AEB15.74 Oct13 PDF

Application
Engineering
Bulletin
Title: This AEB is for the following applications:
Electronic Features Technical Interface
Package for CM850 PGI (Power Automotive Industrial Marine
Generation Interface) Engines
G-Drive Genset
Filtration Emission Solutions

Date: 22 October 2013 Refer to AEB 9.01 for Safety Practices, AEB Number: 15.74
Guidelines and Procedures
Engine Models included: QSB5/7, QSL9, QSK19, QST30, QSK38, QSK50/60 Generator - Drive Engines
Owner: Omobola Thomas Approver: per Procedure VPI-GAE-0001 Page 1 of 97
This AEB supersedes AEB 15.74 dated August 8, 2013.
This document is intended to help in the application and understanding of the Electronic
Features Technical Interface for the QSB5/7, QSL9, QSK19, QST30, QSK38 and
QSK50/60 Generator-Drive engines with “On-Engine” electronic controls. This information
is intended for use by customers of Cummins Generator-Drive Engines fitted with the
CM850 Electronic Control Module(s) (ECM) with the PGI (Power Generation Interface) to
provide an understanding of:
 Electronic Features including Engine Protection

 Electronic Components
 Installation and Interfacing
 Diagnostics
 Serial Data Communication
CUMMINS PROPRIETARY: This information is confidential and classified PROPRIETARY per CORP-10-01-21-03, and shall not be disclosed to others in
hard copy or electronic form, reproduced by any means, or used for any purpose without the written consent of Cummins Inc.
Revision 06, 22 October 2013 Page 1 of 97 © Copyright 2013 Cummins Inc.

Electronic Features Technical Interface Package for CM850 PGI (Power Generation Interface) Engines
AEB 15.74
Table of Contents
1.0 G-Drive CM850 PGI Electronic System --------------------------------------------------------------------------------------- 6
1.1 CM850 Control Module .................................................................................................................... 6
1.2 QSB5/7 and QSL9 G-Drive Engines: ............................................................................................... 7
1.3 QST30 G-Drive Engines: ................................................................................................................. 7
1.4 QSK19 and QSK38/50/60 G-Drive Engines: ................................................................................... 7
1.5 Multiple Module Engine Control Configuration ................................................................................ 8
1.6 Electronic Service Tools:.................................................................................................................. 9
2.0 Interfaces and Installation ------------------------------------------------------------------------------------------------------ 10
2.2 Requirements Summary: ............................................................................................................... 10
2.3 Conductor requirements:................................................................................................................ 10
2.4 EMI considerations:........................................................................................................................ 10
2.5 Harness covering: .......................................................................................................................... 11
2.6 Harness routing requirements: ....................................................................................................... 11
2.7 ECM to Equipment Connect Procedure: ........................................................................................ 11
3.0 OEM Components ---------------------------------------------------------------------------------------------------------------- 18
3.2 Coolant Level Sensor ..................................................................................................................... 18
3.3 Water-in-Fuel Sensor ..................................................................................................................... 20
3.4 Electronic Control Module Harness Interface Connectors ............................................................. 21
3.5 OEM 50-Pin Connector (Required for QSB5/7 & QSL9 only)........................................................ 21
3.6 9-Pin Service Interface Connector ................................................................................................. 23
3.7 J1939/11 Datalink Connectors (3-pin connector for Engine Side Tool Port) ................................. 24
3.8 QST30 & QSK19/50/60 ECM interface connectors ....................................................................... 25
4.0 G-Drive PGI Electronic Control Features ----------------------------------------------------------------------------------- 29
4.3 Multiplexed versus Non-Multiplexed PGI Interface ........................................................................ 29
4.4 Run/Stop Control (Keyswitch or Battery Switched) ....................................................................... 31
4.5 Optional Service Keyswitch or Run/Stop Control for Engine Servicing ........................................ 32
4.6 Idle/Rated Switch ........................................................................................................................... 33
4.7 Alternate Frequency Switch ........................................................................................................... 34
4.8 Frequency Adjust ........................................................................................................................... 35
4.9 Speed Bias ..................................................................................................................................... 37
4.10 Gain Adjust ..................................................................................................................................... 38
4.11 Engine Speed Droop Adjust ........................................................................................................... 39
4.12 Engine Protection Feature ............................................................................................................. 40
4.13 Engine Protection Warning and Shutdown Strategy...................................................................... 41
4.14 Coolant Level Engine Protection .................................................................................................... 42
4.15 Dedicated Fault Lamps .................................................................................................................. 44
4.16 Fault Flashout or Diagnostic Switch............................................................................................... 43
CUMMINS PROPRIETARY: This information is confidential and classified PROPRIETARY per CORP-10-01-21-03, and shall not be disclosed to
others in hard copy or electronic form, reproduced by any means, or used for any purpose without the written consent of Cummins Inc.

AEB 15.74
4.17 Engine Protection Override Switch or Battleshort .......................................................................... 43
4.18 Fault Acknowledge ......................................................................................................................... 45
4.19 Engine Overspeed Shutdown ........................................................................................................ 45
4.20 Controlled Ether Injection ............................................................................................................... 46
4.21 Speed Signal to Tachometer ......................................................................................................... 47
4.22 Low Idle Increment and Decrement Switch ................................................................................... 48
4.23 Duty Cycle Monitor ......................................................................................................................... 49
4.24 Engine Protection Witness Test ..................................................................................................... 46
4.25 J1939 G-Drive Feature Multiplexing .............................................................................................. 50
4.26 Service Tool Trims of G-Drive Features ........................................................................................ 51
5.0 J1939 Multiplexing and Datalinks --------------------------------------------------------------------------------------------- 54
5.1 Introduction .................................................................................................................................... 54
5.2 J1939 Multiplexing Hardware Requirements ................................................................................. 56
5.3 J1939 Multiplexing Hardware Recommendations ......................................................................... 56
5.4 J1939 Hardware Troubleshooting .................................................................................................. 56
5.5 J1939 Cable and Connector Suppliers .......................................................................................... 57
5.6 J1939 Message Protocol................................................................................................................ 58
5.7 Cummins G-Drive PGI Multiplexed Control Messages .................................................................. 58
6.0 SAE J1939 Messages Supported on G-Drive PGI Engines------------------------------------------------------------ 63
7.0 SAE Diagnostic Trouble Codes and Cummins Fault Codes for G-Drive PGI Engines -------------------------- 76
8.0 Reference Documentation------------------------------------------------------------------------------------------------------ 93
9.0 Definitions -------------------------------------------------------------------------------------------------------------------------- 95
CUMMINS PROPRIETARY: This information is confidential and classified PROPRIETARY per CORP-10-01-21-03, and shall not be disclosed to
others in hard copy or electronic form, reproduced by any means, or used for any purpose without the written consent of Cummins Inc.

AEB 15.74
List of Tables
Table 1. CM850 Connector designations ............................................................................................................ 6

Table 2. QSB5/7 & QSL9 PGI Engine Configuration .......................................................................................... 7
Table 3..................................................................................................................................................................... 7
Table 4. QST30 PGI Engine Configuration ......................................................................................................... 7
Table 5. QSK19/38/50/60 PGI Engine Configurations ........................................................................................ 7
Table 6. Multi-Module CM850 Identification Pin Logic ........................................................................................ 8
Table 7. CM850 Electronic Subsystem Data Sheet .......................................................................................... 12
Table 8. CM850 Electronic Subsystem Data Sheet .......................................................................................... 13
Table 9. G-Drive Hardwired OEM Engine Connections .................................................................................... 14
Table 10. G-Drive Multiplexed OEM Engine Connections .......................................................................... 17
Table 11. PGI Engine Coolant Level Sensor .............................................................................................. 19
Table 12. Fuel filter with Water-in-Fuel Sensor Part List ............................................................................ 20
Table 13. CM850 4 Pin Power Connector (J3) Mating Connector Components ........................................ 21
Table 14. CM850 50 Pin Connector Components ...................................................................................... 22
Table 15. Cummins 9-Pin Service Connector Components ....................................................................... 23
Table 16. J1939 Connector Components ................................................................................................... 25
Table 17. Cummins 31-Pin HHP OEM Connector Components................................................................. 26
Table 18. Cummins 16-Pin HHP OEM Power Connector Components ..................................................... 26
Table 19. Cummins 31-Pin HHP OEM Connector Components................................................................. 27
Table 20. Summary of G-Drive and Power Gen Engine Features .............................................................. 29
Table 21. PGI Engine Run/Stop System Requirements ............................................................................. 31
Table 22. Idle/Rated Switch Function ......................................................................................................... 33
Table 23. Alternate Frequency Function ..................................................................................................... 34
Table 24. Gain Adjust Feature .................................................................................................................... 38
Table 25. G-Drive PGI Engine Protection Feature ...................................................................................... 40
Table 26. Engine Protection Override Function .......................................................................................... 43
Table 27. Dedicated Fault Lamps ............................................................................................................... 44
Table 28. Required J1939 Messages for Multiplexed Genset Applications ................................................ 51
Table 29. G-Drive PGI Service Tool Trim Parameters ................................................................................ 52
Table 30. J1939 PGI Message CCVS PGN FEF1 ...................................................................................... 58
Table 31. J1939 PGI Message CCVS Data Format ................................................................................... 58
Table 32. J1939 PGI Message GCP PGN FF73......................................................................................... 59
Table 33. J1939 PGI Message GCP Data Format ...................................................................................... 59
Table 34. J1939 PGI Message EG PGN FF69 ........................................................................................... 60
Table 35. J1939 PGI Message EG Data Format ........................................................................................ 60
Table 36. J1939 PGI Message GAP PGN FF7E ........................................................................................ 61
Table 37. J1939 PGI Message GAP Data Format ...................................................................................... 61
Table 38. SAE Specifications Required for the G-Drive PGI Engines ........................................................ 94
CUMMINS PROPRIETARY: This information is confidential and classified PROPRIETARY per CORP-10-01-21-03, and shall not be disclosed to others in hard
copy or electronic form, reproduced by any means, or used for any purpose without the written consent of Cummins Inc.

AEB 15.74
List of Figures
Figure 1. CM850 Control Module ................................................................................................................. 6
Figure 2. G-Drive PGI Coolant Level Sensor ............................................................................................. 18
Figure 3. HHP Coolant Level Sensor Pigtail Connector ............................................................................. 19
Figure 4. Example Water-in-fuel sensor ..................................................................................................... 20
Figure 5. OEM 50-Pin Connector ............................................................................................................... 22
Figure 6. Cummins 9 Pin Service Connector ............................................................................................. 23
Figure 7. SAE J1939/11 Connector ............................................................................................................ 24
Figure 8. HHP OEM Connectors ................................................................................................................ 25
Figure 9. 16-Pin Power connector contact arrangement. ........................................................................... 26
Figure 10. 31- Pin OEM Signal Connector contact arrangement ................................................................. 27
Figure 11. High Horsepower OEM Connectors ............................................................................................ 28
Figure 12. PGI Engine Run/Stop or Keyswitch Connections ....................................................................... 32
Figure 13. Analog Frequency Adjust Linearization....................................................................................... 35
Figure 14. Representative Analog Signal Input Circuit for Adjustable Droop, Gain, Frequency Adjust and
Speed Bias .................................................................................................................................. 36
Figure 15. Analog Speed Bias Signal Linearization ..................................................................................... 37
Figure 16. Engine Speed Droop ................................................................................................................... 39
Figure 17. Coolant Level Sensor Input Circuit with Shorting Resistor ......................................................... 42
Figure 18. Tachometer Output Signal .......................................................................................................... 48
Figure 19. Duty Cycle Map ........................................................................................................................... 49
Figure 20. J1939 “Backbone” Harness Required for Multiplexing................................................................ 55

AEB 15.74
1.0 G-Drive CM850 PGI Electronic System

1.1 This document is intended to help in understanding and working with the various electronic
aspects of the G-Drive QSB5/7, QSL9, QST30 and QSK19/38/50/60 engines. Information is
provided to help the OEM, distributor or customer to interface the engine’s electronics with
genset electronics and properly integrate the engine into a power generating unit.
1.2 CM850 Control Module
1.2.1 The G-Drive QSB5/7, QSL9, QST30 and QSK19/38/50/60 engines use the CM850 electronic control
module in several different configurations to provide full authority electronic control over engine fueling,
G-drive features and diagnostics. In addition, the QST30 also uses two CM552 control modules to
control the fuel pump for each bank of the engine. The following sections provide an overview of each
engine control configuration.
J3 J1 J2
Figure 1. CM850 Control Module
Table 1. CM850 Connector designations

Connector Function Connector Type Connector Name
Engine Harness 60 Pin J1
OEM Harness 50 Pin J2
Battery Power 4 Pin J3

AEB 15.74
1.3 QSB5/7 and QSL9 G-Drive Engines:

1.3.1 These applications use a single CM850 module to provide all control functionality; including fuel
management, diagnostics and engine protection. The OEM connections are made at the 50 pin OEM
connector.
Table 2. QSB5/7 and QSL9 PGI Engine Configuration

Engine Number of ECM Code ECM Part Product ID
Platform ECMs Required Prefix Number
QSB5 1 AZ 4921776 BAQ
QSB7 1 AZ 4921776 BAQ
QSL9 1 AZ 4921776 BAO
1.4 QST30 G-Drive Engines:

1.4.1 These applications use a single CM850 module and two CM552 modules to provide all control
functionality. The CM850 provides all genset interface, engine protection and manages the engine
fueling. The two CM552 modules receive fuel management information from the CM850 to control the
QST30 fuel system. All diagnostics are handled through the CM850 module.
Table 3. QST30 PGI Engine Configuration

Engine Platform Number of ECM Code ECM Part Product ID
ECMs Required Prefix Number
QST30 Primary 1 BG 4921776 BBA
(CM850)
QST30 Secondary 2 BH 4954430 BBB
(CM552)
1.5 QSK19 and QSK38/50/60 G-Drive Engines:

1.5.1 These applications use one, two or three CM850 modules to provide all control functionality.
Table 4. QSK19/38/50/60 PGI Engine Configurations

Engine Number of ECM Code ECM Part Parent Child 1 Child 2
Platform ECMs Required Prefix Number Product ID Product ID Product ID
QSK19 1 AQ 4921776 BAJ n/a n/a
QSK38 2 AQ/AR 4921776 BAK BAL n/a
QSK50 3 AQ/AR/AR 4921776 AAP AAQ AAQ
QSK60 3 AQ/AR/AR 4921776 AAP AAQ AAQ

AEB 15.74
1.6 Multiple Module Engine Control Configuration

1.6.1 The CM850 Engine Control Module is capable of driving six injectors; therefore multiple ECMs must be
used on engines with more than six cylinders. The QSK38 uses two CM850s and the QSK50/60 uses
three CM850 modules. The Primary ECM is referred to as the “Parent” or “ECM Instance 1”. The
secondary ECMs are referred to as the “Child 1 and Child 2” or “ECM Instance 2 and ECM Instance 3”.
The Parent module provides the main control logic for implementing all fuel management, the G-Drive
feature functionality and engine diagnostics. The secondary modules control specific injectors and
provide some additional diagnostics. A private J1939 datalink is used to provide communications
between the primary and secondary modules.
1.6.2 On Multi-Module engines the ECM uses three discrete switch inputs to differentiate between the
primary and secondary modules. These Identification inputs are configured in the engine harness.
The following table lists the Control Module Identification inputs and their function.
Table 5. Multi-Module CM850 Identification Pin Logic
Engine Platform/ECM ECM ECM ECM Name Address ECM ID ECM ID ECM ID
Number Name a b (hex) Pin #1 Pin #2 Pin #3
QSK19 1 N/A N/A 00 N/A N/A N/A

QST30 1 Parent Primary 00 N/A N/A N/A
Primary (CM850)
QST30 2 Child 1 Secondary 01 OPEN GND GND

Secondary1 (CM552) 1
QST30 3 Child 2 Secondary 90 GND GND OPEN

Secondary2 (CM552) 2
QSK38 2 Parent Primary 00 GND OPEN GND
Primary
QSK38 1 Child Secondary 01 OPEN GND GND
Secondary
QSK50/60 3 Parent Primary 00 GND OPEN GND
Primary
QSK50/60 2 Child 1 Secondary 01 OPEN GND GND
Secondary1 1
QSK50/60 1 Child 2 Secondary 90 GND GND OPEN
Secondary2 2

AEB 15.74
1.7 PGI Adapter Kits

1.7.1 PGI Adapter Kits are available for the QSB5/7 and QSL9 engines that provide the required
connections and facilitate the PGI controls installation. The kit includes the 50 pin OEM ECM
connector, the J1939 backbone, the 9 pin service connector, the coolant level sensor harness and the
16 pin power connector. The Service and power connectors are mounted onto a bracket which may be
bolted to the engine. The coolant level sensor connector allows for extension harnesses to be used to
reach the engine cooling package.
1.7.2 The PGI Adapter Harness part number is 338-5290 and may be purchased from Cummins Power
Products.
1.8 Electronic Service Tools:

1.8.1 Cummins provides two separate electronic service tools, INSITE and INPower, for supporting the PGI
engines. Electronic service tools operate on a computer to perform the following functions:
- Extract engine data, including runtime history, fault data and dataplate information
- Diagnose problems and clear inactive faults
- Monitor and log engine operating data
- Download calibrations (INSITE only)
- Modify engine trim parameters to tailor the application
- Execute special engine operational tests for diagnostic purposes
Both INSITE and INPower require an Inline 5 serial data adapter to connect the engine.
1.8.2 More information is found at https://insite.cummins.com.

AEB 15.74
2.0 Interfaces and Installation

2.1 Introduction: This section gives details regarding the system interface, OEM connections and
wiring. Installation requirements and guidelines are also included.
2.2 Requirements Summary:
2.2.1 The engine control system must be provided with a Run/Stop switch or Keyswitch and the engine must
be stopped by opening the Run/Stop Switch.
2.2.2 Battery voltage to the engine control system may not be removed until the Run/Stop Switch has been
open for 30 seconds.
2.2.3 The electronic control module (ECM) power supply must be connected directly to the battery with a
resistance of 0.02 Ohms or less.
2.2.4 The ECM Negative Power Return (Ground) must be connected to the battery negative terminal with a
resistance of 0.02 Ohms or less.
2.2.5 Alternators and other engine accessories greater than 10 amps should be grounded directly to the
battery negative terminal. See AEB 24.53 for additional electrical system and component (starter,
alternator) power and ground requirements.
2.2.6 The battery disconnect must break the positive side only.
2.2.7 The ECM must be protected by OEM-supplied fuses, and sized for circuit/wiring protection.
2.2.8 Any inductive devices connected to the ECM must contain coil “back emf” suppression.
2.2.9 Engine shutdown systems designed to interrupt Run/Stop or keyswitch power require a factory review
and approval.
2.2.10 Welding must only be done with OEM connectors and ECM connectors and power supply connects
disconnected. Electrical arc welding will destroy the engine ECM.
2.2.11 The operating environment for the ECM must not exceed -40 °C to 85 °C.
2.3 Conductor requirements:

2.3.1 Wire insulation type TXL or GXL (per SAE J1128).
2.3.2 Individual leads 18 AWG stranded, unless noted.
2.3.3 Power and Ground: 12 AWG.
2.3.4 Datalinks: 20 AWG.
2.4 EMI considerations:

2.4.1 Twisted shielded wire: J1939 datalink, Frequency Throttle, PWM Drivers, Auxiliary Speed Sensors.
Any wire pair carrying an AC or switching signal must be twisted and shielded. The shield must be tied
to battery negative or chassis in one location only.
2.4.2 Common ground plane: continuous shields grounded one end only to chassis.

