev/min Prime power
1800 rev/min Prime power
1500 rev/min Standby power
1800 rev/min Standby power
One of the above maps shall become active when the engine function and speed are selected. The function
will be selected at the time of engine manufacture or in service via the service/diagnostic tool using the
customer password. The ECM is factory password protected to prevent flashing with software that contains
torque limit maps that differ from the power ratings originally supplied with the ECM.

Speed input selection

This external input is provided to switch between the following:
If the ECM has been configured in the service tool to run at Prime Power ratings, the speed selection input
will switch between 1500 rev/min Prime Power and 1800 rev/min Prime Power.
If the ECM has been configured in the service tool to run at Standby ratings, the speed selection input will
switch between 1500 rev/min standby & 1800 rev/min standby.
This input is a low-side switch input and shall be connected to ground to select the 1800 rev/min rating.
Note: A customer password is required to enable this input via the service tool. If this input is enabled and not
connected then the nominal engine speed will default to the 1500 rev/min rating independent of the rating
selected in the service tool.

Desired engine speed bias

The speed trim/load demand input shall adjust the nominal desired engine speed setting.
The ECM is provided with 3 speed adjustment inputs for load sharing/synchronising i.e. a PWM input, an
analogue input and a digital (push-button or relay) input. The service tool is used to enable either the analogue
or PWM input via a customer password. Changing between analogue and PWM input selection is only possible
when the engine is stationary.

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PWM speed bias
The PWM input is a single ended nominal 500 Hz with a duty cycle of 10-90%. The duty cycle range equates
to a desired speed adjustment of between -24% and +8% of rated speed. The 0% shall equate to the nominal
desired speed setting.
Note: The PWM speed adjustment range is pre-set and cannot be changed.

D2

Analogue speed bias

The analogue speed adjustment is nominally a 0 to 5V analogue voltage input. The voltage is referenced to
the ECM analogue ground reference voltage. The input range for the analogue speed input is 0.5 to 4.5V. The
speed range of the analogue control is determined by the settings from the service tool.
The maximum is +/- 150 rev/min.
Digital speed bias
Digital speed control enables the engine speed to be controlled by digital loadsharing and synchronising
equipment and the engine can interface directly with manual synchronising selector switches or push-buttons.
To provide this facility the ECM incorporates speed raise/lower inputs and a digital speed control enabled
switch as follows:
Digital speed control enable.
A switch input when closed enables the speed to be adjusted using the digital speed raise/lower inputs.
The input is a low side input, connected to ground to enable.
Digital speed control ramp rate.
This parameter is adjustable via the service tool and determines the rate of change of engine speed using the
raise/lower digital inputs, it is scaled in steps of rev/min/sec.
Digital speed control - raise speed.
This switch raises the engine speed at a rate defined by the digital speed control ramp rate. The adjustment
range is +/- 150 rev/min of nominal speed, this range can be set using the service tool.
This input is a low side input, connected to ground to enable.
Digital speed control - lower speed.
This switch lowers the engine speed at the rate defined by the digital speed control ramp rate.
The adjustment range is +/- 150 rev/min of nominal speed, this range can be set using the service tool.
This input is a low-side input, connected to ground to enable.
The digital speed control is capable of being enabled at any time i.e. not password protected but the selection
only comes into effect when the engine is stationary.

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Engine control/protection
Starting and stopping
Wiring for engine start/stop control is supplied by the OEM.
The main power feed for the ECM is permanently connected to the battery via the emergency stop switch(es).
Interrupting the main power feed to the ECM will stop fuel injection to the engine but should only be used as
an emergency stop.
The ECM is provided with two run/stop inputs: ‘key switch’ and ‘injection disable’. This allows the system to be
wired up to the control panel in one of two ways to suit either stand-alone operation or remote monitoring
operation:
In ‘Stand Alone’ configuration, the ‘injection disable’ input will be wired such that it is permanently in the
‘run’ state whilst the ‘key switch’ input will be connected to the control panel and switched to either the ‘run’
state or ‘stop’ state. When switched to ‘stop’ the ECM will stop the engine and then switch into ‘sleep’ mode
to minimise battery drain.
In ‘Remote Monitoring’ configuration the ‘key-switch’ input will be wired such that it is permanently in the
‘awake’ state whilst the ‘injection disable’ input will be connected to the control panel and switched to either
the ‘run’ or ‘stop’ state. This will allow the engine to be started and stopped by enabling or disabling fuel
injection but the ECM will remain ‘awake’ at all times whilst the main power feed is live, thus allowing
interrogation of data within the ECM whilst the engine is not running.
To start the engine, power is first supplied to the ECM in the above manner. The engine will then start once it
has cranked above the minimum cranking speed.
To stop the engine, the ‘ignition’ input to the ECM is switched to the ‘off’ state as described above. The ECM
immediately stops firing the injectors and shuts down in a controlled manner. The injector driver power supply
is internally isolated, data stored in volatile memory is transferred to non-volatile memory, and the processor
is shut down.
The key switch input is a high-side switch input and should be connected to battery +ve to switch the ECM into
fully operational mode.
Injection disable shall be a high-side switch input and should be connected to battery +ve to enable the
injectors.
Emergency shut-down
For emergency situations, interrupting the main battery power supply to the ECM stops the engine. This
causes the system to stop firing injectors instantaneously.
Shutdown by this means is not recommended as a standard shutdown procedure as communication with the
ECM will be lost and output drivers will be de-energised.

