System Documentation: Electronics Electronic Engine Control Unit Ecu 9 Application: Genset Series 2000 Gx6

System Documentation
Electronics
Electronic Engine Control Unit
ECU 9
Application: Genset
Series 2000 Gx6
E532834/00E
© 2015 Copyright MTU Friedrichshafen GmbH
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All information in this publication was the latest information available at the time of going to print. MTU Friedrichshafen
GmbH reserves the right to change, delete or supplement the information provided as and when required.
Table of Contents
1 Safety 2.5.2.2 Temperature sensor 93
2.5.2.3 Coolant level sensor 96
1.1 Safety regulations for startup and operation 4 2.5.2.4 High-pressure fuel sensor 100
1.2 Safety regulations for maintenance and 2.5.2.5 Pressure sensor (0 to 15 bar) 104
repair work 5 2.5.2.6 Crankshaft speed sensor 109
2.5.2.7 Pressure sensor (0.5 to 4.5 bar) 112
2.5.2.8 Camshaft speed sensor 116
2 Design and Function
2.5.2.9 Additional sensors for Series 2000 G56F and
2.1 System Layout 8 Series 2000 G66F 119
2.1.1 Configuration of an electronic engine control 2.5.2.9.1 Exhaust gas pressure sensor 119
system featuring Engine Control Unit ECU 9 8 2.5.2.9.2 TRICAN sensor 123
2.1.2 Use and purpose of electronic Engine Control 2.5.2.9.3 Lambda sensor 127
Unit ECU9 9 2.5.2.9.4 NOx sensor 130
2.1.3 Scope of delivery – Engine-related electronic 2.5.2.9.5 Turbocharger speed sensor 132
equipment 10 2.5.3 Injector 135
2.1.4 SmartConnect SC 11 2.5.3.1 Injectors 135
2.1.5 Engine Control Unit – Installation location 13 2.5.3.2 HP pump 137
2.2 Technical Data 14 2.6 Functions 138

2.2.1 Engine Control Unit ECU 9 14 2.6.1 Engine start functions 138
2.2.2 ECU 9 – Mechanical design 16 2.6.2 Setpoint speed 147
2.2.3 Operating voltage ECU 9 19 2.6.3 Engine Identification Label 153
2.6.4 Speed droop switching in conjunction with
2.3 Interfaces 22 SmartConnect SC 156
2.3.1 Plant and engine inputs and outputs – Circuit
design 22
2.3.2 Inputs and outputs – Engine 35 3 Operation
2.3.3 Inputs and outputs – Plant 39
2.3.4 Interfaces – SmartConnect SC 46 3.1 Settings – SmartConnect SC 157
3.2 Fault code list ECU Series 2000Gx6 160
2.4 Cabling 49
2.4.1 System cable W001 - ECU 9 for connector X1 49
2.4.2 Wiring harness 12V2000Gx6 53
4 Repair
4.1 ECU – Self-test 193
4.2 Test functions 194
2.4.5 Wiring harness 12V2000G56F and
12V2000G66F 73
4.3 Engine governor ECU 9 – Removal and
installation 195
2.5 Sensors, Actuators and Injectors on the
Engine 85 5 Appendix A
2.5.1 Sensors and actuators – Installation locations 85
2.5.2 Sensors 89 5.1 MTU contact persons/service partners 196
2.5.2.1 Pressure sensor (0 to 10 bar) 89 5.2 List of abbreviations 197
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E532834/00E 2015-02 | Table of Contents | 3

1 Safety
1.1 Safety regulations for startup and operation
Safety regulations for startup
• Prior to initial operation all official approvals must have been granted and the prerequisites for com-
missioning met.
• The product must be installed as instructed and accepted to manufacturer's standards before being
put into operation for the first time.
• When putting the product into operation, always ensure that:
– All maintenance and repair work has been completed
– All loose parts have been removed from rotating machine components
– All personnel is clear of the danger zone represented by rotating machine components
• Immediately after putting the product into operation, make sure that all control and display instru-
ments as well as the monitoring, signaling and alarm systems are working properly.
Safety regulations for equipment operation

• The operator must be familiar with the controls and displays.
• The operator must be familiar with the consequences of any operations performed.
• During operation, the display instruments and monitoring units must be permanently observed with
regard to present operating status, violation of limit values and warning or alarm messages.
Malfunctions and emergency stop

• The procedures for cases of emergency, in particular, emergency stop, must be practiced regularly.
• The following steps must be taken if a malfunction of the system is recognized or reported by the
system:
– Inform supervisor(s) in charge.
– Analyze the message.
– If required, carry out emergency operations e.g. emergency stop.
Operation
Note the following requirements before starting the product:
• Wear ear protectors.
• Ensure that the engine room is well-ventilated.
• Do not inhale the exhaust gases of the product.
• The exhaust system is leak-tight and that the gases are vented to atmosphere.
• Mop up any leaked or spilled fluids and lubricants immediately or soak up with a suitable binder
agent.
• Protect battery terminals, generator terminals or cables against accidental contact.
Operation of electrical equipment

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When electrical equipment is in operation, certain components of these appliances are electrically live.
• Observe the safety instructions for these devices.
4 | Safety | E532834/00E 2015-02

1.2 Safety regulations for maintenance and repair work
Before commencing maintenance and repair work
• Have maintenance or repair work carried out by qualified and authorized personnel only.
• Allow the product to cool down to less than 50°C (risk of explosion of oil vapors, fluids and lubri-
cants, risk of burning).
• Relieve pressure in fluid and lubricant systems and compressed-air lines which are to be opened.
Use suitable containers of adequate capacity to catch fluids and lubricants.
• When changing the oil or working on the fuel system, ensure that the engine room is adequately ven-
tilated.
• Never carry out maintenance and repair work with the product in operation.
• Do not test operation with the product running unless expressly instructed to do so.
• Secure the product against unintentional starting, e.g. with start interlock.
• Attach “Do not operate” sign in the operating area or to control equipment.
• Disconnect the battery. Lock contactors.
• Close the main valve on the compressed-air system and vent the compressed-air line when pneumat-
ic starters are fitted.
• Disconnect the control equipment from the product.
In addition for starters equipped with copper beryllium pinions:
• Wear a breathing mask (filter class P2) when performing maintenance work to eliminate the health
risk presented by the beryllium in the pinion.
• Do not blow out the interior of the flywheel housing or the starter with compressed air.
• Furthermore, the interior of the flywheel housing must be cleaned with a class H dust extraction de-
vice.
During maintenance and repair work

• Take special care when removing ventilation or plug screws from the product.
• Cover the screw or plug with a cloth to prevent fluids escaping under pressure when removing vent
screws or plugs.
• Take care when draining hot fluids and lubricants (risk of burning).
• Use only proper and calibrated tools. Observe the specified tightening torques during assembly or
disassembly.
• Carry out work only on assemblies or plants which are properly secured.
• Never use lines for climbing.
• Keep fuel injection lines and connections clean.
• Always seal connections with caps or covers if a line is removed or opened.
• Take care not to damage lines, in particular fuel lines, during maintenance and repair work.
• Ensure that all retainers and dampers are installed correctly.
• Ensure that all fuel injection and pressurized oil lines are installed with enough clearance to prevent
contact with other components. Do not place fuel or oil lines near hot components.
• Do not touch elastomeric seals if they have carbonized or resinous appearance unless hands are
properly protected.
• Note cooling time for components which are heated for installation or removal (risk of burning).
• When working high on the equipment, always use suitable ladders and work platforms.
• Make sure components or assemblies are placed on stable surfaces.
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• Ensure particular cleanness during maintenance and repair work on the product. After completion of
maintenance and repair work, make sure that no unattached parts are in/on the product (e.g. cloths
and cable ties).
After completing maintenance and repair work

• Ensure that all personnel is clear of the danger zone presented by the product before cranking.
• Check that all guards have been reinstalled and that all tools and loose parts have been removed
after working on the product (in particular, the barring tool).
E532834/00E 2015-02 | Safety | 5

Welding work
Welding on the product or mounted units are not permitted.
• Remove parts (e.g. exhaust pipes) which are to be welded from the product beforehand.
• Cover the product when welding in surrounding areas.
Before starting welding work:
• Switch off the power supply master switch.
• Disconnect the battery.
• Separate the electrical ground of electronic equipment from the ground of the unit.
When welding in the vicinity of the product:
• Do not perform other maintenance and repair work on the product. Risk of explosion or fire due to oil
vapors and highly flammable fluids and lubricants.
• Do not use product as ground terminal.
• Never position the welding power supply cable adjacent to, or crossing wiring harnesses of the prod-
uct. The welding current may otherwise induce an interference voltage in the wiring harnesses which
could conceivably damage the electrical system.
Hydraulic installation and removal

• Check satisfactory function and safe operating condition of tools, jigs and fixtures to be used. Use
only the specified jigs and fixtures for hydraulic removal/installation procedures.
• Observe the max. permissible force-on pressure specified for the jig/fixture.
• Do not attempt to bend or apply force to lines.
• During hydraulic installation and removal, ensure that nobody is standing in the immediate vicinity of
the component to be installed/removed.
Before starting work, pay attention to the following:
• Vent the hydraulic installation/removal tool, the pumps and the lines at the relevant points for the
system to be used (e.g. open vent plugs, pump until bubble-free air emerges, close vent plugs).
• For hydraulic installation, screw on the jig with the piston retracted.
• For hydraulic removal, screw on the jig with the piston extended.
• For a hydraulic installation/removal jig with central expansion pressure supply, screw spindle into
shaft end until correct sealing is established.
Working with batteries

• Observe the safety instructions of the battery manufacturer when working with batteries.
Gases emanating from the battery are explosive.
• Avoid sparks and naked flames.
• Never place tools on the battery.
• Before connecting the cable to the battery, check the battery polarity.
Battery pole reversal may lead to injury through the sudden discharge of acid or bursting of the battery
body.
• Never place tools on the battery.
• Do not allow electrolyte to come in contact with skin or clothing.
• Wear goggles and protective gloves.
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Working on electrical and electronic assemblies
• Always obtain the permission of the person in charge before commencing maintenance and repair
work or switching off any part of the electronic system required to do so.
• De-energize the appropriate areas prior to working on assemblies.
• Do not damage cabling during removal work.
• When reinstalling ensure that wiring is not damaged during operation by contact with sharp objects,
by rubbing against other components or by a hot surface.
• Do not secure cables on lines carrying fluids.
• Do not use cable straps to secure cables.
• Always use connector pliers to tighten union nuts on connectors.
• Subject the device as well as the product to a function check on completion of all repair work. In
particular, check the function of the engine emergency stop feature.
• Store spare parts properly prior to replacement, i.e. protect them against moisture in particular.
• Pack defective electronic components and assemblies in a suitable manner when dispatched for re-
pair, i.e. protected, in particular, against moisture and impact and wrapped in antistatic foil if neces-
sary.
Working with laser equipment

• When working with laser equipment, always wear special laser-protection goggles (hazard due to
heavily focused radiation).
Laser equipment must be equipped with the protective devices necessary for safe operation according
to type and application.
For conducting light-beam procedures and measurement work, only the following laser devices must be
used:
• Laser devices of classes 1, 2 or 3A.
• Laser devices of class 3B, which have maximum output in the visible wavelength range (400 to 700
nm), a maximum output of 5 mW, and in which the beam axis and surface are designed to prevent
any risk to the eyes.
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E532834/00E 2015-02 | Safety | 7

2 Design and Function
2.1 System Layout
2.1.1 Configuration of an electronic engine control system featuring Engine Control
Unit ECU 9
Engine Control Unit ECU 9 is the heart of the electronic engine control system. It serves as an interface
for engine and plant signals (including parallel-wired signals, e.g. pushbuttons, limit switches and analog
sensors, bus-based signals and bus-capable sensors and actuators).
The figure shows an example of a system in which the ECU 9 is connected to a generator controller via
CAN 2 (a J1939 CAN bus) which controls it.
Dialog system DiaSys is connected temporarily to set up Engine Control Unit ECU 9 during initial opera-
tion and to check/modify the existing configuration at a later date. Dialog system DiaSys allows exten-
sive modification of Engine Control Unit settings depending on authorization.
The system incorporates the “SmartConnect” (SC) device. Some functions can be switched over using
this device (e.g. 50 or 60 Hz operation) without having to use the dialog system.
NOTICE
Additional information:
Please read the product-specific documentation.
• DiaSys is described in a separate document which accompanies the dialog system.
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Figure 1: System overview – Example of a system featuring SmartConnect

ECU 9 Engine Control Unit CAN2 J1939 CAN bus SC SmartConnect (optional)
CAN 1 MTU CAN bus with DiaSys RS485 Serial interface GC Generator Controller, main
connectivity (optional) generator control system
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2.1.2 Use and purpose of electronic Engine Control Unit ECU9
Figure 2: Engine Control Unit ECU 9

The ECU 9 is the main control unit of the engine. It converts the setpoint signals of the external genera-
tor controller (or another external monitoring and control system) into control signals for the engine via
a serial interface.
• Control of the injection system

• Control of other actuators on the engine
• Acquisition of sensor signals and evaluation of engine operating states.
• Monitoring of limit value violations resulting from inadmissible states and initiating engine shutdown
as necessary
• Signaling fault messages to the external generator controller or external monitoring and control sys-
tems
• Self-monitoring ITS
• Diagnostics with dialog unit DiaSys (notebook)
The engine can also be controlled using the pushbuttons/switches connected directly to the ECU 9 and
analog speed demand.
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2.1.3 Scope of delivery – Engine-related electronic equipment
Basic equipment
The standard scope of delivery for engine-related electronic equipment incorporates the following devi-
ces and sensors:
• Engine Control Unit ECU 9 installed on the engine
• Engine sensor system:
– Pressure sensors
– Temperature sensors
– Level sensors
– Speed sensors
– Lambda sensor
• Engine actuators:
– Fuel injectors
– HP pumps for the common rails (separate for engine A and B sides)
– Flap actuator (servomotors for the exhaust flaps)
– Engine wiring harness to connect the engine sensors and actuators to ECU 9, connectors X2 and
X3
• Plant cable W001 with a Tyco connector to mate with connector X1 on the ECU 9 at one end, and
open at the other end
• Two 120 Ω resistors to terminate the two plant CAN buses
• SmartConnect; Device which facilitates the adjustment of certain generator-specific functions
Options
The following optional devices associated with engine-related electronic equipment are also available:
• Level sensor to measure the water level in the fuel prefilter
• Display instruments
Customer supply
The following devices mentioned in this documentation to describe the overall composition of the gen-
erator must be provided by the customer:
• Automatic cutouts to safeguard the voltage supply for:
– 25 A: Engine Control Unit ECU 9
– 6 A: SmartConnect
– 6A: Display instruments
• Key switch (or master switch) to activate input IGI
• Emergency stop pushbutton
• Relay contacts or pushbuttons for binary inputs DI1...8
• Starter relay K2
• Indicator lamps for
– YELLOW alarm
– RED alarm
– Alarm lamp for “2nd lower engine lube oil pressure limit value violation”
• Voltage or current sources for analog torque or engine speed setting (depending on ECU configura-
tion; settings by CAN signals only without analog setpoints is also possible in certain circumstances)
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2.1.4 SmartConnect SC
Functions
SmartConnect is a device featuring connectors, a display and pre-programmed software.
The interfaces and functions of the SmartConnect SC are shown in the overview below. The housing is
designed for DIN rail mounting.
Figure 3: SmartConnect SC
X1 24 V - supply X4 CAN2 (J1939) D Four-digit fault code dis-
X2 RS485 (MTU internal) X5 DIASYS dialog connector play
X3 CAN1 (MTU internal) for MTU Service DS DIP switch for plant config-
X6 USB interface for flash uration
drives
SmartConnect provides the following functionalities:
1. DIP switch to set speed demand, frequency and droop
2. Four-digit display to indicate ECU fault codes
3. Connection interface for DiaSys
4. USB maintenance concept
Description of the SmartConnect hardware

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Selected fault codes from the ECU are transmitted on CAN1.

Dialog system connectivity (CAN1 and CAN2) is realized by the additional DIASYS connector with a 24V
supply for dialog PCs. Software and parameter download on the ECU is possible using a USB flash drive
(USB -> RS485).
Note: The USB and RS485 interfaces to the ECU are activated on SmartConnect versions SC1-02 and
higher.
An integral CAN repeater before the DiaSys interface means that connection is no longer restricted by
the length of the DiaSys connecting cable (1-2m). A significantly longer cable may be connected (up to
50 m).

The bus is only terminated by a 120 Ω resistor at the two CAN interfaces CAN1 and CAN2 when the bus
concerned ends at the SmartConnect. The termination resistor must be removed from the connector
concerned if other devices with a CAN interface are connected to one (or both) of the buses.
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2.1.5 Engine Control Unit – Installation location
Figure 4: Location of Engine Control Unit ECU 9 on the engine

Engine Control Unit ECU 9 is designed to withstand mechanical loads allowing it to be installed directly
on the engine.
On engine types
• 12V2000Gx6
• 16V2000Gx6
• 18V2000Gx6
it is located on top of the engine between the two exhaust pipes.
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2.2 Technical Data
2.2.1 Engine Control Unit ECU 9
Engine Control Unit
Figure 5: ECU 9 dimensions

Term Unit Value
Dimensions (width x height x mm Approx. 345 x 310 x 60
depth) Draw-out clearance: +130
Weight kg 5.2
Operating voltage VDC Rated voltage: 24
Continuous voltage:
20 to 32
Temporary limited operation (without power reduction)
16.8 to 20
Interactive mode: 11 to 16.8
Current consumption A Typ. 0.2 to 20; max. 33 at 24 V
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Heat dissipation W Max. 35

Operating temperature range °C –40 to +80
With internal cooler (fuel or coolant cooling, 6l/h at max.
70 °C): –40 to +120
Storage temperature range °C –40 to +85
Max. housing temperature °C 105
Relative air humidity % condens- 0 to 95 condensing
ing
Degree of protection IP 69K (DIN 40 050 P9)

Term Unit Value
Shock g/ms 30/11(IEC60068-2-27)
1m drop test
Vibration g 4.73grms 5Hz..1k / 12g peak (IEC60068-2-27)
5 Hz: 0.0001 g2/Hz
20 Hz: 0.1 g2/Hz
150 Hz: 0.1 g2/Hz
300 Hz: 0.02 g2/Hz
1000 Hz: 0.0002 g2/Hz
2000 Hz: 0.0002 g2/Hz
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2.2.2 ECU 9 – Mechanical design
Housing
The housing is designed to be installed directly on the engine. Engine Control Unit ECU 9 is as compact
as possible to facilitate on-engine installation.
The housing can be cooled by the (low-temperature LT) coolant circuit or by the (low-pressure LP) fuel
supply. For this, a cooling coil is provided at the bottom of the housing which can be supplied via two
pipe unions.
However, Engine Control Unit ECU 9 is not intended to be cooled via the fuel supply when used on
2000Gx6 engines.
Other features of the housing are:
• Space for data plates
• Ground strap terminal
• Pressure compensation diaphragm
• Fiber optic light guide for DILA (diagnostic lamp)
• Cable clamps immediately after the connector
• Paintable (connectors, DILA and data plates can be masked easily (e.g. with a protective foil))
• Fast interchangeability (the mechanical work involved in replacing an ECU 9 can be completed in less
than 20 minutes)
• An optional protective cover is available to fit over the connectors to prevent excessive soiling in rig-
orous environments (e.g. mining applications)
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Figure 6: Housing construction
1 Flange for protective cover 4 Grounding stud 7 Connections for liquid
with M6 fixtures 5 Plug connector cooling (e.g. fuel)
2 Diagnostic LED (DILA) 6 Nameplate 8 Mounting bore
3 Integral ambient pressure
sensor
Connectors
The same range of connectors are used as on other MTU Engine Control Units. These feature a plastic
casing which is resistant to all chemicals encountered in and around the engine. The connectors are
connected to the sockets on the ECU and secured by a locking mechanism.
The figure below shows the ECU for normal applications on the left on which the connectors are ex-
posed and accessible, their cables being secured separately to the housing by means of their respective
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cable clamps.
The Heavy Duty version of the ECU 9 is depicted on the right. The cover (optional) protects the connec-
tors from dirt and also secures the cables with its glands in addition to the cable clamps.

Figure 7: ECU 9, with and without protective cover
Left Standard ECU 9 design – Right ECU 9 design with optional
Plan view protective cover for the
connectors (1)
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2.2.3 Operating voltage ECU 9
ECU 9 power supply concept
The device is supplied with 24 V via system connector X1. ECU 9 then serves as a distributor box for all
other assemblies located on the engine which require power:
• Actuators
• Servomotors
• Sensors
ECU 9 incorporates output circuits supplying appropriate stabilized output voltages to all assemblies
which are supplied with a voltage other than 24 V DC (e.g. 5 V DC).
Figure 8: Supply voltage distribution

1 Injectors 3 Sensors
2 Actuators 4 Motors (e.g. exhaust gas
recirculation)
Supply cable length

Please note that the supply line is subject to voltage drop when designing the supply cable.
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ECU 9 requires a minimum terminal voltage (i.e. the voltage directly at the pins of connector X1) of 18
V. ECU 9 features a system connector with 3 pairs of contacts for the power supply. 3 x 2.5mm2 for
+24 V and GND are normally applied here. The maximum cable length depends on the supply voltage
level and the associated current.