AEB 15.74
2.4.3 No solder joints or splices other than wire termination in the appropriate connector contacts.
2.4.4 Terminals on OEM connector, including serial datalink connectors, must be gold-plated.
2.5 Harness covering:

2.5.1 Flexible convolute tubing, or braiding capable of operating in a 125 °C (257 °F) environment.
2.6 Harness routing requirements:

2.6.1 Mounted adjacent to equipment frame rail. No routing over sharp edges.
2.6.2 Bend radius at least 4x bundle diameter. Bends begin at least 7.6 cm (3 in) from connector backshell.
2.6.3 Connectors mounted horizontally. Open connectors plugged and sealed.
2.6.4 Harness supports and wire ties at least 7.6 cm (3 in) from connector backshell.
2.7 ECM to Equipment Connect Procedure:

2.7.1 ECM power and control interface connects must be made prior to connection to equipment battery
supply. Battery (-) connects are required prior to making the Battery (+) connects. Keyswitch must not
be turned on prior to completing all battery connects. ECM is not to be energized outside of the
equipment system unless using a factory-approved power supply device.
2.7.2 Service datalink: 9-pin Deutsch, located either on the engine or on the equipment operator’s panel.
2.7.3 Datalink Device Power Connects: When connecting other devices/tools to the ECM via serial datalinks
(J1939), the devices must share a common connection to Battery (-). The external device power
supply grounds must also share the common connection to Battery (-).
2.7.4 ECM positive power wiring must be 12 AWG if 380 cm (150 in) or less. If longer than 150 inches, it
must have a resistance of .02 Ohms or less.
2.7.5 Equipment chassis may be connected to battery ground; however, the chassis connection must be in
only one location, either at the battery or at the engine block ground stud.
2.7.6 Intake air heaters and wiring must meet specifications, and be wired as shown in the Wiring Diagrams.
2.7.7 All switches and sensors wired directly to the ECM must be wired to an ECM Return and must not
return through chassis or engine block grounds.
2.7.8 The genset keyswitch must be directly connected to the ECM with no other switches or relay contacts
between the keyswitch and the ECM unless reviewed and approved by Cummins.
2.7.9 Single-ended (digital) signals must be grounded to the same reference as the ECM.
2.7.10 Multiplexed systems must meet the J1939/11 standards in Section 5 of this document.

AEB 15.74
2.7.11
Table 6. CM850 Electronic Subsystem Data Sheet
QSB5/7 and QSL9 G-Drive Engines

4-Pin Power Connector
Maximum Continuous Current Draw 10 Amps
Maximum Operating Voltage 32 Volts
Minimum Operating Voltage 9 Volts
Minimum Operating Voltage While Cranking 6 Volts
Maximum Circuit Resistance, Batt(+) to ECM 0.020 Ohms
Maximum Circuit Resistance, Batt(-) to ECM 0.020 Ohms
Standby (Keyswitch Off) Current Not to Exceed 10 mA
Minimum Wire Size for Power (Vbatt+) and Battery Return 12 AWG
Wire Diameter Including Insulation (12 AWG GXL or TXL) 0.097-0.158 in (2.46-4.01 mm)
OEM Signal Interconnect Specifications

Recommended Wire Size 16 AWG
Wire Diameter Including Insulation (16 AWG GXL or TXL) 0.053-.120 in (1.35-3.05 mm)
Indicator Lamps/LEDs
Minimum Luminous Intensity ~ 2 Cd / Visible In Bright Sun Light
Maximum Continuous Current Draw Per Lamp 0.5 Amps
Maximum Leakage Current 0.0002 Amps
Sensors and Switches

Maximum Current Draw @ Key Switch Input 5 Amps (RMS)
Minimum Key Switch ON Voltage @ 16 Pin OEM Connector 9.0 Volts
Maximum Power Interruption in Key Switch Circuit To 0.080 Seconds
Remain ON
Maximum Voltage For 6V Pull-Up Switched Input For 0.9 Volts
ACTIVE State
Minimum Voltage For 6V Pull-Up Switched Input For 2.9 Volts
INACTIVE State
Maximum Current Through ECM Switch Return 0.5 Amps
Maximum Current Through ECM Sensor Return 0.1 Amps
Output Drivers
Maximum Current From Each PWM/On-Off Driver 2.0 Amps
Maximum Leakage Current Each PWM/On-Off Driver 0.0004 Amps
Maximum Current Through ECM General Return 3.0 Amps each

AEB 15.74
Table 7. CM850 Electronic Subsystem Data Sheet
QSK19/38/50/60 MCRS and QST30 G-Drive Engines

16-Pin Power Connector
Maximum Continuous Current Draw QSK19 10 Amps
Maximum Continuous Current Draw QSK38 20 Amps
Maximum Continuous Current Draw QSK50/60 30 Amps
Maximum Operating Voltage @ 16 Pin OEM Connector 32 Volts

Minimum Operating Voltage @ 16 Pin OEM Connector 18 Volts
Maximum Circuit Resistance, Batt(+) to 16 Pin OEM 0.020 Ohms
Connector
Maximum Circuit Resistance, Batt(-) to 16 Pin OEM 0.020 Ohms
Connector
Standby (Keyswitch Off) Current 0.055 Amps/module
Minimum Wire Size for Power (Vbatt+) and Battery Return 12 AWG
Wire Diameter Including Insulation (12 AWG GXL or TXL) 0.097-0.158 in (2.46-4.01 mm)
OEM Signal Interconnect Specifications

Recommended Wire Size 16 AWG
Wire Diameter Including Insulation (16 AWG GXL or TXL) 0.053-.120 in (1.35-3.05 mm)
Indicator Lamps/LEDs
Minimum Luminous Intensity ~ 2 Cd / Visible In Bright Sun Light
Maximum Continuous Current Draw Per Lamp 0.5 Amps
Maximum Leakage Current 0.0002 Amps
Sensors and Switches

Maximum Current Draw @ Key Switch Input 5 Amps (RMS)
Minimum Key Switch ON Voltage @ 16 Pin OEM Connector 18.0 Volts
Maximum Power Interruption in Key Switch Circuit To 0.080 Seconds
Remain ON
Maximum Voltage For 6V Pull-Up Switched Input For 0.9 Volts
ACTIVE State
Minimum Voltage For 6V Pull-Up Switched Input For 2.9 Volts
INACTIVE State
Maximum Current Through ECM Switch Return 0.5 Amps
Maximum Voltage From OEM Sensor Supply 5.0 Volts +/-5%
Maximum Current From OEM Sensor Supply 0.1 Amps
Maximum Current Through ECM Sensor Return 0.1 Amps
Output Drivers
Maximum Current From Each PWM/On-Off Driver 2.0 Amps
Maximum Leakage Current Each PWM/On-Off Driver 0.0004 Amps
Maximum Current Through ECM General Return 3.0 Amps each

AEB 15.74
Table 8. G-Drive Hardwired OEM Engine Connections
Function Signal Type QSB5/7 & QST30 QSK19 QSK38/50/60

QSL9
CM850 4 Pin OEM Power Connector (J3) OEM 16 Pin Power Connector
ECM Unswitched Vbatt Supply J3-3 16Pin-A 16Pin-A 16Pin-A

Battery Power
ECM Unswitched Vbatt Supply J3-4 16Pin-C N/A 16Pin-C

Battery Power
ECM Unswitched Vbatt Supply N/A 16Pin-D N/A 16Pin-D

Battery Power
Relay Driver Supply Vbatt Supply N/A 16Pin-B 16Pin-B 16Pin-B
Service Tool Supply Vbatt Supply N/A 16Pin-F 16Pin-F 16Pin-F
ECM Battery Return Battery Ground J3-1 16Pin-J 16Pin-J 16Pin-J
ECM Battery Return Battery Ground J3-2 16Pin-K 16Pin-K 16Pin-K
ECM Battery Return Battery Ground N/A 16Pin-L N/A 16Pin-L
ECM Run/Stop Vbatt Switched J2-39 16Pin-H 16Pin-H 16Pin-H

(Keyswitch) Supply
CM850 OEM 50 Pin Signal Connector J2 OEM J1939 3 Pin Connector
J1939 Signal + Serial Data J2-46 J1939-pin A J1939-pin A J1939-pin A
J1939 Signal - Serial Data J2-47 J1939-pin B J1939-pin B J1939-pin B
J1939 Shield Serial Data J2-37 J1939-pin C J1939-pin C J1939-pin C
OEM 31 Pin Signal Connector
Common Warning Low Side Driver J2-44 31Pin-17 31Pin-17 31Pin-17

Lamp
Common Shutdown Low Side Driver J2-43 31Pin-16 31Pin-16 31Pin-16

Lamp
Overspeed Shutdown Low Side Driver J2-50 31Pin-18 31Pin-18 31Pin-18

Lamp
Low Oil Pressure Low Side Driver N/A N/A N/A 31Pin-14
Warning Lamp
Low Oil Pressure Low Side Driver J2-45 31Pin-19 31Pin-19 31Pin-19
Shutdown Lamp
High Engine Low Side Driver N/A N/A N/A 31Pin-24

AEB 15.74

QSL9
Temperature Warning
Lamp
High Engine Low Side Driver N/A N/A N/A 31Pin-24

Temperature
Shutdown Lamp
Idle/Rated Switch Discrete Switch J2-16 31Pin-26 31Pin-26 31Pin-26
Diagnostic Switch Discrete Switch J2-02 31Pin-01 31Pin-01 31Pin-01
Alternate Frequency Discrete Switch J2-03 31Pin-25 31Pin-25 31Pin-25

Switch
Switch Signal Return Signal Ground 31Pin-11 31Pin-11 31Pin-11
Low Idle Increment Discrete Switch J2-24 31Pin-06 31Pin-06 31Pin-06

Switch
Low Idle Decrement Discrete Switch J2-25 31Pin-10 31Pin-10 31Pin-10

Switch
Engine Protection Discrete Switch J2-04 31Pin-03 31Pin-03 31Pin-03

Shutdown Override
Switch
Fault Acknowledge Discrete Switch J2-05 31Pin-27 31Pin-27 31Pin-27

Switch
Coolant Level Sensor Analog Signal J2-28 On Engine Harness

Signal Input
Coolant Level Sensor Sensor Supply J2-21 On Engine Harness

+5VDC Supply Voltage
Coolant Level Sensor Signal Ground J2-32 On Engine Harness

Return
Speed Bias Signal Analog Signal J2-09 31Pin-02 31Pin-02 31Pin-02

Input
Speed Bias +5VDC Sensor Supply J2-21 31Pin-08 31Pin-08 31Pin-08

Supply Voltage
Speed Bias Signal Signal Ground J2-32 31Pin-07 31Pin-07 31Pin-07

Return
Frequency Adjust Analog Signal J2-26 31Pin-12 31Pin-12 31Pin-12

Signal Input
Frequency Adjust Sensor Supply J2-22 31Pin-20 31Pin-20 31Pin-20


AEB 15.74

QSL9
Frequency Adjust Signal Ground J2-23 31Pin-22 31Pin-22 31Pin-22
Signal Return
Gain Adjust Signal Analog Signal J2-19 31Pin-13 31Pin-13 31Pin-13

Input
Gain Adjust +5VDC Sensor Supply J2-22 31Pin-20 31Pin-20 31Pin-20

Supply Voltage
Gain Adjust Signal Signal Ground J2-23 31Pin-22 31Pin-22 31Pin-22

Return
Droop Adjust Signal Analog Signal J2-35 31Pin-21 31Pin-21 31Pin-21

Input
Droop Adjust +5VDC Sensor Supply J2-22 31Pin-20 31Pin-20 31Pin-20

Supply Voltage
Droop Adjust Signal Signal Ground J2-23 31Pin-22 31Pin-22 31Pin-22

Return
Tachometer Output Variable J2-41 31Pin-31 31Pin-31 31Pin-31

Signal Frequency
Output Signal
Tachometer Output Signal Ground J2-34 31Pin-11 31Pin-11 31Pin-11

Return
Intake Air Heater Discrete Output J2-40 tbd N/A N/A

Signal Signal
Intake Air Heater Output Driver J2-42 tbd N/A N/A

Return Ground
Centinel Remote Oil Analog Signal N/A 31Pin-05 31Pin-05 31Pin-05

Level Sensor Input
Engine ID Key #1 Discrete Switch N/A 31Pin-28 31Pin-28 31Pin-28

AEB 15.74
Table 9. G-Drive Multiplexed OEM Engine Connections

QSL9
CM850 4 Pin OEM Power Connector OEM 16 Pin Power Connector
ECM Unswitched Vbatt Supply J3-3 16Pin-A 16Pin-A 16Pin-A

Battery Power
ECM Unswitched Vbatt Supply J3-4 16Pin-C N/A 16Pin-C

Battery Power
ECM Unswitched Vbatt Supply N/A 16Pin-D N/A 16Pin-D

Battery Power
Relay Driver Supply Vbatt Supply N/A 16Pin-B 16Pin-B 16Pin-B
Service Tool Supply Vbatt Supply N/A 16Pin-F 16Pin-F 16Pin-F
ECM Battery Return Battery Ground J3-1 16Pin-J 16Pin-J 16Pin-J
ECM Battery Return Battery Ground J3-2 16Pin-K 16Pin-K 16Pin-K
ECM Battery Return Battery Ground N/A 16Pin-L N/A 16Pin-L
ECM Run/Stop Vbatt Switched J2-39 16Pin-H 16Pin-H 16Pin-H

(Keyswitch) Supply
CM850 OEM Signal Connector J2 OEM J1939 3 Pin Connector
J1939 Signal + Serial Data J2-46 J1939-pin A J1939-pin A J1939-pin A
J1939 Signal - Serial Data J2-47 J1939-pin B J1939-pin B J1939-pin B
J1939 Shield Serial Data J2-37 J1939-pin C J1939-pin C J1939-pin C
Coolant Level Sensor Analog Signal J2-28 On Engine Harness

Signal Input
Coolant Level Sensor Sensor Supply J2-21 On Engine Harness

Coolant Level Sensor Signal Ground J2-32 On Engine Harness

Return
Intake Air Heater Discrete Output J2-40 Tbd N/A N/A

Signal Signal
Intake Air Heater Output Driver J2-42 Tbd N/A N/A

Return Ground

AEB 15.74
3.0 OEM Components

3.1 Introduction: This section gives details regarding OEM installed electronic components
including connectors and sensors.
3.2 Coolant Level Sensor - Installed horizontally in the cooling system radiator top tank to detect
low coolant conditions.
Figure 2. G-Drive PGI Coolant Level Sensor
3.2.1 Overview: The G-Drive PGI engines use a 3 pin analog sensor that measures the current flow across
two exposed probes that are immersed in the engine coolant. The sensor is typically located in the
cooling system top tank well below the normal operating level of the coolant. An alternating current is
used to prevent galvanic corrosion on the probes. The sensor outputs a DC voltage that is
proportional to the voltage drop across the probes. Hence, when the probes are immersed in coolant
the voltage is relatively low and when out of coolant the voltage is relatively high.
3.2.2 When the coolant level is low and the sensor probes are in ambient air the ECM logs a FC197 after a
short delay and illuminates the Warning Lamp. If the engine is running and the condition continues
then an engine protection fault will be logged and the engine will shutdown.
3.2.3 Parts Specifications: The Coolant Level sensor must have the electronic Characteristics described
below.

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Table 10. PGI Engine Coolant Level Sensor

Sensor Part Number Casco P/N 700679
Cummins P/N 2872769
Sensor Output Signal 0.75 – 1.75 VDC In Coolant
3.75 – 4.25 VDC In Air
Sensor Input Power 4.75 – 5.25 VDC; 12.5 mA Max
Connector Pinout Pin A – Input Power
Pin B – Output Signal
Pin C – Signal Ground
Mating Connector Packard Electric 12110293
Cummins P/N 4918730
Operating Temperature -40 to 125 °C
Max Operating Pressure 20 psi
Shorting Resistor Value to Bypass 16 kOhms
3.2.4 Review the J1939 Diagnostic Trouble Codes for coolant level, SPN 111 and FMI 18 (Fault code: 197,
warning fault) as well as SPN111 and FMI 1 (Fault code: 235, shutdown fault).
3.2.5 For G-drive midrange products (QSB5/7 & QSL9), the coolant level sensor is OEM supplied. However,
on the High Horsepower products (QST30 & QSK19/38/50/60), the engine is shipped with a coolant
level sensor. On the HHP products, the engine harness has a 4-pin connector which is a direct input
to the ECM for coolant level sensing. The OEM has to build an extension harness that mate to this
connector on one end and the 3-pin Coolant level connector on the other. The coolant level sensor
interconnect is Deutsch DT06-4S-P012 (Plug (sockets) -engine harness side). The mating connector
is Deutsch DT04-4P and is included as a cap to the engine harness connector.
DT06-4S DT04-4P
Figure 3. HHP Coolant Level Sensor Pigtail Connector

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3.2.6 The HHP 4-pin connector pinout is as follows:
1 - 5 V Supply
2 - Signal
3 - Return
4 - No Connection
3.3 Water-in-Fuel Sensor

3.3.1 Application – The Water-In-Fuel (WIF) sensor detects the presence of water in the WIF fuel filter. The
sensor consists of two conductivity probes in the bottom of the fuel filter. When the conductivity probe
indicates a conductivity change consistent with water, the ECM lights the Common Warning lamp to
indicate the potential that there may be water in the fuel. The WIF input to the ECM is ratiometric.
3.3.2 Hardware – Fleetguard manufactures an integrated WIF sensor and fuel filter, which meets the
specifications for the QSB5/7 & QSL9 engine platforms. The sensor mates to a Deutsch DT series
connector and requires gold contacts and a special wedge lock. Use the Fleetguard sensor or if OEM
– supplied filters are chosen, the WIF sensor must have a diagnostic resistor. A common warning
lamp will light if the WIF connector is not attached. A six-foot jumper harness will be provided with the
Cummins-supplied fuel pre-filter options for the WIF connection.
Figure 4. Example Water-in-fuel sensor
Table 11. Fuel filter with Water-in-Fuel Sensor Part List

Item Manufacturer Manufacturer Part No. Cummins Part No.
Mating Connector Deutsch DT06-2S 3616615
Mating Connector Wedge Deutsch W2SA 3658856
Mating Connector Socket Deutsch 1062-16-0144 3658430
WIF Sensor/Filter head Fleetguard FH23000
Fuel Filter Element Fleetguard FS19557 3973232
Pre-Filter Fleetguard 3973233

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3.4 Electronic Control Module Harness Interface Connectors

3.4.1 The heart of the electronic system is the CM850 controller (ECM). The CM850 ECM has a 50 pin
connector for the OEM harness (J2), a 60 pin connector for the engine harness (J1) and a 4 pin
connector for the power supply harness (J3). All connection points are on the outboard side of the
ECM, oriented horizontally.
3.4.2 4-Pin Power Connector (Required for QSB5/7 & QSL9 only).
3.4.3 The 4-Pin Power Connector mates with the 4-Pin receptacle J3 on the ECM. The 4-Pin connector
carries power and ground for the CM850 Subsystem.
Table 12. CM850 4 Pin Power Connector (J3) Mating Connector Components
Connector Manufacturera Part Number Plating Wire Gauge Cummins P/N

specified
4-Pin Power Deutschb DTP06-4S Nickel 12 AWG 3165121
Connector (Booted)
DTP 06-4S-EE01
(Non-Booted)
Sockets - Stamped 3164292
and Formed 1062-
12-0166 (12-14
AWG)
Wedge - WP4S
b Deutsch does not allow the use of connector lubricant with any of their connectors
3.5 OEM 50-Pin Connector (Required for QSB5/7 & QSL9 only)
3.5.1 The OEM 50-Pin Connector mates with connector J2 on the ECM. The OEM 50-pin Connector carries
signals for CM850 subsystem datalinks and OEM-supplied components.
3.5.2 This connector system utilizes 20 AWG gold sockets with 20 AWG cavity plugs, and a convoluted wire
seal. It has an environmentally sealed hard-shell connector. The plug is keyed to fit the mating
module header and is secured to the ECM with one socket head capscrew. The OEM connector is
used as an integral part of an electronic Control module for the wiring harness interface. All QSB5/7 &
QSL9 Cummins engines use the OEM 50-Pin Connector. Figure 5 shows an OEM 50-Pin Connector.
Some OEM harness configurations may not require the 90º backshell.
3.5.3 This connector is a 50-Pin Deutsch DRC series, Key 04. Terminals are gold- flashed sockets.