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3B 2800 Series
Basic engine protection
The engine has protection in three stages:
Warning
Action Alert
Shutdown
Where applicable, the engine protection can be overridden by the critical condition mode, refer to "Critical
protection override" on page 71.
All alarms and shutdown faults are broadcast over the Perkins Data Link. The ECM monitors engine
temperatures, pressures and speed as detailed below. If any one them exceeds a trip point for a period of time
longer than a delay period, the ECM logs the event and switches on the indicator outputs.
The following list identifies the Action Alert and Warning channels being monitored:
Lubricating oil pressure.
Coolant temperature.
Overspeed.
Inlet manifold air temperature.
Boost pressure.
Fuel temperature.
To allow for heat soak situations, temperature protection is disabled for a period of time after engine start. The
oil pressure protection is disabled whilst the engine is cranking.
When the ECM instigates a Warning, Action Alert, or Shutdown output for either the lubricating oil pressure,
coolant temperature or overspeed fault conditions, the ECM also switches on the dedicated alarm output.
If the engine is in a Warning condition and the fault deteriorates further to the shutdown limit then the ECM logs
the fault and shuts down the engine, as detailed below. If the engine shutdowns on oil pressure, coolant
temperature or overspeed the respective alarm output will be energised.
The three fault levels are defined as follows:
Warning
The Warning alarm is to inform the user that the engine is approaching a critical condition.
If the engine goes into the Warning condition, the event will be logged in the ECM’s memory, a fault code will
be transmitted over the diagnostics link and the hardwired Warning output will be energised. Once in the
Warning mode the fault code and output will remain whilst the condition exists. The fault will remain in the
ECM’s memory until cleared by a service tool. The Warning alarm point will be set to a factory default in
production. The Warning settings may be altered using the service tool (within pre-defined limits).
Action Alert
The Action Alert alarm is to inform the OEM equipment that the engine is approaching a critical condition and
should be stopped in a controlled manner or load reduced. Further running of the engine may result in an
immediate shutdown.
If the engine goes into the Action Alert condition, the event will be logged in the ECM’s memory, a fault code
will be transmitted over the diagnostics link and the hardwired Action Alert output will be energised. Once in
the Action Alert mode the fault code and output will remain whilst the alarm condition exists. The fault will
remain in the ECM’s memory.
Shutdown
If an engine parameter reaches the Shutdown condition i.e. lubricating oil pressure, coolant temperature or
overspeed, the ECM will log the fault and shutdown the engine.If the engine goes into the Shutdown condition
the event will be logged in the ECM’s memory, a fault code will be transmitted over the diagnostics link and the
hardwired Shutdown output will be energised. The Shutdown condition will latch in until the ECM is reset.

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Critical protection override
If the particular operation of the engine is in a critical application (i.e. safety critical standby generator) the
protection system can be overridden to ensure the continuation of the electricity supply during engine fault
conditions.
The Critical Override will be set by a switch input from the OEM (i.e. switched to battery + to disable critical
override). The Critical Override input shall be enabled in the service tool via a customer password.
When activated the ECM will log the condition and continue to run the engine in all fault conditions with the
exception of Overspeed shutdown and Emergency shutdown. If the engine enters a fault condition the ECM
will log the event in memory. The ECM will record the number of faults overridden. Whilst in critical override,
the ECM will still energise the Warning, Action Alert and Shutdown outputs as required.
It is not possible to clear logged shutdown events from the logged events screen which occur when the ECM
is operating in Critical Override mode.
It should be noted that any warranty given on the engine becomes void if the engine is run in a fault condition
with the Critical Override enabled as the engine could run to destruction.
When operating to critical override mode the oil pressure and coolant temperature events will be displayed in
the “critical events” screen of the service tool.
Standard warning outputs
The ECM provides individual outputs to drive warning lamps or relays to indicate each of the following fault
conditions.
1 Diagnostic Fault
2 Coolant Temperature
3 Low Oil Pressure
4 Overspeed
5 Action Alert
6 Warning
7 Shutdown
If the ECM detects a coolant temperature warning the Coolant Temperature output will be energised and the
Warning output energised, likewise if the ECM detects a low oil pressure warning, the Oil Pressure output will
be energised and the Warning output energised etc. If the Action Alert alarms are enabled then when the ECM
detects a coolant temperature condition, the Coolant Temperature output will be energised and the Action Alert
output energised etc.
If the engine shuts down on low oil pressure the Low Oil Pressure output and Shutdown output will be
energised, likewise for a coolant temperature or overspeed shutdown i.e. the dedicated output and the
shutdown output will be energised.
Shutdown reset
Following an engine shutdown, the fault can be cleared by operation of the Shutdown Reset input or powering
down the controller.
The input is a low-side switch input and is connected to ground to reset.
Powering down the ECM can be achieved either by the operation of the key switch into sleep mode or totally
isolating the power supply feeds to the ECM.
Note: It is not possible to reset the ECM using the Reset input until the engine has come to rest.
Altitude derate
The only derate programmed into the ECM is based on altitude. The ECM automatically derates the engine
power based on an established derate strategy and provides an indication via the service tool that the engine
is in a derate condition.

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3B 2800 Series
Diagnostic
Any fault with the protection sensors on the engine instigates a diagnostic code and communicates to the
operator via the Diagnostic output that there is a fault. This gives an indication to the operator that the engine
protection has been compromised and that prolonged running of the engine in this condition may result in
engine failure. The output is generally be used to drive lamps or relays.
The following sensors are monitored for out of range, open/short circuit etc:
Lubricating oil pressure, Boost pressure, Inlet manifold air temperature, Fuel temperature, Coolant
temperature, Engine speed and Desired speed input.
It should be noted that the Diagnostic output differs from the Warning and Shutdown outputs. These outputs
refer to the operation of the engine whilst the Diagnostic output refers to the ‘health’ of the electronic and
software system.
If a diagnostic fault develops on the lubricating oil pressure or coolant temperature sensors i.e. a Shutdown
protection sensor has been compromised, this instigates an engine shutdown, (unless in critical protection
override as described on the previous page). If a diagnostic fault occurs with either engine speed sensor whilst
the engine is running, the engine continues to run using the other timing sensor for reference.