Figure 9: ECU supply line with system cable W001 and connector X1
1 Possible short circuit Ubat Battery voltage (supply RK Resistance of connector
2 Cable length voltage) contacts in X1
3 Circuit diagram UECU Voltage actually applied to
ECU 9 circuitry (mother-
board)
RL Line resistance
The input current in ECU 9 increases with lower voltage. The average ECU current depends on the num-
ber of engine cylinders, the speed and the connected consumers. An upstream fuse which can be trip-
ped in case of short circuit without causing a cable fire must be provided, as three pairs of contacts are
connected in parallel at connector X1. The fuse tripping characteristics are important. The fuse must
trip with two lines without causing a cable fire.
Two cases are illustrated in the figure below
• The voltage at the ECU (U_ECU) should always be above 18 V and below 32 V.
Three different ECU 9 currents are presumed. The voltage required at the ends of the lines is shown
(without the internal resistance of the battery Ri_Batt , the fuse and any additional contact resistances) at
an ambient temperature of 35°C.
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Figure 10: Necessary battery supply voltage as a function of line length Ub = f (L)
Ub Battery supply voltage L Line length
The lines at the top represent the recommended battery supply voltage for three different currents
(such that the supply voltage UECU at the pins of ECU 9 is 24 V), the lines at the bottom indicate the
worst case; The UECU voltage is just 18 V in this case!
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2.3 Interfaces
2.3.1 Plant and engine inputs and outputs – Circuit design
The various input and output channels of Engine Control Unit ECU 9 can be divided into two groups:
• Plant inputs and outputs
• Engine inputs and outputs
Plant channels are routed out to connector X1. Peripheral control systems and, if applicable, a CAN-
compatible system are connected here.
All engine channels are routed to connectors X2 and X3. All the engine sensors and actuators are con-
nected here via an on-engine wiring harness which is installed in the factory.
The block diagrams below illustrate all the inputs and outputs of the plant and engine. This serves to
demonstrate basic signal acquisition principles allowing suitable tests to be conducted at the relevant
interfaces in case of malfunction.
Plant inputs and outputs

Input channels
IGI - Ignition
Controlled via: + 24 V DC supply, +Ubat
Channel specification:
• Voltage: 0 - 36 V DC
• Current: Approx. 4.8 mA at 24 V DC / ~5 kohms
• Electrical isolation: No
+ UBatt 24 V DC operating voltage

IGI_24 V Ignition / +UBatt
IGI_IN Ignition
GND Mass
1 Deactivation of the IGI function by
jumper (option)*
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Figure 11: Schematic circuit diagram – input IGI
*Jumper 1 (see fig.) allows the ignition function to be deactivated if the Engine Control Unit is to be
constantly energized.
Warning!
Never shut the engine down by de-energizing the ECU 9. Users must ensure that the ECU operating voltage
can only be switched off AFTER the engine has been stopped if the “ignition” function is bypassed with
jumper 1.

The ECU 9 is normally switched on using the ignition input IGI in the following manner:
1. Voltage supply +UBatt (24 V) must be applied to the ECU 9.
2. IGI input level 0V (<4V) →
> 9V DC/DC converter is activated
> 11V the blocked output stage can be enabled by the software.
ECU8 Engine Control Unit

A Other devices
Batt Battery
S1 Main fuse
IGI Ignition ON
ESI Safety stop
Figure 12: Schematic connection diagram – IGI/ESI

function
Emergency stop input ESI

An emergency stop can be tripped by this channel.
The ESI input is activated by a NO contact connected to Ubatt (24V). The input is not connected if the
function is not used.
It is controlled by: 24 V DC supply, +Ubat
• Voltage: 0 - 36 V DC
• Current: Approx. 4.8 mA at 24 V DC / ~5 kohms
• Electrical isolation: No
• Line disruption: Input voltage monitoring
function is not used (open-circuit principle).
The ESI input switches off the IOS (Injector Output Stage) directly by the hardware. The engine is thus
stopped immediately. Engine data and alarms are then stored in the external flash memory.
• Input level = low -> The ECU registers this input state as a disruption when a 33 kohms ±10% resistor
is connected. The function can be configured in the software.
• Input level = high -> IOS (Injector Output Stage) switched off for all cylinders. The state is stored and
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can only be reset by the software.

+Batt 24 V DC operating voltage
Rol Input voltage monitoring (33 kohms
± 10%)
ITS Fault detection (OFF_LINE)
ESI_IN Ignition 4.8 mA at 24 V DC / ~ 5
kohms ± 10% (12...32V at 33 kohms
± 10%)
GND Ground
Figure 13: Schematic circuit diagram – input ESI
When the “open-line monitoring” function is active (parameter set accordingly, see DiaSys), a 0.4 mA
current must flow from an externally-connected switch or an electronic control circuit (e.g. for 12 ... 32
V, a 33 kohm ± 10% resistor via the switch contacts, see block diagram) to the ECU input. This facili-
tates detection of a wire break in the emergency stop line.
Activating the emergency stop input (Uin > 8 V) immediately shuts down injection; the engine stops as a
result. Engine Control Unit ECU 9 remains operational in this case and is able to output the relevant
fault messages.
Required parameter settings for ESI

Parameter no. Function
2.9902.081 Open-line monitoring active
Binary inputs DI1 ... 8

These 8 channels facilitate the transmission of binary signals to the Engine Control Unit for further
processing.
• Input voltage: 0 ... 32 V DC
• LOW detection: Uin < 4 V
• HIGH detection: Uin > 8 V
• Input impedance: 12.1 kohms
• Input filter (fg/-3dB): 19 Hz
• Sampling frequency: < 1ms
• Electrical isolation
Required settings:
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• Open line = open-line monitoring active

• Logic: “Active High” (the input interprets a 24 V voltage as an activation) “Active Low” (the input in-
terprets a connection to ground as an activation)

1 Resistor for open-line monitoring
(optional*)
2 Optocoupler
3 Voltage source
Figure 14: Schematic circuit diagram – input DI
* The function must be activated by setting the relevant parameter in DiaSys. Open-line monitoring is
only possible when no load is connected parallel to input DI 1 ... 8
Required parameter settings for DI

2.9902.001 Open-line monitoring DI 1 active
Analog inputs AI1 ... 2

Analog inputs are used to transmit analog settings (e.g. engine speed or engine torque) to the Engine
Control Unit for further processing.
Channel specification
• Sensors: Current sources, voltage sources or potentiometer 1...5 kohms
• Voltage supply: 5 V ± 3% max 50 mA
• Voltage input: 0 ... 10 V DC (max 13 V), input impedance 100 kohms, filter 200 Hz (fg/-3 dB)
• Current input: 0 ... 25 mA ± 2% (max 25 mA), compliance voltage 4.5 V at 20 mA
• Fault detection voltage input: U > 10 V
TIM-ID: 0000056930 - 002
• Fault detection current input: I < 2 mA, I >22 mA (overcurrent shutdown ~ 40 mA)
• Electrical isolation: 50 V DC
• Dielectric strength: 36 V DC
Required settings:
• Configuration, voltage input/current input via connection
• Scaling
• Function

1 Control by power source
2 Control by resistor
3 Control by voltage source
4 Input amplifier
5 Supply voltage via potentiometer
connection
Figure 15: Schematic circuit diagram – AI
TIM-ID: 0000056930 - 002

Required parameter settings for AI
Parameter no. Function Setting (16 bit)
2.9901.200 Sensor type AI 1 Sensor type -1 No sensor connected
2.9901.201 Sensor type AI 2 Sensor type 0 PT1000
Sensor type 1 PT100
Sensor type 2 4 bar
Sensor type 3 0.5-4.5 bar
Sensor type 4 6 bar
Sensor type 5 10 bar
Sensor type 10 +/- 70 mbar
Sensor type 11 0 - 5 V
Sensor type 14 Level sensor (e.g. Bedia)
Sensor type 15 Load % [voltage]
Sensor type 16 Speed demand voltage setting (0 - 10 V)
Sensor type 17 Speed demand voltage setting for test stand
Sensor type 18 Speed demand current setting (4 - 20 mA)
Sensor type 19 Speed demand current setting for test stand
Sensor type 20 KTY temperature sensor
Sensor type 21 Frequency input
Sensor type 22 PWM current
Sensor type 23 Resistor
Sensor type 24 Relative speed demand [voltage]
Sensor type 25 Relative speed demand [current]
Sensor type 26 Speed demand 60Hz [voltage]
Sensor type 27 Speed demand 60Hz [current]
Sensor type 28 Load % [current]
Sensor type 29 0.5 - 1.2 bar
Sensor type 30 Voltage
Sensor type 31 0.5 - 6 bar
Sensor type 32 Fuel % [current]
Sensor type 33 Fuel % [voltage]
Sensor type 34 Curve from 1.0401.004 AUX sensor scaling
Sensor type 35 Generator voltage [voltage] 0-1000V
Sensor type 36 Generator power (voltage) 0-5000kW
Sensor type 37 Voltage by percent (0.5-4.5V => 0-100%)
Sensor type 39 Oil level 0 -150 mm
Sensor type 40 Spin [voltage]
Sensor type 41 Spin [current]
Sensor type 42 Oil level 5V [voltage]
Sensor type 43 2500 bar HP [voltage]
TIM-ID: 0000056930 - 002
Sensor type 44 1800 bar [voltage]

Sensor type 47 0.5 - 1.5 bar [voltage]
Sensor type 48 PT200
Sensor type 49 Differential pressure 350 mbar

Required parameter settings for AI
Parameter no. Function Setting (16 bit)
2.9901.200 Sensor type AI 1 Sensor type 50 Ambient pressure ECU mbar
2.9901.201 Sensor type AI 2 Sensor type 51 Differential pressure 0 to 100 mbar
Sensor type 52 WEMA level
Sensor type 53 WEMA NTC 1K
Sensor type 54 SDAF feedback signal
Sensor type 55 -10 - 250 mbar
Sensor type 56 not used for ECU 9
Sensor type 57 not used for ECU 9
Sensor type 59 10-1000 Hz => 0-100%
Sensor type 60 Coolant level
Sensor type 61 Hydraulic oil level
Sensor type 62 Relative speed demand 5V
Sensor type 63 WEMA level PI [voltage]
Output channels
Transistor outputs TOP1 ... 4

These transistor outputs are used to control:
• Lamps
• Relays
• Digital inputs of the plant system
• Loads: 24 V DC consumers, valves
• DC output current: 1.4 A at 24 V On
• Output voltage without load: ~ 5 V (high switch) ~ 0 V (low switch)
• Switching frequency: Max ≤2 Hz
• Load: Max 140 mH lagging
• Electrical isolation: None
• Short-circuit detection: Yes
• Open-line monitoring: Switched off, only with R_Load < 25 kohms
• Overvoltage protection: up to 36 V (Important: Incorporate free-wheeling diode for lagging loads!)
Required settings:
• “Low Switch” or “High Switch”
• Cable break monitoring on/off
TIM-ID: 0000056930 - 002

1 Example, lagging load
2 Example, resistive load
Figure 16: Schematic circuit diagram – TOP
Required parameter settings for TOP

2.1050.010 Active High / Active Low TOP1
2.1050.005 “Low Switch” or “High Switch” TOP1
Analog outputs AO1 ... 2

These outputs are used to control:
• Display instruments
• Analog inputs of the plant system
• Output current: 0 ... 8 mA at 10 V
• Output voltage: 0 … 10 V DC
• Output voltage without load: ~ 0 V
• Short-circuit current: ~ 18 mA
• Settling time: 11 ms at 0 ... 8 mA
• Electrical isolation: No electrical isolation
TIM-ID: 0000056930 - 002
• Open-line monitoring: No
• Overvoltage protection: Up to 36 V DC
Required settings:
• Offset (to display negative values)
• Scaling

2.1052.001 Analog output 1 source PV number
2.1052.002 Analog output 2 source PV number
2.1052.003 Analog output 1 scaling

2.1052.004 Analog output 2 scaling
2.1052.005 Analog Out 1 Offset
2.1052.006 Analog output 2 offset
Example: To use an analog output to display -40 to +160° C.

• Calculation of scaling k
k = 10000 mV ÷ basic unit of the variable
In this case, the “basic unit of the variable” is 20000 (the measuring range multiplied by 100); i.e.
scaling k = 10000 ÷ 20000 = 0.5
• Calculation of Offset b:
b = -k · gmin
In this case, gmin is -40; i.e. Offset b = -0.5 · -40 = 20 mV
Figure 17: Schematic circuit diagram
Serial interfaces
Plant CAN bus (Controller Area Network) P_CAN1 ... 2

Channel type: Serial interface, Controller Area Network (CAN)
Control of:
• CAN bus
• Analog inputs
Channel specification
• High-Speed CAN compatible with ISO 11898 (24 V)
• CAN specification: Version 2.0B / 11/29 bit bus structure.
TIM-ID: 0000056930 - 002
• Max. data rate: 1 Mbit/s

• Max. bus length: 250 m
• Termination resistor: 120 ohm (to be incorporated in the cable)
• Short-circuit detection / line disruption: By the CAN controller
• Electrical isolation: 50 V DC to ECU-GND and to CAN_1 / CAN_2
• Overvoltage protection: ± 36 V / 50 V DC / 12 kV ESD
Note: The 120 Ω termination resistor must be installed at both ends of the cable!
Required settings:

Required parameter settings for CAN
2.0500.018 Node failure monitoring (missing node on CAN 1 or CAN 2) active
2.0500.019 Node failure monitoring (missing node on CAN 1 and CAN 2) active
2.0502.001 Status J1939; Determines whether CAN 2 J1939 protocol is used or
not (default value for genset: 1)
2.0502.002 Node number J1939 (ECU 9 communicates on this node number; de-
fault value: 0)
2.0502.006 Node number under which the ECU 9 receives J1939 data from a
non-MTU control unit (default value: 234; EAh)
CAN Controller Area Network

GND Ground
ECU Engine Control Unit
DC DC voltage
AC AC voltage
Figure 18: Schematic circuit diagram
CAN1
Depending on the programming (setting) used by the governor.
This CAN interface is used to connect the Engine Control Unit to other MTU or OEM devices via the
CAN bus.
This interface is only capable of transmitting, i.e. received objects cannot be evaluated on this bus. All
objects transmitted on CAN 2 - J1939 (see below) are also transmitted here.
CAN2-J1939
CAN bus.
This interface is capable of transmitting and receiving. The interface definition for transmit and receive
TIM-ID: 0000056930 - 002
objects complies with the international SAE J1939 standard.
RS 485
This interface is used for USB download via SmartConnect SC in genset applications.

Engine inputs and outputs
Input channels
Level sensor inputs LSI1...4

• Function:
• Bedia sensor 13.6 V → 0...5 V absolute
• Bedia sensor 0...5 V → 0.5...4.5 V rat
• Pressure sensor PD47k5 → 0.5..4.5 V rat
• Specification:
• Mode: (Ta 1ms)
• 0 ... 5 V abs / 17 Hz @ 3 dB 1. Ord. / ±0.7% absolute
• 0.5 ... 4.5 V rat / 17 Hz @ 3 dB / ±0.6 % ratiom.
• fin 8...3 kHz / high > 2.2 V / low < 0.6 V
• Supply / channel 5V / 13 V @ max. 22 mA
Temperature measuring inputs TI01...12

• Function:
• Temperature sensor PT1000
• Temperature sensor NTC
• Specification:
• Mode: (Ta 1 ms)
• NTC: -20° C ... +120° C ±1 K (0.5 K 3ϭ)
• PT1000: -40° C..140°C ±1.5 K (0.7 K 3ϭ)
• PT100: at 800° C; ±10K (7 K 3ϭ)
Absolute voltage measuring 0 ... 5V
PHI1...2
• Function:
• HP sensor PD4k75
• HP sensor PU4k75
• Specification:
• Mode: (Ta 1 ms)
• 0 ... 5 V abs / 17 Hz @ 3 dB 1. Ord. / ±0.7 % absolute
• 0.5 ... 4.5 V rat / 17 Hz @ 3 dB / ±0.6 % ratiom.
• Supply / channel 5 V @ max. 12 mA
PPI1...2
• Function:
• Peak pressure sensor PD47k5
• Specification:
• Mode: (Ta < 50 µs / 20 kHz)
• 0 ... 5 V abs / 5 kHz @ 3 dB 2. Ord. / ±0.7 % absolute
TIM-ID: 0000056930 - 002
• 0.5 ... 4.5 V rat / 5 kHz @ 3 dB 2. Ord. / ±0.6% ratiom.

Electronic engine identification label input EIL

• Function:
• Connection of the electronic engine identification label EIL
• Specification:
• High > 2.2V / Low < 0.6V
• PU 3k3
• 19.2 kBaud

Pressure measuring inputs PI01...19
• Function:
• Pressure sensor PD47k5
• Specification:
• Mode: (Ta 1 ms)
• 0 ... 5 V abs / 17 Hz @ 3 dB 1. Ord. / ±0.7 % absolute
• 0.5 ... 4.5 V rat / 17 Hz @ 3 dB / ±0.6 % ratiom.
Frequency inputs FI1...4

• Function:
• 1 x 200 Vpp inductive sensor
• Uin > 1.5 Vpp
• Specification:
• 4 Hz ... 15 kHz ±1 µs
Speed measuring inputs ASI1...2

• Function:
• 1 x 250 V pp inductive sensor (switchable threshold)
• Uin > 0.38Vpp toothed gear
• Evaluation of bore gear possible (Series 1600)
• Specification:
• 1 Hz ... 9 kHz
• Crankshaft 1 ... 128 teeth
• Camshaft 1 ... 128 teeth
• Error w/o sens. < 0.7° crankshaft , 400 ... 1000 rpm
• Error w/o sens. < 0.3° crankshaft , 1000 ... 2700 rpm
Lambda sensor input LASI1

• Function:
• Lambda sensor
• Specification:
• Suitable for Lambda sensors specified by MTU only
Connector X2 connected
• Function:
• Detects that connector is plugged in, may be used to initialize a self-test
Connector X3 connected
• Function:
• Detects that connector is plugged in, may be used to initialize a self-test
Output channels
TIM-ID: 0000056930 - 002
PWM_SIG1...2
• Function:
• fout 8 Hz ... 500 Hz / High Switch
• Iout_max = 10 mA Open Drain
• Specification:
• 0 % / 5 % ... 95 % / 100 %

PWM_CM1...10
• Function:
fout 8 Hz ... 500 Hz / High Switch
• Iout_max = 3 A avr / 4.5 A peak
• Specification:
• Current measuring: ±2% (0.1A .. 0.5A); ±0.8% (0.5A .. 5A); [FS 4A]
Injector outputs IO11...102 (Bank 1 - Output 1 .... Bank 10 - Output 2)

• Function:
• Injector for injection CRIN3.x
• Injector for injection LEAD
• Specification:
• 44 V perm. / Imax 25 A / 4 injections
• Total 55° crankshaft @2450 rpm
Serial interfaces
Engine CAN bus (Controller Area Network) E_CAN1 ... 2

• Function:
• Engine CAN
• Specification:
• ISO 11898 standard
• Max. 500 kBaud (depending on bus length)
• ISO 50 V_DC
TIM-ID: 0000056930 - 002

2.3.2 Inputs and outputs – Engine
Inputs
The engine inputs on the ECU 9 are assigned as follows on Series 2000GX06 engines:
Name Function Assigned to BMK*

LSI1 Level Sensor Input Level sensor inputs HT coolant level F33
LSI2
LSI3 LT coolant level (charge-air cooling
circuit); TB only
LSI4 Water level in fuel prefilter M F70
TI1 Temperature Input Temperature in- Temp. HT coolant, engine outlet B6
TI2 puts Temp. Charge-air B9
TI3
TI4 Temp. Oil B7
TI5
TI6 Temp. LT coolant (charge-air cir- B26
cuit)
TI7
TI8
TI9
TI10
TI11
TI12
PHI1 Pressure High In- High-pressure in- CR fuel A B48.1
PHI2 put put CR fuel B B48.2
EIL Engine Ident Label Nameplate Engine Ident Label (EIL) A19
PPI1 Pressure Peak In- Peak-pressure in-
PPI2 put put
*BMK: Equipment identifier

TIM-ID: 0000056929 - 001

PI1 Pressure input Pressure inputs Oil pressure after filter B5.1
PI2
PI3 Charge-air pressure B10
PI4
PI5
PI6 Oil pressure before filter B5.3
PI7
PI8
PI9
PI10
PI11
PI12 Fuel pressure before filter B34.2
PI13 Fuel pressure after filter B34.1
PI14 Exhaust gas pressure Lambda ab- B91.3
solute; G56F, G66F only
PI15
PI16
PI17
PI18
PI19
FI1 Frequency Input Inductive speed in-
FI2 puts Speed, turbocharger A2 B44.1
FI3
FI4
ASI1 Angle Sensor Input Inductive angle in- Crankshaft speed B13
ASI2 puts Camshaft speed B1
LASI Lambda Sensor In- Lambda sensor in- Lambda sensor; G56F, G66F only B89
put put
X2_OFF X2 Engine connector 1
X3_OFF X3 Engine connector 2
Table 1: Channel assignment of ECU 9 engine inputs – Genset Series 2000Gx06 (blank fields: not used)
Outputs
TIM-ID: 0000056929 - 001
The engine outputs on the ECU 9 are assigned as follows on Series 2000GX06 engines:

PWM_CM1 Pulse With Modu- PWM output with CR pump A M8.1
PWM_CM2 lated Output Cur- current measuring CR pump B M8.2
rent Measured
PWM_CM3 Pressure regulating valve 3.3A; Y45.1
G56F, G66F only
PWM_CM4 Pressure regulating valve 3.3B; Y45.2
G56F, G66F only
PWM_CM5 Internal fan control valve; G56F, Y44.1
G66F only
PWM_CM6 External fan control valve; G56F, Y44.2
G66F only
PWM_CM7 Voltage supply, humidity & NOx B90 +
LAMBDA; G56F, G66F only B88
PWM_CM8 HP turbine bypass; G56F, G66F on- M52
ly
PWM_CM9 EGR donor cylinder; G56F, G66F M55
only
PWM_CM10 EGR latch; G56F, G66F only M53
IO011 Injector Output Injector output Injector A1 Y39A1
IO012 Assignment applies Injector A6 Y39A6
to 12V2000Gx6,
IO021 see table below for Injector B5 Y39B5
IO022 other cylinder ar- Injector B2 Y39B2
rangements
IO031 Injector A5 Y39A5
IO041 Injector B3 Y39B3
IO071
IO072
IO081
IO082
IO091
IO092
TIM-ID: 0000056929 - 001
IO101
IO102
PWM_SIG1 Pulse Width Modu- PWM signal
PWM_SIG2 lated Signal
Table 2: Channel assignment of ECU 9 engine outputs – Genset Series 2000Gx06 (blank fields: not used)
Injector outputs are assigned as follows on 16- and 18-cylinder engines:

IO no. 16V2000Gx6 18V2000Gx6
IO011 Y39A1 Injector A1 Y39A1 Injector A1
IO012 Y39B3 Injector B3 Y39B3 Injector B3
IO041 Y39A5 Injector A5 Y39B4 Injector B4
IO042 Y39 B6 Injector B6 Y39A6 Injector A6
IO051 Y39B2 Injector B2 Y39A5 Injector A5
IO082 Y39B7 Injector B7 Y39A2 Injector A2
IO091 Y39A9 Injector A9
IO092 Y39B8 Injector B8
IO101
IO102
Table 3: Injector output assignment on 16- and 18-cylinder engines (blank fields: not used)
Serial interfaces
The serial interfaces on the ECU 9 are assigned as follows on Series 2000GX06 engines:

CAN_E1 Engine CAN 1 Engine CAN bus 1 CAN sensor: NOx LAMBDA B88
CAN flap: EGR donor cylinder M55
CAN flap: EGR shutoff flap M53
CAN sensor: Humidity, temperature B90
CAN_E2 Engine CAN 2 Engine CAN bus 2
INJ/FB Injector feedback
*BMK: Equipment identifier, these devices are connected to the bus concerned
TIM-ID: 0000056929 - 001
Table 4: Assignment of ECU 9 engine serial interfaces – Genset Series 2000Gx06 (blank fields: not used)

2.3.3 Inputs and outputs – Plant
Inputs
Overview
The plant inputs on the ECU 9 are assigned as follows on Series 2000GX06 generator engines:
Channel Signal Pin Channel specification Core

X1 W001
DI1 Engine stop 10 <4V(< 1.1mA) = low / 1
Normally-closed to +24 V DC >8V(>1.5mA) = high
Ground 9 50V isolated 2
DI2 Droop 2 14 <4V(< 1.1mA) = low / 3
Normally-open to +24 V DC >8V(>1.5mA) = high
DI3 Idle 18 <4V(< 1.1mA) = low / 5
DI4 Reset alarm 22 <4V(< 1.1mA) = low / 7
DI5 Speed UP pushbutton 26 <4V(< 1.1mA) = low / 9
DI6 Speed DOWN pushbutton 30 <4V(< 1.1mA) = low / 11
DI7 Engine start 34 <4V(< 1.1mA) = low / 13
DI8 Safety system override 38 <4V(< 1.1mA) = low / 15
AI1_2 5 V supply for AI1 and AI2 41 5V / 25mA ±50V isolated 17
to other potential
AI1 Speed demand by voltage 46 0...10V (not isolated from 19
AI2)
AI1 Speed demand by current 45 0...25mA (not isolated 20
from AI2)
TIM-ID: 0000056928 - 001
AI2 Torque demand by voltage 50 0...10V (not isolated from 21

AI1)
AI2 Not used 49 0...25mA (not isolated 22
from AI1)
AI1_2 AI1_2_GND 42 AI_GND ±50V isolated 18
from other potentials
FIP Not used (speed demand by frequency 24 0...5V or frequency input 27
possible) <xV low / >yV high I=?