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Figure 5. OEM 50-Pin Connector
Table 13. CM850 50 Pin Connector Components
Item Manufacturer Manufacturer Part No. Cummins P/N

Connector Deutsch DRC26-50S-04
Gold Sockets Deutsch 1062-20-0144

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3.6 9-Pin Service Interface Connector

3.6.1 The 9-Pin Service Interface Connector connects electronic tools (INPowerTM & INSITETM) to the ECM
and allows transfer of SAE J1939 data. This is the required connector on the OEM side for maximum
service functionality. Every Tier 2 & 3 G-Drive Cummins engine must have the 9-Pin Service
Interface connector. This connector facilitates calibration downloads, service support and
engine troubleshooting.
3.6.2 This connector is a 9-pin Deutsch HD10 series. Two types of terminals are available, a solid and a
stamped and formed (S&F). Both types are gold plated.
Figure 6. Cummins 9 Pin Service Connector
Table 14. Cummins 9-Pin Service Connector Components
9-Pin Deutschb HD10-9-1939P 3658643

Connector
Contact Solid Terminal: 0460-202-1631 3658462
S & F Terminal: 1060-16-0144
3658431
*Protective Cap: HDC 16-9
* Tiewrap the protective cap to the main engine harness to prevent loss

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3.7 J1939/11 Datalink Connectors (3-pin connector for Engine Side Tool Port)
3.7.1 All applications using the J1939 Datalink for engine control and/or information must use the J1939
Datalink connector. The QST30, QSK19, 38, 50 & 60 PGI Tier 2 engines include a J1939 backbone
on the engine harness. OEMs should remove the termination resistor and extend the backbone to
their equipment and terminate properly with a termination resistor. The QSB5/7 and QSL9 engines do
not include the backbone and the OEM must provide all connections and termination resistors. Failure
to provide a backbone meeting the J1939-11 specifications will result in intermittent or no serial data
communications with the engine.
3.7.2 All applications containing an SAE J1939 backbone should have the three J1939 datalink connectors
associated with the Engine side tool port. The three J1939 datalink connector descriptions follow: a
Plug, Receptacle, and a Termination Receptacle.
3.7.3 Plug Hardware: The Plug connects the backbone to a node on the backbone side. There should be a
plug on the backbone at each node. This connector consists of a 3-way Deutsch DT series plug and
requires a locking insert. The Plug uses gold-plated sockets.
3.7.4 Receptacle Hardware: The Receptacle connects a node to the backbone on the node side. There will
be a Receptacle for each node and Plug. This connector consists of a 3-way Deutsch DT series
receptacle and requires a wedge lock. The Receptacle uses gold-plated pins.
3.7.5 Termination Receptacle Hardware: Each end of the backbone uses a Termination Receptacle. This
pre-assembled connector assembly consists of a DT04-3P receptacle, blue W3S-1939 wedge lock,
gold-plated pins, cavity plugs, and a 120-ohm resistor. There will be two Termination receptacles for
each J1939 network.
Figure 7. SAE J1939/11 Connector

AEB 15.74
Table 15. J1939 Connector Components
Connector Manufacturera Part Number Plating Wire Gauge Cummins P/N

specified
Receptacle Deutschb DT04-3P-E008 Gold 18 AWG 3659369
Receptacle Pin 1060-16-0144 3658431

Reel
Receptacle W3P (orange) 3616471
Wedge Lock
Plug DT06-3S-E008 3659400
Plug Terminal 1062-16-0144 3658430

Reel
Plug Wedge W3S (orange) 3616472
Lock
Termination DT04-3P-P006 3942041
Receptacle
Termination W3S-1939-P012
Wedge Lock (blue)
3.8 QST30 & QSK19/38/50/60 ECM interface connectors

3.8.1 The OEM connectors carries all power, ground and interface signals for the CM850 MCRS system.
Two Deutsch HD30 Series environmentally sealed metal shell connectors are used.
Figure 8. HHP OEM Connectors

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Table 16. Cummins 31-Pin HHP OEM Connector Components
Connector Deutschb HD36-24-31SE 3659012
Connector and HD36-24-31SE-059

Backshell Kit 3171028
Backshell Kit 0409-201-2400
Only
Terminal Reel 1062-16-0122
3615978
Sealing Plug HD10-114017
3824002
3.8.2 16-Pin Power Connector
Figure 9. 16-Pin Power connector contact arrangement.
Table 17. Cummins 16-Pin HHP OEM Power Connector Components

b
Plug Deutsch HD36-24-16SE -059
Connector
with Backshell
Socket 0462-210-1231
Contacts
Sealing Plug 114017

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3.8.3 31- Pin Signal Connector
Figure 10. 31-Pin OEM Signal Connector contact arrangement
Table 18. Cummins 31-Pin HHP OEM Connector Components
Connector Deutschb HD36-24-31SE 3659012
Connector and HD36-24-31SE-059

Backshell Kit 3171028
Backshell Kit 0409-201-2400
Only
Terminal Reel 1062-16-0122
3615978
Sealing Plug HD10-114017
3824002

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J1939 OEM connection
16 pin OEM Engine Power Connector
31 pin OEM Engine Signal Connector
Figure 11. High Horsepower OEM Connectors

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4.0 G-Drive PGI Electronic Control Features

4.1 Introduction
4.1.1 The Electronic Control Features section is written to assist OEMs, Distributors and Engine Customers
in understanding the PGI Electronic Features and the appropriate use and application in genset
applications.
4.2 Purpose
4.2.1 This section describes the features of Cummins G-Drive engines using the CM850 based PGI
Electronic Control System. The document focuses on providing feature descriptions and their use in
an integrated machine system.
4.3 Multiplexed versus Non-Multiplexed PGI Interface

4.3.1 All PGI features may be controlled by a hardwired interface with discrete switches and analog signal
inputs or they may be multiplexed over the J1939 serial data bus. More information will be provided
below to help customers with the interface.
4.3.2 PGI Electronic Control Tailoring
4.3.3 The PGI Control features described in this document may be modified or adjusted by OEMs,
Distributors or Customers using either INSITE or INPower Service Tools. Features may be enabled or
disabled, modified as required by the application or may be converted to multiplexed or non-
multiplexed. More details will be provided in this document.
Table 19. Summary of G-Drive and Power Gen Engine Features
Section PGI Engine Feature Type of Interface Tool Trim Multiplexed Required Engine
? ? ? Platforms
4.4 Keyswitch or Discrete Switch to Vbatt No No Yes All PGI

Run/Stop
4.6 Idle/Rated Discrete Switch to Yes Yes No All PGI

Signal Ground
4.7 Alternate Frequency Discrete Switch to Yes Yes No All PGI

Signal Ground
4.8 Frequency Adjust Analog 0 to 5VDC Yes Yes No All PGI

Signal
4.9 Speed Bias Analog 0 to 5VDC Yes Yes No All PGI

Signal
4.10 Gain Adjust Analog 0 to 5VDC Yes Yes No All PGI

Signal
4.11 Droop Adjust Analog 0 to 5VDC Yes Yes No All PGI

Signal
4.12 Engine Protection Engine Operational No No Yes All PGI

Sensors

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Table 19. Summary of G-Drive and Power Gen Engine Features
Section PGI Engine Feature Type of Interface Tool Trim Multiplexed Required Engine
? ? ? Platforms
4.15 Engine Protection Discrete Switch to Yes Yes No All PGI

Override Switch Signal Ground
4.16 Fault Flashout Discrete Switch to Yes No No All PGI

Signal Ground
4.17 Dedicated Fault Low Side Driver Yes No No All PGI

Lamps
4.18 Fault Acknowledge Discrete Switch to No Yes No All as

Signal Ground required
4.19 Engine Overspeed Internal Speed Based Yes No Yes All PGI
Shutdown Shutdown
4.20 Engine Protection Virtual Sensors Yes No No All PGI

Witness Test
4.21 Engine Warmup Internal Fueling Inhibit Yes No Varies QST30,

Protection QSK19, 50
&60
4.22 Ether Injection Discrete +24VDC Yes No No QSK38
4.23 Intake Air Heater Discrete +24VDC Yes No No QSB5, 7 &

9, QST30
4.24 Tachometer Output Frequency Modulated No No No All PGI

Signal
4.25 Low Idle Inc/Dec Discrete Switch to Yes Yes No All PGI
Signal Ground
4.26 Duty Cycle Monitor Internal Data Viewed Yes No No All PGI
with INSITE
4.27 Rolling Prelube Internal Fueling Inhibit No No No QSK38 & 50

(oil & gas
only)
4.28 Centinel or PWM Driver Signal No No No QSK38/50 &

Continuous Oil 60
Recycling
4.29 J1939 G-Drive High Speed Serial Data Yes Yes No All PGI
Feature Multiplexing Transfer
4.30 Service Tool Trims of INSITE or INPower Yes No No All PGI

G-Drive Features

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4.4 Run/Stop Control (Keyswitch or Battery Switched)

4.4.1 Overview: This a required hardware input providing Battery Switched to the ECM. This is similar to the
Keyswitch input on Cummins Industrial and Automotive engines.
4.4.2 Operation: A Single-Pole Single-Throw Switch is required to connect battery voltage (+VBatt) to the
ECM to enable fueling and all other engine control. When the switch is opened and battery voltage is
removed from the Run/Stop input then the ECM stops fueling the engine. When engine speed drops
to zero, the ECM takes steps to save all “live” data into permanent storage. It is extremely important
that the engine always be stopped by opening the Run/Stop input before removing the Battery
Unswitched power to the ECM. If battery power is removed from the ECM before opening keyswitch
and allowing a proper shutdown then a fault will be logged and data will be corrupted. The battery
unswitched power to the ECM should only be removed until 30 seconds have elapsed after opening
the Run/Stop Input.
4.4.3 Systems Requirements: The Genset control module must apply a short delay after enabling the ECM
“RUN” command before cranking the engine. This is to allow the lift pump (if used) to provide fuel
head pressure to the high pressure pump.
The engine must be stopped by opening the Run/Stop switch. Then after engine speed has dropped to
zero, a time delay of 30 seconds must be used before disconnecting battery unswitched power or
before re-enabling the “Run” command.
4.4.4 Tool Interactions: None.
4.4.5 Hardware Required: SPST Switch
Table 20. PGI Engine Run/Stop System Requirements
CM850 Keyswitch Input Requirement

Number of States Two: RUN or STOP
Nominal Current 1 A @ 12 V, 60 mA @ 24 V
Maximum Key-On Source Voltage 32 V
Minimum Key-On Source Voltage 9V
Maximum Key-Off Source Voltage 4.0 V
Minimum Key-On Time 50 msec
Minimum Key-Off Time 150 msec
Maximum Allowable Key-On Drop-Out Time 80 msec

AEB 15.74
Engine
ECMECM
Run/Stop or Keyswitch
Battery Power Signal Engine
ECMECM
-
Battery +
Power Run/Stop or Keyswitch
Signal
- +
Optional Service
Keyswitch
Optional Service
Keyswitch
Optional Service
Override Lamp
Optional Service
Override Lamp
Figure 12. PGI Engine Run/Stop or Keyswitch Connections
4.5 Optional Service Keyswitch or Run/Stop Control for Engine Servicing

4.5.1 Overview: This a recommended hardware input intended to provide Battery Switched Power to the
ECM so that service tools may connect to the engine. This is needed to allow INSITE or INPower to
check for faults, collect duty cycle data or to download a calibration. Many genset controllers only
allow Keyswitch Power to be enabled when starting the engine, making it difficult to connect service
equipment.
4.5.2 Operation: A Single-Pole Single-Throw Switch is required to connect battery voltage (+VBatt) to the
ECM to enable J1939 Serial Data Communication. The Service Keyswitch should be located in a
position accessible by service technicians but should not interfere with normal operation. It is
important that the Service Keyswitch be turned off or disabled when the engine is running. A lamp
may be used to indicate that the Service Keyswitch is enabled and remind service personnel to disable
prior to running the genset. Some other options are to lock out the crank signal when this switch is
enabled or allow the keyswitch to be enabled when the Run command is activated for a brief time.
4.5.3 Systems Requirements: Locate the optional service keyswitch near the 9 pin Service Connector if
possible. A system level FMEA should be prepared to capture possible risks.
4.5.5 Hardware Required: SPST Switch

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4.6 Idle/Rated Switch

4.6.1 Overview: The Idle/Rated Switch may used to control engine operation at either low idle speeds or at
the rated speed. Low Idle may be used to warmup the engine prior to running at rated speed and
power. It may also be used to cool down the engine after running at high power levels. The Idle/Rated
Switch allows the operator or genset controller to command the operating speed. The Idle/Rated
Switch may be a hard-wired discrete switch or a multiplexed value transmitted over the J1939 bus.
The Idle/Rated Switch does not need to be used as the ECM may be calibrated to run at rated without
any input signal.
4.6.2 Operation: The Idle/Rated Switch function may be implemented using a single-pole single-throw switch
connecting the ECM Idle/Rated input to signal ground. The default calibration allows the engine to
transition to rated speed with an open circuit input and a transition to low idle speed with a short to
signal ground. A ramp rate may be used to allow a time-controlled increase in speed or a decrease in
speed. Information regarding Idle/Rated Switch multiplexing is given in Section 4.29.
4.6.3 Systems Requirements: The engine shall only be loaded at rated speed. Any engine operation at low
idle speeds must not allow any additional loading to be applied.
4.6.4 Tool Interactions: INSITE or INPower may be used to change the default operation for the switch
position. In addition, ramp times may be calibrated to control engine transition speed.
4.6.5 Hardware Required: SPST Switch or multiplexed controller.
Table 21. Idle/Rated Switch Function
Function Default Action Tool J1939 Operational

(Value) Trimmable Multiplexed
Parameters
Switch Open Rated Speed Yes Yes > 3.5 VDC
Short to Ground Idle Speed Yes Yes < .5 VDC
Ramp Time to Rated Speed 0 RPM Yes No N/A
Ramp Time to Idle Speed 0 RPM Yes No N/A

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4.7 Alternate Frequency Switch

4.7.1 Overview: The Alternate Frequency Switch may used to select one of two possible operating speeds,
Primary (1500 RPM) and Secondary (1800 RPM). The Alternate Frequency Switch may be a hard-
wired discrete switch or a multiplexed value transmitted over the J1939 bus. The Alternate Frequency
Switch does not need to be used as the ECM may be calibrated to run at either the Primary (1500
RPM) or the Secondary (1800 RPM) without any input signal.
4.7.2 Operation: The Alternate Frequency Switch function may be implemented using a single-pole single-
throw switch connecting the ECM Alternate Frequency input to signal ground. The information
regarding Alternate Frequency Switch multiplexing is given in Section 4.29.
4.7.3 Systems Requirements: This feature is disabled for engine ratings that do not support dual speeds.
The desired operating speed must be selected prior to starting the engine. Once the engine is running,
the switch function is disabled.
4.7.4 Tool Interactions: The engine speed may be defined for each switch state using the service tool. By
default, the open circuit position is set up as the Primary or 1500 RPM Speed. The Short Circuit to
signal ground is set up as the Secondary or 1800 RPM Speed.
Table 22. Alternate Frequency Function

Function Default Action (Value) Tool J1939 Operational
Multiplexed
Trimmable Parameters
Switch Open Primary = 1500 RPM Yes Yes > 3.5 VDC
Short to Ground Secondary = 1800 RPM Yes Yes < .5 VDC
Tool Selects Operating Speed N/A Yes Yes N/A

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4.8 Frequency Adjust

4.8.1 Overview: The Frequency Adjust Signal may be used to add an engine speed offset to the rated
operating speed. The speed offset may be as an example, if droop is used and the loaded operating
speed falls below the rated speed then Frequency Adjust may be used to compensate the final rated
speed at full load.
4.8.2 Operation: The Frequency Adjust Feature may be implemented using a voltage source, a
potentiometer, a tool defined value or multiplexed value.
4.8.3 Systems Requirements: If enabled for the potentiometer or voltage input the Frequency Adjust Signal
must have a nominal value of +2.5VDC for 0 RPM offset.
4.8.4 Tool Interactions: The feature may be enabled or disabled plus the offset speed may be defined by a
trim.
4.8.5 Hardware Required: Potentiometer, voltage source or multiplexed value. Figures 13 and 14 below
show the analog linearization and typical sensor input circuitry.
Analog Input Frequency Adjust
90
70
Frequency Adjust, RPM
50
30
10
-10
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
-30
-50
-70
-90
Input Voltage, VDC
Figure 13. Analog Frequency Adjust Linearization

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+5 VDC
Sensor Supply
Voltage
10 kOhm
Potentiometer
Analog Signal
Input
0.010 uF 22.1 k
Signal 47.5 k
Return
470 pF
CM850
ECM
Figure 14. Representative Analog Signal Input Circuit for Adjustable Droop, Gain, Frequency Adjust
and Speed Bias

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4.9 Speed Bias

4.9.1 Overview: The Speed Bias Signal may be used in transient conditions to add an engine speed/fueling
increase or decrease to the current operating speed. Speed Bias is typically used to compensate
engine speed/fueling for multiple genset paralleling and loadshare. The speed bias will increase or
decrease engine speed on a standalone genset or increase or decrease fueling on units operating in
parallel.
4.9.2 Operation: The Speed Bias Feature may be implemented using a voltage source, a potentiometer or a
multiplexed value. In normal operation, the speed bias value equals 0 RPM and then is increased or
decreased as needed by a Genset Synchronizer or Load Share control module. Once the gensets are
in synchronization the speed bias value returns to 0 RPM.
4.9.3 Systems Requirements: If enabled for the potentiometer or voltage input the Speed Bias Signal must
have a nominal value of +2.5VDC for 0 RPM offset.
4.9.4 Tool Interactions: The feature may be enabled or disabled by a trim.
4.9.5 Hardware Required: Potentiometer, voltage source or multiplexed value.
Analog Input Speed Bias
90
70
50
Speed Bias, RPM
30
10
-10
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
-30
-50
-70
-90
Input Voltage, VDC
Figure 15. Analog Speed Bias Signal Linearization