Governing
Rev/min governing
A rev/min governor is responsible for controlling fuel quantities delivered per injection to the engine in order to
maintain the demanded engine speed whenever possible. The engine speed demand may come from one of
three sources as described in Chapter 2B, System overview. This is used in conjunction with the engine speed
signal to maintain engine speed.
Droop/isochronous selection
The engine governing is selectable between droop and isochronous operation. The selection can be made
either in the service tool or by an external switch. The service tool is provided with the option of choosing
between Isochronous, Droop or External input. A customer password is required to enable the external droop
switch input. The droop percentage is configurable via the service tool (0-8%). The engine governing defaults
to Isochronous unless overridden in the service tool or set via the external switch input.
When the external switch selection is enabled the engine will govern in accordance with the switch position
(default to isochronous). This input is a low side input, connected to ground for droop control.
Note: If the external input selection is enabled but not made then the ECM governs isochronously. If droop
operation is required, to set the no load speed, the analogue/PWM speed bias should be selected, since the
digital speed control reverts to rated speed on ECM power cycles.
Boost fuel limiting
The quantity of fuel per injection is precisely measured and will take into account the current intake manifold
pressure so as to limit fuel to available air.
Boost fuel limiting provides engine protection giving increased reliability, longer engine life and reduces black
smoke emissions.

Logging
Engine hours
A total of the engine operating hours is maintained by the ECM. This is the time fuel has been injected and
does not include ignition ON times when the engine has not been started or has been stalled.
This log provides lifetime information for an engine that may be used by installers and Perkins alike for analysis
of engine wear.
The total cannot be reset via a service tool and will therefore give an accurate indication of the total time the
engine has been operated.

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4B
On-engine electronic hardware 4B

Engine Control Module (ECM)

The A3 ECM is based on the Motorola MC68336 processor. The ECM is fixed directly to the engine on
vibration isolating mounts. The ECM is a sealed unit and contains no customer serviceable parts. It has two
70-pin connectors into which the engine harness and the OEM harness are connected. Inputs and outputs to
the OEM system are normally routed though the ‘machine interface connector’ on the engine harness.

Engine harness
The only electrical interface for the customer is the machine interface connector. It is not acceptable for the
engine installer to splice into, or change, the engine harness or sensors in any way.
Engine hardware

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4B 2800 Series
Engine sensors
Intake manifold pressure sensor
This is an active sensor with an output between 0 and 5 volts. The ECM will recognise the output to be valid
(OK) if it is between 0.5 volts (representing a pressure of 52 kPa Abs) and 4.5 volts (472 kPa Abs).
Sensor diagnostics will detect a fault if the input voltage is outside this range for more than 2 seconds
continuously.
Intake manifold temperature sensor
This is a thermistor type sensor with an output between 0 and 5 volts. The ECM will recognise the output to be
valid (OK) if it is between 0.2 volts (representing a pressure of -40 °C) and 4.9 volts (+150 °C).
Sensor diagnostics will detect a fault if the input voltage is outside this range for more than 2 seconds
continuously.
Engine oil pressure sensor
This is an active sensor with an output between 0 and 5 volts. The ECM will recognise the output to be valid
(OK) if it is between 0.5 volts (representing a pressure of 106 kPaA) and 4.5 volts (795 kPaA).
Sensor diagnostics will detect a fault if the input voltage is outside this range for more than 8 seconds
continuously.
Engine coolant temperature sensor
This is a thermistor type sensor with an output between 0 and 5 volts. The ECM will recognise the output to be
valid (OK) if it is between 0.2 volts (representing a pressure of -40 °C) and 4.9 volts (+150 °C)
Sensor diagnostics will detect a fault if the input voltage is outside this range for more than 8 seconds
continuously.
Camshaft position sensor (engine speed and timing)
This is a magnetic type sensor that measures both camshaft speed and position. The sensor will measure
speeds when the output is greater than 0.4 V peak to peak. The sensor detects the passing of teeth on a wheel.
These teeth are spaced occupy 1/36 of the circumference of the wheel. One additional tooth facilitates the
position measurement, so there are a total of 37 teeth.
Crankshaft position sensor (engine speed and timing)
This is a magnetic type sensor that measures both crankshaft speed and position. The sensor will measure
speeds when the output is greater than 0.4 V peak to peak. The sensor detects the passing of teeth on a wheel.
These teeth are spaced occupy 1/36 of the circumference of the wheel. One tooth is missing to facilitate the
position measurement, so there are a total of 35 teeth.
Calibration sensor
This sensor is only fitted when timing calibration of the system is required in service.

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Communications connector
A communications connector is available on the engine harness (certain engines may not have this facility).
This allows connection of diagnostic service tool to the PDL without disconnecting the main harness.
The 9 pin connector fitted to the engine harness will be of Deutsch type HD10-9-96P-B009. The connector
required on a service tool is therefore a Deutsch HD16-9-96S.
The pin allocations are as follows:
Pin Description
A Battery +
B Battery -
C CAN screen
D PDL +
E PDL -
F CAN -
G CAN +
H J1587 - (not connected)
J J1587 + (not connected)

Note: Although the communications connector looks very similar to the industry standard J1939 connector, it
is wired to the Perkins standard. If equipment from any other manufacturer is plugged in, it may cause damage.