X1 W001
IGI +24 V DC supply for input IGI (ignition) 32 24V/10mA (bridge to 41
IGI_IN to disable IGI func-
tion)
IGI Ignition ON input 31 <4V(2mA) = low / 42
>8V(4mA) = high
ESI Emergency stop input (not used for 36 <4V(2mA) = low / 34
2000Gx6 genset!) >8V(4mA) = high
X1_OFF X1_OFF_ID 39 Resistance X1_OFF_ID to 562 Ω
_ID GND in connector (-> ITS resistor
deactivated, ECU func-
tion!)
X1_OFF GND 43 562 Ω
_ID_GN resistor
D
- NC 47 NC 48
- NC 51 NC
- NC 52 NC
- NC 53 NC
- NC 54 NC
- NC 55 NC
- NC 56 NC
POWER Power supply 59 24V / 35A Red
POWER Power supply 58 Red
POWER Power supply 62 Red
POWER Voltage supply ground 57 GND / 35A Black
POWER Voltage supply ground 61 Black
POWER Voltage supply ground 60 Black
Table 5: Channel assignment of ECU 9 plant inputs – Genset Series 2000Gx06
Functions
DI1 – Engine stop

The engine stop signal is activated when this input is switched off. The signal is stored until the engine
comes to a stop.
Parameters:
• Engine stop open-line monitoring: (DiaSys parameter no. 2.7001.804)
TIM-ID: 0000056928 - 001
• Engine stop logic: (DiaSys parameter no. 2.7001.805)

• Stop: stored: (DiaSys parameter no. 2.7001.009)
Activation also possible via CAN (J1939 - SPN 520193).
DI 2 – Droop 2
Speed droop can be switched from 0% to 4% with this input. Speed droop can be switched over with DI
2 and CAN (J1939 - SPN 2881). Switching with the SmartConnect (DIP switch 4) is also possible (Speed
droop 1: 2.1060.202; Speed droop 2: 2.1060.204).

Parameters:
• Speed droop open-line monitoring: (DiaSys parameter no. 2.1060.834)
• Speed droop logic: (DiaSys parameter no. 2.1060.835)
DI 3 – Idle mode / Frequency switching

The engine runs in Idle mode with this input is activated. The Engine Control Unit then decreases the
speed from synchronizing speed to 800 rpm. Frequency is only switched via DIP switch 5 or CAN
(J1939 - SPN 4080). DI 3 is not used normally.
Parameters:
• Idle speed increase open-line monitoring: (DiaSys parameter no. 2.1060.844)
• Idling speed increase logic: (DiaSys parameter no. 2.1060.845)
• Frequency switching open-line monitoring: (DiaSys parameter no. 2.7003.804)
• Frequency switching logic: (DiaSys parameter no. 2.7003.805)
DI 4 – Alarm reset
Stored alarms are reset by activating this input.
Current alarms which no longer apply can be reset with this input. The signal remains unchanged until
canceled with the “Alarm reset” command.
Reset is also possible via CAN (J1939 - DM3/DM11).
Parameters:
• Alarm reset open-line monitoring: (DiaSys parameter no. 2.8009.804)
• Alarm reset logic: (DiaSys parameter no. 2.8009.805)
DI 5 – Engine speed increase (speed up)

This input can only be used when speed demand is set to “ECU Up/Down” (this can be set with the
SmartConnect DIP switches). Engine speed can be increased in stages or ramped up once the engine
has run up to speed.
Parameter:
• Engine speed increase open-line monitoring: (DiaSys parameter no. 2.1060.804)
• Engine speed increase logic: (DiaSys parameter no. 2.1060.805)
DI 6 – Engine speed decrease (speed down)

This input can only be used when speed demand is set to “ECU Up/Down” (this can be set with the
SmartConnect DIP switches). Engine speed can be decreased in stages or ramped down once the en-
gine has run up to speed.
Parameters:
• Engine speed decrease open-line monitoring: (DiaSys parameter no. 2.1060.814)
• Engine speed decrease logic: (DiaSys parameter no. 2.1060.815)
DI 7 – Engine start
This input activates the engine start sequence.
If the start signal is not stored, the pushbutton must be held down to apply the signal until the engine
TIM-ID: 0000056928 - 001
has run up to 300 rpm on the starter. The starting sequence is terminated if the signal is canceled pre-
maturely.
The pushbutton need only be pressed briefly if the start signal is stored. The engine start sequence then
runs automatically until the engine has reached idle speed.
The setting can also be parameterized in the ECU.

Parameters:
• Engine start open-line monitoring: (DiaSys parameter no. 2.1090.804)
• Engine start logic: (DiaSys parameter no. 2.1090.805)
• Start signal stored: (DiaSys parameter no. 2.1090.101)
DI 8 – Override
The “Override” function is used to bypass a number of safety features. These features would otherwise
invoke a reduction in power or an emergency engine stop in case of limit value violation.
Note: Internal performance maps cannot be bypassed!
Parameters:
• Override open-line monitoring: (DiaSys parameter no. 2.7002.804)
• Override logic: (DiaSys parameter no. 2.7002.805)
IGI – Ignition
The IGI input can be used for two functions:
1. ECU On/Off when the voltage supply is connected to the unit (Tl. 30).
2. Emergency stop function based on the “closed-circuit principle”.
The input is connected to 24 V (X1-32, IGI_24V) if the function is not used.
The user can switch the unit on/off with the IGI input as follows:
• Input level = Low to High - “Wake”. The ECU is activated and the processor runs up, completes its
“Start up” and keeps the power stage in a “self-holding” state.
• Input level = High to Low - “Power down”. Switches off the IOS (Injector Output Stage) for all cylin-
ders. All data and alarms are saved, “Data storage”. Internal voltage supplies are switched off.
The input circuitry must be configured as follows:
• To deactivate the ignition function:
Insert a jumper between IGI_24V and IGI_IN.
• To switch on ECU8 with ignition input IGI :
1. +UBatt (24 V) voltage supply must be applied to the ECU 9:
2. IGI input level 0V (<4V) →
– > 9V DC/DC converter is activated
– > 11V the blocked output stage can be enabled by the software.
• To switch off ECU 9 (with ignition input IGI):
The output amplifier for the injectors is switched off when the IGI input level falls below the < 4V
threshold. Injection ceases and the engine stops immediately. The ECU switches to standby following
engine stop. Fault messages are then no longer signaled.
ESI – Emergency stop input

The channel offers a further possibility for triggering an emergency stop.
This possibility is not used in genset applications featuring 2000Gx6 engines.
function is not used.
TIM-ID: 0000056928 - 001
Line disruption: The switch or electronic control system must run a 0.4 mA current (12 ... 32 V at
33kohms ± 10%) to the ECU 9 input in order to detect a broken wire.
FIP
This input is not used for genset applications.
AI 1 – Speed demand
Engine speed can be adjusted from rated speed by +/-100 rpm . This analog signal allows speed de-
mand to be set to a specific value. Changes in speed are realized along a programmable speed ramp.

Parameters:
• Configuration: (DiaSys parameter no. 2.0280.039)
• Curves for : Voltage: (DiaSys parameter no. 2.0401.010) / Current: (DiaSys parameter no.
2.0401.012)
The speed demand source is selected in one of the following ways:
• By parameter settings
• With SmartConnect DIP switches
• By CAN SpeedDemandSwitches (J1939 - SPN 520269)
AI 2 – Torque request
This signal corresponds to the torque demand in torque-controlled plants (optional fuel injection ”). Cus-
tomer-specific adjustment is required in this case.
Parameters:
• Configuration: (DiaSys parameter no. 2.0287.039)
• Curves for:
– Voltage (DiaSys parameter no. 2.0401.027)
– Current (DiaSys parameter no. 2.0401.026)
X1 OFF
This input is jumpered to GND. This deactivates the Integrated Test System ITS.
Outputs
Overview
The plant outputs on the ECU 9 are assigned as follows on Series 2000GX06 generator engines:

X1 W001
AO1 Coolant temperature 40 0..10V / 8mA 23
AO2 Lube oil temperature 44 0..10V / 8mA 24
AO1_2_ Ground for: 35 GND 25
FIP_GN • AO1
D • AO2
• FIP
TOP1 YELLOW combined alarm 12 24V / TOP1+..+TOP1 = 29
3A; max. 1.5A source /
sink
TOP2 RED combined alarm 11 24V / TOP1+..+TOP2 = 30
sink
TOP1_2 Ground for TOP 1 and TOP 2 15 LGND (3A) 28
TIM-ID: 0000056928 - 001
TOP3 Alarm lamp Lube oil pressure too low 20 24V / TOP1+..+TOP4 = 31
sink
TOP4 Starter relay 19 24V / TOP1+..+TOP4 = 32
sink

X1 W001
TOP3_4 Ground for TOP 3 and TOP 4 16 LGND (3A) 33
FO Not used 48 24V / 1.5A sink to 34
LGND / < 500Hz
Table 6: Channel assignment of ECU 9 outputs – Genset Series 2000Gx06
Functions
AO1 – Coolant temperature

This signal can be used to control a temperature gage.
Parameter:
• Voltage output: Linear 0 ... 100% (12 bit) - > * 0 ... 9999 mV
AO2 – Oil pressure

This signal can be used to control a pressure gage.
TOP1 – Yellow alarm

This output switches when a yellow alarm occurs.
Parameters:
• Active level: (DiaSys parameter no. 2.0287.039)
• “Low Switch” or “High Switch”: (DiaSys parameter no. 2.1050.010)
TOP 2 – Red alarm

This output switches when a red alarm occurs.
Parameters:
TOP 3 – Oil pressure too low (lube oil stop)

This output switches when the oil pressure falls below a minimum value (adjustable).
Parameters:
TOP 4 – Starter On
This output is used to control a starter relay.
Parameter:
TIM-ID: 0000056928 - 001
FO
This output is not used for genset applications.
Serial interfaces
Overview
The following serial interfaces are provided on ECU 9 for Series 2000GX06 generator engines:

X1 W001
CAN1_P Plant CAN 1 High – MTU protocol 1 50V isolated (120 Ω after 35
(SmartConnect, DiaSys) CAN1_P_L in connector)
Plant CAN 1 Low – MTU protocol 2 (120 Ω after CAN1_P_H in 36
(SmartConnect, DiaSys) connector)
Plant CAN 1 Ground 5 37
CAN2_P Plant CAN 2 High – J1939 generator 3 50V isolated (120 Ω after 39
controller CAN2_P_L in connector)
Plant CAN 2 Low – J1939 generator 4 (120 Ω after CAN2_P_H in 40
controller connector)
Plant CAN 2 Ground 8 38
ITS_RS2 Not used 28 MTU interface (DSUB 9- 45
32 pole pin 2 (socket))
ITS_RS2 Not used 27 MTU interface (DSUB 9- 46
32 pole pin 3 (socket))
RS485_ Not used 6 250kbaud / sec -> 43
A DSUB9 pin 2 (socket GND
at pin 5)
RS485_ Not used 7 250kbaud / sec -> 44
B DSUB9 pin 1 (socket GND
at pin 5)
RS485 Not used 23 Ground 47
Table 7: Assignment of ECU 9 serial plant interfaces – Genset Series 2000Gx06
Function
NOTICE
The function of the two CAN interfaces depends on DiaSys parameter no. 2.0502.001.
The plant generator controller cannot be addressed.
• The parameter must be set to “J1939_On” when a J1939 device is connected to CAN 2.
CAN 1 – MTU protocol

CAN bus.
This interface is only capable of transmitting, i.e. received objects cannot be evaluated on this bus. All
objects transmitted on CAN 2 - J1939 (see below) are also transmitted here.
CAN 2 – J1939
TIM-ID: 0000056928 - 001
CAN bus.
This interface is capable of transmitting and receiving. The interface definition for transmit and receive
objects complies with the international SAE J1939 standard.
RS 232
This interface is used by MTU for internal purposes.
RS 485
This interface is used for USB download (via SmartConnect SC) in genset applications.

2.3.4 Interfaces – SmartConnect SC
Connections on SmartConnect
Figure 19: System structure SC - ECU8

SC SmartConnect K1 Terminal block S1 System cable (X1 plant
wiring harness)
Note: A 4 A fuse must be provided for SmartConnect SC.
Overview of interfaces
Connector assignment SC1 (see System structure SC ↔ ECU8 in this chapter)
Connector X1 – Supply
Channel Signal Pin Signal descrip- Twisting Cross section
tion
Housing Ground 1 Ground connec- >1.5 mm²
tion established
by top-hat rail
mounting
TIM-ID: 0000058408 - 001
Power + 24 V 2 + 24V / 0.3A >0.75 mm²

Power GND 3 >0.75 mm²
Table 8: Connector X1 – Supply

Connector X2 - RS485
tion
RS485 B 1 Signal B a >0.5 mm²
RS485 A 2 Signal A a >0.5 mm²
RS485 GND 3 50 V isolated a >0.5 mm²
Table 9: Connector X2 - RS485
Connector X3 - CAN1
tion
CAN1 High 1 50 V isolated b >0.5 mm²
(install 120 ohm
in connector as
necessary)
CAN1 Low 2 50 V isolated b >0.5 mm²
(install 120 ohm
in connector as
necessary)
CAN1 CAN_GND 3 50 V isolated b >0.5 mm²
Table 10: Connector X3 - CAN1
Connector X4 - CAN2
tion
CAN2 High 1 50 V isolated c >0.5 mm²
(install 120 ohm
in connector as
necessary)
CAN2 Low 2 50 V isolated c >0.5 mm²
(install 120 ohm
in connector as
necessary)
CAN2 CAN_GND 3 50 V isolated c >0.5 mm²
Table 11: Connector X4 - CAN2
Connector X5 - DiaSys connector

TIM-ID: 0000058408 - 001
tion
A >0.5 mm²
CAN2 High B 50 V isolated d >0.5 mm²
(120 ohm instal-
led)
CAN2 Low C 50 V isolated d >0.5 mm²
(120 ohm instal-
led)
D

tion
24V DiaSys +24 V E DIASYS supply >1.0 mm²
for PC <3A DC
F
CAN1 High G 50 V isolated c >0.5 mm²
(120 ohm instal-
led)
CAN1 Low H 50 V isolated c >0.5 mm²
(120 ohm instal-
led)
J
GND DiaSys GND K DIASYS supply >1.0 mm²
for PC <3A DC
CAN2 CAN_GND2 L 50 V isolated d >0.5 mm²
CAN1 CAN_GND1 M 50 V isolated c >0.5 mm²
Table 12: Connector X5 - DiaSys connector
TIM-ID: 0000058408 - 001

2.4 Cabling
2.4.1 System cable W001 - ECU 9 for connector X1
General information
MTU supplies a cable dressed with a plug which fits connector X1 to allow Engine Control Unit ECU 9 to
be connected to a system. All the necessary signals to and from ECU 9 are transmitted via this cable.
These are:
• Binary signals
• Analog signals
• Frequencies
• Serial signals (data lines)
• Supply voltage
The system end of the W001 cable supplied by MTU is open (“pigtail”). This allows the cable to be cut to
a suitable length and connected to a terminal block. The various devices, systems and sensors etc. can
then be wired up to this terminal block.
Core assignment W001 / pin assignment X1

TIM-ID: 0000031036 - 001
Figure 20: System cable W001

1 Open end for wiring up 3 Retaining bracket
2 Item number and cable 4 Connector ECU 9 (plan
designation view of male multipoint
connector)

Core Pin X1 Twist* Channel Signal
W001
1 10 a DI1 Digital input 1: High input
2 9 a DI1 Digital input 1: Low input
3 14 b DI2 Digital input 2: High input
4 13 b DI2 Digital input 2: Low input
5 18 c DI3 Digital input 3: High input
6 17 c DI3 Digital input 3: Low input
7 22 d DI4 Digital input 4: High input
8 21 d DI4 Digital input 4: Low input
9 26 e DI5 Digital input 5: High input
10 25 e DI5 Digital input 5: Low input
11 30 f DI6 Digital input 6: High input
12 29 f DI6 Digital input 6: Low input
13 34 g DI7 Digital input 7: High input
14 33 g DI7 Digital input 7: Low input
15 38 h DI8 Digital input 8: High input
16 37 h DI8 Digital input 8: Low input
17 41 j AI1_2 5 V supply for analog inputs AI1 and AI2
18 42 j AI1_2 GND for analog inputs AI1 and AI2
19 46 k AI1 Voltage input at analog input 1
20 45 k AI1 Current input at analog input 1
21 50 l AI2 Voltage input at analog input 2
22 49 l AI2 Current input at analog input 2
23 40 m AO1 Voltage output 1
24 44 m AO2 Voltage output 2
25 35 n AO1_2_FIP GND for analog outputs AO1 and AO2 and frequency
input FIP
26 36 n ESI Emergency stop input
27 24 o FIP Frequency input
28 15 o TOP1_2 GND for system transistor outputs TOP1 and TOP2
29 12 p TOP1 Transistor output 1 (system)
30 11 p TOP2 Transistor output 2 (system)
31 20 q TOP3 Transistor output 3 (system)
TIM-ID: 0000031036 - 001
32 19 q TOP4 Transistor output 4 (system)

33 16 r TOP3_4 GND for system transistor outputs TOP3 and TOP4
34 48 r FO Frequency output
* Twist: Cores with the same letters are twisted together, i.e. core 1 with core 2 (a with a) core 3 with
core 4 (b with b) etc.
** A 120 Ω resistor is installed between CAN High and CAN Low in order to terminate the CAN bus.
*** Pins 39 and 43 are connected by a resistor in the connector. This allows the ECU 9 to detect con-
nection of system connector X1 (providing that power is supplied by means of an adapter plug). The
resistor defines the role of the ECU 9. A system check is initialized if the ECU detects an open end
here.

Core Pin X1 Twist* Channel Signal
W001
35 1 s CAN1_P CAN interface 1 High (system)**
36 2 s CAN1_P CAN interface 1 Low (system)**
37 5 t CAN1_P CAN interface 1 GND (system)**
38 8 t CAN2_P CAN interface 2 GND (system)**
39 3 U CAN2_P CAN interface 2 High (system)**
40 4 U CAN2_P CAN interface 2 Low (system)**
41 32 v IGI 24 V supply for ignition input
42 31 v IGI Ignition input
43 6 w SKey_RS485 Serial interface RS 485 High signal
44 7 w SKey_RS485 Serial interface RS 485 Low signal
45 28 x ITS_RS232 Serial interface RS 232 transmitting line TxD
46 27 y ITS_RS232 Serial interface RS 232 receiving line RxD
47 23 x ITS_RS232 Serial interface RS 232 GND
48 47 y Not used
Rid 39 X1_OFF_ID Resistor to define the role of the ECU, between pins 39
and 43 in connector X1***
Rid 43 X1_OFF_GN Resistor to define the role of the ECU, between pins 39
D_ID and 43 in connector X1***
Red 59 POWER Power supply for ECU 9, + 24 V
Black 57 POWER Power supply for ECU 9, GND
51 Not used
52 Not used
53 Not used
54 Not used
55 Not used
56 Not used
* Twist: Cores with the same letters are twisted together, i.e. core 1 with core 2 (a with a) core 3 with
core 4 (b with b) etc.
** A 120 Ω resistor is installed between CAN High and CAN Low in order to terminate the CAN bus.
TIM-ID: 0000031036 - 001
*** Pins 39 and 43 are connected by a resistor in the connector. This allows the ECU 9 to detect con-
nection of system connector X1 (providing that power is supplied by means of an adapter plug). The
resistor defines the role of the ECU 9. A system check is initialized if the ECU detects an open end
here.