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4.10 Gain Adjust

4.10.1 Overview: The Gain Adjust Signal may be used to modify the engine control characteristics to suit
special requirements for stability or transient response. The Gain Adjust feature uses a Gain Index
value to select gain parameters from engine control tables. The Gain Index may be determined from
an analog signal input, a tool trim value or a multiplexed parameter.
4.10.2 Operation: The Gain Adjust Index may span from 0 to 10 in integer increments with the nominal set a
five. A lower gain index value results in smaller control gains that offer improved steady state stability
but decreased transient response. A higher gain adjust value provides better transient response but
decreased steady state stability. The nominal value of 5 provides a good balance for most
applications. The service tool trim is the preferred method of setting the Gain Adjust value. This allows
skill technicians to evaluate the transient control requirements. OEMs may use a physical
potentiometer to allow adjustment.
4.10.3 Systems Requirements: If enabled for the potentiometer or voltage input the Gain Adjust Signal must
have a nominal value of +2.5VDC for a nominal gain index of five.
4.10.4 Tool Interactions: The feature may be enabled or disabled by a trim. In addition, the Gain Index may
be set permanently using a tool trim.
4.10.5 Hardware Required: Potentiometer, voltage source, Service Tool or multiplexed value.
Table 23. Gain Adjust Feature
Increased Stability Increased Transient Response
(Decreased Transient Response) (Decreased Stability)
Gain Index 0 1 2 3 4 5 6 7 8 9 10
Voltage Input 0.5 0.9 1.3 1.7 2.1 2.5 2.9 3.3 3.7 4.1 4.5
(if used)

AEB 15.74
4.11 Engine Speed Droop Adjust

4.11.1 Overview: The Droop Adjust Signal may be used to set the droop value used by the engine speed
control system. Droop allows the base rated engine speed to be reduced as the engine load
increases. This is typically used to assist in genset parallel and loadshare control. Droop provides a
natural loadshare balance function. The desired Droop Value may be determined from an analog
signal input, a tool trim value or a multiplexed parameter.
4.11.2 Operation: The Droop Index may span from 0 to 10% in integer increments with the nominal set at 0%.
4.11.3 Systems Requirements: If enabled for the potentiometer or voltage input the Droop Adjust Signal must
have a nominal value of 0 VDC for a nominal 0% droop value.
4.11.4 Tool Interactions: The feature may be enabled or disabled by a trim. In addition, the Droop Value may
be set permanently using a tool trim.
4.11.5 Hardware Required: Potentiometer, voltage source, Service Tool or multiplexed value.
Genset Engine Speed

with 4% Droop Applied
1800.5
1800
Engine Operating Speed
1799.5
1799
1798.5
1798
1797.5
1797
1796.5
1796
1795.5
0 20 40 60 80 100 120
Percent of Maximum Load
Figure 16. Engine Speed Droop

AEB 15.74
4.12 Engine Protection Feature

4.12.1 Overview: The Engine Protection System on electronic engines is designed to prevent engine damage
from prolonged exposure to engine conditions outside of the normal operating range.
4.12.2 Operation: The Engine Protection System monitors key engine parameters and logs diagnostic faults
when the engine operates at a condition that is over or under the normal range. When an Engine
Protection Fault (EPF) occurs, the electronic engine controller warns the operator with a fault lamp
signal or by a J1939 message, and can also shutdown the engine when certain conditions exceed limit
thresholds. The following table lists the sensor parameters that can result in an engine protection fault.
Table 24. G-Drive PGI Engine Protection Feature
Engine Sensor Fault Action Fault QSB5/7 & QST30 QSK19 QSK38/50/60
Code QSL9
Oil Rifle Pressure Warning 143 √ √ √ √
Shutdown 415 √ √ √ √
Coolant Temperature Warning 1 146 √ √ √ √
Warning 2 1847 N/A √ √ √
Intake Manifold Warning 488 √ √ √ √
Temperature
Intake Manifold Warning 1984 N/A √ N/A N/A
Temperature
Shutdown 158 N/A √ N/A N/A
(Right Bank)
Crankcase Pressure Warning 555 N/A N/A √ √
Shutdown 556 N/A N/A √ √
Coolant Pressure Warning 233 N/A √ √ √
Shutdown 228 N/A √ √ √
Oil Temperature Warning 421 N/A √ √ √
Shutdown 214 N/A √ √ √
Fuel Temperature Warning 261 N/A N/A N/A √
Shutdown 266 N/A N/A N/A √
Coolant Level Warning 197 √ √ √ √
(see note 1) Shutdown 235 √ √ √ √
Notes:
1. Coolant Level is a warning only on Corporate Gensets. Engine Shutdown is commanded by the PCC
controller.

AEB 15.74
4.13 Engine Protection Warning and Shutdown Strategy

4.13.1 In the event of an engine protection fault the engine can perform either a Warning or Shutdown
function depending on the severity of the fault. The following lists the actions taken by the PGI system
engine controller:
4.13.2 When the ECM detects that a sensor value has crossed an engine protection threshold a delay counter
starts incrementing. If the counter exceeds the EPF delay time then the fault is logged as active.
4.13.3 If the associated fault is a warning then the Warning Lamp driver is activated, the J1939 DM1 message
is updated with the lamp driver status and the appropriate J1939 SPN/FMI information. Also, a fault
log is captured and stored with information about the engine operating condition (engine speed, fueling
state, etc) for subsequent reference. No engine speed or fueling derates are done on an EPF Warning
fault.
4.13.4 If the fault is a Shutdown level fault then the above mentioned action takes place plus a shutdown flag
is set. With an EPF shutdown fault active a second timer starts and a shutdown warning function is
done. The Shutdown lamp will begin flashing. The appropriate message will be broadcast on PGN
FEE4 indicating a shutdown is approaching.
4.13.5 Fault Logging: A record of the EP fault occurrence, the duration and the extreme values is logged and
may be recovered with the INSITE Service Tool. Operators are less likely to abuse the engine if a
traceable record of the equipment performance exists.
4.13.6 Systems Requirements: Hardwired lamps must be used unless the genset utilizes a J1939 fault reader
& display. The separate J1939 fault reader and display must indicate a Shutdown level fault if the
datalink is lost.
4.13.8 Hardware Required: Appropriate incandescent or LED lamps as needed or J1939 Fault Message
reader.

AEB 15.74
4.14 Coolant Level Engine Protection

4.14.1 Overview: PGI G-Drive engines use a coolant level sensor to protect the engine in the event of a
catastrophic loss of engine coolant. The sensor is typically mounted by the OEM or genset
manufacturer in the engine radiator top tank.
4.14.2 Operation: The Coolant Level Sensor measures the voltage drop across two exposed electrical probes
that are immersed in the engine coolant. A low voltage (0.5 to 2.1 VDC) indicates that the coolant level
is safe and a high voltage (4.5 – 4.9 VDC) indicates that the sensor is no longer immersed in coolant.
The engine ECM will take action when the voltage is above 3.5 VDC.
4.14.3 Systems Requirements: G-Drive PGI engines will set two sequential faults then perform an Engine
Protection Shutdown for a low coolant level condition. This specific shutdown function may be
disabled using the INSITE or INPower service tools or a shorting resistor may be used to disable the
sensor.
4.14.4 On engines used in Corporate Gensets the Coolant Level Shutdown function is disabled. The engine
will still log a warning level fault and transmit the condition to the genset controller.
4.14.5 Tool Interactions: The service tool can disable the sensor to avoid out of range faults.
4.14.6 Hardware Required: Casco coolant level sensor or 16 kOhm shorting resistor.
Coolant Level Sensor Input

+5 VDC
Coolant Level Sensor Input
+5 VDC
49.9 kOhms
49.9 kOhms
22.1 kOhms
16 kOhm
Shorting 0.47 uF
Resistor 0.1 uF 22.1 kOhms
0.47 uF
16 kOhm 0.1 uF
Shorting
Resistor
Figure 17. Coolant Level Sensor Input Circuit with Shorting Resistor

AEB 15.74
4.15 Engine Protection Override Switch or Battleshort

4.15.1 Overview: The Engine Protection Override Switch provides an operator or secondary controller the
ability to prevent an engine protection shutdown from occurring. This may be needed for emergency
applications such as firepumps or hospital standby gensets. A system level FMEA may be required to
allow this feature to be used.
4.15.2 Operation: The engine protection override switch may be a discrete hardwired switch to signal ground
or a multiplexed switch value. If an EP Shutdown event is overridden then the ECM will log an audit
trail of the action taken.
4.15.3 Systems Requirements: none
Table 25. Engine Protection Override Function

Function Default Action Tool J1939 Operational
(Value) Multiplexed
Trimmable Parameters
Switch Open EP Shutdown Yes Yes > 3.5 VDC
Short to Ground EP Shutdown Yes Yes < .5 VDC
Prevented
Tool Enables Feature N/A Yes Yes N/A
4.16 Fault Flashout or Diagnostic Switch

4.16.1 Overview: Active engine fault codes may be flashed out on the Common Warning And Shutdown
lamps if the engine keyswitch is on, the engine is not running and the diagnostic switch is activated.
4.16.2 Operation: Fault Code flashout may be enabled by activating the Diagnostic Switch and the Keyswitch.
The active faults are flashed on the Common Shutdown Lamp with a Warning lamp flash to indicate
the break between the faults. Each fault is flashed out twice then the next active fault is displayed.
The sequence of operation is to flash out the most significant digit then pause and continue to the least
significant digit. If the Increment and Decrement Switches are provided then they may be used to stop
the current fault flashout and advance to the next fault code flashout. The fault code flashout stops
when the engine begins running or when the keyswitch is turned off.
4.16.3 Systems Requirements: The lamp drivers are capable of sinking up to 0.5 A of current at 24 VDC.
4.16.5 Hardware Required: Discrete switch to ground and the appropriate incandescent or LED lamps.

AEB 15.74
4.17 Dedicated Fault Lamps

4.17.1 Overview: Discrete fault lamp drivers may be wired to display the following fault conditions:
Table 26. Dedicated Fault Lamps
Lamp Function Default Setting Tool Adjustable ? Available ?

Common Shutdown Enabled No --------
Common Warning Enabled No --------
Engine Overspeed Disabled Yes Yes
Low Oil Pressure Warning Disabled No Special Request
Low Oil Pressure Shutdown Disabled Yes Yes
High Engine Temperature Warning Disabled No Special Request
High Engine Temperature Shutdown Disabled No Special Request

AEB 15.74
4.17.2 Operation: If enabled with the service tool, the additional dedicated fault lamps may be used to alert
the operator of the corresponding fault condition. Not all lamps are available on all engines. Base
calibrations provide for Common Warning and Shutdown, Engine Overspeed and Severe Low Oil
Pressure dedicated fault lamps.
4.17.3 Systems Requirements: The lamp drivers are capable of sinking up to 0.5 A of current at 24 VDC.
4.17.5 Hardware Required: Appropriate incandescent or LED lamps as needed.
4.18 Fault Acknowledge

4.18.1 Overview: The Fault Acknowledge feature latches an active fault until an acknowledgement signal is
received from and operator. This is useful for unattended gensets that have an intermittent fault event.
The fault code and lamp remain active until dismissed.
4.18.2 Operation: The fault acknowledge switch may be a discrete hardwired switch to signal ground or a
multiplexed switch value.
4.18.3 Systems Requirements: none
4.19 Engine Overspeed Shutdown

4.19.1 Overview: The G-Drive Overspeed Function Sets an overspeed threshold at 15% of the current rated
speed value that prevents continued engine operation above this threshold. Engine Protection
Override will not prevent an engine overspeed shutdown.
4.19.2 Operation: An engine shutdown occurs if the engine speed exceeds the overspeed threshold for a
duration time of 1 second. A G-Drive unique fault code 1992 will be logged and a fault snapshot will be
captured. Fueling will be disabled until the engine is restarted.
Overspeed Threshold = Rated Speed + 15% * Rated Speed

AEB 15.74
4.19.3 Systems Requirements: None.
4.19.4 Tool Interactions: The service tool may be used to adjust the percent of rated speed used for the
threshold.
4.20 Engine Protection Witness Test

4.20.1 Overview: The Engine Protection Witness Test feature allows an operator to simulate engine sensor
values that result in an engine protection fault and/or shutdown. This feature is useful for
demonstrating and testing engine protection fault conditions on a genset system.
4.20.2 Operation: The Engine Protection Witness Test provides user simulated EPF conditions and must be
invoked from a service tool, either INSITE or INPower. Once initiated, the engine responds to the EPF
condition with a Warning or Shutdown.
4.20.3 System Requirements: None
4.20.4 Tool Interactions: INSITE or INPower is required to perform the witness tests.
4.21 HHP Warmup Protection

4.21.1 Overview: The HHP engine Warmup Protection feature is used on some applications to prevent
possible engine damage caused by premature loading when a cold start is done. If the engine oil
temperature is determined to be below a threshold then the Warmup Protection locks the engine on
low idle and limits fueling for up to 10 minutes.
4.21.2 Operation: If this feature is enabled and the engine is started in a cold condition then the engine is
locked on low idle. The time that the engine is locked on low idle is determined by the severity of the
engine oil temperature. Engines with an ambient temperature of 60 °F or above will see no delay in
ramping to full power.
4.21.3 System Requirements: An FMEA must be done to confirm that a delay in the ramp to rated will not be
an issue in the application. This feature is only available on HHP engines with FCD pistons.
4.21.4 Tool Interactions: The INSITE or INPower service tool may be used to trim this feature.
4.22 Controlled Ether Injection

4.22.1 Note: This feature is only available for the QSK38, 50 & 60 engines.
4.22.2 Overview: The Controlled Ether Injection system is used to aid in starting during cold temperatures.
The addition of ether starting fluid into the intake manifolds during the engine crank sequence ensures
that heat is safely added to the engine and that each cylinder properly combusts. Ether is only injected
when the engine is cold and is being cranked. Once the engine speed reaches low idle the ether
injection is stopped. The use of controlled ether injection prevents operators and mechanics from
using other less desirable forms of starting aids.
4.22.3 Operation: The Controlled Ether Injection feature is used to aid in starting during cold temperatures.
The ECM will energize and de-energize a solenoid valve that meters ether fluid as it passes from a
compressed cylinder through an orifice to atomizing nozzles in the engine intake manifold assemblies.
When the engine is cranked, the intake manifold temperature sensor is read; and based on the value;
the ether injection solenoid will be turned on until the engine speed increases above 500 RPM. There
is a time limit placed on the ether injection during cranking and an overall time limit for the feature to
operate.

AEB 15.74
4.22.4 Hardware Required: Ether Injection Kit either purchased with the engine or directly from the supplier.
4.23 Grid Heater Control

4.23.1 Note: This feature is only available for the QSB5/7 & QSL9 engines.
4.23.2 Overview: The Grid Heater Control system is used to aid in starting during cold temperatures and to
help the combustion process after such a start by pre-heating the air before it is drawn into the intake
manifold. Grid Heaters are activated by the engine ECM prior to engine start and after reaching low
idle speeds if the engine is cold and the feature is enabled.
4.23.3 Operation: If enabled, the Grid Heater Control feature will provide a 12 or 24 VDC signal intended to
drive the grid heater relay if the engine intake manifold temperature is cold. The grid heater control
has a Pre-Heat and a Post-Heat function.
4.23.4 Grid Heater Control Pre-Heat: The Pre-Heat function is activated when the ECM keyswitch is switched
on and the IMT is low. A “Wait-To-Start” function is associated with the pre-heat cycle and may use a
discrete lamp or a J1939 message to indicate that the grid heaters are activated. Operators or genset
controllers are expected to not crank the engine until the “Wait-To-Start” becomes inactive. The time
duration for pre-heat is determined by a look-up table with intake manifold temperature as an input.
Pre-Heating is stopped when the engine is cranked.
4.23.5 Grid Heater Control Post-Heat: The post-heat control is activated after the engine reaches a low idle
operating speed and is intended to prevent white smoking and engine stumble. The post-heat cycle
has a time duration determined by a schedule dependent on intake manifold temperature and engine
crank cycle.
4.23.6 System Requirements: The Grid Heater function may be enabled with the INSITE or INPower service
tool.
4.23.7 Hardware Required: Grid Heaters are available as an option that may be ordered with the engine.
4.24 Speed Signal to Tachometer

4.24.1 Overview: The Tachometer output is used to drive an external tachometer device that displays engine
speed to the operator.
4.24.2 Operation: The tachometer output signal is a square wave that ranges from 0 to 5 VDC in amplitude.
The frequency of the square-wave is linearly proportional to the engine speed. The number of pulses
that is generated for every crankshaft revolution is 12.
4.24.3 The following diagram shows the tachometer output signal for an engine operating speed of 1000
RPM.

AEB 15.74
 
1) Ch 1: 1 V 1 ms
Figure 18. Tachometer Output Signal
4.25 Low Idle Increment and Decrement Switch

4.25.1 Overview: The Low Idle Increment/Decrement Switch may used to increase or decrease the base low
idle speed by a fixed speed value. The Low Idle Increment/Decrement Switch may be a hard-wired
discrete switch or a multiplexed value transmitted over the J1939 bus. This is actually two separate
switch functions that are complimentary to each other.
4.25.2 The Low Idle Increment/Decrement switch may also be used in conjunction with the Diagnostic Switch
to step through active fault flashouts.
4.25.3 Operation: The Low Idle Increment/Decrement Switch function may be implemented using a single-
pole single-throw switch connecting the ECM Increment and Decrement input to signal ground. The
Information regarding Alternate Frequency Switch multiplexing is given in Section 5.
4.25.4 Systems Requirements: None
4.25.5 Tool Interactions: The Low Idle Increment or Decrement step value may be enabled by the service
tool.

AEB 15.74
4.26 Duty Cycle Monitor

4.26.1 Overview: The Duty Cycle Monitor feature graphically displays the percent of time that the engine
operates at specific speed and load values.
4.26.2 Operation: The Duty Cycle Monitor feature logs engine operating data based on speed and percent
load. The service tool graphically displays the percent of time the engine has spent in each operating
region under the torque curve. Two short term 500 hour maps and a long term map is maintained to
collect the data. All three maps may be displayed with the service tool. Duty cycle monitor could be
used to log operating data on prime power and rental gensets.
4.26.3 System Requirements: None
4.26.4 Tool Interactions: INSITE is required to access and clear Duty Cycle Monitor data.
4.26.5 Hardware Requirements: None
Percent of Time that Engine

Operates at this Speed and Torque
Level
Percent of Time that Engine

Operates at this Speed and Torque
Level
Figure 19. Duty Cycle Map

AEB 15.74
4.27 Rolling Prelube

4.27.1 Overview: The Rolling Prelube feature is used by Oil & Gas QSK38/50 applications to provide engine
lubrication before allowing the engine to start.
4.27.2 Operation: The engine is cranked without fueling and oil pressure is developed using the internal
engine oil pump. When oil pressure exceeds 4.0 psi the engine is allowed to fuel and start. Load may
be applied at this time. A normally open oil pressure switch is used to detect the 4.0 psi pressure in
the engine oil rifle and enable engine fueling. If the engine is cranked for 12 seconds the feature
allows the engine to fuel and start.
4.27.3 System Requirements: A system level FMEA must be done to confirm that the delay in starting does
not interfere with genset requirements.
4.27.5 Hardware Requirements: Oil pressure Switch (4065465) is required to be installed and connected to
the OEM harness. See AEB 44.02 on GCE for more information.
4.28 Centinel or Continuous Oil Recycling

4.28.1 Overview: The Centinel feature may be used by QSK38/50/60 applications to extend oil change
intervals. A small amount of engine crankcase oil is added to the diesel fuel supply and is burned in
normal combustion. New replacement oil is added, either from a makeup tank or is periodically topped
off. The resultant process allows the engine oil to be run up to 4000 hours before changing.
4.28.2 Operation: The engine ECM monitors fuel used and calculates an Oil Burn Rate. When required, the
ECM activates an Oil Burn Solenoid with a +24 VDC PWM driver. If a makeup tank is used then a
Remote Oil Level sensor may be installed to monitor the available oil in the makeup tank. If the
makeup oil runs out then the Oil Burn process will be stopped and a fault will be generated. The Oil
Burn Solenoid may also provide the new oil injection into the crankcase. Centinel kits may be ordered
with the engine as a Cummins option and must be installed by the OEM. See AEB 48.04 for more
information.
4.28.3 System Requirements: Centinel does not meet CARB standards and may not be used in some
regions.
4.28.5 Hardware Requirements: See AEB 48.04 for required hardware.
4.29 J1939 G-Drive Feature Multiplexing

4.29.1 Overview: The J1939 Multiplexing option allows customers to control the engine and G-Drive features
using SAE J1939 and proprietary J1939 messages. These messages take the place of physical
switches or analog signals to provide G-Drive feature functionality. This simplifies the genset wiring by
replacing discrete signal wires with a J1939 twisted wire pair. The Service Tool may be used to enable
or disable these multiplexed features.
4.29.2 Operation: In order to use the J1939 G-Drive Multiplexing option an engine calibration designated
“multiplexed” must be used. A non-multiplexed calibration may be converted using the service tool
trims.
4.29.3 The Genset controller must supply the proprietary J1939 pgns to avoid logging a fault code. Section 5
of this document provides detailed information on the G-Drive PGI Multiplexed PGNs. The following
table lists the messages that are required to be sent to the PGI engine.