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4B 2800 Series
Sensor and connector location diagram
1 Electronic Control Module (ECM)
2 J1/P1 Machine connector
3 J2/P2 Engine connector
4 Atmospheric pressure sensor
5 Oil pressure sensor
6 Crankshaft position sensor
7 Fuel temperature sensor
8 Camshaft position sensor
9 Coolant temperature sensor
10 Boost pressure sensor
11 Intake manifold air temperature sensor
12 Electronic unit injector connector
13 Timing calibration pick-up connector

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5B
Digital communications 5B

Supported links
Perkins Data Link (PDL)
A proprietary communications protocol is used to communicate with the Perkins EST. It may also be used to
communicate with other compatible devices.
J1939 link for machine control and customer diagnostics
The J1939 link is used for the hand held Diagnostic Code Reader and may be used to communicate with other
compatible devices.

Diagnostic and configuration tools

This tool is designed for use on a laptop computer to communicate with the ECM via a communications
interface. The following functions are available on the electronic service tool:
Active diagnostic codes
Provides information to warn the operator of a potential problem and indicates to the service technician the
nature of the problem.

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5B 2800 Series
Logged diagnostic codes
Provides a list of diagnostic codes logged by the ECM. These codes are similar to the active diagnostic codes
except they are logged over time.
Logged event codes
Provides a list of event codes logged by the ECM.
These codes indicate to the manager or technician how the machine/equipment is being operated.
These codes are similar to the logged diagnostic codes, except that the event represents the symptom of the
operational problem.
File manager
Displays file names and descriptions and allows access to data saved.
Status tool
The status tool monitors ECM data as it occurs. When running the Status tool for the first time, you must select
a group of parameters to monitor.
Summary screen
The ECM Summary screen allows you to view all of the useful ECM and Perkins EST software information.
This screen is automatically displayed each time that you start Perkins EST or establish a new connection
through the Connect function under the Data Link menu.
Totals
The Totals screen allows you to view the current total values for the different parameters listed.
Data log recorder
Data log recorder allows you to capture or log performance data, which aids in diagnosing potential problems.
Includes a pre-trigger capture of data and an auto-trigger capture when specific conditions occur.
Data log viewer
Data log viewer allows you to either view the logged data from data log recorder graphically or export the file
to view as a *.txt file.
Real time graphing
Real time graphing monitors ECM data and displays it in graphical form as it occurs.
When running real time graphing for the first time, you must select a set of parameters to graph.
Configuration tool
The configuration tool allows you to view and change the ECM’s configurable information
The ECM replacement function
The ECM replacement function allows you to copy configuration parameters from an existing ECM to another
ECM, for physically changing the ECM on a machine.
Once an ECM has been programmed by the ECM replacement function, the data on the screen is cleared.
This keeps you from programming more than one ECM with the data from another ECM
WinFlash
The WinFlash program enables the service technician to program the flash memory of onboard ECMs.
Selecting this menu option initiates the Perkins EST WinFlash program.
This program also runs from the Perkins EST group box in Windows.
Further information
Refer the Perkins EST service tool manual.

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Diagnostic code reader
The Diagnostic Code Reader is a self contained hand held device for basic diagnostics.
It communicates via the CAN bus and can:
Read the Active diagnostic fault codes from the engine
Read limited engine parameters
Show the status of the warning lamps.

Diagnostic code reader with connection cable

Components (B)
1 Connection cable
2 Deutsch plug
3 Control key
4 Control key
5 Control key
6 Control key
7 Display screen
8 Connection plug

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6B
Power supply, grounding and power supply protection 6B

Voltage and current requirements

General power supply requirements of the ECM
Note: The ignition key switch does not cut the power supply to the ECM. The ECM operates in sleep mode
when the ignition key switch is OFF.
The ECM is capable of withstanding the normal temporary under-voltage power supply situations that can
occur during starting/cranking. Attention should be given, however, to the correct battery rating and to the
correct cable sizing. The power supply to the ECM should preferably be taken from the battery and not from
the starter motor terminals. The reason for this is that there is a voltage drop across the starter motor cable.
Note: Where there is more than one Machine Interface Connector pin designated for a power supply function,
then all pins MUST be connected. For example ECM battery positive supply is on J1 pins 48, 52 and 53. It is
NOT acceptable to wire to only one of these pins.

Positive wires connected direct to battery, not via starter motor.

Power supply wires go to three positive pins and three negative pins on the MIC.
Negative is wired to the battery rather than return through chassis.
Continued

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6B 2800 Series

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.
Return through chassis - risk of conducted noise and also additional voltage drop.
24V applications
For 24V applications the supply voltage should be in the range 18V to 32V although at an ambient temperature
of 25 °C the ECM will survive for at least 2 minutes on a supply voltage of 48V. The normal maximum current
draw current draw of the ECM in a typical application will be 4 Amps. The ECM current draw in sleep mode will
not exceed 10 mA.

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Circuit breaker
A 16 amp circuit breaker must be provided by the OEM to protect Perkins supplied hardware.

Welding - Warning
Welding can cause damage to the on-engine electronics. The following precautions should be taken before
and during welding.
Turn the engine off.
Disconnect the negative battery terminal from the battery. If the machine is fitted with a battery disconnect
switch then open the switch.
If welding to the engine, then remove the ECM.
If welding onto the machine chassis then ensure that the earth clamp is placed as close to the welding point
as possible and NOT near the ECM.
If it is necessary to weld near to the ECM mounting point, remove the ECM from the engine to avoid
damage by radiation from the welding arc.

Electrostatic paint spraying - Warning

The high voltages used in electrostatic paint spraying can cause damage to on-engine electronics. The
damage can manifest itself through immediate failure of components, or by weakening electronic components
causing them to fail at a later date.
The following precautions should be taken when using electrostatic paint spraying techniques on engines.
Connect all pins of the chassis 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.

Jump starting - Warning

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 used.