Supply voltage + 24 V DC
The power is also supplied to the ECU 9 via system cable W001. 3 cores and 3 pairs of contacts are
used in connector X1 for the 24 V DC and ground connections respectively in order to avoid exceeding
maximum admissible loading of the electrical connections. These 3 lines must be connected to the
same system potential. All the injectors on the engine and all the sensors are supplied by this 24 V DC
voltage. Other actuators and pumps require a separate supply, these only receive a control voltage or
control signal (e.g. PWM) from the ECU 9.
Information on the use of measuring instruments

Use test prods properly!
Never insert measuring instrument test prods (e.g. of a multimeter) into the contact sleeves of connector
X1. This will inevitably sprain the contact springs. Sound contact can then no longer be established render-
ing the entire cable or cable harness unusable (as the connector is molded on). The entire cable must then
be replaced.
Use suitable adapters to set up a safe test configuration if the cable or cable harness have to be tested.
Contact MTU Product Support/After Sales Service for details and suitable tools and equipment.
TIM-ID: 0000031036 - 001

2.4.2 Wiring harness 12V2000Gx6
Engine wiring for on-engine sensors
Wiring harness overview
Figure 21: Overview

Item Identifier Designation
no.
1 XY39B6 Injector
2 XY39B5 Injector
3 XY39B4 Injector
4 XY39B3 Injector
5 XY39B2 Injector
6 XY39B1 Injector
8 XY39A1 Injector
9 XY39A2 Injector
TIM-ID: 0000055490 - 001
10 XY39A3 Injector
11 XY39A4 Injector
12 XY39A5 Injector
13 XY39A6 Injector
14 B48.1 CR fuel pressure A
15 X3 ECU connector
16 X2 ECU connector
17 Splices 3x
18 XF33 HT coolant level

no.
19 XF70 Water level in fuel prefilter
20 B6 HT coolant temperature at engine outlet
21 A19 Engine Ident Label EIL
22 M8.2 CR pump B
23 B34.3 Fuel pressure after filter
24 B34.2 Fuel pressure before filter
25 B3 Intake air temperature
26 B13 Crankshaft speed
27 B1 Camshaft speed
28 B48.2 CR fuel pressure B
29 B9 Charge-air temperature
30 B10 Charge-air pressure
31 M8.1 CR pump A
32 B5.1 Oil pressure after filter
33 B7 Oil temperature
34 B5.3 Oil pressure before filter
Connector pin assignment at X2
TIM-ID: 0000055490 - 001
Figure 22: X2 pin assignment

Sensor Signal Task
Item no.
Pin
Pin X2
Connector assignment Iden- Measurand
tifier
A19 21 EIL 1 EIL_GND 48

(Engine Ident Label) 2 EIL 70
3 LSI4_13V_5V_T16 24
B1 27 Camshaft speed 1 ASI2_H 76

2 ASI2_L 54
B3 25 Intake air temperature 1 TI9_IN 57

2 TI5_GND 59
B5.1 32 Oil pressure after fil- 1 PI1_5V_T3 41

ter 2 PI1_IN 19
3 Pressure compen-
sation
4 PI1_GND 42
B5.3 34 Oil pressure before fil- 1 PI4_5V_T6 14
ter 2 PI6_IN 12
3 Pressure compen-
sation
4 PI4_GND 15
B6 20 HT coolant tempera- 1 TI1_IN 86
ture at engine outlet 2 TI1_GND 63
TIM-ID: 0000055490 - 001
B7 33 Oil temperature 1 TI_4IN 83

2 TI4_GND 60
B9 29 Charge-air tempera- 1 TI2_IN 85
ture 2 TI2_GND 62

Sensor Signal Task
Item no.
Pin
Pin X2
tifier
B10 30 Charge-air pressure 1 PI3_5V_T5 38

2 PI3_IN 16
3 [-NC-]
4 PI3_GND 39
B13 26 Crankshaft speed 1 ASI1_L 53

2 ASI1_H 75
B34.2 24 Fuel pressure before 1 PI11_5V_T9 30

filter 2 PI12_IN 7
3 Pressure compen-
sation
4 PI11_GND 31
B34.3 23 Fuel pressure after fil- 1 PI11_5V_T9 30
ter 2 PI13_IN 29
3 Pressure compen-
sation
4 PI11_GND 31
B48.1 14 CR fuel pressure A 1 PHI1_5V_T1 44
2 PHI1_IN 22
3 PHI1_GND 45
B48.2 28 CR fuel pressure B 1 PHI2_5V_T2 20
2 PHI2_IN 43
3 PHI2_GND 21
XF33 18 HT coolant level 1 LSI1_13V_5V_T13 5

2 LSI1_GND 6
TIM-ID: 0000055490 - 001
3 LSI1_IN 28
XF70 19 Water level in fuel 1 LSI4_13V_5V_T16 24
prefilter 2 LSI3_GND 26
3 LSI4_IN 2
The supply voltages and ground connections of some sensors are spliced on one pin at connector X2:

X2_Splice 1
Identifier Sensor Pin Signal Pin at
X2
A19 EIL (Engine Ident Label) 3
LSI4_13V_5V_T16 24
XF70 Water level in fuel prefilter 1
Table 13: X2_Splice 1
X2_Splice 2
X2
B34.2 Fuel pressure before filter 1
PI11_5V_T9 30
B34.3 Fuel pressure after filter 1
X2_Splice 3
X2
PI11_GND 31

TIM-ID: 0000055490 - 001

Sensor/actuator Signal Tas
k
Item no.
Pin
Pin X3
Connector assignment Identifi- Designation
er
M8.1 31 CR pump A 1 PWM_CM1_OUT 87

2 PWM_CM1_GND 65
M8.2 22 CR pump B 1 PWM_CM2_OUT 63
2 PWM_CM2_GND 86
XY39A1 8 Injector A1 1 IO011H 91

2 IO011L 68
2 IO032L 19
2 IO051L 15
2 IO052L 14
2 IO031L 20
2 IO012L 69
XY39B1 6 Injector B1 1 IO062H 36
2 IO062L 12
2 IO022L 22
2 IO041L 18
2 IO042L 17
2 IO021L 23
TIM-ID: 0000055490 - 001

2 IO061L 13

Figure 24: overview

no.
1 XY39B8 Injector
2 XY39B7 Injector
3 XY39B6 Injector
4 XY39B5 Injector
5 XY39B4 Injector
6 XY39B3 Injector
7 XY39B2 Injector
8 XY39B1 Injector
TIM-ID: 0000055491 - 001
9 XY39A1 Injector
10 XY39A2 Injector
11 XY39A3 Injector
12 XY39A4 Injector
13 XY39A5 Injector
14 XY39A6 Injector
15 XY39A7 Injector
16 XY39A8 Injector

no.
18 X3 ECU connector
19 X2 ECU connector
20 Splices 4x
25 M8.2 CR pump B
34 M8.1 CR pump A
TIM-ID: 0000055491 - 001

Sensor Signal Task
Item no.
Pin
Pin X2
tifier

3 LSI4_13V_5V_T16 24

2 ASI2_L 54

2 TI2_GND 62
B5.1 35 Oil pressure after filter 1 PI1_5V_T3 41

2 PI1_IN 19
3 Pressure compen-
sation
4 PI1_GND 42
ter 2 PI6_IN 12
3 Pressure compen-
sation
4 PI4_GND 15
TIM-ID: 0000055491 - 001

2 TI4_GND 60
ture 2 TI2_GND 62

Sensor Signal Task
Item no.
Pin
Pin X2
tifier

2 PI3_IN 16
3 [-NC-]
4 PI3_GND 39

2 ASI1_H 75

filter 2 PI12_IN 7
3 Pressure compen-
sation
4 PI11_GND 31
ter 2 PI13_IN 29
3 Pressure compen-
sation
4 PI11_GND 31
2 PHI1_IN 22
3 PHI1_GND 45
2 PHI2_IN 43
3 PHI2_GND 21

TIM-ID: 0000055491 - 001
2 LSI1_GND 6
3 LSI1_IN 28
XF70 22 Water level in fuel pre- 1 LSI4_13V_5V_T16 24
filter 2 LSI3_GND 26
3 LSI4_IN 2

X2_Splice 1
Identifier Sensor Pin Signal Pin
at X2
LSI4_13V_5V_T16 24
X2_Splice 2
X2
PI11_5V_T9 30
X2_Splice 3
X2
PI11_GND 31
X2_Splice 4
X2
B3 Intake air temperature 2
TI2_GND 62
B9 Charge-air temperature 2

TIM-ID: 0000055491 - 001

Sensor/actuator Signal Task

Item no.
Pin
Pin X3
er

2 PWM_CM1_GND 65
2 PWM_CM2_GND 86 TIM-ID: 0000055491 - 001

Item no.
Pin
Pin X3
er

2 IO011L 68
2 IO071L 10
2 IO031L 20
2 IO052L 14
2 IO041L 18
2 IO062L 12
2 IO022L 22
2 IO081L 8
2 IO072L 9
2 IO051L 15
2 IO012L 69
2 IO032L 19
2 IO021L 23
2 IO042L 17
2 IO082L 7
TIM-ID: 0000055491 - 001

2 IO061L 13

Figure 27: overview

no.
1 XY39B1 Injector
2 XY39B2 Injector
3 XY39B3 Injector
4 XY39B4 Injector
5 XY39B5 Injector
6 XY39B6 Injector
7 XY39B7 Injector
8 XY39B8 Injector
TIM-ID: 0000055492 - 001
9 XY39B9 Injector
10 XY39A1 Injector
11 XY39A2 Injector
12 XY39A3 Injector
13 XY39A4 Injector
14 XY39A5 Injector
15 XY39A6 Injector
16 XY39A7 Injector
17 XY39A8 Injector

no.
18 XY39A9 Injector
20 X3 ECU connector
21 X2 ECU connector
22 Splices 3x
27 M8.2 CR pump B
36 M8.1 CR pump A
TIM-ID: 0000055492 - 001

Sensor Signal Task

Item no.
Pin
Pin X2
tifier

3 LSI4_13V_5V_T16 24

2 ASI2_L 54
TIM-ID: 0000055492 - 001

Sensor Signal Task
Item no.
Pin
Pin X2
tifier

2 TI5_GND 59
B5.1 37 Oil pressure after filter 1 PI1_5V_T3 41

2 PI1_IN 19
3 Pressure compen-
sation
4 PI1_GND 42
ter 2 PI6_IN 12
3 Pressure compen-
sation
4 PI4_GND 15
2 TI4_GND 60
ture 2 TI2_GND 62

2 PI3_IN 16
3 [-NC-]
4 PI3_GND 39

TIM-ID: 0000055492 - 001
2 ASI1_H 75

Sensor Signal Task
Item no.
Pin
Pin X2
tifier

filter 2 PI12_IN 7
3 Pressure compen-
sation
4 PI11_GND 31
ter 2 PI13_IN 29
3 Pressure compen-
sation
4 PI11_GND 31
2 PHI1_IN 22
3 PHI1_GND 45
2 PHI2_IN 43
3 PHI2_GND 21

2 LSI1_GND 6
3 LSI1_IN 28
XF70 24 Water level in fuel pre- 1 LSI4_13V_5V_T16 24
filter 2 LSI3_GND 26
3 LSI4_IN 2
X2_Splice 1
Identifier Designation Pin Signal Pin at
X2
LSI4_13V_5V_T16 24

TIM-ID: 0000055492 - 001
X2_Splice 2
Identifier Designation Pin Signal Pin at X2
PI11_5V_T9 30

X2_Splice 3
Identifier Designation Pin Signal Pin at X2
PI11_GND 31

Item no.
Pin
Pin X3

er

2 PWM_CM1_GND 65
2 PWM_CM2_GND 86
TIM-ID: 0000055492 - 001

Item no.
Pin
Pin X3
er

2 IO011L 68
2 IO082L 7
2 IO031L 20
2 IO062L 12
2 IO051L 15
2 IO042L 17
2 IO071L 10
2 IO022L 22
2 IO091L 5
2 IO081L 8
2 IO061L 13
2 IO012L 69
2 IO041L 18
2 IO032L 19
2 IO021L 23
TIM-ID: 0000055492 - 001

2 IO052L 14
2 IO092L 4
2 IO072L 9

2.4.5 Wiring harness 12V2000G56F and 12V2000G66F
Sensor wiring overview
Figure 30: Sensor wiring overview

A To injector wiring harness
no.
1 X2 Adaption Engine Control Unit ECU 9 – Sensor
2 M8.2 Fuel pump B side
3 F46 Leak fuel level
6 B1 Camshaft speed
8 B7.2 Lube oil temperature, oil pan
TIM-ID: 0000057868 - 001
9 B7.1 Lube oil temperature

10 B5.3 Lube oil pressure before filter
11 B5.1 Lube oil pressure after filter
12 B26 Coolant temperature LT
13 XF33 Coolant level
14 XY44.2 Adaption secondary fan
15 XF70 Water level in fuel filter
16 B48.2 HP fuel pressure, B side

no.
17 B6 Coolant temperature
18 B50 Crankcase pressure
19 Y45.2 Pressure regulating valve B
21 Y45.1 Pressure regulating valve A
22 XG03 Adaption battery-charging generator
23 M53 EGR shutoff flap before cooler
24 XY44.1 Adaption primary fan
25 M8.1 Fuel pump, A side
26 X21.2 Adaption POM-CAN
27 M55 EGR donor cylinder flap A
28 M52 HP turbine bypass flap
29 B44.1 ETC speed LP
30 B48.1 HP fuel pressure, A side
31 B88 NOx sensor, turbo
32 XB90 Humidity/temperature A
33 B91.3 Differential air pressure, exhaust gas B
34 B89 Adaption lambda probe heating
36 B9 Charge-air coolant temperature
Connector assignment at X2
TIM-ID: 0000057868 - 001

Sensor Signal Task
Item no.
Pin
Pin X2
tifier

3 LSI4_13V_5V_T16 24

2 ASI2_L 54
B5.1 11 Lube oil pressure af- 1 PI1_5V_T3 41
ter filter 2 PI1_IN 19
3 Pressure compen-
sation
4 PI1_GND 42
B5.3 10 Lube oil pressure be- 1 PI5_5V_T7 35
fore filter 2 PI6_IN 12
3 Pressure compen-
sation
4 PI5_GND 36
B6 17 Coolant temperature 1 TI1_IN 86
2 TI1_GND 63
B7.1 9 Lube oil temperature 1 TI_4IN 83
2 TI4_GND 60
B7.2 8 Lube oil temperature, 1 TI11_IN 56
oil pan 2 TI4_GND 60
ture 2 TI2_GND 62
2 PI3_IN 16
3 [-NC-] -
4 PI3_GND 39
TIM-ID: 0000057868 - 001

2 LSI4_IN 2

Sensor Signal Task
Item no.
Pin
Pin X2
tifier
B26 12 Coolant temperature 1 TI6_IN 81

LT 2 TI5_GND 59
ter 2 PI13_IN 29
3 Pressure compen-
sation
4 PI11_GND 31
filter 2 PI12_IN 7
3 Pressure compen-
sation
4 PI11_GND 31
B44.1 29 ETC speed LP 1 FI2_H 72
2 FI2_L 50
B48.1 30 HP fuel pressure, A 1 PHI1_GND 45
side 2 PHI1_IN 22
3 PHI1_5V_T1 44
B48.2 16 HP fuel pressure, B 1 PHI2_GND 21
side 2 PHI2_IN 43
3 PHI2_5V_T2 20
B50 18 Crankcase pressure 1 PI2_5V_T4 17

2 PI2_IN 40
3 Pressure compen-
sation
4 PI2_GND 18
B89 34 Adaption 1 LASI_IP 69

Lambda probe 2 LASI_VM 91
Heater
3 HEAT_LASI 46
4 TO_LASI 23
TIM-ID: 0000057868 - 001
5
6 LASI_UN 68
7

Sensor Signal Task
Item no.
Pin
Pin X2
tifier
B91.3 33 Differential air pres- 1 PI14_5V_T10 89

sure 2 PI14_IN 67
Exhaust gas B
3 [NC] -
4 PI14_GND 90
F46 3 Leak fuel level 1 LSI2_13V_5V_T14 4
2 LSI1_GND 6
3 LSI2_IN 27
4 [NC] -
XF33 13 Coolant level 1 LSI1_13V_5V_T13 5
2 LSI1_GND 6
3 LSI1_IN 28
4 [NC] -
XF70 15 Water level in fuel fil- 1 LSI4_13V_5V_T16 24
ter 2 LSI3_GND 26
3 LSI4_IN 2
4 [NC] -
Pin 1 and pin 47 are jumpered at connector X2.

Some signals are spliced together on one pin:
X2_Splice 1
X2
LSI4_13V_5V_T16 24
XF70 Water level in fuel filter 1
Table 23: X2-Splice 1
X2_Splice 2
X2
PI11_5V_T9 30

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X2_Splice 3
X2
PI11_GND 31

X2_Splice 4
X2
F46 Leak fuel level 2
LSI1_GND 6
XF33 Coolant level 2
X2_Splice 5
X2
B7.1 Lube oil temperature 2
TI4_GND 60
B7.2 Lube oil temperature, oil pan 2
Connector assignment at X3
(Position of connector X3 in the wiring harness: See figure “Injector wiring harness overview”)

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Sensor Signal Task
Item no.
Pin
Pin X2
tifier
B88 31 NOx sensor, turbo 1 PWM_CM7_OUT 78

2 PWM_CM7_GND 56
3 CAN1_E_L 48
4 CAN1_E_H 70
M8.1 25 Fuel pump 1 PWM_CM1_OUT 87

A-side 2 PWM_CM1_GND 65
M8.2 2 Fuel pump 1 PWM_CM2_OUT 63
B-side 2 PWM_CM2_GND 86
M52 28 HP turbine bypass 1 PWM_CM8_OUT 54

flap 2 PWM_CM8_GND 77
3 [NC] -
4 [NC] -
M53 23 EGR shutoff flap be- 1 PWM_CM10_OUT 51
fore cooler 2 CAN1_E_H 70
3 PWM_CM10_GND 74
4 CAN1_E_L 48
M55 27 EGR donor cylinder 1 PWM_CM9_OUT 75
flap A 2 CAN1_E_H 70
3 PWM_CM9_GND 53
4 CAN1_E_L 48
XB90 32 Humidity/tempera- 1 PWM_CM7_OUT 78
ture A 2 PWM_CM7_GND 56
3 CAN1_E_H 70
4 CAN1_E_L 48
XY44. 24 Adaption 1 PWM_CM5_OUT 81
1 Primary fan
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2 PWM5_CM5_GND 59
3 [NC] -
4 [NC] -
XY44. 14 Adaption 1 PWM_CM6_OUT 57
2 Secondary fan 2 PWM5_CM6_GND 80
3 [NC] -
4 [NC] -

Sensor Signal Task
Item no.
Pin
Pin X2
tifier
Y45.1 21 Pressure regulating 1 PWM_CM3_OUT 84

valve A 2 PWM_CM3_GND 62
Y45.2 19 Pressure regulating 1 PWM_CM4_OUT 60
valve B 2 PWM_CM4_GND 83
X21.2 26 Adaption POM-CAN 1(1) CAN1_E_H 70

2(1) CAN1_E_L 48
3 PWM_CM7_GND 56
4 [NC] -
5 [NC] -
6 See
7 “Connector assignment at
X21.2”
Pin 1 and pin 47 are jumpered at connector X3.

Some signals are spliced together on one pin:
X3_Splice 1
X3
B88 NOx sensor, turbo 3
M53 EGR shutoff flap before cooler 4
M55 EGR donor cylinder flap A 4 CAN1_E_L 48
X21.2 Adaption POM-CAN 2
XB90 Humidity/temperature A 4
X3_Splice 2
X3
PWM_CM7_GND 56
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X3 -Jumper- 71

X3_Splice 3
X3
M53 EGR shutoff flap before cooler 2
M55 EGR donor cylinder flap A 2 CAN1_E_H 70
X3_Splice 4
X3
PWM_CM7_OUT 78
Connector assignment at X21.2

Task
Pin
Pin
Connector assignment X21.2 Signal
1(1) CAN1_E_H 70
2(1) CAN1_E_L 48 Connector X3
(see above)
3 PWM_CM7_G 56
ND
4 [NC] - -
5 [NC] - -
6 D+ 1 XG03 (item 22)
7 D- 2 Adaption battery-charging generator
Note:
(1)
A CAN termination resistor must be connected between pin 1 and pin 2 if a POM (Power Out Module)
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is not installed.