AEB 15.74
Table 27. Required J1939 Messages for Multiplexed Genset Applications
Multiplexed Function PGN PGN Source Update Timeout Fault Code

Name Address Rate, Rate, (if not
mSec mSec broadcast)
Idle Increment Switch FEF1 CCVS DC 100 500 285
Idle Decrement Switch FEF1 CCVS DC 100 500 285
Diagnostic Switch FEF1 CCVS DC 100 500 285
EPF Shutdown FEF1 CCVS DC 100 500 285

Override Switch
Idle Rated Switch FF73 CCVS DC 100 500 426
Alternate Frequency FF73 CCVS DC 100 500 426

Switch
Speed Bias Signal FF69 EG DC 100 500 426
Gain Adjust Signal FF7E GAP DC 100 500 426
Frequency Adjust FF7E GAP DC 100 500 426

Signal
Speed Droop Adjust FF7E GAP DC 100 500 426
4.29.4 System Requirements: The Genset controller must provide the proprietary J1939 messages.
4.29.5 Tool Interactions: INSITE or INPower is required to trim features are needed.
4.30 Service Tool Trims of G-Drive Features

4.30.1 Overview: The G-Drive feature set may be trimmed with either INSITE or INPower electronic service
tools. Feature trimming allows the calibration to be set up for either a multiplexed or hardwired
interface. Individual features may be enabled or disabled.
4.30.2 Operation: Once the service tool is launched and connected, the user must select the Features and
Parameters section and select the parameters to be modified. Once the changes have made, a
command must be sent to the ECM to save the changes.
4.30.3 The following lists the available parameters for G-Drive trims:

AEB 15.74
Table 28. G-Drive PGI Service Tool Trim Parameters
Function Default Value Optional Value Comments

Dedicated Fault Lamps Disabled Enabled Overall Feature Enable
Engine Overspeed Lamp Enabled Disabled
Moderately High Engine Temp Enabled Disabled Coolant Temp Based,
Lamp Warning
Severely High Engine Temp Lamp Enabled Disabled Coolant Temp Based,
Shutdown
Moderately Low Oil Pressure Lamp Enabled Disabled
Severely Low Oil Pressure Lamp Enabled Disabled
Engine Coolant Level Sensor Installed Not Installed Disables Coolant Level
Faults and Shutdown
Engine Protection Shutdown Disabled Enabled Battleshort Function
Override Switch
Engine Warmup Protection Disabled Enabled Locks engine on low idle
if enabled
Rated Overspeed Protection 15% 5% to 15% Engine Protection
Shutdown
Lamp Latching Fault Acknowledge Disabled Enabled
Frequency Adjust Enabled Disabled
Frequency Adjust Type Tool Potentiometer Offset to Rated Speed
Frequency Adjust Offset 0 RPM -180 to 180 RPM
Alternate Frequency Type Primary Secondary or Switch Selects 50 Hz or 60 Hz
Based Operation
Droop Adjust Enable Enabled Disabled
Droop Adjust Select Tool Potentiometer
Droop Adjust Tool Value 0% 0% to 10%
Gain Adjust Enable Enabled Disabled
Gain Adjust Select Tool Potentiometer
Gain Adjust Tool Value 5 0 to 10
Idle Rated Control Enabled Disabled
Idle to Rated Ramp Time 0 seconds 0 to 30 seconds
Idle Rated Switch Logic Ground Equals Idle Ground Equals Rated
Rated to Idle Ramp Time 0 seconds 0 to 30 seconds
Speed Bias Enabled Disabled Should be disabled for
hardwired applications
unless paralleling.

AEB 15.74
Table 28. G-Drive PGI Service Tool Trim Parameters
Function Default Value Optional Value Comments

Alternate Frequency Multiplexing Enabled Disabled (Hardwired)
Droop Adjust Multiplexing Enabled Disabled (Hardwired)
Frequency Adjust Multiplexing Enabled Disabled (Hardwired)
Gain Adjust Multiplexing Enabled Disabled (Hardwired)
Idle Rated Multiplexing Enabled Disabled (Hardwired)
Speed Bias Multiplexing Enabled Disabled (Hardwired)

AEB 15.74
5.0 J1939 Multiplexing and Datalinks

5.1 Introduction
5.1.1 Overview: The engine ECM may be controlled and monitored with multiplexed messages using the
SAE J1939 Datalink. Nearly all hardwired functions may be executed with a multiplexed message.
This simplifies the harness and system design.
5.1.2 J1939 multiplexing consists of two major components; the physical datalink and the software protocol.
5.1.3 The J1939 Multiplexed Datalink consists of a backbone which is a two wire circuit terminated at each
end with 120 ohm resistors. The backbone harness may be up 40 meters in length. Multiplexing
control modules connect to the backbone via short 1 meter stubs. The network can have a maximum
of 30 node connections at a given time. Messages are sent at 250 kbaud and have a hardware based
arbitration scheme that provides a high speed robust multimodule network.
5.1.4 The QSB5/7 & QSL9 G-Drive engines require that the OEM provide the J1939 backbone harness.
Construction must follow SAE J1939/11.
5.1.5 The QST30 and QSK19/38/50/60 G-drive engines include a J1939 Backbone harness in the engine
harness. The OEM is required to remove the termination resistor and extend the backbone to their
equipment and terminate properly. Figure 20 of this document shows the location of the OEM J1939
connector.
5.1.6 The J1939 software protocol follows the SAE J1939 specification. This provides an industry wide
standard that is managed and published in the public domain. Section 8.0 of this document lists the
supporting documents provided by SAE establishing the standard protocol.
5.1.7 The J1939 specification is based on the original CAN protocol and extends this to a 29 bit message
identifier. Arbitration is achieved by a hardware/software protocol that allows the unit with the lowest
source address to control the bus. Each control module on the bus must have a unique source
address. The Engine ECM is always ‘00’ and the Genset controller must always be ‘DC’ hex.

AEB 15.74
Data & Fault

Display Unit
Shield Must
have a single
point
connection to
battery
ground
Genset
Engine ECM
Controller
Figure 20. J1939 “Backbone” Harness Required for Multiplexing

AEB 15.74
5.2 J1939 Multiplexing Hardware Requirements

5.2.1 Engine fault lamps which are directly connected to the lamp pins on the Engine/OEM interface
connector are required. If the OEM processes and displays engine fault information, a fault lamp
directly connected to the lamp pins on the Engine/OEM interface connector for the highest severity
fault level is required as a redundant fault notification system.
5.2.2 The J1939 (physical layer) datalink maximum bus length of 40 meters and the network can have a
maximum of 30 node connections at a given time.
5.2.3 The OEM must supply a J1939 service connection on engine when creating a backbone harness.
5.2.4 The maximum allowed distance of the diagnostic connector from the backbone is two-thirds of 1 meter
(0.67 meter). The remaining one-third of 1 meter (0.33 meter) is the maximum allowed distance
between the diagnostic connector and the interface circuitry of the tool that is connected to the
diagnostic connector.
5.2.5 The connection from the backbone to each node (electronic controller) is called a stub and it can be a
maximum of 1-meter.
5.2.6 J1939 interconnect contact pins must be gold-flashed.
5.3 J1939 Multiplexing Hardware Recommendations

5.3.1 To reduce the chance of electrical noise affecting the datalink, it is recommended that the wires not be
placed adjacent to circuits with extremely high current loads or switching currents. It is recommended
that the installer design flyback diodes on all relays to prevent system noise issues.
5.3.2 When developing a new device that will interact with our engine via the J1939 datalinks, it is strongly
recommended that you contact your application engineer.
5.4 J1939 Hardware Troubleshooting

5.4.1 Verify the installation of the termination resistors. The net resistance across the signal + and signal –
connections with the system powered off should be 60 ohms +/- 10 ohms. A common error is failure to
terminate properly or to use too many termination resistors.
5.4.2 Verify the length of the overall backbone and the length of each stub. Also check that stubs do not
connect to the backbone at the same junction.
5.4.3 Check the harness for shorts and opens and wiggle leads to verify continuity. J1939 conductors have
been known to break inside the connector sealing grommet and provide an intermittent connection.
5.4.4 Verify the termination of the shield wire with a single point low impedance connection back to battery
negative.

AEB 15.74
5.5 J1939 Cable and Connector Suppliers
J1939 compatible connectors and cabling are now available through many local and national
distributors. For application information and to locate distributors in your area, contact the
following companies:
5.5.1 Connectors
Deutsch Industrial Products Division
37140 Industrial Avenue
Hemet, CA 92543
Phone: (714)929-1200
Deutsch Distributor
Ladd Industrial Sales
1-800-223-1236
5.5.2 Cabling
Belden Wire and Cable Company Champlain Cable Corporation
2200 U.S. Highway 27 South 12 Hercules Drive
P.O. Box 1980 Colchester, Vermont 05446
Richmond, IN 47345 Phone: 1-800-451-5162
Phone: 800-235-3361 http://www.champcable.com/
Fax: (765)983-5737
http://www.belden.com/
BICC Brand-Rex Ltd. Waytec Inc.

Viewfiled Industrial Estate P.O. Box 690
Glenrothes Chanhassen, MN 55317
Fife Phone: 800-328-2724
KY6 2RS Fax: 800-858-0319
Scotland Local: 952-949-0765
Phone: +44 (0) 1592 772124 http://www.tycoelectronics.com/
Fax: +44 (0) 1592 775314 http://www.raychem.com/
http://www.brand-rex.co.uk/F1024fl3.htm

AEB 15.74
5.6 J1939 Message Protocol

5.6.1 Cummins G-Drive PGI engines use proprietary and public messages for engine control and for
conveying information. All messages follow the J1939 format but G-Drive proprietary messages use
reserved PGNs. The engine control software recognizes these proprietary and public PGNs and
executes specific control functions.
5.7 Cummins G-Drive PGI Multiplexed Control Messages

5.7.1 Cruise Control/Vehicle Speed – this PGN is required as indicated below for Low Idle
Increment/Decrement, Diagnostic Test Switch and EPF Shutdown Override. If the Genset controller
fails to broadcast this message then the engine ECM will log a 285 fault.
Table 29. J1939 PGI Message CCVS PGN FEF1
Transmission Repetition Rate: 100 mseconds

Data Length: 8 bytes
Extended Data Page: 0
Data Page 0
PDU Format: 254 (FE16)
PDU Specific: 241 (F116)
Default Priority: 6
Parameter Group Number: 65265 (FEF116)
Table 30. J1939 PGI Message CCVS Data Format
Start Position Length Parameter Name Data SPN

8.1 2 bits Idle Increment See 5.7.2 968
Switch
8.3 2 bits Idle Decrement See 5.7.2 967
Switch
8.5 2 bits Diagnostic Test See 5.7.2 966
Switch
8.7 2 bits EPF Shutdown See 5.7.2 1237
Override Switch
5.7.2 Multiplexed Switch Data Format

00 = OFF
01 = ON
10 = Error
11 = N/A

AEB 15.74
5.7.3 J1939 PGI CCVS Sample Message

Idle Increment Command 00= off, 01= on, 10= error, 11= N/A
PGN FEF1, byte 8, bits 2 & 1 => xxxx xxnn => xxxx xx00 (off) & xxxx xx01 (on)
Idle Decrement Command 00= off, 01= on, 10= error, 11= N/A
PGN FEF1, byte 8, bits 4 & 3 => xxxx nnxx => xxxx 00xx (off) & xxxx 01xx (on)
Diagnostic Switch Command 00= off, 01= on, 10= error, 11= N/A
PGN FEF1, byte 8, bits 6 & 5 => xxnn xxxx => xx00 xxxx (off) & xx01 xxxx (on)
Engine Protection Shutdown Override Command 00= off, 01= on, 10= error, 11= N/A
PGN FEF1, byte 8, bits 8 & 7 => nnxx xxxx => 00xx xxxx (off) & 01xx xxxx (on)
default = 00h
04FEF1DC 8 FF FF FF FF FF FF FF 00 commands all of these switches OFF
5.7.4 Genset Control Parameters – this PGN is required as indicated below for multiplexing the Idle Rated
Switch and the Alternate Frequency Switch. If the Genset controller fails to broadcast this message
then the engine ECM will log a 426 fault.
Table 31. J1939 PGI Message GCP PGN FF73

Data Page 0
PDU Format: 255 (FF16)
PDU Specific: 115 (7316)
Default Priority: 1
Parameter Group Number: 65395 (FF7316)
Table 32. J1939 PGI Message GCP Data Format

1.7 2 bits Idle/Rated Switch 00 = OFF n/a
01 = ON
10 = Error
11 = N/A
2.6 3 bits Frequency 000 = 50 Hz
Selection 001 = 50 Hz
010 = 400 Hz
110 = error

AEB 15.74
5.7.5 J1939 PGI GCP Sample Message
Idle/Rated Command 00= Rated, 01= Idle

PGN FF73, byte 1, bits 8, 7 => bbxx xxxx => 00xx xxxx (rated) & 01xx xxxx (idle) => convert to hex => 00h &
40h
Alt Frequency Command 000= 50Hz, 001= 60Hz, 010= 400Hz

PGN FF73, byte 2, bits 8, 7, 6 => cccx xxxx => 000x xxxx (50Hz) & 001x xx (60Hz) & 010x xxxx (400Hz) =>
convert to hex => 00h, 20h & 40h
Bytes 1 & 2: “bbaa 0000 ccc0 0000 “

^^ ^^ ^^^
| | |_________ 001 = 60HZ, 000 = 50hz
| |________________ 01 = run & 00 = stop
|__________________ 00 rated & 01 = idle
04FF73DC 8 10 00 FF FF FF FF FF FF ==> run command, rated speed & 50 Hz

04FF73DC 8 50 00 FF FF FF FF FF FF ==> run command, idle speed & 50 Hz
04FF73DC 8 10 20 FF FF FF FF FF FF ==> run command, rated speed & 60 Hz
04FF73DC 8 50 20 FF FF FF FF FF FF ==> run command, idle speed & 60 Hz
5.7.6 Engine Governing – this PGN is required as indicated below for multiplexing the Speed Bias value. If
the Genset controller fails to broadcast this message then the engine ECM will log a 426 fault.
Table 33. J1939 PGI Message EG PGN FF69

Data Page 0
PDU Specific: 105 (6916)
Default Priority: 1
Parameter Group Number: 65385 (FF6916)
Table 34. J1939 PGI Message EG Data Format

1, 2 2 bytes Speed Bias -128 to +127.9 % of n/a
Rated Speed
Resolution = 1/256
% per bit

AEB 15.74
5.7.7 J1939 PGI EG Sample Message
Speed Bias Command 1 bit = 1/256 %, span is -128 to +127.996 % of base rated speed
PGN FF69, byte 2 & 1
% offset = (n/256) - 128 :: decimal
% offset = 0% = (n/256) - 128 => n = 32768d = 8000h then it's byte swapped to 00 80h
% offset = 4% = (n/256) - 128 => n = 31744d = 7C00h then it's byte swapped to 00 7Ch
04FF69DC 8 00 80 FF FF FF FF FF FF yields 0% offset

04FF69DC 8 00 7C FF FF FF FF FF FF yields 4% offset
5.7.8 Governing Adjustment Parameters – this PGN is required as indicated below for multiplexing the
Speed Droop, Frequency Adjust and Gain Adjust values. If the Genset controller fails to broadcast this
message then the engine ECM will log a 426 fault.
Table 35. J1939 PGI Message GAP PGN FF7E

Data Page 0
PDU Specific: 126 (7E16)
Default Priority: 4
Parameter Group Number: 65406 (FF7E16)
Table 36. J1939 PGI Message GAP Data Format

1, 2 2 bytes Speed Droop 0 to 63.9 % of n/a
Rated Speed
Resolution = 1/1024
% per bit
5, 6 2 bytes Frequency -8 to 7.9 % of Rated n/a
Adjustment Frequency
Resolution = 1/4096
% per bit
7, 8 2 bytes Speed Droop 0 to 15.9 Unitless n/a
Gain Index Value
Resolution = 1/4096
per bit

AEB 15.74
5.7.9 J1939 PGI GAP Sample Message
Speed Droop Command 1 bit = 1/1024 %, span is 0 to 63.999 %

PGN FF7E, byte 2 & 1
% droop = n/1024 ::decimal
% droop = 3% = n/1024 => n = 3*1024 = 3072d ==> 0C00h byte swapped yields 00 0Ch
Frequency Adjust Command 1 bit = 1/4096 %Hz, span is -8 to 7.99975 %Hz

%Hz = (n/4096) - 8 ::decimal
%Hz = 0% = n/4096 - 8 => n = 8*4096 = 32768d ==> 8000h byte swapped yields 00 80h
%Hz = -4% = n/4096 - 8 => n = 4*4096 = 16384d ==> 4000h byte swapped yields 00 40h
%Hz = 4% = n/4096 - 8 => n = 4*4096 = 49152d ==> C000h byte swapped yields 00 C0h
Governor Gain Command 1 bit = 1/4096 %, span is 0 to 15.99975 % (actually 0 to 10)

Gain Index = n/4096 ::decimal
Gain Index = 3 = n/4096 => n = 3*4096 = 12288d ==> 3000h byte swapped yields 00 30h
04FF7EDC 8 00 00 FF FF 00 80 00 30 yields 0% droop, 0% Frequency Adjust & Gain

Index of 3

AEB 15.74
6.0 SAE J1939 Messages Supported on G-Drive PGI Engines

Messages in Bold Text Represent Default Engine Broadcast Parameters
PGN16 PGN10 Parameter Group Parameter Name Pos Lng Engine Update J1939
I/O Rate Std
00D300 54016 Calibration Calibration 1 4 TX On -73

Information (DM19)- Verification Number bytes request
00D300 54016 Calibration Calibration ID 5 16 TX On -73