Charging alternator voltage surges on “load dump”

In certain conditions, if the battery charging alternator accidentally becomes disconnected from the battery
during operation, voltages spikes of around 200 volts may occur. Voltage spikes of this size may damage the
on-engine electronics and therefore must be eliminated at source.

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84
2800 Series

7B
Machine harness 7B

Interface diagram

D6

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7B 2800 Series
Connectors - engines NOT fitted with a machine interface connector
The ECM J1 connector is the only connection between the machine harness and the engine system.
The diagram (A), which is not to scale, shows the pin positions of the AMP connector when viewed from the
wire entry side.

D7

Colour coding for connection diagrams

Key letter Colour

N Brown
U Blue
R Red
P Purple
G Green
W White
Y Yellow
B Black
O Orange
K Pink
A Grey

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OEM connection diagram

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7B 2800 Series
Connectors - engines fitted with a machine interface connector
The engine is supplied with a harness connecting the ECM J1 connector to a Deutsch DRC12-40PA connector
and a communications connector.
A matching connector for OEM wiring is required, complete with pins. The connector pins must be crimped to
the interconnecting wires using an approved tool and the pins inserted into the connector in the correct
positions. The crimping tool is available as part of a Harness Service Kit available from Perkins.
Note: The pins must NOT be soldered to the wires.
The connector is designed so that the wires are automatically sealed from moisture when inserted so it is not
essential they be enclosed. However, better mechanical protection is achieved if the wires are enclosed in
conduit.
For pin designation please refer to the diagram (D).
Refer to the Deutsch DRC Series Technical Manual for more information relating to the specification,
application and fitting of this connector.
Machine interface connector

Communication connector

Note: Although the communications connector (E) looks very similar to the industry standard J1939
connector, it is wired to the Perkins standard. If you plug in equipment from any other manufacturer, it may
cause damage.

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2800 Series 7B
Machine wiring schematic (all options)

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7B 2800 Series
Harness wiring standards
General recommendations for machine wiring harnesses
The following is general “good practice” for wiring harnesses. These do not replace in any way any industrial
standards or requirements of legislation:
Connectors should be horizontally mounted rather than vertically mounted to prevent ingress of water/
chemicals.
Wires should not bend too close to the seals of connectors. Bends can prevent good sealing.
Use the correct diameter of wire for the seals.
Wires should not be so tight that they put strain on connectors, but nor should they be so slack that they
can flap, or can easily get caught.
Ideally, harnesses should not rub at all. The only points of contact should be clamps and connectors. If this
is not possible then as a minimum they should not touch components which are hot, which move or vibrate,
or which have sharp edges.
If screened cable is used, the screens should be connected to ground at one point only.
Conductors carrying high currents, particularly when these are AC or switched currents should be
physically separated from conductors carrying small signal currents.
Pins to the Machine interface connector that are not used in an application should not be used. This will
help to prevent these conductors acting as aerials.
If the length of the machine harness (i.e. engine to control panel) is greater than 2 metres, it is
recommended that the complete harness be screened to ensure EMC compliance.
Cable sizes
All wiring should be a minimum of 1,0 mm2 cross sectional area flexible cables, with the exception of the speed
control screened cable which should be a minimum of 16/0,2 mm stranded conductors.
Screened cables MUST be used for the speed control input and it is recommended that the remaining cables
have an over-all screen in order to ensure EMC compatibility.
Wiring layout
The wiring between the engine and the OEM’s panel must be laid well away from any power cables to avoid
interference pick-up. The cables must have adequate mechanical protection and should be supported adjacent
to the connector to prevent strain and movement.
Battery cables
The battery cables must have a total minimum cross sectional area of 70 mm2 for a maximum length of
6 metres.
Twisted pair cables
Twisted pair type cables should be used for digital communication signals (PDL and CAN). If cable runs are
long, or the application requires a high immunity to electromagnetic interference, then screened cable should
be considered.
For twisted pair cables there should be a minimum of 1 twist per 25 mm (1 inch).

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Speed control hardware
Either a digital (push-button), an analogue or a Pulse Width Modulation (PWM) speed setting system may be
used. The method of speed control is selected using the service tool.
If no external speed control is required and the digital speed control option is installed, the ‘Digital Speed
Control Enable’ Switch input pins should be open circuit and speed will then be fixed at the selected value i.e.
1500 rev/min or 1800 rev/min.
Analogue speed control potentiometer or speed signal
Optional component requirements
An analogue potentiometer may be used for speed control. The configuration is as the diagram below.
The cable to the potentiometer MUST be screened.
Analogue potentiometer connections

Key Terminal description Connection to ECM

A 5Vdc Supply from the ECM VS_5_200MA
B Accelerator position output Analogue Input 2
C Return 0V VS_RETURN

Electrical requirements
The potentiometer should be mounted OFF the engine and wired such that the output voltage increases for
desired speed increase.
A potentiometer of no greater than 5 kΩ should be used. The potentiometer should have a linear resistance
characteristic (position proportional to output voltage).
To avoid noise, the return path must be to the analogue ground and not via the chassis and the cable MUST
be screened.
Diagnostic zones
There is a diagnostic zone at both min and max travel where the ECM can detect if the speed input has a short
circuit/open circuit on any connection. To achieve this the speed control output voltage at 100% should be less
than 4.5V and the voltage at 0% demand should be greater than 0.5V. This requirement can be met by fitting
resisters in series with the potentiometer as shown (G).
Speed control range
The control range of the analogue speed input can be set using the service tool, maximum range
+/- 150 rev/min.