Injector wiring harness overview
Figure 33: Injector wiring harness overview

A To sensor wiring harness
1 XY39A1 Injector A1
7 X3 Adaption Engine Control Unit ECU 9 – Injector
8 XY39B1 Injector B1
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Table 32: Injector wiring harness overview

Injector Signal Tas

k
Item no.
Pin
Pin X3
er

2 IO11L 68
2 IO32L 19
2 IO51L 15
2 IO52L 14
2 IO31L 20
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2 IO12L 69

Injector Signal Tas
k
Item no.
Pin
Pin X3
er

2 IO62L 12
2 IO22L 22
2 IO41L 18
2 IO42L 17
2 IO21L 23
2 IO61L 13
Table 33: X3 pin assignment for 12V engine
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2.5 Sensors, Actuators and Injectors on the Engine
2.5.1 Sensors and actuators – Installation locations
Left engine side
Figure also applies similarly to 16V and 18V engines.
Figure 35: Left engine side

1 B5.3 4 XY39A6 7 M8.1
2 B5.1 5 XY39A1
3 B7 6 B48.1
Identifier Use Measuring range Electrical range

XY39A1 Injector 2200 bar
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XY39A7 (16V and 18V Injector 2200 bar
only)
XY39A8 (16V and 18V Injector 2200 bar
only)
XY39A9 (18V only) Injector 2200 bar
B5.1 Lube oil pressure after fil- 0 to 10 bar 0.5 to 4.5 VDC
ter

B5.3* Lube oil pressure before 0 to 10 bar 0.5 to 4.5 VDC
filter
B7 Lube oil temperature -40 to 150 °C 1000 ohms @ 0°C
1385 ohms @ 100 °C
B48.1 CR fuel pressure A 0 to 2400 bar 0.5 to 4.5 VDC
M8.1 Fuel pump A
Table 34: Left engine side

* Optional
Driving end
Figure 36: Driving end

1 B3

B3 Intake air temperature -40 to 150 °C 1000 ohms @ 0°C
1385 ohms @ 100 °C
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Table 35: Driving end KS
Right side

Figure 37: Right side
1 B48.2 4 A19 7 B34.2
2 XY39B1 5 M8.2 8 B1
3 XY39B6 6 B34.3 9 B13

XY39B1 Injector 2200 bar
XY39B7 (16V and 18V Injector 2200 bar
only)
XY39B8 (16V and 18V Injector 2200 bar
only)
XY39B9 (18V only) Injector 2200 bar
A19 EIL (Engine Ident Label)
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B1 Camshaft speed 1 to 3000 Hz 0.33 bis 27 Vpp

B13 Crankshaft speed f~n Upp≥1.65 V
B34.2* Fuel pressure before main filter 0 to 15 bar 0.5 to 4.5 VDC
stage
B34.3* Fuel pressure before intermediate 0 to 15 bar 0.5 to 4.5 VDC
filter stage

B48.2 CR fuel pressure B 0 to 2400 bar 0.5 to 4.5 VDC
M8.2 Fuel pump B
Table 36: Right side

* Optional
Top view
Figure 38: Top view

1 ECU 9 3 B9 5 XF33
2 B10 4 B6 6 XF70

B6 HT coolant circuit tem- -40 to 150 °C 1000 ohms @ 0°C
perature 1385 ohms @ 100 °C
B9 Charge-air temperature -40 to 150 °C 1000 ohms @ 0°C
1385 ohms @ 100 °C
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B10 Charge-air pressure 0.5 to 4.5 bar(a) 0.5 to 4.5 VDC

XF33 Coolant level 12 / 24 V negative
switch
XF70* Water level in fuel prefil-
ter
ECU 9 Engine Control Unit
Table 37: Top view

* Optional

2.5.2 Sensors
2.5.2.1 Pressure sensor (0 to 10 bar)

The pressure sensor is an analog component which converts the physical variable pressure into an elec-
trical signal. The output voltage of the pressure sensor is directly proportional to the relative pressure it
measures.
Figure 39: Pressure sensor (0 to 10 bar)
Technical data
General information
Designation Value
Sensor type Relative pressure sensor
Measuring range 0 to 10 bar(g)
0 to 145 PSI(g)
Test pressure Min. 20 bar(g) [290 PSI(g)]
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Burst pressure Min. 30 bar(g) [435 PSI(g)]

Input voltage Vs 5.00±0.25 VDC
Integral reverse polarity protection
Output signal at 25 °C 0.500 VDC @ 0 bar(g) [0 PSI(g)] to
(calibrated at Vs = 5.000±0.002 VDC) 4.500 VDC @ 10 bar(g) [145 PSI(g)]
Field current Max. 11 mA
Response time (dynamic) Max. 6 ms (dynamic response to 63 % of the steady-state
value in case of sudden load variation at the pressure input)
Output impedance Max. 100 ohms

Designation Value
Media Air, coolant, seawater, engine oil, fuel
Weight Max. 0.113 kg [4 oz]
Screw thread M14 x 1.5 - 6g (ISO 6149-2 PORT)
Environmental data
Designation Value
Operating temperature range -40 °C to 125 °C
Storage temperature range -40 °C to 125 °C
Relative air humidity <98 % at 55 °C
Vibrostability 20 g, sinusoidal peak-to-peak (10 to 2000 Hz)
Shock resistance 50 g / 11 ms semi-sinusoidal
Degree of protection IP69K
Sensor venting Water-repellent venting filter in connection
Insulation resistance >10 Mohms / 50 VDC
Dielectric strength <50 VAC (housing to pin 1, 2, 4)
Electrical connection Free plug connector as per DIN STD 72585-A1-3.2-SN/K2
EMC:
EN 55011:2000 (radiated emis- CLASS A
sion)
EN 61000-4-2:2001 (conductive) Electrostatic discharge ±8 kV
EN 61000-4-3:2002 (radiated) RF 0.08 - 2 GHz 20 V/m
EN 61000-4-4:2002 (conductive) BURST ±2 kV (power supply)*; ±2 kV (cable connected to sensor)
EN 61000-4-5:2001 (conductive) SURGE ±2 kV (asymmetrical)*; ±1 kV (symmetrical)*
EN 61000-4-6:2001 (conductive) HF 0.15 - 80 MHz / 3 Veff
* BURST ±2 kV (power supply) and SURGEvoltage variants are not necessary for the sensor. Such inter-
ference is filtered out be the ECU.
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Accuracy / max. error spread
Figure 40: Characteristic curve

1 Characteristic curve B Sensor failure (<0.4 V) p Pressure (bar)
A Out of range (>4.8 V) U Output voltage (VDC)
Temperature range Pressure

0 ≤ P > 1.0 bar(g) 1.0 ≤ P > 7.0 bar(g) 7.0 ≤ P > 10.0 bar(g)
-40 °C ≤ T < 0 °C ±4.0 % (±160 mV) ±4.0 % (±160 mV) ±4.0 % (±160 mV)
[-40 °F ≤ T < 32 °F]
0 °C ≤ T < 25 °C ±2.5 % (±100 mV) ±2.5 % (±100 mV) ±2.5 % (±100 mV)
[32 °F ≤ T < 77 °F]
25 °C ≤ T < 105 °C ±2.5 % (±100 mV) ±1.5 % (±60 mV) ±2.5 % (±100 mV)
[77 °F ≤ T < 221 °F]
105 °C ≤ T < 125 °C ±4.0 % (±160 mV) ±4.0 % (±160 mV) ±4.0 % (±160 mV)
[221 °F ≤ T < 257 °F]
Max. admissible deviation (in % of max. deflection) allowing for reproducibility, hysteresis and linearity
in a temperature range of -40 °C to 125 °C
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Circuit diagram
1 Connector pin 1 “Input voltage VS”

2 Connector pin 2 “Output signal Vout”
4 Connector pin 4 “Ground GND”
Figure 41: Circuit diagram
Pin assignment
1 Input voltage Vs
2 Output signal Vout
3 Vent
4 Ground GND
Figure 42: Pin assignment

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2.5.2.2 Temperature sensor
The temperature sensor features a Pt1000 resistance thermometer four purposes of measuring. The
Pt1000 is a temperature-dependent electrical resistor the resistance value of which correlates directly
with changes in temperature. When a constant measuring current is applied, temperatures can be de-
termined by measuring any drop in voltage at the precision resistor. Pt100 resistance thermometers
have a nominal resistance R0 of 1000 ohms at 0 °C.
Figure 43: Temperature sensor (overview)

A Alternative design
Technical data
General information
Designation Value
Sensor type Resistance thermometer Pt1000
Resistance thresholds 1000 ohms @ 0°C
1385 ohms @ 100°C
Media temperature -40 to +150 °C
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Measuring current ≤ 1.0 mA

Response time in water T50 = 2.0 s
(0.4 m/s; ∆T = 20 K) T80 = 3.9 s
No. of measuring systems 1
Sensor tightening torque 15 to 30 Nm
Torsional resistance of Min. 5 Nm
connector

Environmental data
Designation Value
Operating temperature -40 to 125 °C
Storage temperature -40 to 125 °C
Relative air humidity ≤98 % at 55 °C, condensation possible
Operating pressure 20 bar
Vibrostability 10 to 2000 Hz; ±10 g peak value, sinusoidal
10 to 2000 Hz; 10 geff
Shock resistance 50 g / 11 ms, semi-sinusoidal
Insulation resistance ≥10 Mohms at 500 VDC, 10 s
Dielectric strength 500 VAC, 50 Hz, 1 min at RT
Degree of protection in accordance with IP69K (connected)
IEC 529
Resistance values and tolerances
Figure 44: Characteristic resistance curve

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1 Characteristic curve R Resistance (ohms) T Temperature (°C)
Temperature range Accuracy

-40 to 15 °C ±3 °C
15 to 125 °C ±1.5 °C
125 to 150 °C ±3 °C
Table 38: Accuracy

Circuit diagram
1 Connector pin 1
2 Connector pin 2
3 Connector pin 3 (not connected)
Pin assignment
1 Measuring current I+
2 Measuring current I-
3 Not assigned

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2.5.2.3 Coolant level sensor
The capacitive coolant level sensor is used to monitor the coolant filling level. Serving as a minimum or
maximum sensor depending on design, the sensor reacts to violation of lower or upper limit values set
for the liquid level once a response time has expired.
Figure 47: Level monitor (overview)

1 Plug connection as per 3 27 A/F 5 Horizontal trip setting
DIN 72585-A1-3.1-Sn/K1 4 Vertical trip setting
2 Marking
Technical data
General information
Designation Value
Rated voltage 12 / 24 VDC (-25 % / +50 %)
Current consumption <8 mA
Switching capacity Max. 1 A continuous current in specified voltage range
Switch type Negative switch
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Load type Resistive and lagging

Inductivity of load 500 mH (max.)
Reverse-polarity protection Installed between positive and negative connection
Sustained short circuit withstanda- Output pin 3 to +UB (pin 1) and pin 2
bility
Output transistor residual current Typ. 10 μA at 25 °C
Voltage drop <200 mV / 1 A
Media measured Water, coolant (max. 50 % antifreeze, max. 5 % corrosion inhibitor)

Designation Value
Switching threshold hysteresis for Typ. <3 mm
vertical installation
Response hysteresis Response time tm = typ. 7 s ±5 %
Automatic self-test time ts = typ. 2 s ±5 %
Tightening torque Max. 25 Nm
Installation position As desired
Weight Max. 100 g
Environmental conditions
Designation Value
Medium temperature -40 to 125 °C
Ambient temperature -40 to 125 °C
Humidity 30 to 90 % relative humidity
Vibrostability 2 to 39.4 Hz; ±1.6 mm
(IEC 60068-2-6) 39.4 to 2000 Hz; ±10 g
Electrical noise: 10 to 2000 Hz; 10 g rms (IEC
60068-2-64)
Admissible pressure on probe 25 bar (367.5 PSI)
Degree of protection (IP) IP69K as per DIN 40050
Shock resistance (peak) Half-sine shock pulse 100 g/11 ms
Dielectric strength 500 VAC/50 Hz, 1 min; as per IEC 92-504
Insulation resistance ≥1 Mohm (24 VDC); as per IEC 92-504
Overvoltage arrester The output transistor features and internal protec-
tion circuit (free-wheeling diode). The max. protec-
tion level on load is 39 V.
EMC:
Electrostatic discharge 8 kV air discharge
EN 61000-4-2 6 kV contact discharge
Electromagnetic fields 30 V/m; 27 to 1000 MHz; 80 % AM (1 kHz)
EN 61000-4-3
Fast transient burstBurst 2.5 kV supply line
EN 61000-4-4 1.5 kV signal line
Fast transient surgeSurge 0.5 kV supply line
EN 61000-4-5 1 kV signal line
Conducted RF interference (BCI) 10 V; 10 kHz to 80 MHz; 80 % AM (1 kHz)
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EN 61000-4-6
CE label as per EU directive 89/336/EEC (EMC-R)

Function diagrams
Y Water level
A Immersed
B Dry
UB Operating voltage
UA Output voltage
ts Self-test time
tm Response time
Figure 48: Function diagram for minimum probes
Y Water level
A Immersed
B Dry
UB Operating voltage
UA Output voltage
ts Self-test time
tm Response time
Figure 49: Function diagram for maximum probes
Circuit diagram
A Voltage controller
B EMC filter
C Output stage
D Function: Trip setting times
E Oscillator
F Sensor element
1 Pin 1: Operating voltage +UB
2 Pin 2: Ground GND
3 Pin 3: Output voltage UA
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Pin assignment
1 Supply voltage UB
2 Ground GND
3 Output voltage UA

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2.5.2.4 High-pressure fuel sensor
measures.
Figure 52: Rail pressure sensor (overview)
Technical data
General information
Designation Value
Circuitry 3-wire system
Supply voltage US 5 V stabilized, ±250 mV
Operating current <15 mA (typ. 12 mA)
Output signal 0.5 to 4.5 V
0 bar = 0.1*US
PN = 0.9*US
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Output signal – overrange Maximum signal in case of high pressure: 0.9*US

Maximum signal in case of low pressure: 0.1*US
Fault detection Interruption of US: ≥0.985*US
(RL = 4K64 to US) Interruption of UOUT: ≥0.985*US
(US = 5 VDC) Interruption of GND: ≥0.985*US
Resolution Infinite
Load impedance 4K64 to +US

Designation Value
Step response UOUT(t90) ≤0.8 ms
UOUT/ US-ON: ≤2 ms
Sensor eigenfrequency 10 to 70 kHz
Medium Diesel fuel
Connecting piece material I.4542
Tightening torque 140 Nm
Installation Union facing down
Installation position 0 to 90° in all directions to the vertical
Weight <100 g
Certification CE
Pressure range PN Overpressure Burst pressure

(sensor type)
1800 bar(g) 2300 bar(g) 4000 bar(g)
2400 bar(g) 2500 bar(g) 4000 bar(g)
[2800 bar(g)]*
2700 bar(g) 3000 bar(g) 4000 bar(g)
* With pressure limiting valve for max. 50 opening events, max. duration 2 h over the lifetime.
Designation Value
Operating temperature range -40 to 130 °C
Media temperature range -40 to 130 °C
Storage temperature range -30 to 60 °C
Humidity 40 °C / 95 % relative humidity
Vibrostability Deflection amplitude:
s = 0.35 mm in the range between 70 and 147 Hz
Acceleration amplitude:
a = 300 m/s2 in the range between 147 and 1350 Hz
a = 250 m/s2 in the range between 1350 and 2000 Hz
Electrical noise RMS (0 to 2 kHz) 120 m/s2
Shock 50 g / 11 ms (semi-sinusoidal)
Degree of protection (IEC 529) IP69K in the installed state
Insulation resistance >10 Mohms at 25 VDC (all pins to housing)
Electromagnetic compatibility:
TIM-ID: 0000055497 - 001
(Radiant interference received as per DIN/ISO 11452-5)

Frequency range 0.3 to 400 Hz
Test severity level 1V (200 V/m)
Max. output signal deviation ±100 mV
ESD resistance:
Electrostatic discharge as per ISO/TR 10605
Direct discharge to pins ±8.0 kV, 5 pulses per pin

Designation Value
Air discharge to housing ±15 kV, 5 pulses
Human ESD model 330 pF / 2000 ohms
Characteristic curve, accuracy

1 5 V characteristic curve B Lower range for Signal P Pressure p
A Upper range for Signal Range Check SRC
Range Check SRC U Signal output voltage UOUT
(Values for US = 5 V in pa-
rentheses)
Pressure Temperature
-40 °C 0 °C 100 °C 140 °C
PN ±2.0 % ±1.5 % ±1.5 % ±2.0 %
PN/2 ±1.5 % ±0.7 % ±0.7 % ±1.5 %
0 ±1.5 % ±0.7 % ±0.7 % ±1.5 %
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Table 39: Accuracy of 1800 bar sensor

Tolerances in % referenced to full-scale value for new components.

Pressure Temperature
-40 °C 0 °C 100 °C 140 °C
PN ±1.7 % ±0.9 % ±0.9 % ±1.6 %
PN/2 ±1.5 % ±0.8 % ±0.8 % ±1.3 %
0 ±1.2 % ±0.7 % ±0.7 % ±0.9 %
Table 40: Accuracy of 2400 bar and 2700 bar sensors

Tolerances in % referenced to full-scale value for new components.
Circuit diagram
A Sensor housing
P/U Pressure/voltage converter
1 Pin 1: Ground GND
2 Pin 2: Signal UOUT
3 Pin 3: Supply voltage US = 5 V
Pin assignment
1 Pin 1: Ground GND

2 Pin 2: Signal UOUT
3 Pin 3: Supply voltage US

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2.5.2.5 Pressure sensor (0 to 15 bar)
measures.
Figure 56: Pressure sensor (0 to 15 bar)

1 Nameplate 2 O-ring 3 Damper
Technical data
General information
Designation Value
Sensor type Relative pressure sensor EPN
Measuring range 0 to 15 bar(g)
(referenced to atmospheric pres-
sure [relative])
Typical characteristics 3-wire system 0.5 to 4.5 V
Supply voltage US 5 V stabilized, ±250 mV
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Operating current IB <12 mA

Output signal 0.5 to 4.5 V
0 bar = 0.1 x US
PN = 0.9 x US
Output signal – overrange Max. signal in case of high pressure: <0.95 x US
Min. signal in case of low pressure: >0.05 x US

Designation Value
Fault detection Disruption: UOUT:
(RL = 51K to GND)
US <0.02 x US
(US = 5 VDC)
UOUT <0.02 x US
GND <0.02 x US
Resolution Infinite
Load impedance 47.5 kohms
Supply voltage influence Ratiometric
Signal noise Typ. 0.1 % of range
Time constant Typ. 16 ms (63 % PN)
Electrical isolation Block capacitor / varistor
Weight Approx. 100 g
Installation tightening torque 20 Nm ±3 Nm
Torsional resistance of connector ≥5 Nm
Media Diesel fuel, air, coolant, lube oil
Certification CE
Designation Value
Ambient temperature range -40 to 125 °C
Storage temperature range -40 to 125 °C
Media temperature range -40 to 125 °C
Humidity 55 °C and 98 % relative humidity
Vibration f = 10 Hz to 2 kHz; 15 g rms (noise)
Shock 50 g / 11 ms
Sensor eigenfrequency 10 to 70 kHz
Overpressure 30 bar without loss of calibration
Burst pressure 60 bar
Degree of protection (IEC 529) IP69K (with connector installed)
Insulation resistance >10 Mohms at 200 VDC
Dielectric strength 200 VAC (50 Hz)
EMC specifications
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Designation Value
Interference immunity to electrostatic discharge (IEC 61000-4-2):
Air discharge 8 kV
Contact discharge 6 kV
Interference immunity to high frequency electromagnetic fields (IEC 61000-4-3):
Frequency range 80 MHz to 1 GHz
Field strength 100 V/m

Designation Value
Modulation 80 %-AM; 1 kHz ±1 %
Max. admissible deviation Additional error <1.5 %
Interference immunity to fast transient burst (IEC Burst61000-4-4):
Burst amplitude 2 kV
Max. admissible deviation Additional error <0.5 % (integration time 100 ms)
Interference immunity to transient surge (IEC Surge61000-4-5):
Surge amplitude 2 kV to earth; 1 kV to US
Non-destructive, no lasting deviation
Additional error <1.5 % during pulse
(integration time 100 ms)
Interference immunity to conducted, high-frequency disturbance variables (IEC 61000-4-6):
Frequency range 150 kHz to 80 MHz
Test voltage 10 Veff (severity level 3)
Interference immunity to low frequency voltages between sensor negative and housing (ground):
Frequency range 30 Hz to 50 kHz
Test voltage 1 Veff
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Characteristic curve, accuracy

1 Max. signal in case of high 3 Min. signal in case of low U Output voltage (V)
pressure pressure P Relative pressure (bar)
2 Characteristic curve 4 Fault detection (sensor de-
fect)
Temperature range Accuracy in % of full-scale value

-40 to 0 °C ±5 %
0 to 25 °C ±3 %
25 to 105 °C ±3 %
Better than 1 % in the measuring range between
5.25 and 14.25 bar
105 to 125 °C ±5 %
Table 41: Accuracy

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Circuit diagram
1 Connector pin 1, supply voltage +US

2 Connector pin 2, signal voltage UOUT
3 Connector pin 3, sensor housing
ground
4 Connector pin 4, ground GND
A Housing
B Pressure/voltage converter
Pin assignment
1 Pin 1 – supply voltage +US

2 Pin 2 – output signal UOUT
3 Pin 3 – sensor housing ground
4 Pin 4 – ground GND
V Vent
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2.5.2.6 Crankshaft speed sensor
The speed sensor is an inductive transmitter which allows speed and/or the exact angular position of
the crankshaft to be detected without contact. This is realized by an increment wheel in the coil of the
inductive transmitter which induces an AC voltage the frequency of which is proportional to the speed.
The maximum voltage level depends on the air gap between the transmitter and the increment wheel.
Figure 60: Speed sensor (overview)
Technical data
General information
Designation Value
Sensor type Speed sensor
Measurand rpm
Measuring principle Magnetic inductive
Coil resistance R20 = 860 ohms ±10 %
Signal voltage USS ≥1650 mV, as per test setup
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Insulation resistance 1 Mohm (test voltage 100 VDC, 10 s)