Information (DM19)- bytes request
00DE00 56832 Reset Trip group 1 1.1 2 bits RX On -71

request
00DE00 56832 Reset Trip group 2 – 1.3 2 bits RX On -71

Proprietary request
00DE00 56832 Reset Engine build hours 3.1 2 bits RX On -71

reset request
00DF00 57088 Stop/Start Broadcast J1939 Network #1, 1.1 2 bits RX On -73
(DM13) Primary vehicle request
network
00DF00 57088 Stop/Start Broadcast J1587 1.5 2 bits RX On -73
(DM13) request
00DF00 57088 Stop/Start Broadcast Current Data Link 1.7 2 bits RX On -73
(DM13) request
00DF00 57088 Stop/Start Broadcast J1939 Network #2 2.7 2 bits RX On -73

(DM13) request
00DF00 57088 Stop/Start Broadcast SAE J1939 Network 3.7 2 bits RX On -73
(DM13) #3 request
00DF00 57088 Stop/Start Broadcast Hold Signal 4.5 4 bits RX On -73

(DM13) request
00E000 57344 Cab Message #1 Requested percent 1 1 byte RX/TX On -71

fan speed request
00E800 59392 Acknowledge Control byte 1 1 byte TX On -21

request
00E800 59392 Acknowledge Parameter Group 6 3 TX On -21

Number of requested bytes request
information
00EA00 59904 Request PGN Parameter Group 1 3 RX On -21
Number being bytes request
requested
00EA00 59904 Request PGN Parameter Group 1 3 TX On -21
Number being bytes request
requested
00EB00 60160 Transport Protocol – Sequence Number 1 1 byte RX/TX On -21
Data Transfer request
00EB00 60160 Transport Protocol – Packetized Data 2 7 RX/TX On -21

Data Transfer bytes request

AEB 15.74
I/O Rate Std
00EC00 60416 Transport Protocol – Control byte 1 1 byte RX/TX On -21

Connection request
Management
00EC00 60416 Transport Protocol – Total message size 2 2 RX/TX On -21
Connection bytes request
Management
00EC00 60416 Transport Protocol – Total number of 4 1 byte RX/TX On -21
Connection packets request
Management
00EC00 60416 Transport Protocol – Maximum Number of 5 1 byte RX/TX On -21
Connection Packets that can be request
Management sent in response to
one CTS
00EC00 60416 Transport Protocol – Parameter Group 6 3 RX/TX On -21
Connection Number of the bytes request
Management packeted message
00EE00 60928 Address Claimed Name 1 8 RX/TX On -81
bytes request
00F001 61441 Electronic Brake Accelerator interlock 4.1 2 bits RX/TX 0.1 s -71
Controller #1 switch
00F001 61441 Electronic Brake Engine derate switch 4.3 2 bits RX/TX 0.1 s -71
Controller #1
00F001 61441 Electronic Brake Auxiliary engine 4.5 2 bits RX/TX 0.1 s -71
Controller #1 shutdown switch
00F001 61441 Electronic Brake Remote accelerator 4.7 2 bits RX/TX 0.1 s -71
Controller #1 enable switch
00F001 61441 Electronic Brake Engine retarder 5 1 byte RX/TX 0.1 s -71
Controller #1 selection
00F002 61442 Electronic Torque converter 1.3 2 bits RX 0.01 s -71

Transmission lockup engaged
Controller #1
00F002 61442 Electronic Output shaft speed 2 2 RX 0.01 s -71
Transmission bytes
Controller #1
00F002 61442 Electronic Momentary engine 5.1 2 bits RX 0.01 s -71
Transmission overspeed enable
Controller #1
00F003 61443 Electronic Engine Percent load at 3 1 byte TX 0.05 s -71
Controller #2 current speed
00F004 61444 Electronic Engine Engine torque 1.1 4 bits TX 0.02 s -71
Controller #1 mode
00F004 61444 Electronic Engine Driver’s demand 2 1 byte TX 0.02 s -71

Controller #1 engine - percent
torque
00F004 61444 Electronic Engine Actual engine - 3 1 byte TX 0.02 s -71
Controller #1 percent torque
00F004 61444 Electronic Engine Engine speed 4 2 TX 0.02 s -71

Controller #1 bytes

AEB 15.74
I/O Rate Std
00F004 61444 Electronic Engine Source address of 6 1 byte TX 0.02 s -71

Controller #1 controlling device
00F004 61444 Electronic Engine Engine Demand - 8 1 byte TX 0.02 s -71

Controller #1 Percent Torque
00FE6A 65130 Engine Fuel/Lube Engine oil level 1 1 byte TX 0.5 s -71
Systems remote reservoir
00FE6A 65130 Engine Fuel/Lube Fuel supply pump 2 1 byte TX 0.5 s -71
Systems inlet pressure
00FE92 65170 Engine Information Pre-filter oil pressure 1 1 byte TX On -71

request
00FE92 65170 Engine Information Instantaneous 7 2 TX On -71
estimated brake bytes request
power
00FEA4 65188 Engine Engine ECU 3 2 TX 1.0 s -71
Temperature #2 Temperature bytes
00FEA5 65189 Intake Manifold Intake manifold 2 1 1 byte TX 1.0 s -71
Information #2 temperature
00FEA6 65190 Intake Manifold Turbocharger 1 1 2 TX 1.0 s -71
Information #1 Boost Pressure bytes
00FEA6 65190 Intake Manifold Turbocharger 2 3 2 TX 1.0 s -71
Information #1 Boost Pressure bytes
00FEB1 65201 ECU History Total ECU run time 5 4 TX On -71
bytes request
00FEBD 65213 Fan Drive Estimated percent 1 1 byte TX On -71
fan speed request
00FEBD 65213 Fan Drive Fan drive state 2.1 4 bits TX On -71
request
00FEBD 65213 Fan Drive Fan Speed 3 2 TX On -71
bytes request
00FEBE 65214 Electronic Engine Rated engine power 1 2 TX On -71
Controller #4 bytes request
00FEBE 65214 Electronic Engine Rated engine speed 3 2 TX On -71
Controller #4 bytes request
00FECA 65226 Active Diagnostic Protect Lamp 1.1 2 bits TX 1.0 s -73
Trouble Codes Status
(DM1)
00FECA 65226 Active Diagnostic Amber Warning 1.3 2 bits TX 1.0 s -73
Trouble Codes Lamp Status
(DM1)
00FECA 65226 Active Diagnostic Red Stop Lamp 1.5 2 bits TX 1.0 s -73
(DM1)
00FECA 65226 Active Diagnostic Malfunction 1.7 2 bits TX 1.0 s -73
Trouble Codes Indicator Lamp
(DM1) Status
00FECA 65226 Active Diagnostic Flash Protect Lamp 2.1 2 bits TX 1.0 s -73
(DM1)

AEB 15.74
I/O Rate Std
00FECA 65226 Active Diagnostic Flash Amber 2.3 2 bits TX 1.0 s -73
Trouble Codes Warning Lamp
(DM1) Status
00FECA 65226 Active Diagnostic Flash Red Stop 2.5 2 bits TX 1.0 s -73
Trouble Codes Lamp Status
(DM1)
00FECA 65226 Active Diagnostic Flash Malfunction 2.7 2 bits TX 1.0 s -73
Trouble Codes Indicator Lamp
(DM1) Status
00FECA 65226 Active Diagnostic SPN 3 19 TX 1.0 s -73
Trouble Codes bits
(DM1)
00FECA 65226 Active Diagnostic FMI 5.1 5 bits TX 1.0 s -73
Trouble Codes
(DM1)
00FECA 65226 Active Diagnostic Occurrence Count 6.1 7 bits TX 1.0 s -73
Trouble Codes
(DM1)
00FECA 65226 Active Diagnostic SPN Conversion 6.8 1 bit TX 1.0 s -73
Trouble Codes Method
(DM1)
00FECB 65227 Previously Active Protect Lamp Status 1.1 2 bits TX On -73
Diagnostic Trouble request
Codes (DM2)
00FECB 65227 Previously Active Amber Warning 1.3 2 bits TX On -73
Diagnostic Trouble Lamp Status request
Codes (DM2)
00FECB 65227 Previously Active Red Stop Lamp 1.5 2 bits TX On -73
Diagnostic Trouble Status request
Codes (DM2)
00FECB 65227 Previously Active Malfunction Indicator 1.7 2 bits TX On -73
Diagnostic Trouble Lamp Status request
Codes (DM2)
00FECB 65227 Previously Active SPN 3 19 bits TX On -73
Codes (DM2)
00FECB 65227 Previously Active FMI 5.1 5 bits TX On -73
Codes (DM2)
00FECB 65227 Previously Active Occurrence Count 6.1 7 bits TX On -73
Codes (DM2)
00FECB 65227 Previously Active SPN Conversion 6.8 1 bit TX On -73
Diagnostic Trouble Method request
Codes (DM2)
00FECD 65229 Freeze Frame Freeze Frame 1 1 byte TX On -73
Parameters (DM4) Length request
00FECD 65229 Freeze Frame SPN 2 19 bits TX On -73
Parameters (DM4) request
00FECD 65229 Freeze Frame FMI 4.1 5 bits TX On -73
00FECD 65229 Freeze Frame Occurrence Count 5.1 7 bits TX On -73
00FECD 65229 Freeze Frame SPN Conversion 5.8 1 bit TX On -73
Parameters (DM4) Method request
00FECD 65229 Freeze Frame Engine Torque Mode 6 1 byte TX On -73

AEB 15.74
I/O Rate Std
00FECD 65229 Freeze Frame Boost 7 1 byte TX On -73

00FECD 65229 Freeze Frame Engine Speed 8 2 TX On -73
Parameters (DM4) bytes request
00FECD 65229 Freeze Frame Engine % Load 10 1 byte TX On -73
00FECD 65229 Freeze Frame Engine coolant 11 1 byte TX On -73
Parameters (DM4) temperature request
00FECD 65229 Freeze Frame Vehicle Speed 12 2 TX On -73
Parameters (DM4) bytes request
00FECD 65229 Freeze Frame Manufacturer 13 N/A TX On -73
Parameters (DM4) Specific information request
00FECE 65230 Diagnostic readiness Active Trouble 1 1 byte TX On -73
(DM5) Codes request
00FECE 65230 Diagnostic readiness Previously Active 2 1 byte TX On -73
(DM5) Diagnostic Trouble request
Codes
00FECE 65230 Diagnostic readiness OBD Compliance 3 1 byte TX On -73
(DM5) request
00FECE 65230 Diagnostic readiness Continuously 4 1 byte TX On -73
(DM5) Monitored Systems request
Support/Status
00FECE 65230 Diagnostic readiness Non-continuously 5 2 TX On -73
(DM5) Monitored Systems bytes request
Support
00FECE 65230 Diagnostic readiness Non-continuously 7 2 TX On -73
(DM5) Monitored Systems bytes request
Status
00FEDA 65242 Software Number of software 1 1 byte RX On -71
Identification identification fields request
00FEDA 65242 Software Software Version 2 6 RX On -71
Identification bytes request
00FEDA 65242 Software Delimiter 8 1 byte RX On -71
Identification request
00FEDA 65242 Software Number of software 1 1 byte TX On -71
Identification identification fields request
00FEDA 65242 Software Module Part Number 2 8 TX On -71
00FEDA 65242 Software Delimiter 10 1 byte TX On -71
00FEDA 65242 Software Module Serial 11 8 TX On -71
Identification Number bytes request
00FEDA 65242 Software Software Date 20 12 TX On -71
Identification Stamp bytes request
00FEDA 65242 Software Application Phase 33 8 TX On -71
Identification Designation bytes request
00FEDA 65242 Software Module Identification 42 2 TX On -71

AEB 15.74
I/O Rate Std

00FEDA 65242 Software Application 45 3 TX On -71
Identification Identification bytes request
00FEDB 65243 Engine Fluid Injector metering 3 2 TX 0.5 s -71
Level/Pressure #2 rail 1 pressure bytes
00FEDC 65244 Idle Operation Total idle fuel used 1 4 TX On -71
bytes request
00FEDC 65244 Idle Operation Total idle hours 5 4 TX On -71
bytes request
00FEDD 65245 Turbocharger Turbocharger 1 2 2 TX 1.0 s -71
Speed bytes
00FEDF 65247 Electronic Engine Nominal friction - 1 1 byte TX 0.25 s -71
Controller #3 percent torque
00FEDF 65247 Electronic Engine Engine's desired 2 2 TX 0.25 s -71
Controller #3 operating speed bytes
00FEDF 65247 Electronic Engine Engine's operating 4 1 byte TX 0.25 s -71
Controller #3 speed asymmetry
adjustment
00FEE5 65253 Engine Hours, Total engine hours 1 4 TX On -71
Revolutions bytes Request
00FEE5 65253 Engine Hours, Total engine 5 4 TX On -71
Revolutions revolutions bytes Request
00FEE6 65254 Time/Date Seconds 1 1 byte TX On -71
Request
00FEE6 65254 Time/Date Minutes 2 1 byte TX On -71
Request
00FEE6 65254 Time/Date Hours 3 1 byte TX On -71
Request
00FEE6 65254 Time/Date Month 4 1 byte TX On -71
Request
00FEE6 65254 Time/Date Day 5 1 byte TX On -71
Request
00FEE6 65254 Time/Date Year 6 1 byte TX On -71
Request
00FEE9 65257 Fuel Consumption Trip fuel 1 4 TX On -71
bytes Request
00FEE9 65257 Fuel Consumption Total fuel used 5 4 TX On -71
bytes Request
00FEEB 65259 Component Make 1 5 TX On -71
Identification bytes Request
00FEEB 65259 Component Delimeter 6 1 byte TX On -71
Identification Request
00FEEB 65259 Component Model 7 17 TX On -71
00FEEB 65259 Component Delimeter 24 1 byte TX On -71
00FEEB 65259 Component Serial number 25 8 TX On -71
00FEEB 65259 Component Delimiter 33 1 byte TX On -71
00FEEB 65259 Component Unit number 34 10 TX On -71

AEB 15.74
I/O Rate Std
00FEEB 65259 Component Delimiter 35 1 byte TX On -71

00FEEC 65260 Vehicle Identification Vehicle Identification 1 20 TX On -71
Number bytes Request
00FEEC #NAME Vehicle Identification Delimiter 21 1 byte TX On -71
? Request
00FEEE 65262 Engine Temperature Engine coolant 1 1 byte TX 1.0 s -71
temperature
00FEEE 65262 Engine Temperature Fuel temperature 2 1 byte TX 1.0 s -71
00FEEE 65262 Engine Temperature Engine oil 3 2 TX 1.0 s -71
temperature 1 bytes
00FEEF 65263 Engine Fluid Fuel delivery 1 1 byte TX 0.5 s -71
Level/Pressure #1 pressure
00FEEF 65263 Engine Fluid Engine oil pressure 4 1 byte TX 0.5 s -71
Level/Pressure #1
00FEEF 65263 Engine Fluid Crankcase 5 2 TX 0.5 s -71
Level/Pressure #1 pressure bytes
00FEEF 65263 Engine Fluid Coolant pressure 7 1 byte TX 0.5 s -71
Level/Pressure #1
00FEEF 65263 Engine Fluid Coolant level 8 1 byte TX 0.5 s -71
Level/Pressure #1
00FEF2 65266 Fuel Economy Instantaneous fuel 3 2 TX 0.1 s -71
economy bytes
00FEF2 65266 Fuel Economy Average fuel 5 2 TX 0.1 s -71
economy bytes
00FEF5 65269 Ambient Barometric 1 1 byte TX 1.0 s -71
Conditions pressure
00FEF6 65270 Inlet/Exhaust Boost pressure 2 1 byte TX 0.5 s -71
Conditions
00FEF6 65270 Inlet/Exhaust Intake manifold 3 1 byte TX 0.5 s -71
Conditions temperature
00FEF6 65270 Inlet/Exhaust Exhaust gas 6 2 TX 0.5 s -71
Conditions temperature bytes
00FEF7 65271 Vehicle Electrical Electrical potential 5 2 TX 1.0 s -71
Power (voltage) bytes
00FEFC 65276 Dash Display Engine oil filter 4 1 byte TX 1.0 s -71
differential pressure
00FEFF 65279 Water In Fuel Water in fuel 1.1 2 bits TX 10.0 s -71
indicator
00FFFF 65535 BAM Datalogger Various 1 Variou TX As -21
s required
00FF08 65288 HHP Message Post-Oil Filter 1 2 TX 0.1 s -21
Pressure bytes
00FED9 65241 Auxiliary Discrete I/O Auxiliary I/O #1 1.7 2 bits RX 0.1 s -71
Status
00FEF1 65265 Cruise Idle increment switch 8.1 2 bits RX 0.1 s -71
Control/Vehicle
Speed
00FEF1 65265 Cruise Idle decrement 8.3 2 bits RX 0.1 s -71
Control/Vehicle switch
Speed
00FEF1 65265 Cruise Engine test mode 8.5 2 bits RX 0.1 s -71
Control/Vehicle switch
Speed

AEB 15.74
I/O Rate Std
00FEF1 65265 Cruise Engine shutdown 8.7 2 bits RX 0.1 s -71

Control/Vehicle override switch
Speed
6.1 Cummins Specific Information for PGNs
6.1.1 PGN 65226 Active Diagnostic Trouble Codes (DM1)

Use SPN conversion method 4. Note: Although the parameter for coolant level is not
supported in PGN 65263, a diagnostic trouble code is provided to indicate when
coolant level switches reach certain thresholds. For J1939, SPN 111 and FMI 18 are
used to indicate a moderately severe low coolant level. Data for the malfunction
indicator lamp is being sent in this message even though the product is not regulated
by OBD. Therefore, the data sent does not indicate whether the malfunction is
emissions related or not. Cummins does not recommend the use of this parameter at
this time.
6.1.2 PGN 65227 Previously Active Diagnostic Trouble Codes (DM2)
Use SPN conversion method 4.
6.1.3 PGN 65242 Software Identification
Bytes Data Sent
Number of software ID fields 1 byte 6
ECM Part Number 8 bytes Note 1 below
Asterisk (*) 1 byte *
ECM Serial Number 8 bytes Note 1 below
Software Data Date Stamp 12 bytes Note 1 below
Calibration Version Number 8 bytes Note 1 below
ECM Identifier 2 bytes DH (CM850)
Product ID 3 bytes Note 1 below
Note 1: ASCII values identified by Cummins at time of manufacture.
6.1.4 PGN 65247 Electronic Engine Controller (EEC3)

Parameter 2 Engine’s desired operating speed and Parameter 3 Engine’s operating speed
asymmetry adjust are calibration values and are set at the time of manufacture rather than
dynamically calculated based on engine speed and engine load information.
Cummins sets the parameter Estimated Engine Parasitic Losses Percent Torque to
the value 00FF16. However, it is planned, though not implemented, to have Cummins’
nominal friction percent torque include losses attributed to all parasitics including the
engine coolant fan.