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7B 2800 Series
PWM sensors for speed control
Optional function
The sensor output is a constant frequency signal whose pulse width (duty cycle) varies with desired speed.
The PWM signal is expressed as a percentage as shown in the diagram (H).
This type of speed control is normally part of a load sharing/automatic synchronising system. The output is
required to be 8V 500Hz with a PWM output from 5% min to 95% max duty cycle.
The speed control range of the PWM input is fixed at –24% to +8% of rated speed.
PWM signal

Digital speed control

Optional function
The digital speed control allows engine speed to be controlled from raise and lower speed control push-buttons
or relay contacts. To enable digital speed control, the ‘Digital Speed Control Enable’ switch must be open.
The range of the digital speed control may be set using the service tool with a maximum speed range of
+/- 150 rev/min.
When the digital speed control is enabled, the ECM defaults the desired engine speed to equal the rated
speed, (1500/1800 rev/min). If the power is cycled to the ECM the digital speed control desired speed will
revert to rated speed, i.e. on power cycle the ECM does not retain the previous set point speed.

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Digital inputs
Ignition key switch
Optional but either an ignition key switch or a fault reset switch should be fitted to facilitate fault reset.
The ignition switch does not switch off power to the ECM. The ECM remains connected to the battery via a
circuit breaker, even when the ignition is switched off.
The ECM does not have an output that controls the starter motor, so provision must be made by the Installer
for the starter motor to be controlled by the ignition key switch where required.
The key switch should be wired in accordance with the appropriate diagram above.
The current ratings for the ignition switch contacts are dependent on the starter motor circuit design.
Injection disable
Required.
A switch connected to this input disables the injectors when the switch is open and is the preferred way of
stopping the engine since it leaves the ECM fully powered up and able to communicate with the Service Tool.
Switch to B+ to enable injection.
Fault reset
Optional - see ignition key switch above.
This switch is used for clearing faults after an engine shutdown, switch to ground for fault reset. Faults can also
be cleared by turning the ignition switch to the OFF position.
The negative of this switch should be connected to the switch ground as shown in the diagrams. It should not
be returned via the machine chassis ground.
Droop/isochronous
Optional.
Switch to ground for droop governing. Enabling of this switch input and percentage droop is set using the
service tool.
The negative of this switch should be connected to the switch ground as shown in the diagrams. It should not
be returned via the machine chassis ground.
1500/1800 rev/min selection
Optional.
Switch to ground to select 1800 rev/min. Enabling of this input is controlled via the service tool.
The negative of this switch should be connected to the switch ground as shown in the diagrams. It should not
be returned via the machine chassis ground.
Digital speed control enable
Optional.
Input switch open to enable Digital Speed Control. This input should be linked to ground if analogue or PWM
speed controls are required.
The negative of this switch should be connected to the switch ground as shown in the diagrams. It should not
be returned via the machine chassis ground.
Raise speed
Optional.
Input for Raise Speed push-button or relay contact, connect other side of switch to ground. Only available
when digital speed control is enabled.
The negative of this switch should be connected to the switch ground as shown in the diagrams. It should not
be returned via the machine chassis ground.

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7B 2800 Series
Lower speed
Optional.
Input for Lower Speed push-button or relay contact, connect other side of switch to ground. Only available
when digital speed control is enabled.
The negative of this switch should be connected to the switch ground as shown in the diagrams. It should not
be returned via the machine chassis ground.
Critical override
Optional - requires factory approval for implementation.
Input for Critical Override switch, open circuit for Critical Override (except Overspeed), connect to battery + to
activate fault shutdowns. Only available when Critical Override is enabled via the service tool.

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2800 Series 7B
Digital outputs
The OEM connection diagrams show all of the digital outputs connected to lamps but they may alternatively
be connected to relays or PLC inputs. If connected to relay coils, a diode must be connected across the relay
coil to suppress any voltage spikes; see diagram (J).

Notes:
Use of the digital outputs is optional but if these outputs are left open circuit, this will be reflected in active
diagnostics appearing on the Service Tool diagnostic screens.
Also, if these outputs are used to feed LED indicators or inputs, the impedance of these loads maybe too
high to prevent the ECM from diagnosing an open circuit condition and LED indicators may glow dimly
when the output is off.
To avoid incorrect diagnosis, the load resistance across these outputs should not exceed 5 kR.

Shutdown
This output is a high side driver (switches internally to B+), current rating 1.5 amp. The output is on when the
engine is in the Shutdown condition (even when Critical Override is active).
Action Alert
This output is a high side driver (switches internally to B+), current rating 1 amp. The output is on when the
engine is in the Action Alert condition. It will normally be used by the OEM to initiate a controlled shutdown of
the equipment.
Warning
This output is a high side driver (switches internally to B+), current rating 1 amp. The output is on when the
engine is in the Warning condition. It will normally be used by the OEM to alert the operator that the engine
requires attention.
Diagnostic
This output is a low side driver (switches internally to ground), current rating 0.3 amp. The output is on when
a diagnostic condition exists. It will normally be used by the OEM to alert the operator that the engine requires
attention.
Oil pressure
This output is a low side driver (switches internally to ground), current rating 0.3 amp. The output is on when
a low oil pressure condition exists. The relevant Warning, Action Alert or Shutdown output will also be active.
Coolant temperature
This output is a low side driver (switches internally to ground), current rating 0.3 amp. The output is on when
a high coolant temperature condition exists. The relevant Warning, Action Alert or Shutdown output will also
be active.

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7B 2800 Series
Overspeed
This output is a low side driver (switches internally to ground), current rating 0.3 amp. The output is on when
an overspeed condition exists. The relevant Warning, Action Alert or Shutdown output will also be active.
Crank terminate
This output is a high side driver (switches initially to B+), current rating 1.5 amp. The output is on when the
engine is above the crank terminate speed (programmable from the Service Tool). With the engine running,
this output switches off when either the key/switch or injection disable switches are opened, or when the ECM
shuts down the engine.