Dielectric strength 1200 VAC / 50 Hz, 3 s
Weight 50 g

Designation Value
Temperature ranges:
Operation -40 to 150 °C
Bearing -20 to 50 °C
Ambient -40 to 120 °C
Coil area -40 to 150 °C
Connector area -40 to 150 °C
Humidity ≤93 % relative humidity at 40 °C
Mechanical testing:
Vibration Test Fc as per IEC 68-2-6 (DIN 40046 page 8)
Ambient temperature: 20 to 25 °C
±0.1905 mm (100 to 200 Hz)
300 m/s2 (200 to 500 Hz)
Shock Test Ea as per DIN 40046 page 7 (IEC 68-2-27)
10 g, 4 ms, semi-sinusoidal
Degree of protection IP64K (DIN 40050 page 9, IEC 529)
Resistant to Diesel fuel, engine lube oil, cold cleaner
Characteristic curve
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f Frequency n Engine speed

Circuit diagram
1 Connector pin 1
2 Connector pin 2
3 Housing potential
N North pole magnet
S South pole magnet
Admissible stray magnetic fields for opposing field from all directions ≤2 kA/m.
Random number and duration of proximity operations.
The first half-wave is positive at pin “A” when a magnetically conductive material passes.
Pin assignment
1 Pin B
2 Pin A+

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2.5.2.7 Pressure sensor (0.5 to 4.5 bar)
trical signal. The output voltage of the pressure sensor is directly proportional to the absolute pressure
it measures.
Figure 64: Pressure sensor (0.5 to 4.5 bar)
Technical data
General information
Designation Value
Sensor type Absolute pressure sensor
Measuring range 0.5 to 4.5 bar(a)
7.25 to 62.25 PSI(a)
Test pressure Min. 9 bar(a) [130 PSI(a)]
Burst pressure Min. 13.5 bar(a) [195.8 PSI(a)]
Input voltage Vs 5.00±0.25 VDC
TIM-ID: 0000055502 - 001
Integral reverse polarity protection

Output signal at 25 °C 0.500 VDC @ 0.5 bar(a) [7.25 PSI(a)] to
(calibrated at Vs = 5.000±0.002 VDC) 4.500 VDC @ 4.5 bar(a) [62.25 PSI(a)]
Response time (dynamic) Max. 6 ms (dynamic response to 63 % of the steady-state
value in case of sudden load variation at the pressure input)
Ratiometric deviation ±1.5 % of the maximum output value at room temperature
and Vs = 5.00±0.25 VDC

Designation Value
Media Air, coolant, seawater, engine oil, fuel
Weight Max. 0.113 kg [4 oz]
Screw thread M18 x 1.5 - 6g (ISO 6149-2 PORT)
Installation tightening torque 20 to 70 Nm (14.75 to 51.83 ft-lbs)
Torsional resistance of connector Min. 5 Nm (3.7 ft-lbs)
Environmental data
Designation Value
Relative air humidity <98 % at 55 °C
Sensor venting Water-repellent venting filter in connection
Insulation resistance >10 Mohms / 50 VDC
Dielectric strength <50 VAC (housing to pin 1, 2, 4)
EMC:
EN 55011:2000 (radiated emis- CLASS A
sion)
EN 61000-4-2:2001 (conductive) Electrostatic discharge ±8 kV
EN 61000-4-4:2002 (conductive) BURST ±2 kV (power supply)*; ±2 kV (cable connected to sensor)
EN 61000-4-5:2001 (conductive) SURGE ±2 kV (asymmetrical)*; ±1 kV (symmetrical)*
EN 61000-4-6:2001 (conductive) HF 0.15 - 80 MHz / 3 Veff
TIM-ID: 0000055502 - 001


1 Characteristic curve B Voltage supply / sensor p Pressure (bar)
A Out of range (>4.8 V) defect (<0.15 V)
U Output voltage (VDC)

0.5 ≤ P > 1.0 bar(a) 1.0 ≤ P > 3.0 bar(a) 3.0 ≤ P > 4.5 bar(a)
-40 °C ≤ T < 0 °C ±4.0 % (±160 mV) ±4.0 % (±160 mV) ±4.0 % (±160 mV)
[-40 °F ≤ T < 32 °F]
0 °C ≤ T < 25 °C ±2.5 % (±100 mV) ±2.5 % (±100 mV) ±2.5 % (±100 mV)
[32 °F ≤ T < 77 °F]
25 °C ≤ T ≤ 105 °C ±2.5 % (±100 mV) ±1.5 % (±60 mV) ±2.5 % (±100 mV)
[77 °F ≤ T ≤ 221 °F]
105 °C ≤ T ≤ 125 °C ±4.0 % (±160 mV) ±4.0 % (±160 mV) ±4.0 % (±160 mV)
[221 °F ≤ T ≤ 257 °F]
Max. admissible deviation (in % of max. deflection) allowing for reproducibility, hysteresis and linearity
in a temperature range of -40 °C to 125 °C
TIM-ID: 0000055502 - 001

Circuit diagram
1 Connector pin 1 “Input voltage VS”

2 Connector pin 2 “Output signal Vout”
4 Connector pin 4 “Ground GND”
Pin assignment
1 Input voltage Vs
2 Output signal Vout
3 Dummy
4 Ground GND

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2.5.2.8 Camshaft speed sensor
The speed sensor is an inductive transmitter which allows speed and/or the exact angular position of
the crankshaft to be detected without contact. This is realized by an increment wheel in the coil of the
inductive transmitter which induces an AC voltage the frequency of which is proportional to the speed.
The maximum voltage level depends on the air gap between the transmitter and the increment wheel.
Figure 68: Speed sensor (overview)
Technical data
General information
Designation Value
Sensor type Speed sensor
Measurand rpm
Measuring principle Magnetic inductive
Coil resistance R20 = 860 ohms ±10 %
Signal voltage USS ≥1650 mV, as per test setup
TIM-ID: 0000056405 - 001
Inductivity 370 mH ±60 mH

Insulation resistance 1 Mohm (test voltage 100 VDC, 10 s)
Dielectric strength 1200 VAC / 50 Hz, 3 s
Admissible cable bending radius R ≥50 mm
Weight 80 g

Designation Value
Temperature ranges:
Operation -40 to 120 °C
Storage -20 to 50 °C
Ambient -40 to 120 °C
Coil area -40 to 150 °C
Cable area -40 to 120 °C
Humidity ≤93 % relative humidity at 40 °C
Mechanical testing:
Vibration Test Fc as per IEC 68-2-6 (DIN 40046 page 8)
Ambient temperature: 20 to 25 °C
±0.1905 mm (100 to 200 Hz)
300 m/s2 (200 to 500 Hz)
Shock Test Ea as per DIN 40046 page 7 (IEC 68-2-27)
10 g, 4 ms, semi-sinusoidal
Degree of protection IP64K (DIN 40050 page 9, IEC 529)
Resistant to Diesel fuel, engine lube oil, cold cleaner
Output signal
Y Voltage
X Time
Figure 69: Signal sequence
The first half-wave is positive at pin “A” when a magnetically conductive material passes.
TIM-ID: 0000056405 - 001

Circuit diagram
1 Connector pin 1
2 Connector pin 2
3 Housing potential
N North pole magnet
S South pole magnet
Admissible stray magnetic fields for opposing field from all directions ≤2 kA/m.
Random number and duration of proximity operations.
Pin assignment
1 Pin A
2 Pin B
3 Shield

TIM-ID: 0000056405 - 001

2.5.2.9 Additional sensors for Series 2000 G56F and Series 2000 G66F
2.5.2.9.1 Exhaust gas pressure sensor

trical signal. The output voltage of the pressure sensor is directly proportional to the absolute pressure
it measures.
Figure 72: Exhaust gas pressure sensor
Technical data
General information
Designation Value
Sensor type Absolute pressure sensor
Measuring range 0.5 to 1.5 bar(a)
Test pressure Min. 3.0 bar(a)
Burst pressure Min. 4.5 bar(a)
TIM-ID: 0000055453 - 001
Input voltage Vsupply 5.00±0.25 VDC

Integral reverse polarity protection for max. 5 min
Output signal at 25 °C 0.500 VDC @ 0.5 bar(a) to 4.500 VDC @ 1.5 bar(a)
(calibrated at Vsupply = 5.000±0.002 VDC)
Response time (dynamic) T63 ≤6 ms
Media Air, coolant, seawater, engine oil, fuel, exhaust gas

Designation Value
Weight <200 g
Screw thread M18 x 1.5 - 6g
Tightening torque (recommended) Min. required: 20 Nm
Max. admissible: 45 Nm
Torsional resistance of connector Min. 5 Nm
Environmental data
Designation Value
Insulation resistance >10 Mohms / 50 VDC (as per IEC 60092-504)
Electrical connection Free plug connector as per DIN STD 72585-A1-3.2-SN/K2 connector ,
code 1 (black)
EMC:
EN 55011:2000 (radiated CLASS A
emission)
EN 61000-4-2:2001 (conduc- Electrostatic discharge ±8 kV
tive)
EN 61000-4-4:2002 (conduc- BURST ±2 kV (power supply)*; ±2 kV (cable connected to sensor)
tive)
EN 61000-4-5:2001 (conduc- SURGE ±2 kV (asymmetrical)*; ±1 kV (symmetrical)*
tive)
EN 61000-4-6:2001 (conduc- HF 0.15 - 80 MHz / 3 Veff
tive)
TIM-ID: 0000055453 - 001


1 Characteristic curve B Sensor failure (<0.25 V) p Pressure (bar)
A Out of range (>4.8 V) U Output voltage (VDC)

0.5 ≤ P < 0.6 bar(a) 0.6 ≤ P < 0.7 bar(a) 0.7 ≤ P < 1.5 bar(a)
-40 °C ≤ T < 0 °C ±4.0 % (±160 mV) ±4.0 % (±160 mV) ±4.0 % (±160 mV)
0 °C ≤ T < 25 °C ±2.5 % (±100 mV) ±2.5 % (±100 mV) ±2.5 % (±100 mV)
25 °C ≤ T < 105 °C ±10 % (±400 mV) ±1.5 % (±60 mV) ±1.5 % (±60 mV)
105 °C ≤ T < 125 °C ±10 % (±400 mV) ±10 % (±400 mV) ±4.0 % (±160 mV)
Max. admissible deviation allowing for reproducibility, hysteresis and linearity in a temperature range of
-40 °C to 125 °C
TIM-ID: 0000055453 - 001

Circuit diagram
Figure 74: Testing and calibration setup
Pin assignment
1 Supply voltage Vsupply

2 Output signal Voutput
3 Calibration bore plug
4 Ground GND
TIM-ID: 0000055453 - 001

2.5.2.9.2 TRICAN sensor
The TRICAN sensor HDT2800 (H = Humidity, D = Density, T = Temperature) is capable of measuring
humidity, pressure and temperature. The sensor features a CAN bus interface (J1939) to transmit the
measurements to the ECU 9. The bus is connected to the ECU engine CAN (CAN_E).
Figure 76: TRICAN sensor (overview)

A Direction of flow
Technical data
General information
Designation Value
Sensor type TRICAN HTD humidity, pressure and temperature sensor
Measuring range:
– Relative humidity 0 to 100%
– Temperature -30 to 105 °C
– Pressure (absolute) 15 to 115 kPa
TIM-ID: 0000055454 - 001
Long-term stability:
– Relative humidity ±0.5 %/year
– Temperature ±0.3 °C/year
– Pressure (absolute) ±0.5 kPa/year
Protocol CAN SAE J1939
Measuring range output Baud rate 250 kbps
Voltage supply Ubat 8 to 32 V
Operating current 25 mA

Designation Value
Max. current 150 mA
Starting current 100 mA for 200 ms
Designation Value
Operating temperatures Sensor tip: -40 to 105 °C
Connector side: -40 to 125 °C
Degree of protection as per DIN EN IP69K (with connector)
60529
Vibration 20 to 2000 Hz, 16.5 g (rms)
Admissible overpressure without decali- 400 kPa
bration
Recommended air flow rate >2 m/s
Insulation resistance 10 Mohms at 500 VDC
Electromagnetic compatibility EMC:
Electrostatic discharge ±8 kV contact discharge and ±15 kV air discharge
Interference immunity SAEJ 1113 - 20 MHz to 10 GHz - 100 V/m
Conducted interference immunity SAEJ 1113 - 30 Hz to 50 kHz
Emitted interference SAEJ 1113
Conducted interference immunity – SAEJ 1113 - 50 kHz to 400 MHz
power supply
CAN data
CAN data PGN SPN Byte posi- Rate Resolution Data area
tion
Pressure 65529 108 1 1s 0.5 kPa/bit 0 to 125 kPa
Temperature 65529 172 6 1s 0.5 °C/bit -30 to 95 °C
(NTC)
Rel. humidity 65529 4490 2&3 1s 0.01 g/kg/b 0 to 642.55 g/kg
it
TIM-ID: 0000055454 - 001

Error spread
F Pressure error (%) at 100 kPa

T Temperature (°C)
Figure 77: Pressure error
F Temperature error (K)

T Temperature (°C)
Figure 78: Temperature error
F Specific humidity measuring error

(g/kg)
H Specific humidity (g/kg)
TIM-ID: 0000055454 - 001
Figure 79: Specific humidity measuring error

Pin assignment
1 Voltage supply Vcc

2 Ground GND
3 CAN High
4 CAN Low
TIM-ID: 0000055454 - 001

2.5.2.9.3 Lambda sensor
The Lambda sensor (λ sensor) measures residual oxygen content in the exhaust gas. The ECU 9 deter-
mines the combustion air/fuel ratio on the basis of the value measured by the sensor. This ratio is regu-
lated to optimize the combustion process by avoiding excess fuel and air. The Lambda sensor is the
most important sensor for catalytic exhaust gas purification in the lambda control loop.
Figure 81: Lambda sensor (overview)

1 Protective tube 4 Hex-head, 22 A/F 7 Glass fiber sleeve
2 Thread 5 Inscription 8 Cable connector, 7-pole
3 Sealing ring 6 Molded tubing
Technical data
General information
Designation Value
Measuring range λ = 0.65 to ∞ (∞ = air with 20.95 % air)
Operational availability ≤100 ms (new sensor)
≤130 ms (after 3000 h continuous operation in the die-
sel engine on the test stand)
TIM-ID: 0000055456 - 001
Relative output signal deviation from nominal val- ±10 % (new sensor)
ue with air ±17 % (after 3000 h)
Power supply Via electronics only (ASIC CJ125))
Heater voltage Closed-loop control required (→ constant sensor tem-
perature)
UH, eff, max≤12 V temporary ≤30 s (accumulated 200 h)
UH, eff, max≤11.5 V (stationary)

Designation Value
Power consumption 8.7 W (nominal value in steady-state condition with air)
90 W (peak on switching on at -40 °C)
Weight <200 g
Special notes:
Avoid condensate formation after heating up.
Do not leave the sensor in the exhaust stream when disconnected and de-energized.
Designation Value
Operating temperatures Exhaust gas: ≤930 °C
Sensor connector: ≤125 °C
Degree of protection IP69K (screwed in)
Exhaust backpressure Continuous operation ≤2.5 bar
Pressure correction of pump current Ip(p0) = Ip(p) * [(1.15+p)/p] * [1.013/(1.15+1.013)]
(for λ > 1) (p = ambient pressure of sensor in bar)
Gas flow rate vmin≥1 m/s
vmax≥80 m/s
Functionality in specific applications operating outside this range
must be ensured.
Characteristic curve, value table
TIM-ID: 0000055456 - 001
Figure 82: Lambda sensor (characteristic curve)

X λ value Y Pump current IP_meas (mA)

IP_meas (mA) λ value O2 conc. xO2 (%)
-1.043 0.65
-0.830 0.70
-0.483 0.80
-0.222 0.90
-0.018 1.00 0.00
0.120 1.18 3.00
0.261 1.43 6.00
0.372 1.70 8.29
0.555 2.43 12.0
1.022 Air 20.95
Lean test gas:

O2 in N2
Rich test gas:
9% CO, 7% H2, 7% CO2, 1% H2O in N2
Pin assignment
1 Pump current (APE)

2 Virtual mass (IPN)
3 Heater cycle (H-)
4 Heating Ubatt (H+)
5 Blanking plug
6 Nernst voltage (RE+)
7 Blanking plug

TIM-ID: 0000055456 - 001

2.5.2.9.4 NOx sensor
The dual-chamber NOx sensor evaluates the nitrogen oxide and oxygen content in the exhaust gases of
a combustion engine. The sensor is combined with an electronic unit which conditions the sensor sig-
nals for direct use on a CAN bus.
Figure 84: NOx sensor (overview)
Technical data
General information
Designation Value
NOx measuring range 0 to 3000 ppm
NOx response time (T33<->66%) 1200 ms
NOx accuracy Offset: ±10 ppm
(ranging between 0 and 500 ppm) Gain: ±10 %
O2 measuring range 0 to 21 %
O2 response time (T33<->66%) 1050 ms
TIM-ID: 0000055498 - 001
O2 accuracy O2 = 0 %: ±0.13 % O2
(new sensor) O2 = 13 %: ±0.32 % O2
Special notes:
• Integral aging compensation (up to 3000 h, compensation factor is then frozen)
• Increased accuracy by:
– Sensor-specific pressure compensation error output
– Sensor-specific calibration error output (Offset and Gain)
– Sensor-specific NO/NO2 compensation error output
Weight <400 g

Designation Value
Admissible contact pressure ≤60 N/mm2
Tightening torque 50±10 Nm
Environmental data
Designation Value
Exhaust gas temperature Max. 800 °C
Electronic equipment operating temperature -40 to 105 °C
Electrical data
Designation Value
Supply voltage Ubat = 28.5 V
Ubat min = 16.0 V
Ubat max = 36.0 V
Operating current I = 0.6 A (average)
Imax = 12 A (peak when powering-up)
Switch-on time NOx < 100 s
(after dew point release) O2 < 80 s
Output signal SAE J1939
PGN: 61454 (18F00E51h) (pin 5 to GND)
PGN: 61455 (18F00F52h) (pin 5 open)
Data format:
Transfer rate 250 kbaud
Repetition 50 ms
Data format Intel
Identifier Extended
Pin assignment
1 Supply voltage Ubeff

2 Ground GND
3 CAN_LOW
4 CAN_HIGH
5 Address switch
open -> standard address
GND -> alternative address
TIM-ID: 0000055498 - 001
Figure 85: NOx sensor (pin assignment)

2.5.2.9.5 Turbocharger speed sensor
The speed sensor is an inductive transmitter which allows speed to be detected without contact. This is
realized by an increment wheel in the coil of the inductive transmitter which induces an AC voltage the
frequency of which is proportional to the speed. The maximum voltage level depends on the air gap
between the transmitter and the increment wheel.
Figure 86: Turbocharger speed sensor (overview)
Technical data
General information
Designation Value
Sensor type Inductive transmitter
Output voltage ≥2.3 Vpp at 1500 rpm;
Air gap = 1.2 mm;
Cogged wheel module 2 mm; 30 teeth;
Rload = 10 kohms ±10 %
Coil resistance 850 ohms ±25 %
TIM-ID: 0000055499 - 001
Inductivity 135 mH ±25 % / 1 kHz

Weight <300 g with 1.0 m cable
Tightening torque max. 12 Nm
Cable strength at 80 °C ≥100 N

Environmental data
Designation Value
Sensor operating temperature -40 to 250 °C
Connector operating temperature -40 to 125 °C
Vibrostability Sine:
2 to 55.7 Hz; ±1.6 mm
55.7 Hz to 2 kHz; ±20 g
Electrical noise:
20 Hz to 2 kHz; 20 g rms
Shock 50 g / 11 ms, semi-sinusoidal
Humidity ≤93 % at 40 °C
Media resistance Diesel oil, engine oil, water, antifreeze
Insulation resistance ≥10 Mohms at 500 VDC as per VDE 0100
Dielectric strength 500 VAC, 50 Hz, 1 min as per VDE 0160
Degree of protection IP69K (DIN 40 050)
Characteristic curve
TIM-ID: 0000055499 - 001
Figure 87: Measuring circuit output voltage

U Output voltage UMC (V) n Speed nW (rpm)

Circuit diagram
A Sensor
R Signal conductor (red)
B Ground conductor GND (black)
T Shield conductor (transparent)
L Air gap
1 Connector pin 1 “Signal”
2 Connector pin 2 “GND”
3 Connector pin 3 “Ground (shield)”
4 Connector pin 4 (not connected)
Pin assignment
1 Signal
2 GND
3 Ground (shield)
4 NC (not connected)
TIM-ID: 0000055499 - 001

2.5.3 Injector
2.5.3.1 Injectors
Overview
Figure 90: Injector CRN3-22 overview

1 M4 thread A Diameter 22.5 mm D Diameter 7.2 mm
2 High pressure connection B Length 72+0.3/-0.5 mm E Length 72+0.3/-0.5 mm
3 Fuel return C Length 22.03+0.3/-0.15 mm F Length 186.8±0.5 mm
Technical data
Designation Value
Design Solenoid valve injector
Admissible operating pressure 2200 bar
No. of nozzle bores 7
Injection angle 118°
Measuring stroke 0.35 mm
TIM-ID: 0000056907 - 001
Note special requirements for cleanliness specified in MTN5253!
Function
The injectors are connected to the HP accumulator (rail) by HP lines.