AEB 15.74
6.1.5 PGN 65259 Component Identification

Data length Transport layer is used to transfer 44 bytes; the following parameters are
mapped to this message. Each parameter is followed by an ASCII asterisk (*). That is,
the Engine Make is the first element of this message and the asterisk following Unit
Number is the last.
Data Sent
Engine Make 5 bytes CMMNS
Engine Model 17 bytes See Appendix C
Engine SN 8 bytes See Appendix C
Unit Number 10 bytes Note 1 below
Note 1: ASCII values need to be provided by the vehicle OEM at time of manufacture.
6.1.6 PGN 65263 Engine Oil Pressure

Data length 1 character
When a pressure switch is used, the broadcast oil pressure will be either 0 psi or about
55 psi (at sea level.) The altitude at which the vehicle is operating affects the
conversion from absolute pressure to gage pressure. Only the non-zero value is
affected by the altitude.
When a pressure sensor is used, the data sent on the network will reflect the sensor
reading. Currently, QSC and QSL engines use an oil pressure sensor, and QSB
engines use an oil pressure switch.
6.2 J1939 FMIs and Descriptions
FMI=0 Data valid but above normal operational range—(applies to J1939)

The signal communicating information is within a range that is defined acceptable and valid, but
the real world condition is above what would be considered normal by the predefined limits for
that particular measure of the real world condition (Region “e” of signal range definition).
Broadcast of data values is continued as normal.
FMI=1 Data valid but below normal operational range—(applies to J1939)
The signal communicating information is within a defined acceptable and valid range, but the real
world condition is below what would be considered normal by the predefined limits for that
particular measure of the real world condition (Region “d” of signal range definition). Broadcast
of data values is continued as normal.

AEB 15.74
FMI=2 Data erratic, intermittent or incorrect—(applies to J1939)

Erratic or intermittent data includes all measurements that change at a rate that is not considered
possible in the real world condition and must be caused by improper operation of the measuring
device or its connection to the ECM.
Incorrect data includes any data not received and any data that is exclusive of the situations
covered by FMIs 3, 4, 5, and 6 below. Data may also be considered incorrect if it is inconsistent
with other information collected or known about the system.
 For J1939, broadcast of data value is substituted with “error indicator” value
FMI=3 Voltage above normal or shorted to high source—(applies to J1939)

a. A voltage signal, data or otherwise, is above the predefined limits that bound the range
(Region “g” of the signal range definition).
b. Any signal external to an engine control module whose voltage remains at a high level when
the ECM commands it to low.
FMI=4 Voltage below normal or shorted to low source—(applies to J1939)

a. A voltage signal, data or otherwise, is below the predefined limits that bound the range
(Region “f” of the signal range definition).
b. Any signal external to an engine control module whose voltage remains at a low level when the ECM
commands it to high.
FMI=5 Current below normal or open circuit—(applies to both J1939 and J1587)
a. A current signal, data or otherwise, is below the predefined limits that bound the range (Region “f” of the
signal range definition).
b. Any signal external to an engine control module whose current remains off when the ECM commands it on.
FMI=6 Current above normal or grounded circuit—(applies to both J1939 and J1587)
a. A current signal, data or otherwise, is above the predefined limits that bound the range (Region “g” of the
signal range definition).
b. Any signal external to an engine control module whose current remains on when ECM commands it off.
FMI=7 Mechanical system not responding or out of adjustment—(applies to J1939)

Any fault that is detected as the result of an improper mechanical adjustment, an improper
response or action of a mechanical system that, with a reasonable confidence level, is not
caused by an electronic or electrical system failure. This type of fault may or may not be directly
associated with the value of general broadcast information.

AEB 15.74
FMI=8 Abnormal frequency or pulse width or period—(applies to J1939)

To be considered in cases of FMIs 4 and 5. Any frequency or PWM signal that is outside the predefined limits
which bound the signal range for frequency or duty cycle (outside Region “b” or the signal definition). Also, if
the signal is an ECM output, any signal whose frequency or duty cycle is Not consistent with the signal which is
emitted.
For J1939, broadcast of data value is substituted with “error indicator” value
FMI=9 Abnormal update rate—(applies to J1939)

Any failure that is detected when receipt of data via the datalink bus, or as input from a smart
actuator or smart sensor, is not at the update rate expected or required by the ECM (outside
Region “c” of the signal range definition). Any error that causes the controller to Not send
information at the rate as required by the system. This type of fault may or may not be directly
FMI=10 Abnormal rate of change—(applies to J1939)
Any data, exclusive of the abnormalities covered by FMI 2, that is considered valid but whose
data is changing at a rate that is outside the predefined limits that bound the rate of change for a
properly functioning system (outside Region “c” of the signal range definition). Broadcast of data
values continued as normal.
FMI=11 Root cause not known—(applies to J1939)
It has been detected that a failure has occurred in a particular subsystem but the exact nature of the fault is not
known.
FMI=12 Bad intelligent device or component—(applies to J1939)

Inconsistency of data indicates that a device with some internal intelligence, such as a controller,
ECM, smart sensor or smart actuator, is not properly functioning. This data may be internal to a
module or external from a datalink message or from various system responses. For J1939,
broadcast of data value is substituted with “error indicator” value.
FMI=13 Out of calibration—(applies to J1939)
A failure that can be identified to be the result of, not being properly calibrated. This may be the
case for a subsystem that can identify that the calibration attempting to be used by the controller
is out of date. Or it may be the case that the mechanical subsystem is determined to be out of
calibration.
This failure mode does not relate to the signal range definition, as do many of the FMIs.
FMI=14 Special instructions—(applies to J1939)
SPNs 611 to 615 (for J1939) are defined as “System Diagnostics Codes” and are used to identify
failures that cannot be tied to a specific field replaceable component. Specific subsystem fault
isolation is the goal of any diagnostic system, but for various reasons this cannot always be
accomplished. These SPNs or SIDs allow the manufacturer some flexibility to communicate non-
“specific component” diagnostic information. Since for J1939 SPNs 611-615 use the standard
SPN/FMI format, it allows the use of standard diagnostics tools, electronic dashboards, satellite
systems and other advanced devices that scan Parameter Groups containing the SPN/FMI
formats (for J1939) and devices that scan for PID 194. Because manufacturer-defined codes are
not desirable in terms of standardization, the use of these codes should only occur when
diagnostic information cannot be communicated as a specific component and failure mode.

AEB 15.74
Possible reasons for using a System Diagnostic Code include:

1. Cost of specific component fault isolation is not justified, or
2. New concepts in total vehicle diagnostics are being developed, or
3. New diagnostic strategies that are not component specific are being developed.
Due to the fact that the SPNs 611-615 (for J1939) are manufacturer defined and not component
specific, FMIs 0-13, and 15-31 have little meaning for J1939. Additionally, only FMIs 0-15 are not
available for J1939. Therefore, FMI 14, “Special Instructions,” is usually used. The goal is to refer
the service personnel to the manufacturer’s troubleshooting manual for more information on the
particular diagnostic code. This failure mode does not relate to the signal range definition as do
many of the FMIs. This type of fault may or may not be directly associated with the value of the
general broadcast information.
FMI=15 Data valid but above normal operating range - least severe level— (applies only to J1939)
world condition is above what would be considered normal as determined by the predefined least
severe level limits for that particular measure of the real world condition (Region “i” of signal
range definition). Broadcast of data values is continued as normal.
FMI=16 Data valid but above normal operating range - moderately severe level—(applies only to J1939)
The signal communicating information is within a defined acceptable and valid range, but the real world
condition is above what would be considered normal as determined by the predefined moderately severe level
limits for that particular measure of the real world condition (Region “k” of signal range definition). Broadcast of
data values is continued as normal.
FMI=17 Data valid but below normal operating range - least severe level—(applies only to J1939)
world condition is below what would be considered normal as determined by the predefined
moderately severe level limits for that particular measure of the real world condition (Region “j”
of signal range definition). Broadcast of data values is continued as normal.
FMI=18 Data valid but below normal operating range - moderately severe level—(applies only to J1939)
world condition is below what would be considered normal as determined by the predefined
moderately severe level limits for that particular measure of the real world condition (Region “j”
of signal range definition). Broadcast of data values is continued as normal.
FMI=19 Received network data in error—(applies only to J1939)
Any failure that is detected when the data received via the network is found substituted with the
“error indicator” value (e.g. FE 16, see J1939-71). This type of failure is associated with received
network data. the component used to measure the real world signal is wired directly to the ECM
sourcing the data to the network and not to the ECM receiving the data via the network. This FMI
is applicable to Regions “f” and “g” of the signal range definition. This type of fault may or may
not be directly associated with the value of general broadcast information.
FMI=20-30 Reserved for assignment by the SAE J1939 Subcommittee—(applies only to J1939)
 Applies ONLY to J1939

AEB 15.74
FMI=31 Not available or condition exists—(applies only to J1939)

Used to indicate that the FMI is not available or that the condition, that is identified by the SPN
exists. When no applicable FMI exists for the reported SPN, FMI 31 can be used. Also, in cases
where the reported SPN name has the failure information in it, FMI 31 can be used to indicate
that the condition reported by the SPN exists. This type of fault may or may not be directly

AEB 15.74
7.0 SAE Diagnostic Trouble Codes and Cummins Fault Codes

for G-Drive PGI Engines
Lamp
RED=Shutdown
Cummins
Fault AMBER=Warning
Code SPN FMI Fault Description MAINT=
Engine Magnetic Speed/Position Lost Both of Two

115 612 2 Signals - Data Erratic, Intermittent, or Incorrect RED
Intake Manifold 1 Pressure Sensor Circuit - Voltage

122 102 3 Above Normal, or Shorted to High Source AMBER

123 102 4 Below Normal, or Shorted to Low Source AMBER
Engine Oil Rifle Pressure 1 Sensor Circuit - Voltage

Engine Oil Rifle Pressure 1 Sensor Circuit - Voltage

Engine Oil Rifle Pressure - Data Valid but Below Normal

143 100 18 Operational Range - Moderately Severe Level AMBER
Engine Coolant Temperature 1 Sensor Circuit - Voltage

Engine Coolant Temperature 1 Sensor Circuit - Voltage

Engine Coolant Temperature - Data Valid but Above

146 110 16 Normal Operational Range - Moderately Severe Level AMBER

151 110 0 Normal Operational Range - Most Severe Level RED
Intake Manifold 1 Temperature Sensor Circuit - Voltage


Intake Manifold 1 Temperature - Data Valid but Above




AEB 15.74
Lamp
RED=Shutdown
Cummins
Fault AMBER=Warning







Sensor Supply 2 Circuit - Voltage Below Normal, or

187 3510 4 Shorted to Low Source AMBER
Coolant Level Sensor 1 Circuit - Voltage Above Normal,

195 111 3 or Shorted to High Source AMBER
Coolant Level Sensor 1 Circuit - Voltage Below Normal,

196 111 4 or Shorted to Low Source AMBER
Coolant Level - Data Valid but Below Normal

Engine Oil Temperature Sensor 1 Circuit - Voltage

Engine Oil Temperature Sensor 1 Circuit - Voltage

Engine Oil Temperature - Data Valid but Above Normal

214 175 0 Operational Range - Most Severe Level RED
Barometric Pressure Sensor Circuit - Voltage Above

221 108 3 Normal, or Shorted to High Source AMBER
Barometric Pressure Sensor Circuit - Voltage Below

222 108 4 Normal, or Shorted to Low Source AMBER
Engine Oil Burn Valve Solenoid Driver Circuit - Voltage


AEB 15.74
Lamp
RED=Shutdown
Cummins
Fault AMBER=Warning
Engine Oil Burn Valve Solenoid Driver Circuit - Voltage

Sensor Supply 2 Circuit - Voltage Above Normal, or

227 3510 3 Shorted to High Source AMBER
Coolant Pressure - Data Valid but Below Normal

Coolant Pressure Sensor Circuit - Voltage Above

Coolant Pressure Sensor Circuit - Voltage Below

Engine Crankshaft Speed/Position - Data Valid but

234 190 0 Above Normal Operational Range - Most Severe Level RED
Coolant Level - Data Valid but Below Normal

External Speed Command Input (Multiple Unit

237 644 2 Synchronization) - Data Erratic, Intermittent, or Incorrect AMBER

Fan Control Circuit - Voltage Below Normal, or Shorted

245 647 4 to Low Source AMBER
Exhaust Gas Temperature - Data Valid but Above

Engine Fuel Temperature - Data Valid but Above

Engine Fuel Temperature Sensor 1 Circuit - Voltage

Engine Fuel Temperature Sensor 1 Circuit - Voltage

Engine Fuel Temperature - Data Valid but Above

Fuel Pump Pressurizing Assembly 1 Circuit - Voltage

Fuel Pump Pressurizing Assembly 1 Circuit - Voltage


AEB 15.74
Lamp
RED=Shutdown
Cummins
Fault AMBER=Warning
SAE J1939 Multiplexing PGN Timeout Error - Abnormal

285 639 9 Update Rate AMBER
SAE J1939 Multiplexing Configuration Error - Out of

286 639 13 Calibration AMBER
Real Time Clock Power Interrupt - Data Erratic,

319 251 2 Intermittent, or Incorrect MAINT
Injector Solenoid Driver Cylinder 1 Circuit - Current

322 651 5 Below Normal, or Open Circuit AMBER





Electronic Calibration Code Incompatibility - Out of

342 630 13 Calibration RED
Engine Control Module Warning internal hardware

343 629 12 failure - Bad Intelligent Device or Component AMBER
Transmission Output Shaft Speed - Data Valid but

Above Normal Operational Range - Moderately Severe
349 191 16 Level AMBER
Injector Power Supply - Bad Intelligent Device or

351 627 12 Component AMBER


Engine Oil Rifle Pressure - Data Valid but Below Normal

Water in Fuel Indicator - Data Valid but Above Normal

418 97 15 Operational Range - Least Severe Level MAINT

AEB 15.74
Lamp
RED=Shutdown
Cummins
Fault AMBER=Warning
Engine Oil Temperature - Data Valid but Above Normal

SAE J1939 Datalink - Data Erratic, Intermittent, or

426 639 2 Incorrect NONE
Accelerator Pedal or Lever Idle Validation Switch - Data

431 558 2 Erratic, Intermittent, or Incorrect AMBER
Battery 1 Voltage - Data Valid but Below Normal

Battery 1 Voltage - Data Valid but Above Normal

Injector Metering Rail 1 Pressure - Data Valid but Above

Injector Metering Rail 1 Pressure Sensor Circuit -

451 157 3 Voltage Above Normal, or Shorted to High Source AMBER
Injector Metering Rail 1 Pressure Sensor Circuit -

452 157 4 Voltage Below Normal, or Shorted to Low Source AMBER

Transmission Output Shaft Speed - Data Valid but

Below Normal Operational Range - Moderately Severe
Multiple Unit Synchronization Switch - Data Erratic,

497 1377 2 Intermittent, or Incorrect AMBER
Auxiliary Input/Output 2 Circuit - Voltage Above Normal,

Auxiliary Input/Output 3 Circuit - Voltage Above Normal,

Fuel Delivery Pressure Sensor Circuit - Voltage Above

Fuel Delivery Pressure Sensor Circuit - Voltage Below

Crankcase Pressure - Data Valid but Above Normal

Injector Metering Rail 1 Pressure - Data Valid but Below


AEB 15.74
Lamp
RED=Shutdown
Cummins
Fault AMBER=Warning
Auxiliary Commanded Dual Output Shutdown - Special

599 640 14 Instructions RED
611 1383 31 Engine Shut Down Hot - Condition Exists NONE
Exhaust Gas Temperature Deviation Low for Cylinder 1

- Data Valid But Below Normal Operating Range - Least
621 1323 17 Severe Level MAINT




Exhaust Gas Temperature Deviation Low for Cylinder

11 - Data Valid But Below Normal Operating Range -
626 1333 17 Least Severe Level MAINT







AEB 15.74
Lamp
RED=Shutdown
Cummins
Fault AMBER=Warning




Exhaust Gas Temperature Sensor Circuit Cylinder 1 -

671 1137 4 Voltage Below Normal, or Shorted to Low Source MAINT







Engine Crankshaft Speed/Position - Data Erratic,

689 190 2 Intermittent, or Incorrect AMBER




AEB 15.74
Lamp
RED=Shutdown
Cummins
Fault AMBER=Warning





Engine Speed / Position Camshaft and Crankshaft

Misalignment - Mechanical system not responding or out
731 723 7 of adjustment AMBER
Intake Manifold 1 Temperature - Abnormal Rate of

783 105 10 Change RED
Power Lost With Ignition On - Data Erratic, Intermittent,

1117 627 2 or Incorrect NONE
Control Module Identification Input State Error - Data

1256 1563 2 Erratic, Intermittent, or Incorrect AMBER
Control Module Identification Input State Error - Data

1257 1563 2 Erratic, Intermittent, or Incorrect RED
Engine Oil Level Remote Reservoir - Data Valid but

Below Normal Operational Range - Moderately Severe
Accelerator Pedal or Lever Position Sensor 1 Circuit -

Accelerator Pedal or Lever Position Sensor 1 Circuit -

Remote Accelerator Pedal or Lever Position Sensor 1

Circuit - Voltage Below Normal, or Shorted to Low
1361 974 4 Source AMBER
Engine Oil Filter Differential Pressure - Data Valid but

Intake Manifold 1 Pressure - Data Valid but Below

1363 102 17 Normal Operational Range - Least Severe Level MAINT

AEB 15.74
Lamp
RED=Shutdown
Cummins
Fault AMBER=Warning
Pre-Oil Filter Pressure Sensor Circuit - Voltage Above

1367 1208 3 Normal, or Shorted to High Source MAINT
Pre-Oil Filter Pressure Sensor Circuit - Voltage Below

1368 1208 4 Normal, or Shorted to Low Source MAINT
Auxiliary Temperature Sensor Input 1 Circuit - Voltage

1369 441 3 Above Normal, or Shorted to High Source MAINT
Start Enable Device 1 Circuit (Ether Injection) - Root

1373 626 11 Cause Not Known MAINT
Engine Camshaft Speed / Position Sensor - Data

1376 723 2 Erratic, Intermittent, or Incorrect MAINT
Post-Oil Filter Pressure Sensor Circuit - Voltage Above

Post-Oil Filter Pressure Sensor Circuit - Voltage Below

Auxiliary Temperature Sensor Input 1 - Special

1381 441 14 Instructions MAINT


1384 102 4 Below Normal, or Shorted to Low Source MAINT


SAE J1939 Engine Commanded Shutdown - Condition

1387 1384 31 Exists NONE
Generator Output Frequency Adjust Potentiometer

5202 Circuit - Voltage Above Normal, or Shorted to High
5202 Droop Adjust Potentiometer Circuit - Voltage Above

5202 Gain Adjust Potentiometer Circuit - Voltage Above

5202 Overspeed Shutdown Relay Driver Diagnostic has

1427 56 31 detected an error - Condition Exists AMBER

AEB 15.74
Lamp
RED=Shutdown
Cummins
Fault AMBER=Warning
5202 Low Oil Pressure (LOP) Shutdown Relay Driver

1428 57 31 Diagnostic has detected an error - Condition Exists AMBER
5202 High Engine Temperature (HET) Shutdown Relay Driver

5202 Pre-Low Oil Pressure Warning Relay Driver Diagnostic

1431 81 31 has detected an error - Condition Exists AMBER
5202 Pre-High Engine Temperature Warning Relay Driver

Accelerator Pedal or Lever Position Sensor 1 Circuit

1514 91 8 Frequency - Abnormal Frequency, Pulsewidth, or Period AMBER
At Least One Module Has A Most Severe Fault -

1517 1484 31 Condition Exists RED
At Least One Module Has A Moderately Severe Fault -

1518 1484 31 Condition Exists AMBER
At Least One Module Has A Least Severe Fault -