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2800 Series

8B
Automatic synchronising and load sharing systems 8B

For some synchronising and load sharing units, it will be necessary to use an interface module to convert the
synchronising/load sharing units output signals into the 0.5 to 4.5 volt input signal required by the EMS
analogue speed input. An example of a typical automatic synchronising and load sharing system using an
interface unit is shown in the line diagram (A).
The load sharing system should be equipped with a ramp generator to ensure that the load is applied slowly
to limit any load overshoot which may occur on start-up.
The interface unit must have the following functionality:
Nominal output of 0.5 to 4.5 volt for full speed control.
A preset potentiometer to enable the correct output voltage to be set to give an engine speed of
1500 rev/min or 1800 rev/min at no load.
When being driven by the synchroniser or load sharing unit, a minimum change in output of +/- 500 mV
from the preset speed rev/min steady state output voltage to ensure adequate speed or load response from
the engine.
For optimum stability, the interface unit should contain its own 5 volt regulated supply from which the speed
reference is derived. If this is provided, it is not necessary to utilise the 5 volt supply from the ECM.
Note: The cable to terminal 19 of the OEM connector is not required if the interface unit has its own 5 volt
reference supply.

Typical synchronising/load sharing and interface diagram

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2800 Series

9B
Glossary 9B

Glossary of terms
ECM
Engine Control Module.
CAN
A Communications protocol - there are several variants of the CAN protocol. J1939 will be used in the future
by the ECM to communicate with service tools and displays.
EMC
Electromagnetic compatibility. Electronic devices must comply with international standards for emissions of,
and susceptibility to, radiated noise.
FMI
Failure Mode Identifier (SAE J1939 terminology).
OEM
The person or organisation who install the engine into a machine.
J1939
A communications protocol developed by SAE - Operates over CAN.
J1587
A communications protocol developed by SAE. It is not used on this engine but the document is referenced.
Machine
Is used to mean the application for which the engine is used.
PDL
Perkins Data Link.
PGN
Parameter Group Number.
SAE
Society of Automotive Engineers.
SPN
Suspect Parameter Number (SAE J1939 terminology).

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2800 Series

10B
J1939 Supported parameters 10B

The data transmitted on the J1939 bus is in the format described in the SAE documents J1939-71 (for the
opening parameters) and J1939-73 (diagnostic information). For more detail please refer to the SAE
specifications.
Engine parameters - J1939-71
Electronic engine controller #1: EEC1
Transmission repetition rate Engine speed dependent
Data length 8 bytes
Data page 0
PDU format 240
PDU specific 4
Default priority 3
Parameter group number 61 444 (00F004 16)

Byte: 4,5 Engine speed

SPN 190
Resolution - lower byte 0.125 rev/min per bit gain, 0 rev/min offset
Resolution - upper byte 32 rev/min per bit
Data range 0 to 8031.875 rev/min
PDL PID $0040

Electronic engine controller #3: EEC3

Transmission repetition rate 250 ms
Data length 8 bytes
Data page 0
PDU format 254
PDU specific 223
Default priority 6
Parameter group number 65 247 (00FEDF 16)

Byte: 2,3 Engine’s desired operating speed

SPN 515
Resolution - lower byte 0.125 rev/min per bit gain, 0 rev/min offset
Resolution - upper byte 32 rev/min per bit
Data range 0 to 8031.875 rev/min
PDL PID $0046

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10B 2800 Series

Engine hours
Transmission repetition rate On request
Data length 8 bytes
Data page 0
PDU format 254
PDU specific 229
Default priority 6
Parameter group number 65 253 (00FEE5 16)

Bytes: 1 to 4 Total engine hours

SPN 247
Resolution 0.05 h/bit gain, 0 offset
Data range 0 to 210,554,060.75 hours
PDL PID $005E

Engine temperature
Transmission repetition rate 1s
Data length 8 bytes
Data page 0
PDU format 254
PDU specific 238
Default priority 6
Parameter group number 65 262 (00FEEE 16)

Byte: 1 Engine coolant temperature

SPN 110
Resolution 1 oC/bit gain, -40 oC offset
Data range -40 to 210 oC
PDL PID $0044

Byte: 2 Fuel temperature

SPN 174
Resolution 1 oC/bit gain, -40 oC offset
Data range -40 to 210 oC
PDL PID $F51D

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2800 Series 10B
Engine fluid level/pressure
Transmission repetition rate 0.5 s
Data length 8 bytes
Data page 0
PDU format 254
PDU specific 239
Default priority 6
Parameter group number 65 263 (00FEEF 16)

Byte: 4 Engine oil pressure

SPN 100
Resolution 4 kPa/bit gain, 0 offset
Data range 0 to 1000 kPa
PDL PID $0054

Fuel economy
Transmission repetition rate 100 ms
Data length 8 bytes
Data page 0
PDU format 254
PDU specific 242
Default priority 6
Parameter group number 65 266 (00FEF2 16)

Byte: 1, 2 Fuel rate

SPN 183
Resolution 0.05 l/h per bit gain, 0 offset
Data range 0 to 3212.75 l/h
PDL PID $F525

Byte: 7 Throttle position

SPN 51
Resolution 0.4%/bit gain, 0% offset
Data range 0 to 100%
PDL PID $0015

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10B 2800 Series

Ambient conditions
Transmission repetition rate 1s
Data length 8 bytes
Data page 0
PDU format 254
PDU specific 245
Default priority 6
Parameter group number 65 269 (00FEF5 16)

Byte: 1 Barometric pressure

SPN 108
Resolution 0.5 kPa/bit gain, 0 kPa offset
Data range 0 to +125 kPa (0 to +18.1 lb/in2)
PDL PID $0053