The injector has an electronically-actuated control solenoid which controls the position of the control
valve. Pressure applied at the top of the control rod and the needle valve is equalized when the control
valve is closed. When the control solenoid is actuated, the control valve opens and pressure is no lon-
ger applied at the top of the control rod. This releases the full injection pressure to act on the needle
valve which opens to commence fuel injection as a result. The control solenoid terminates fuel injection
on receiving a signal from the Engine Control Unit. The control valve closes once more and injection
stops immediately.
To increase efficiency and reduce emissions, the injection process is realized in a number of phases in
the course of each cycle:
• Pre-injection PreInj
• Main injection MainInj
• Post-injection PostInj
A small amount of fuel is pre-injected prior to the actual injection point to gently increase pressure in
the combustion chamber. This reduces combustion noise and the generation of white and blue smoke
when cold-starting.
Most of the fuel is actually introduced into the cylinder during main injection.
The combustion process is enhanced by subsequently post-injecting a small amount of fuel. This re-
duces the formation of soot and has a positive effect on exhaust gas emission. Additional post-injection
may serve to regenerate any exhaust gas aftertreatment systems.
TIM-ID: 0000056907 - 001

2.5.3.2 HP pump
The common rail injection system has no need of camshaft-driven unit injectors or unit injection pumps
actuated by the camshaft. The common rail system operates with two HP fuel pumps. These pumps
steadily deliver fuel at injection pressure to all the injectors.
The fuel system itself comprises a low-pressure and a high-pressure system. The ECU 9 controls the
common rail injection system. Injection pressure, timing and quantity are determined independently of
engine speed.
Figure 91: Fuel system

1 Pressure sensor 5 Return line 9 Fuel filter
2 Injector 6 HP pump 10 Rail
3 HP line 7 Fuel return
4 Pressure relief valve 8 Fuel inlet
Function
The (low-pressure) fuel pumps draw fuel from the tank and deliver it to the HP pumps (6) via the fuel
filters (9). The pumps increase the pressure to as much as 2200 bar and deliver the fuel to the two
rails (10). Fuel is distributed to the individual injectors (2) via the HP fuel lines (3). Controlled by the
electronic engine management system, the solenoid valves of the injectors determine injection timing
TIM-ID: 0000056923 - 001
and fuel quantity. Fuel injected by the injectors is distributed evenly in the combustion chamber.
The injector control quantity merges in the return lines (5) with the return flow from the HP pump (6)
and flows back to the tank (7) or via a fuel cooler to the fuel supply in the low-pressure system (8).

2.6 Functions
2.6.1 Engine start functions
General information
An ECU-controlled starting sequence is used for the genset application described in this document. This
starting sequence is implemented in the software and can be activated by the ECU data record (PR
2.1090.100 set). The coolant temperature is monitored before starting and engine priming etc. is also
implemented as the entire starting sequence is controlled by the ECU.
The entire starting sequence functionality (e.g. with or without priming) and the characteristics associ-
ated with it (e.g. limit values) can be configured by a range of parameters.
Engine starting sequence states – S0 to S14

An engine start can be described by its respective states “S”. The engine starting sequence is executed
depending on these states.
Example: State S8 changes to state S10, i.e. starting is aborted, on failing to reach starter disengage-
ment speed within the specified time .
Each of the states (S0 to S14) are polled and a number of calculations performed as described below.
The values used for these calculations and polls can be changed by setting the relevant parameters ac-
cordingly.
The diagram below illustrates the states S0 to S10, S13 and S14 (S11 and S12 concern the “manual
turning” process which is described later).
TIM-ID: 0000058589 - 001

Figure 92: Engine starting sequence state diagram
KFP Fuel delivery pump tn1 Starter speed tSD Delay in case of oil pres-
MLS Negative contactor tn2 Starter pause time sure sensor failure
tKFP Fuel delivery pump delay SStart Fast start signal StOil Start oil monitoring
tMLS Negative contactor delay SStAct Fast start active tStOil Pressure build-up time
TIM-ID: 0000058589 - 001
SDOil Oil pressure sensor failure pStOil Start oil pressure monitor-
ing value
LimStOil Start oil pressure monitor-
ing limit
S0 – Engine running
State S0 (engine running) is attained on reaching idle speed. The engine is just checked to ensure it is
still running. State S1 (engine at standstill) is assumed if the engine has been stopped or has been
brought to a standstill by other circumstances.

Requests for starting or manual turning are ignored in state S0. These are only possible in state S1 (en-
gine at standstill).
S1 – Engine at standstill
Note:
All starting sequences can only be initiated in state S1 (engine at standstill).
The engine is checked to ensure it is still at standstill. State S0 (Engine running) is assumed should the
engine have been started by external events.
Bit 2.1090.010 “Engine start enable” is set. “Remaining start attempts” is set to the value configured
for “Number of start attempts”.
There are four different ways in which this state can be left:
1. Start lockout (priority 1)
2. Manual turning (priority 2)
3. Start instructions (priority 3)
4. Engine no longer at standstill
Start lockout
When start lockout PV 2.1090.415 “Start lockout status” is active, highest priority is set, and a start
instruction has been signaled, state S10 Start abort is assumed and the “Start abort start lockout” sta-
tus PV 2.1090.410 is output. This signal is reset on transitioning from state S10 to S1. An alarm is also
raised when starting is aborted.
Manual turning
Manual turning on the starter has the second highest priority. The configuration is checked to establish
that manual turning is enabled by PR 2.1090.105 and that a request for manual turning is present on
the CAN bus. State S11 (Turning on) is assumed when all the conditions are fulfilled.
Start instruction
The “Engine start enable” bit is cleared when a start instruction is active. State S13 (Fuel pump/contac-
tor delay) is assumed.
Engine no longer at standstill

The Engine at standstill signal is reset on detecting an engine speed exceeding 80 rpm. State S0 (En-
gine running) is assumed in this case.
S2 – Oil priming
Oil priming can be configured with the “Oil priming unit available” parameter.
Having done this, the oil priming unit can be started either
• manually
• or automatically.
This is selected with the “Manual priming” parameter.
TIM-ID: 0000058589 - 001
A manual request can be initiated by the “Priming request” bit or by the CAN receive PV “CAN priming
on engine start”. The “Priming request” bit can be written by any binary input of ECU9. The manual re-
quest for priming must be made before issuing the start command regardless of whether it is made by
pushbutton or via CAN. It otherwise has no effect and priming does not take place.
Priming does not take place if “Intermittent oil priming” has been configured.
The electrical oil priming unit is activated in the Oil priming state. This is realized by setting the “Priming
ON” bit in PV “Status engine start sequence”. This is transmitted via CAN and evaluated by the plant.
Alternatively, the bit might be output to a binary output of the ECU by the BinOut configuration. A lamp
which is controlled by the “Oil priming lamp” bit also signals activity of the oil priming pump.

Oil priming is now controlled by oil pressure. On reaching the configured oil pressure limit value pVS
(difference from the pressure detected when the oil priming pump was switched on), or in case of oil
pressure sensor failure during priming, the electrical oil priming pump is switched off again and state S3
Wait for start is assumed. If the limit value is not reached within the configurable time tVS, the entire
starting sequence is aborted and the “Start abort P-Lube oil” bit is set. State S10 “Start abort” is as-
sumed. State S10 is always assumed if the start instruction is canceled in the case of a “non-stored
start”. The Start pushbutton flashes during the oil priming phase (see figure below).
Figure 93: Signal states for engine start with oil priming
S3 – Wait for start

The “Wait for start” state only applies when oil priming has been configured. In this state, a second ac-
tuation of the Start pushbutton is awaited. The start instruction is edge-triggered. In the case of a stor-
ed start, the Start pushbutton may have to be released first before actuating it a second time. It can be
held down throughout in the case of a non-stored start.
State S4 “Start” is assumed on receiving a start instruction. PV “Engine start instruction” is now set
once more. State S10 “Start abort” is assumed on expiry of the configurable delay tStart pushbutton.
S4 – Start
TIM-ID: 0000058589 - 001
PV 2.1090.013 “Starter ON” is set in the “Start” state. A binary output of the ECU can be programmed
to operate with this PV. This output then activates the starter relay. The “Starter ON” bit is also included
in the “Engine start sequence status” PV which is transmitted via CAN and evaluated by the plant.
If a POM is installed on the engine (PR 1.4500.001 POM available = 1) the “Starter ON” PV is used for
the POM function to switch on the relevant outputs at the POM. State S5 “Starter POM” is then as-
sumed. If, on the other hand, the POM function signals that the POM is missing (even though it has
been configured), the starting sequence is aborted and state S10 “Start abort” is assumed.

State S5 is skipped if a POM has not been configured and state S6 “Starter speed” is assumed directly.
State S4 “Start” is a static state which lasts only for the sampling time which is currently approx. 5 ms.
The start instruction is not checked as the debounce time of the Start pushbutton (approx. 20ms -
50ms) and the sampling time of the CAN signals (approx. 100ms - 500ms) are greater.
S5 – Starter POM (not used in genset applications)

In state S5 “Starter POM” feedback is awaited from the Power Output Module signaling that the starter
has been engaged. State S6 “Starter speed” is then assumed.
Alarm 515 “AL Starter Not Engaged” is output if the POM signals failure of the engagement sequence or
the POM is “no longer present” on the bus. State S7 “Start attempts” is assumed if the number of “re-
maining start attempts” is greater than zero, and a new attempt to start is made following expiry of the
configurable timeout tAP. The number of attempted starts aAV is configurable.
Note:
At least 1 start attempt must be configured. Otherwise no further attempt to start is made.
State S10 “Start abort” is assumed if the number of “remaining start attempts” is zero, or the start in-
struction is canceled.
S6 – Starter speed
The engine must run up to starting speed n1 on the starter within a configurable time tn1. This sets the
“Starter Speed Reached” bit and state S8 “Starter disengagement speed” is assumed if neither start oil
pressure monitoring nor fast start have been activated.
State S14 “Oil pressure monitoring” is assumed if it applies and fast starting has not been initiated.
Starting is aborted and the “SS Starter speed not reached” alarm is output if starting speed is not
reached in time. The starter disengages and a new starting sequence is attempted after a configurable
pause tAP. State S7 “Start attempts” is then assumed in this case. The number of attempted starts aAV is
configurable.
Note:
At least 1 start attempt must be configured. Otherwise no further attempt to start is made.
State S10 “Start abort” is assumed if the number of “remaining start attempts” is zero, or the start in-
struction is canceled.
S7 – Start attempts
Expiry of the timeout tAP is awaited in state S7 “Start attempts”. A new attempt to start can be made if
the engine is at standstill when the timeout has expired. State S4 “Start” is assumed once more. The
“Repeat start” bit is active during this time. It is subsequently cleared. Any activated contactor remains
switched on. It is therefore not necessary to make the transition to state S14.
State S10 “Start abort” is assumed if the start instruction is canceled in the meantime.
S8 – Starter disengagement speed

TIM-ID: 0000058589 - 001
In state S8 “Starter disengagement speed” the engine has a configurable amount of time tn2 to reach
starter disengagement speed n2. The starter disengages on reaching disengagement speed and the bit
“Disengagement speed reached” is set. State S9 “Idling speed” is then assumed. The start pushbutton
may be released once the disengagement speed has been reached in the case of a “non-stored start”.
This cancels the start instruction. In the case of a “stored start” the start instruction is canceled auto-
matically.
Pressing the start pushbutton has no effect from this point on and only takes effect again when the
engine has come to a standstill. The illuminated start pushbutton turns dark.
The “SS Release Speed Not Reached” alarm is set if the disengagement speed is not reached within tn2
and state S10 “Start abort” is assumed.

State S10 “Start abort” is also assumed if the start instruction is canceled in the meantime.
S9 – Idling speed
State S9 “Idling speed” lasts until the engine has reached idling speed n3. Bit “Idling speed reached” is
set on reaching idling speed, the two signals PV 2.1090.161 “Fuel delivery pump ON” and PV
2.1090.452 “Negative contactor ON” are set to FALSE and state S0 “Engine running” is assumed.
The “Start repeat” bit is cleared if previously set.
The “SS Idle Speed Not Reached” alarm is output if idling speed is not reached within t3 and state S10
“Start abort” is assumed.
S10 – Start abort

The negative contactor is only switched off on transitioning to state S1.
In state S10 “Start abort” all actuators (starter, priming unit and its signal lamp (if applicable), flame-
start systems, fuel delivery pump) are switched off. An internal “Stop-start sequence” is created. This
leads to a global stop which shuts down fuel injection and brings the engine to a standstill. The “Start
abort state” lasts at least until the configurable start lockout time tStart lockout has expired. The start lock-
out time can be reset by an external stop request following which it no longer applies. Nevertheless, the
state still lasts until the engine has come to a standstill and neither a start instruction nor a manual
turning instruction are pending execution. This means that the engine is not immediately started or
turned again once the start lockout time has expired if the Start or Turning pushbuttons are held down
(via CAN).
The pushbuttons must be released first before it is possible to restart. This does not depend on the
operating mode which has been set (stored or non-stored start). When all the conditions are fulfilled:
• All alarms which were signaled prior to start abort are canceled.
• The Stop request is reset.
• State S1 Engine at standstill is assumed.
The “Start abort” bit is active in state S10 “Start abort”. It is cleared on transitioning to Engine at stand-
still. The “Start repeat” bit is also set and only cleared again following successful restarting, i.e. on
reaching idling speed. A starting sequence or manual turning process can only be initiated from state
S1 “Engine at standstill”.
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Manual turning: S11 – Turning ON and S12 – End turning
Figure 94: Manual turning state diagram
S11 – Turning ON
State S11 “Turning ON” activates the starter for manual turning and can only be assumed from state S1
“Engine at standstill”. This means that manual turning can only be initiated when the engine is at stand-
still.
Following Start abort, manual turning is only possible when start lockout time tStart lockout has expired.
The manual turning request is currently only made by the CAN receive PV “Turning request”. In state
S11 “Turning ON”, an internal “Manual turning stop” (which leads directly to a global stop) disables fuel
injection to prevent the engine from starting. This stop is also always active in the Engine at standstill
state in order to reliably and effectively suppress injection in time. The “Manual turning active” bit is set
and monitoring is activated to ensure that starter speed n1 is reached within the configurable time tn1.
Manual turning is otherwise aborted.
The starter is normally activated by holding down the Turning pushbutton (which operates the CAN ob-
ject). Releasing the Turning key terminates manual turning and changes to state S12 “End turning”. The
“Terminate manual turning” bit is then set.
There is also a configurable maximum duration for manual turning tTurningMax after which state S12 “End
turning” is assumed to terminate manual turning.
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CAN receive object “Manual turning request”

PV index No. CAN name ZKP no.
431 31 Turn engine 02.1090.061

S12 – End turning
The starter is deactivated in state S12 “End turning”, the “Manual turning active” bit is cleared and expi-
ry of the configurable starter timeout tAP is awaited. State S1 “Engine at standstill” is assumed once the
engine subsequently comes to a standstill providing that neither a request for manual turning nor a
start request are pending execution. The “Terminate manual turning” is cleared and “Manual turning
stop” is canceled in order to re-enable injection.
When the starter timeout has expired the engine does not turn or start immediately if the Turn or Start
pushbutton are held down, the pushbuttons must be enabled first even if they have no effect in this
state.
State S13 – F. pump/contactor delay

The delay times for the fuel delivery pump and the negative contactor are processed in state S13. The
fuel delivery pump is activated, i.e. PV 2.1090.161 “Fuel delivery pump ON” is set, providing that this
has been configured accordingly (PR 2.1090.160 “Fuel delivery pump available” on).
Expiry of the tFuel pump delay (PR 2.1090.162) is awaited. The output for the contactor, PV 2.1090.452
“Negative contactor ON”, is activated providing that a negative contactor (abbreviation: MLS) is present
(i.e. PR 2.1090.450 “Activate negative contactor” is set) .
Note:
Contactor delay and the POM boot-up time must be taken into consideration.
This delay is set in PR 2.1090.451 “Starter ON delay negative contactor”. The binary PV 2.1090.452
“Negative contactor ON” is output at the frequency output (FO).
A PWM duty cycle is written in PV 2.1090.453 “Negative contactor PWM duty cycle” and a frequency in
PV 2.1090.454 “Negative contactor PWM frequency”. The duty cycle is set to 0% when the binary PV is
0 and to 100% when the PV is 1. The frequency is fixed at 1 kHz.
State S13 is left when one of the following conditions is fulfilled:
1. “Start instruction” signal is False → S10 Start abort
2. With oil priming → S2 Oil priming
• “Start instruction” signal is set
• Fuel delivery pump unavailable or time expired or
• Contactor unavailable or time expired and
• Manual oil priming is active
3. Without oil priming → S4 Start
• “Start instruction” signal is True
• Fuel delivery pump unavailable or time expired and
• Contactor unavailable or time expired and
• Manual oil priming is not active
4.
S14 – Oil pressure monitoring (Start oil pressure monitoring)

In this state the maximum torque is limited to the value programmed in PR 2.1075.016 “Start oil pres-
sure monitoring limit” until the state is left. This means that PV 2.1075.017 “Torque limit P-Start Oil
Monitoring” is active and fuel quantity is limited by the software.
TIM-ID: 0000058589 - 001
Bit 8 is set in PV 2.1075.002 “No. of torque limit plant” until the limit set by start oil monitoring is no
longer active. The number 32768 is thus displayed. Starting is aborted if
• The start instruction is canceled or
• The pressure is not reached in time.
State S8 “Starter disengagement speed” is subsequently assumed and PV 2.1075.017 “Torque limit P-
start oil monitoring” is reset under the following conditions:
• The pressure limit value is reached within the programmed time tStOil.
• Override is active.
• The Fast start signal is sent if fast starting has been configured accordingly.

ZKP no. Designation Function
2.1090.460 Activate start oil pressure moni- T (True): Start oil pressure moni-
toring toring function is activated
2.1075.016 Torque limit P-start oil monitoring When start oil pressure monitoring
is active the current maximum tor-
que is limited to this value in the
fuel quantity limitation function.
2.1090.462 Start oil pressure monitoring dura- Max. time to reach the pressure
tion limit
2.1090.465 Fast start active function T (True): Fast start function acti-
vated, i.e. fast starting can be trip-
ped when activated by the ECU.
Table 42: Oil pressure monitoring parameters
ZKP no. Designation PV content

2.1075.017 Torque limit P-start oil monitoring Tq Limit P-Oil Start Control active
2.1090.466 Fast start signal active T (True): Fast start has been acti-
vated
Table 43: Start oil pressure monitoring process variables
Oil pan temperature monitoring

Oil pan temperature monitoring is activated with parameter 2.1090.341 “T-Oil pan monitoring ON”. The
oil pan temperature TLubeOil Pan is measured via an ECU TIx input and checked for SD. Monitoring is not
possible in case of oil pan temperature sensor failure (SD).
The alarm and external indication are then reset.
The status PV 2.1090.347 “T-LubeOil Pan Low” is set if the oil pan temperature in PV 1.0137.001 “T-
LubeOil Pan” is below the limit value.
Start lockouts
This signal is generated by ORing the four individual status messages:
1. PV 2.1090.416 Start lockout T-Oil Pan
2. PV 2.1090.417 Start lockout T-Coolant
3. PV 2.1090.418 Start lockout stored stop alarms
4. PV 2.1090.419 Start lockout CAN
The result is stored in status PV 2.1090.415 “Start lockout status”. The start lockout is activated by an
engine start instruction when this signal is set. This is indicated in PV 2.1090.410 “Start abort start
lockout”.
The start lockout is evaluated in state S1 “Engine at standstill” and results in starting being terminated
and a transition to state S10 “Start abort” when activated.
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2.6.2 Setpoint speed
General information
This section describes configuration of the analog setpoint speed via ECU inputs AI1 or AI2 which are
frequently used in genset applications (as well as speed demand via CAN). These inputs can be used in
both voltage and current modes.
Warning!
Compared with previous versions, selection of the setpoint speed source has been changed in ECU soft-
ware version V2.0 as a setpoint speed can now also be set via SmartConnect SC.
Parameters 2.9900.001 and 2.9900.011 are now omitted; they are automatically set by the setpoint speed
source.
Sensor types for AI 1 and AI 2 now no longer have to be set when the setpoint speed is set with these
inputs.
The two curves 2.0401.021 and 2.0401.022 no longer exist as the sensor curves are no longer switched
when changing between 50 Hz and 60 Hz.
Three setpoint signal configurations are available for genset applications. The analog setpoint speed
can thus be set in four different ways in total.
Selection
First of all it is necessary to define which setpoint signal configuration is required:
• Setpoint speed for NON-genset applications
• Setpoint speed for genset with a frequency
• Setpoint speed for genset with frequency switching and absolute setpoint signal (less suitable)
• Setpoint speed for genset with frequency switching and relative setpoint signal (most suitable)
Sensor types
The measured and normalized analog setpoint speed is mapped on PV 2.0280.001. The associated in-
put channel is defined in ZKP no. 2.0280.002. This is generally AI1.
Various correction curves are provided to normalize the input variable (sensor):
ZKP no. Specified speed Sensor type Comment

2.0401.010 Curve [voltage] 16 Used in case of frequency switching for
50Hz
2.0401.012 Curve [current] 18 Used in case of frequency switching for
50Hz
2.0401.019 Relative curve [V] 24
2.0401.020 Relative curve [C] 25
2.0401.021 Curve 60Hz [V] 26 No longer exists!
2.0401.022 Curve 60Hz [C] 28 No longer exists!
Configurations
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Setpoint speed (absolute); not for genset applications

The absolute setpoint speed is not used in genset applications.
Setpoint speed (absolute) for genset with a frequency

Setpoint speed setting without speed droop has a range of 1300 to 1700 rpm in this case. The nominal
speed is 1500rpm, i.e. intended for 50Hz operation. The nominal speed and the correction curve must
be adapted accordingly for another frequency, e.g. set to a nominal speed of 1800 rpm with a correc-
tion curve ranging between 1600 and 2000 rpm for 60 Hz.

Straightforward switching with the frequency switch is therefore not possible with this variant.
Figure 95: Setpoint speed (absolute) for genset with a frequency
Setpoint speed configuration table for genset with one frequency

Parameter ZKP no. (Absolute) with one frequency
Voltage Current
ECU7 AI 1 Current Mode 2.9900.001 No longer used! No longer used!
ECU7 AI 2 Current Mode 2.9900.011
Sensor type input AI (see sensor 2.9901.200 16 18
types)
Sensor type input A2 (see sensor 2.9901.201
types)
Generator mode is active 2.1060.300 T
Speed demand, ECU channel 2.0280.002 AI1 → 0
AI2 → 1
Selector switch setting 3
Frequency switch active 2.1060.211 F
Torque setting 50Hz at 100 % load 2.1060.207 Enter value
Nominal speed frequency 1 active 2.1060.210 50 Hz → 1, 60 Hz → 0
Nominal speed 2.1060.041 -
Nominal speed genset 50 Hz 2.1060.038 Enter value
Table 44: Setpoint speed configuration table for genset with one frequency
Setpoint speed for genset with frequency switching and absolute setpoint signal
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In this case, setpoint speed setting without speed droop has a range of 1400 to 1900 rpm. The setting
which is actually possible is limited to the range of the current nominal speed ± the adjusting radius. In
the example shown below the effective speed range at 50 Hz is mapped over an input voltage range of
approx. 0.5V to 4V.
The input voltage range then lies between 6 V and 9.5 V for the effective speed range.