1519 1484 31 Condition Exists MAINT

1521 1139 3 Voltage Above Normal, or Shorted to High Source MAINT









AEB 15.74
Lamp
RED=Shutdown
Cummins
Fault AMBER=Warning







Auxiliary Pressure Sensor Input 1 Circuit - Voltage

Auxiliary Pressure Sensor Input 1 Circuit - Voltage

1544 1387 14 Auxiliary Pressure Sensor Input 1 - Special Instructions MAINT









AEB 15.74
Lamp
RED=Shutdown
Cummins
Fault AMBER=Warning



Remote Accelerator Pedal or Lever Position Sensor 1

Circuit - Voltage Above Normal, or Shorted to High
Auxiliary Temperature Sensor Input 1 Circuit - Voltage

Engine Control Module Critical Internal Failure - Bad

1597 629 12 Intelligent Device or Component MAINT



Intake Manifold 2 Pressure - Data Valid but Below

Crankcase Pressure Circuit - Voltage Above Normal or

Crankcase Pressure Circuit - Voltage Below Normal or

Water in Fuel Indicator Sensor Circuit - Voltage Above

Water in Fuel Indicator Sensor Circuit - Voltage Below

1847 110 14 Engine Coolant Temperature - Special Instructions RED
Water in Fuel Indicator - Data Valid but Above Normal

SAE J1939 Multiplexed Accelerator Pedal or Lever

1888 91 19 Sensor System - Received Network Data In Error MAINT

AEB 15.74
Lamp
RED=Shutdown
Cummins
Fault AMBER=Warning
SAE J1939 Multiplexing Remote Accelerator Pedal or

1889 974 19 Lever Sensor System - Received Network Data In Error MAINT
1891 1378 31 Engine Oil Change Interval - Condition Exists AMBER
Injector Metering Rail 1 Pressure - Data Valid but Above

1911 157 0 Normal Operational Range - Most Severe Level AMBER
5202 Generator Speed/ Load Governing Bias Circuit - Voltage

5202 Generator Speed/ Load Governing Bias Circuit - Voltage






Engine Crankshaft Speed/Position - Data Valid but

1992 190 16 Level RED
Exhaust Gas Temperature Cylinder 1 - Data Valid but






AEB 15.74
Lamp
RED=Shutdown
Cummins
Fault AMBER=Warning














AEB 15.74
Lamp
RED=Shutdown
Cummins
Fault AMBER=Warning





2157 1131 10 Change RED

2158 1132 10 Change RED

2159 1133 10 Change RED


Fuel Pump Delivery Pressure - Data Valid but Below


Intake Manifold 5 Temperature Circuit - Voltage Above

Intake Manifold 5 Temperature Circuit - Voltage Below


2244 1802 10 Change RED

Intake Manifold 6 Temperature Circuit - Voltage Above


AEB 15.74
Lamp
RED=Shutdown
Cummins
Fault AMBER=Warning
Intake Manifold 6 Temperature Circuit - Voltage Below


2248 1803 10 Change RED
Fuel Pump Delivery Pressure - Data Valid but Above

Fuel Pump Delivery Pressure - Data Valid but Below

Electric Lift Pump for Engine Fuel Supply Circuit -

Electric Lift Pump for Engine Fuel Supply Circuit -

Electronic Fuel Injection Control Valve Circuit -

2311 633 31 Condition Exists AMBER
Engine Crankshaft Speed/Position - Data Erratic,

2321 190 2 Intermittent, or Incorrect NONE
Engine Camshaft Speed / Position Sensor - Data

2322 723 2 Erratic, Intermittent, or Incorrect NONE
Fan Control Circuit - Voltage Above Normal, or Shorted

2377 647 3 to High Source AMBER
Turbocharger 1 Speed - Data Erratic, Intermittent, or

2474 103 2 Incorrect MAINT
Auxiliary PWM Driver 1 Circuit - Voltage Above Normal,

Auxiliary PWM Driver 1 Circuit - Voltage Below Normal,

2558 697 4 or Shorted to Low Source AMBER
Engine Exhaust Gas Temperature - Right Manifold

Sensor Circuit - Voltage Above Normal, or Shorted to
2651 2433 3 High Source MAINT
Engine Exhaust Gas Temperature - Right Manifold

Sensor Circuit - Voltage Below Normal, or Shorted to
2652 2433 4 Low Source MAINT
Engine Exhaust Gas Temperature - Right Manifold -

Data Valid but Above Normal Operational Range -
2653 2433 16 Moderately Severe Level AMBER

AEB 15.74
Lamp
RED=Shutdown
Cummins
Fault AMBER=Warning
Engine Exhaust Gas Temperature - Right Manifold -

Data Valid but Above Normal Operational Range - Most
2654 2433 0 Severe Level RED
Engine Exhaust Gas Temperature - Left Manifold

Sensor Circuit - Voltage Above Normal, or Shorted to
2655 2434 3 High Source MAINT
Engine Exhaust Gas Temperature - Left Manifold

Sensor Circuit - Voltage Below Normal, or Shorted to
2656 2434 4 Low Source MAINT
Engine Exhaust Gas Temperature - Left Manifold - Data

Valid but Above Normal Operational Range - Moderately
2657 2434 16 Severe Level AMBER
Engine Exhaust Gas Temperature - Left Manifold - Data

Valid but Above Normal Operational Range - Most
2658 2434 0 Severe Level RED
At Least One Unacknowledged Most Severe Fault -

2661 629 31 Condition Exists RED
At Least One Unacknowledged Moderately Severe Fault

2662 629 31 - Condition Exists AMBER
Accelerator Pedal or Lever Idle Validation Circuit - Out

2697 558 13 of Calibration MAINT
SAE J1939 Data Link 2 Engine Network - Abnormal

2727 1231 9 Update Rate MAINT
Start Enable Device 1 Canister Empty (Ether Injection) -

Data Valid but Below Normal Operational Range - Least
2734 626 17 Severe Level NONE
Exhaust Gas Temperature Sensor 1 Circuit - Voltage

Exhaust Gas Temperature Sensor 1 Circuit - Voltage

Exhaust Gas Temperature - Data Valid but Above


2963 110 15 Normal Operational Range - Least Severe Level NONE

2964 105 15 Normal Operational Range - Least Severe Level NONE

AEB 15.74
8.0 Reference Documentation

Publication Title Bulletin Number
INSITETM User’s Manual……………………………………………..……………………… 3886388
TM
INSITE (V6.4 or later) ServiceTool…………………………………….…………………. 3886388
TM
INPOWER (V5.0 or later) Service Tool……………………………………………..…… 0998-0077-01
QSB5/7&QSL9Generator-Drive Control System Wiring Diagram……………………… 4021586
QSK 50 G-Drive Wiring Diagram…………………………………………………………... 4021537
QSK 60 G-Drive Wiring Diagram…………………………………………………………... 4021542
QSB5/7 & QSL9 Troubleshooting and Repair Manual ECS……….……………………. 4021416
QSK 38/50/60 T&R Manual…………………………………………...........………………….. 4021533
QSB7 Parts Catalogue……………………………………………….........………………… 4056556
QSL9 Parts Catalogue…………………………………………….......…………………..... 4056554
QSK38/50/60 Parts Catalogue………………………………………......…………………….. 4021533
QSB5/7 O&M Manual…..………………………………………….......……………………. 4021531
QSL9 O&M Manual…………………………………………………........………………….. 4021518
QSK50 O&M Manual………………………………………………......……………………. 3810497
QSK60 O&M Manual………………………………………………......……………………. 3666260
QSK19 G-Drive Wiring Diagram……………………………………………………………. 4021585
QSK19 T&R Manual…………………………………………......………………………….. 3666113
QSK19 Parts Catalogue…………………………………......……………………………… 3672102
QSK19 O&M Manual…………………………………….………………………………….. 3666120
QST30 PGI G-Drive Wiring Diagram……………………….……………………………… 4021683
QST30 PGI T&R Manual………………………………………....….……………………… 4021674
QST30 PGI Parts Catalogue………………………………......…………………………… 3672102
QST30 PGI O&M Manual…………………………………………………………………… 3666134

AEB 15.74
Interface Specifications IS-1377-9804 J1939 Multiplexing of Inputs and Outputs
Cummins Engineering Standard 146XX Interface, Serial Communication J1939 Performance

SAE References for Serial Communications
Disclaimer: SAE documentation is available only for a fee from the SAE official website http://www.sae.org.
a. All of the following documents except SAE J1939-11 and SAE J1939-12 can be downloaded for
a fee at
http://www.sae.org/servlets/product?PROD_TYP=STD&PARENT_BPA_CD=GV&TECH_CD=V
EHEL
b. SAE J1939-11 can be downloaded for a fee at
http://www.sae.org/servlets/product?PROD_TYP=STD&PARENT_BPA_CD=GV&TECH_CD=C
MBUS
c. Entire SAE J1939 standards on the web can be accessed for a fee by following instructions at
http://www.sae.org/standardsdev/groundvehicle/j1939a.htm
Table 37. SAE Specifications Required for the G-Drive PGI Engines
Recommended Practice for a Serial Control and Communications Network
(April 2000). Provides a list of all of the J1939-xx documents that are
SAE 1939 planned. It provides a brief tutorial about the overall set of documents and
basic operation of the network.
SAE J1939- Physical Layer (October 1999). Operates at 250K bits/sec, linear bus with
11 shielded twisted pair cable with a drain.
SAE J1939- Physical Layer (Working draft is ISO 11783 Part 2, February 1999).
12 Operates at 250K bits/sec, linear bus with twisted quad cable
SAE J1939- Off-board Diagnostic Connector (July 1999). Specifies 9-pin Deutsch that
13 will provide a connection to J1939, a second CAN network for implements,
unswitched power and ground.
SAE J1939- Data Link Layer (April 2001). Specifies CAN 2.0b as the message protocol
21 to be used. Also defines an interface to the application layer of J1939.
Vehicle Application Layer (October 1998 plus 1999, 2000 and 1Q01
SAE J1939- committee approvals) Defines transmitted parameter value interpretation
71 rules that allow receiving devices to determine if the sending device is able
to supply all parameters associated with the parameter group, if any of the
parameters has an error condition or if the signal is valid.
Diagnostic Application Layer (October 1998)–Diagnostics. Defines
SAE J1939- capability required to perform diagnostics on J1939 strategy to identify the
73 least repairable subsystem that failed, how it failed, read and clear
diagnostics fault codes, communication of diagnostic lamp status and
providing a variety of parameters for monitoring by the service tool.
SAE J1939-
81 Network Management (July 1997)

AEB 15.74
9.0 Definitions
A/D Analog to digital. Typically a sensor that converts an analog input (like pressure) into a digitized format (usually
voltage).
AEB Application Engineering Bulletin
CM850 Electronic Control Module used on G-Drive QSB5/7, QSL9 and on HHP MCRS QSK38/50/60 engines.
Component An electrical connector, lamp, relay, sensor, or switch that must be installed by the OEM for the associated
engine feature to function properly. A component may be Optional, Required, or Standard. The OEM Programming
Guide describes conditions under which Optional components should be installed. (AEB 15.46: OEM Programming
Guide Electronic Technical Package CM850/870/875)
Disable To turn a feature off with a service tool, making it inaccessible to that application. An application cannot use a
disabled feature until enabled with a service tool.
ECM Electronic Control Module. Provided by Cummins and attached to the engine, the ECM controls the engine and
supported features. The OEM interfaces with the ECM through the OEM 50-Pin Connector and the 4-Pin Power
Connector (QSL9), 16-Pin OEM Power and 31-Pin Connector (QSK50/60) and through various connectors on the
engine harness.
Enable To turn a feature on with a service tool, making it accessible to that application. The relevant algorithms will be
considered by the ECM at the appropriate times.
Feature An organizational concept used to describe a set of engine control characteristics designed to perform a task or
set of tasks.
Hall Effect Sensor A magnetic pickup sensor that counts gear teeth rotation or other magnetic irregularity to provide an
input for engine speed calculation.
IS-XXXX-XXXX Refers to a Cummins Interface Specification (IS). See your Cummins application engineer to obtain the
appropriate IS.
Latched A switch action characteristic indicating the switch will maintain that position at rest once initially moved into it.
Examples: Home light switches, Caps Lock keys on a keyboard.
Momentary A switch action characteristic indicating that the switch will not stay in that position at rest. Examples: A
windshield wiper pulse switch, most keys on a keyboard.
NC and NO For relays and switches - refers to normally closed (NC) or normally open (NO) contacts.
Normally Closed Reference to a switch or relay configuration. Switch: A “normally closed” switch indicates the switch is
momentary in the open position and will return to closed at rest. Relay: A “normally closed” relay indicates the
contacts switched by the relay will be closed in the un-powered state of the relay, and the contacts will be open in
the powered state. “Normally closed” does not imply the switch or relay will usually be in the closed position, as
something mechanical may regularly hold it in the not “normal” position. See Normally Open for an example.
Normally Open Reference to a switch or relay configuration. Switch: A “normally open” switch indicates the switch is
momentary in the closed position and will return to open at rest. Relay: A “normally open” relay indicates the
contacts switched by the relay will be open in the un-powered state of the relay, and the contacts will be closed in
the powered state. “Normally open” does not imply the switch or relay will usually be in the open position, as
something mechanical may regularly hold it in the not “normal” position.

AEB 15.74
OEM Original Equipment Manufacturer; for the purposes of this Technical Package, the organization installing the
Cummins engine into an application (Genset etc).
Pulldown Resistor A resistor connecting a circuit to ground.
Pullup resistor A resistor connecting a circuit to a source voltage; may be connected to battery or some other supplied
voltage.
Pulse Width Modulated Signal A periodic electronic signal consisting of a square wave of fixed amplitude and
frequency with a varied duty-cycle (or pulse width).
Ratiometric Analog Input An ECM analog input that is capable of reading a variable voltage signal. Ratiometric inputs
are typically connected to signal ground through a pull-down resistor in the ECM.
Resistive Analog Input An ECM analog input that is capable of reading a variable resistor such as a temperature
sensor. Resistive inputs are typically connected to a +5VDC supply through a pull-up resistor in the ECM.
SAE J1939 A high-speed communications network designed to support real-time closed loop control functions between
electronic control units that may be physically distributed throughout the vehicle. J1939 is simultaneously able to
support all functions of the J1587 and the control system support, but it does not support actual J1587 commands. It
is the Recommended Practice for Serial Control and Communication Vehicle Net-work.
VBatt + This refers to the application’s electrical system voltage.

AEB 15.74
Change Log
Revision Date Author Description Page(s)

06 22Oct13 Omobola Changed text from “06” to “10”. 15
Thomas
05 08Aug13 Omobola Removed DM3 (PGN 65228) from Section 6 as it is 66
Thomas no longer a supported J1939 message in generic
calibrations for G-Drive PGI engines.
04 21Aug12 Nebil A Updated Table 9 QSB5/7 Run/Stop switch pin to 17
Baqhum correct error.
03 18Oct11 Nebil A Updated Approver number in header. 1
Baqhum Updated AEB number: was 111.15, is 24.53. 10
Updated Table 8 QSB5/7 ECM Run/Stop Switch Pin: 14
was J2-38, is J2-39.
Updated Coolant level sensor part number: was 18
4928568, is 2872769.
Updated 50 pin connector Deustch part number: was 22
DRC26-50S-05, is DRC26-50S-04.
Updated AEB number: was 44.01, is 44.02. 49
02 March 2009 David Dow Numerous Updates All
01 November 1, Parul Malik Removed the QSL9 wiring diagram
2006 Expanded PGI in the subject line of Title pg. 1
Included QSK19 engine platform 1, 29
Updated service tool information
Included QSK19 Wiring Diagram P/N 29
00 April 4, 2006 Parul Malik Initial Release

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Application

Filtration Emission Solutions

Owner: Omobola Thomas Approver: per Procedure VPI-GAE-0001 Page 1 of 97

This AEB supersedes AEB 15.74 dated August 8, 2013.

 Electronic Features including Engine Protection

Revision 06, 22 October 2013 Page 1 of 97 © Copyright 2013 Cummins Inc.

Revision 06, 22 October 2013 Page 2 of 97 © Copyright 2013 Cummins Inc.

Revision 06, 22 October 2013 Page 3 of 97 © Copyright 2013 Cummins Inc.

Table 1. CM850 Connector designations ............................................................................................................ 6

Revision 06, 18 October 2013 Page 4 of 97 © Copyright 2013 Cummins Inc.

Revision 06, 22 October 2013 Page 5 of 97 © Copyright 2013 Cummins Inc.

1.0 G-Drive CM850 PGI Electronic System

Figure 1. CM850 Control Module

Table 1. CM850 Connector designations

Revision 06, 22 October 2013 Page 6 of 97 © Copyright 2013 Cummins Inc.

1.3 QSB5/7 and QSL9 G-Drive Engines:

Table 2. QSB5/7 and QSL9 PGI Engine Configuration

1.4 QST30 G-Drive Engines:

Table 3. QST30 PGI Engine Configuration

1.5 QSK19 and QSK38/50/60 G-Drive Engines:

Table 4. QSK19/38/50/60 PGI Engine Configurations

Revision 06, 22 October 2013 Page 7 of 97 © Copyright 2013 Cummins Inc.

1.6 Multiple Module Engine Control Configuration

Table 5. Multi-Module CM850 Identification Pin Logic

QSK19 1 N/A N/A 00 N/A N/A N/A

QST30 2 Child 1 Secondary 01 OPEN GND GND

QST30 3 Child 2 Secondary 90 GND GND OPEN

Revision 06, 22 October 2013 Page 8 of 97 © Copyright 2013 Cummins Inc.

1.7 PGI Adapter Kits

1.8 Electronic Service Tools:

1.8.2 More information is found at https://insite.cummins.com.

Revision 06, 22 October 2013 Page 9 of 97 © Copyright 2013 Cummins Inc.

2.0 Interfaces and Installation

2.3 Conductor requirements:

2.3.2 Individual leads 18 AWG stranded, unless noted.

2.3.3 Power and Ground: 12 AWG.

2.3.4 Datalinks: 20 AWG.

2.4 EMI considerations:

Revision 06, 22 October 2013 Page 10 of 97 © Copyright 2013 Cummins Inc.

2.5 Harness covering:

2.6 Harness routing requirements:

2.6.3 Connectors mounted horizontally. Open connectors plugged and sealed.

2.7 ECM to Equipment Connect Procedure:

Revision 06, 22 October 2013 Page 11 of 97 © Copyright 2013 Cummins Inc.

Table 6. CM850 Electronic Subsystem Data Sheet

QSB5/7 and QSL9 G-Drive Engines

Standby (Keyswitch Off) Current Not to Exceed 10 mA

OEM Signal Interconnect Specifications

Sensors and Switches

Revision 06, 22 October 2013 Page 12 of 97 © Copyright 2013 Cummins Inc.

Table 7. CM850 Electronic Subsystem Data Sheet

QSK19/38/50/60 MCRS and QST30 G-Drive Engines

Maximum Operating Voltage @ 16 Pin OEM Connector 32 Volts

OEM Signal Interconnect Specifications

Sensors and Switches

Revision 06, 22 October 2013 Page 13 of 97 © Copyright 2013 Cummins Inc.

Table 8. G-Drive Hardwired OEM Engine Connections

Function Signal Type QSB5/7 & QST30 QSK19 QSK38/50/60

ECM Unswitched Vbatt Supply J3-3 16Pin-A 16Pin-A 16Pin-A

ECM Unswitched Vbatt Supply J3-4 16Pin-C N/A 16Pin-C

ECM Unswitched Vbatt Supply N/A 16Pin-D N/A 16Pin-D

Relay Driver Supply Vbatt Supply N/A 16Pin-B 16Pin-B 16Pin-B

Service Tool Supply Vbatt Supply N/A 16Pin-F 16Pin-F 16Pin-F