Inlet/exhaust conditions
Transmission repetition rate 0.5 s
Data length 8 bytes
Data page 0
PDU format 254
PDU specific 246
Default priority 6
Parameter group number 65 270 (00FEF6 16)

Byte: 2 Boost pressure

SPN 102
Resolution 2 kPa/bit gain, 0 offset
Data range 0 to 500 kPa
PDL PID $0055

Byte: 3 Intake manifold 1 temperature

SPN 105
Resolution 1 oC/bit gain, -40 oC offset
Data range -40 to 210 oC
PDL PID $F511

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2800 Series 10B
Vehicle electrical power
Transmission repetition rate 1s
Data length 8 bytes
Data page 0
PDU format 254
PDU specific 247
Default priority 6
Parameter group number 65 271 (00FEF7 16)

Byte: 5, 6 Electrical potential (voltage)

SPN 168
Resolution 0.05 V/bit gain, 0 V offset
Data range 0 to +3212.75 V
PDL PID $F013

Electronic engine controller #4: EEC4

Transmission repetition rate On request
Data length 8 bytes
Data page 0
PDU format 254
PDU specific 190
Default priority 7
Parameter group number 65 214 (00FEBE 16)

Byte: 3, 4 Rated engine speed

SPN 189
Resolution 0.125 rev/min per bit gain, 0 offset
Data range 0 to 8031.875 rev/min
PDL PID $F85C hh

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10B 2800 Series
Diagnostic codes J1939-73
The diagnostic codes that will be supported by the ECM will be the DM1, DM2 and DM3 sections of the SAE
J1939-73 specification.
See Appendix A for details of diagnostic codes supported.

4.1.1 DM1 - Active diagnostic trouble codes

Transmission repetition rate Variable - refer to J1939-73
Variable - refer to J1939-73
Data length
and J1939-23
Data page (DP) 0
PDU format (PF) 254
PDU specific (PS) 202
Default priority (P) 6
Parameter group number (PGN) 65 226 (FECA)

Byte 1 - Lamp status

Bits 8-7 Malfunction indicator lamp 01=ON, 00=OFF PDL PID $F264
Bits 6-5 Red stop lamp 01=ON, 00=OFF PDL PID $F2B3
Bits 4-3 Amber warning lamp 01=ON, 00=OFF PDL PID $F038
Bits 2-1 Protect service lamp 01=ON, 00=OFF PDL PID $F316

Byte 3 - SPN Least significant bits

Bits 8-1 SPN, 8 least significant bits (most significant
at bit 8)

Byte 4 - SPN Second byte

Bits 8-1 SPN, second byte (most significant at bit 8)

Byte 5 - SPN (3 most significant bits) and FMI

Bits 8-6 SPN, 3 most significant bits (most
significant at bit 8)
Bits 5-1 FMI (most significant at bit 5) 0 to 31

Byte 6 - SPN conversion method and

occurrence count
Bit 8 SPN conversion method ECM uses 1
Bits 7-1 Occurrence count 0 to 126 (127 = not available)

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2800 Series 10B
Appendix A - Diagnostic codes

J1939
Diagnostic code description
SPN-FMI
J0651-11 Injector cylinder No1 fault
J0652-11 Injector cylinder No2 fault
J0653-11 Injector cylinder No3 fault
J0654-11 Injector cylinder No4 fault
J0655-11 Injector cylinder No5 fault
J0656-11 Injector cylinder No6 fault
J0678-3 ECM 8 volt DC supply voltage above normal or shorted high
J0678-4 ECM 8 volt DC supply voltage below normal or shorted low
J0091-8 PWM Throttle position sensor abnormal signal
J0100-3 Engine oil pressure sensor shorted high
J0100-4 Engine oil pressure sensor shorted low
J0110-3 Engine coolant temperature sensor shorted high
J0110-4 Engine coolant temperature sensor shorted low
J0168-2 Battery voltage intermittent
J0172-3 Inlet manifold air temperature sensor shorted high
J0172-4 Inlet manifold air temperature sensor shorted low
J0174-3 Fuel temperature sensor shorted high
J0174-4 Fuel temperature sensor shorted low
J0190-2 Engine speed sensor loss of signal
J0190-11 Engine speed sensor mechanical fault
J0234-2 Incorrect ECM software
J0228-13 Engine timing calibration required
J0620-3 5 volt sensor power supply, voltage above normal or shorted high
J0620-4 5 volt sensor power supply, voltage below normal or shorted low
J1111-2 Check configurable parameters
J0102-3 Turbocharger outlet pressure sensor shorted high
J0102-4 Turbocharger outlet pressure sensor shorted low
J0108-3 Atmospheric pressure sensor shorted high
J0108-4 Atmospheric pressure sensor shorted low
J0723-2 Secondary engine speed sensor intermittent of signal
J0723-11 Secondary engine speed sensor mechanical fault

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10B 2800 Series
Appendix B- Event codes

J1939
Event code description
SPN-FMI
J0100-17 Low oil pressure (Warning)
J0100-18 Low oil pressure (Action Alert)
J0100-01 Low oil pressure (Shutdown)
J0102-15 High boost pressure (Warning)
J0102-16 High boost pressure (Action Alert)
J0110-15 High coolant temperature (Warning)
J0110-16 High coolant temperature (Action Alert)
J0110-00 High coolant temperature (Shutdown)
J0172-15 High inlet air temperature (Warning)
J0172-16 High inlet air temperature (Action Alert)
J0174-15 High fuel temperature (Warning)
J0174-16 High fuel temperature (Action Alert)
J0190-15 Overspeed (Warning)
J0190-16 Overspeed (Action Alert)
J0190-00 Overspeed (Shutdown)
J1108-31 Critical override enabled

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