Figure 96: Setpoint speed for genset with frequency switching and absolute setpoint signal
Important:
This configuration cannot be used in normal circumstances.
Parameter ZKP no. Frequency switching with absolute set-

point signal
Voltage Current
ECU7 AI 1 Current Mode 2.9900.001 F T
Sensor type input AI (see sensor 2.9901.200 16 18
types)
types)
AI2 → 1
Frequency switch active 2.1060.211 T
Rated speed frequency 1 active 2.1060.210 50 Hz → 1, 60 Hz → 0
Rated speed 2.1060.041 -
Table 45: Setpoint speed configuration table for genset with frequency switching and absolute setpoint
signal
TIM-ID: 0000058607 - 001
Setpoint speed for genset with frequency switching and relative setpoint signal
In this case, setpoint speed setting without speed droop has a range of -150 to +150 rpm. The current
setpoint speed setting results from this. The setpoint signal which is actually possible is limited to the
range of the current nominal speed ± the adjusting radius, i.e. the speed demand changes between an
input voltage of 2 V to 8 V.
In the example shown below the effective speed range at 50 Hz and at Hz is mapped over an input
voltage range of approx. 0.5 V to 9.5 V.

Figure 97: Setpoint speed for genset with frequency switching and relative setpoint signal
The figure below shows the correction curve for relative setpoint speed setting as used above.
Figure 98: Correction curve
The effective voltage range was limited to 0.5 V to 9.5 V to allow detection of a sensor failure. A sensor
is considered to have failed if the input voltage lies outside the curve. In current mode, where 0 mA to 5
mA are possible, only the range between 0.5 mA and 4.5 mA is utilized. Using the full range would not
allow a failed sensor to be detected as the curve range would not be violated in case of sensor defect.
The values would always appear to be valid.

point signal
Voltage Current
ECU7 AI 1 Current Mode 2.9900.001 F T
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Sensor type input A1 (see sensor 2.9901.200 24 25

types)
types)
AI2 → 1

point signal
Frequency switch active 2.1060.211 F
Rated speed frequency 1 active 2.1060.210 50 Hz → 1, 60 Hz → 0
Rated speed 2.1060.041 -
Table 46: Setpoint speed configuration table for genset with frequency switching and relative setpoint
signal
Selector switch
The ECU offers six different setting options:
• Analog CAN
• Up/Down pushbuttons
• Up/Down CAN
• Analog ECU absolute
• Analog ECU relative
• Frequency setting
• Control lever positions
One of these sources is selected with a switch.
Four such selector switches are provided. This allows pre-assignment of up to four of the switches. A
speed demand based on the two signals “Local” and “ext. switch” can then be selected from these four
switches.
The current state of the various switches can be determined from the following PVs:
• 2.1060.160 Local Normal Switch Setting
• 2.1060.161 Local Emergency Switch Setting
• 2.1060.162 Remote Normal Switch Setting
• 2.1060.163 Remote Emergency Switch Setting
There are two ways of setting a switch. A switch is usually configured via the CAN, i.e. a number be-
tween 0 and 6 is transmitted for each switch on the CAN. The switch is set to a default value defined in
the data record if a setpoint signal via CAN is not envisaged in the data record, or the number transmit-
ted has the value 15 (0xF). The default values for the switches are defined in the following parameters.
• 2.1060.150 Local Normal Switch Default Value
• 2.1060.151 Local Emergency Switch Default Value
• 2.1060.152 Remote Normal Switch Setting Default Value
• 2.1060.153 Remote Emergency Switch Setting Default Value
These default values are not used in case of CAN failure. The ECU records the current switch setting in
the Flash memory and uses these stored values in case of CAN failure, or on restarting, so the setpoint
signal does not change.
TIM-ID: 0000058607 - 001
Details of this are provided in the section offering general information on the setpoint speed function.

ZKP Sen- Nam Unit Values
sor e
2.04 24 Crv V 0 0.5 1,62 2.75 3,87 5 6,12 7,25 8,37 9.5 10
01.0 Spee 5 5 5 5
19 d rpm -100 -100 -75 -50 -25 0 25 50 75 100 100
De-
man
d
rela-
tive
[V]
2.04 25 Crv mA 2 4 6 8 10 12 14 16 18 20 22
01.0 Spee rpm -100 -100 -75 -50 -25 0 25 50 75 100 100
20 d
De-
man
d
rela-
tive
[A]
Table 47: Correction curves for relative setpoint speed setting
Frequency 1 ↔ Frequency 2 switching

The figure below illustrates the interplay between parameter settings and speed demand. The PVs make
it possible to check the switch settings and particularly to establish which speed demand was applied
last.
Figure 99: Schematic representation of frequency switching

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Switching is also possible via CAN. Details of this will follow in a later version of this document.

2.6.3 Engine Identification Label
General information
The Engine Identification Label (EIL) is a small assembly which is permanently connected to the engine.
It contains engine-specific data which can be read and written by the Engine Control Unit (ECU). The
main task of the EIL is to identify the hardware of the engine itself for the ECU. Certain data which
would otherwise be lost on replacing the Engine Control Unit can also be managed in the EIL itself.
In practical terms, the EIL can thus be considered as an electronic engine nameplate.
Connection to the engine

The EIL is permanently connected to the engine and linked with the Engine Control Unit by means of a
wiring harness. It is connected like a sensor. If damaged in use, the EIL can only be separated from the
engine by destroying it. This is intentional. A new EIL must be installed should replacement become
necessary.
Configuring the EIL

The EIL does not have to be configured using DiaSys. It is managed by the ECU and requires no inter-
vention by the user. The data in the EIL cannot be read out using DiaSys. The engine number on the
nameplate on the engine must match the engine number in the EIL. The engine number in the EPR on
the ECU can be read out using DiaSys.
Use (in case of replacement)

• Blank EIL
A blank EIL is used at first (all bytes in the memory areas read 0xFF) . As yet, it does not contain any
engine-specific data and can be installed on any engine.
• Recorded EIL
The EIL is initialized and data is recorded when it is connected to a fully programmed ECU for the
first time and the latter is started. Recorded means that it has “noted” the engine number.
• New engine
On delivery, engines manufactured by MTU always incorporate an ECU plus an EIL including a data
record with the engine number. The EIL thus always comes with an engine number as well.
Replacement scenario 1: Engine Control Unit (ECU) replacement

The engine operating hours are transferred from the EIL to the new ECU on replacing a faulty ECU with
a new (fully programmed) unit in the field. The new ECU must have the same engine number as the old
ECU being replaced. The EIL otherwise detects that the engine numbers no longer match and will re-
spond to this fault accordingly.
Replacement scenario 2: EIL faulty

When a faulty EIL is replaced, the new, blank EIL receives its data when the ECU is started and initializ-
es itself automatically. The latest recorded number of operating hours and the engine number are
downloaded from the ECU to the EIL at this point.
In future, the ideal case would be for the engine number to be pre-programmed in the EIL during pro-
TIM-ID: 0000058708 - 001
duction to eliminate the need to transfer it from the data record. It would then also be possible to store
the key in the EIL for potential use in conjunction with the USB maintenance concept.
Replacement scenario 3: Engine replacement

A replacement engine always has a new engine number. See New engine.

Function
The EIL is a small assembly which is permanently connected to the engine. It serves as a memory for
the data of an individual engine, such as the engine number etc. It is the final link in the compatibility
check chain and ensures that the engine can only be operated with an ECU which also contains the
right data for the engine concerned.
Figure 100: EIL connection

EIL supply voltage
The ECU communicates with the EIL via a serial interface. The EIL is connected to a specific input (e.g.
to LSI2, Level Sensor Input 2 on ECU8) meaning that it is not possible to connect another sensor at this
input.
The supply voltage of the output used is set to 13V for the EIL.
EIL functionality from the user viewpoint

EIL functionality is only active when parameter 1.0610.001 has been activated. 0 means deactivated, 1
means activated. The response of the EIL to a fault can be set with parameter 1.0610.011. The table
below lists and describes the possible fault responses.
TIM-ID: 0000058708 - 001

EIL response Description Value to be set at parameter
1.0610.011
EIL Shutdown The EIL is shut down in case of 1
fault or if it determines an incor-
rect engine number. No response
is made to an incorrect engine
number in this case.
EIL Protection The EIL Protection Module is acti- 2
vated in case of fault or on deter-
mining an incorrect engine num-
ber. The engine then operates e.g.
with reduced power, or stops
completely, depending on how
this module has been configured.
Startlock The startlock is activated in case 3
of fault or on determining an in-
correct engine number. The user
may then attempt to restart the
engine a certain number of times
depending on configuration of pa-
rameter 1.0610.013. The startlock
then takes effect when all the pro-
grammed number of restarts have
been used up. The startlock is ac-
tivated immediately if parameter
1.0610.013 is set to 0.
Alarm 616 (AL EIL Alarm) is signaled as soon as a fault response has been tripped.
TIM-ID: 0000058708 - 001

2.6.4 Speed droop switching in conjunction with SmartConnect SC
Speed droop cannot only be switched by the ECU itself, but also via SmartConnect SC.
In this case, the setting of the fourth DIP switch influences process variable PV 2.1060.219 (inversion
of the signal applied to the appropriately set digital input DI2). Other logic operations related to speed
droop switching are realized by the ECU. The following parameters are used:
ZKP no. Designation Value Comment

2.1060.217 Speed droop switch ac- Binary (0 or 1)
tive
2.1060.217 Speed droop in %, 32 bit
2.1060.217 Speed droop 2 in %, 32 bit
The current speed droop is then mapped to PV 2.1060.200.
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3 Operation
3.1 Settings – SmartConnect SC
Settings
Function overview, DIP switch settings
The SmartConnect features a DIP switch with 5 slides to facilitate configuration for ECU8 (eight slides
are provided in total, however the SmartConnect uses the last slides (6, 7 and 8) for internal purposes
only.
The SmartConnect switch settings are transmitted cyclically to the ECU once per second in a message
on CAN1.
Changed switch settings only take effect on restarting the ECU. The configurations which can be set
with the switches are predetermined and cannot be changed. Switch assignment is shown in the two
figures below.
Note: All the slides are set to “0” on delivery. Switch settings must be customized to suit the applica-
tion concerned in the course of initial operation.
DIP switch
1 Speed demand
2 Speed droop
3 Frequency
4 Overspeed test
5 Internal
Figure 101: DIP switch assignment
The assignment of the 8 slides on the DIP switch are shown in the figure above
Frequency switching setting

Frequency switching with SmartConnect can only be used for engine models which allow for both fre-
quencies (50/60Hz).
Speed demand setting

Speed demand is set with the first three slides on the DIP switch. The figure below and the table show
TIM-ID: 0000058409 - 001
the variants which can be set.
E532834/00E 2015-02 | Operation | 157

Figure 102: DIP switch – Speed demand
Speed demand is set with the 3 slides on the DIP switch (2³ = 8 variants), see table below.
Code Definition Function

000 = 0 ECU default ECU default setting for the 4 ECU-internal speed demand
switches.
001 = 1 ECU direct up/down Speed demand (Up/Down keys) directly via ECU 8 binary
inputs. The settings can be made at the ECU using Dia-
Sys:
010 = 2 ECU analog Analog speed demand directly via the ECU 8 analog in-
put. The settings can be made at the ECU using DiaSys:
• 0 V = -100rpm
• 5 V = +100rpm
• 0 V = -100rpm
• 10 V = +100rpm
• 4 mA = -100rpm
• 20 mA = +100rpm
101 = 5 CAN analog Speed demand value (in rpm) transmitted from external
controller via CAN bus
110 = 6 CAN up/down Speed demand value (up/down) transmitted from exter-
nal controller via CAN bus
TIM-ID: 0000058409 - 001
111 = 7 External speed Speed demand source can be transmitted by external

controller
Speed droop setting

Switching the DIP switch toggles speed droop from one setting to the another. The new value takes
immediate effect at the ECU: E.g. Speed droop1=0% to Speed droop2=4%
Overspeed testing
The engine must be at standstill to activate the overspeed test.
158 | Operation | E532834/00E 2015-02

The “Overspeed test” function can be activated by switching DIP switch slide 6 on the SmartConnect
from 0 to 1. The overspeed limit value is reduced to 1400 rpm when the overspeed test is active.
The engine shuts down automatically and alarm 30 “SS Overspeed” is generated when this limit value is
exceeded after starting the engine.
The slide on the DIP switch must be returned to its initial setting (0) to deactivate the “Overspeed test”
function.
Function overview – Alarm display

The display on the SmartConnect indicates the 3-digit ECU fault codes during operation. The ECU fault
codes scroll on the display. “Scrolling” means that all the active faults in the ECU are displayed consec-
utively at intervals of one second. “----” appears on the SmartConnect display when all the active faults
have been indicated on the display once. This signals that all the faults have been displayed once and
the fault codes are then displayed again starting at the beginning.
When no fault codes are signaled the display indicates “----” all the time .
The ECU determines which faults are to be displayed on the SmartConnect via CAN1.
Fault code “F000” appears on the display if SmartConnect fails to detect an ECU8 on CAN1 (e.g. be-
cause the cable is disconnected).
SmartConnect itself is assigned two fault codes:

• Fault code 696 (USB faulty)
• Fault code 697 (RS485 faulty)
SmartConnect displays fault F050 instead of 696 for a USB fault and F051 instead of 697 should these
faults occur on the SmartConnect when no ECU8 is on CAN1.
All the alarms are listed in the table below:
Alarm number on SC display Alarms on SC display when ECU Description

when no ECU8 is detected on is connected to CAN1
CAN1
F000 This alarm is indicated on the
SmartConnect display when no
ECU8 is detected on CAN1.
F050 696 AL SmartConnect USB Error. This
alarm is displayed if the USB inter-
face of the SmartConnect is faul-
ty. This alarm is transmitted to the
ECU8 when one is connected to
the CAN1 bus. 696 then appears
on the display. F050 appears on
the display instead if ECU8 is not
present.
F051 697 AL SmartConnect RS485 Error.
This alarm is displayed if the
TIM-ID: 0000058409 - 001
RS485 interface of the SmartCon-

nect is faulty. This alarm is trans-
mitted to the ECU8 when one is
connected to the CAN1 bus. 697
then appears on the display. F051
appears on the display instead if
ECU8 is not present.
0001 – 0999 Three-digit ECU8 fault codes de-
pending on the faults in ECU8.
E532834/00E 2015-02 | Operation | 159

3.2 Fault code list ECU Series 2000Gx6
ECU 9 ZKP no. Designation Description
no.
0003 2.0122.931 HI T-Fuel Fuel temperature too high (1st limit value)
0004 2.0122.932 SS T-Fuel Fuel temperature too high (2nd limit)
0005 2.0121.931 HI T-Charge Air Charge-air temperature too high (1st limit)
→ Check intercooler
0006 2.0121.932 SS T-Charge Air Charge-air temperature too high (2nd limit value)
→ Check intercooler
0009 2.0124.931 HI T-Coolant Intercool- Coolant temperature in intercooler too high (1st limit
er value)
0010 2.0124.932 SS T-Coolant Inter- Coolant temperature in intercooler too high (2nd limit
cooler value)
0015 2.0100.921 LO P-Lube Oil Lube oil pressure too low (1st limit value)
0016 2.0100.922 SS P-Lube Oil Lube oil pressure too low (2nd limit value)
0019 2.0126.931 HI T-Exhaust A Exhaust temperature (A side) too high (1st limit value)
0020 2.0126.932 SS T-Exhaust A Exhaust temperature (A side) too high (2nd limit value)
0021 2.0127.931 HI T-Exhaust B Exhaust temperature (B side) too high (1st limit value)
0022 2.0127.932 SS T-Exhaust B Exhaust temperature (B side) too high (2nd limit value)
0023 2.0152.921 LO Coolant Level Coolant level too low (1st limit value)
→ Check coolant level in expansion tank
0025 2.0154.931 HI P-Diff. Lube Oil Differential oil pressure at oil filter too high (1st limit
value)
0026 2.0154.932 HI P-Diff. Lube Oil Differential oil pressure at oil filter too high (2nd limit
value)
0027 2.0151.931 HI Level Leakage Fuel Leak-off fuel level too high (1st limit value)
0030 2.2510.932 SS Engine Overspeed Engine overspeed (2nd limit value)
0031 2.3011.931 HI ETC1 Overspeed Speed of primary turbocharger too high (1st limit val-
ue)
0032 2.3012.932 SS ETC1 Overspeed Speed of primary turbocharger too high (2nd limit val-
ue)
0033 2.0114.931 HI P-Diff-Fuel Differential oil pressure at fuel filter too high (1st limit
value)
0034 2.0114.932 SS P-Diff-Fuel Differential oil pressure at fuel filter too high (2nd limit
value)
0036 2.3013.931 HI ETC2 Overspeed Speed of 1st secondary turbocharger too high (1st
TIM-ID: 0000057723 - 001
limit value)
0037 2.3013.912 SS ETC2 Overspeed Speed of 1st secondary turbocharger too high (2nd
limit value)
00039 1.8004.204 AL ETC2 Cut-in Fault ETC2 failed to cut in
0044 2.0153.921 LO Coolant Level Inter- Intercooler coolant level too low (1st limit value)
cooler
0051 2.0125.931 HI T-Lube Oil Lube oil temperature too high (1st limit value)
0052 2.0125.932 SS T-Lube Oil Lube oil temperature too high (2nd limit value)
0053 2.0123.931 HI T-Intake Air Intake air temperature too high (1st limit value)
160 | Operation | E532834/00E 2015-02

no.
0054 2.0123.932 HIHI T-Intake Air Intake air temperature too high (2nd limit value)
0057 2.0101.921 LO P-Coolant Coolant pressure too low (1st limit value)
→ Check coolant circuit
0058 2.0101.922 SS P-Coolant Coolant pressure too low (2nd limit value)
→ Engine stop or reduced injection quantity
0059 2.0120.933 SS T-Coolant L3 Coolant temperature too high/low (3rd limit value)
0060 2.0120.934 SS T-Coolant L4 Coolant temperature too high/low (4th limit value)
0063 2.0106.931 HI P-Crankcase Crankcase pressure too high (1st limit value)
0064 2.0106.932 SS P-Crankcase Crankcase pressure too high (2nd limit value)
0065 2.0102.921 LO P-Fuel Fuel supply pressure too low (1st limit value)
→ Check filter, low-pressure fuel side
0066 2.0102.922 SS P-Fuel Fuel supply pressure too low (2nd limit value)
→ Check filter (low-pressure side)
0067 2.0120.931 HI T-Coolant Coolant temperature too high (1st limit value)
0068 2.0120.932 SS T-Coolant Coolant temperature too high (2nd limit value)
0081 1.8004.046 AL Rail Leakage Pressure gradient in the rail too low on starting, or
pressure gradient too high on stopping (→ high-pres-
sure system leaking, air in the system)
0082 2.0104.931 HI P-Fuel (Common Rail pressure > set value
Rail) → DBR reduction, injection start delayed (→ HP fuel
control block or cabling faulty)
0083 2.0104.921 LO P-Fuel (Common Rail pressure < set value
Rail) → DBR reduction (→ HP fuel control block faulty or
leakage in HP fuel system)
0089 2.2500.030 SS Engine Speed too Engine stalls. Engine speed has fallen below the limit
Low value set by parameter 2.2500.027 Speed Limit Stall-
ing without stop signal output in normal operation.
The engine is stopped for reasons of safety if this oc-
curs
0090 2.1090.925 SS Idle Speed Not Idling speed not attained
Reached → Starting aborted
→ Observe additional messages
0091 2.1090.924 SS Release Speed Not Runup speed was not attained
→ Observe additional messages
TIM-ID: 0000057723 - 001
0092 2.1090.923 SS Starter Speed Not Starter speed not reached

→ Starter does not turn or turns slowly
0093 2.1090.922 SS T-Preheat Preheating temperature too low (2nd limit value)
→ Coolant temperature too low for engine start
→ Engine start interlock
0094 2.1090.921 LO T-Preheat Preheating temperature too low (1st limit value)
→ Coolant temperature too low for engine start
0095 2.1090.920 AL Prelubrication Fault Oil priming fault
E532834/00E 2015-02 | Operation | 161

no.
0102 1.8004.624 AL Fuel Cons. Counter Consumption meter faulty
Defect
0104 1.8004.623 AL Eng Hours Counter Hour meter defective
Defect
0118 2.0140.921 LO ECU Power Supply Supply voltage too low (1st limit value)
Voltage → Check batteries/generator
0119 2.0140.922 LOLO ECU Power Sup- Supply voltage too low (2nd limit value)
ply Voltage → Check batteries/generator
0120 2.0140.931 HI ECU Power Supply Supply voltage too high (1st limit value)
Voltage → Check batteries/generator
0121 2.0140.932 HIHI ECU Power Sup- Supply voltage too high (2nd limit value)
ply Voltage → Check batteries/generator
0122 2.0132.921 HI T-ECU Electronics temperature too high (1st limit value)
0141 1.1088.007 AL Power too high Alarm is triggered if the mean value of the power has
exceeded the maximum value stipulated by
PR1.1088.001 within the last 24 hours.
0142 1.1088.006 AL MCR exceeded 1 The alarm is triggered if the MCR has been exceeded
hour for more than 1 hour within the last 12 hours.
0180 2.0500.680 AL CAN1 Node Lost Connection to a node on CAN bus 1 failed.
→ Check devices connected to CAN
0181 2.0500.681 AL CAN2 Node Lost Connection to a node on CAN bus 2 failed.
0182 2.0500.682 AL CAN Wrong Param- Incorrect parameter values entered in data record
eters
0183 2.0500.683 AL CAN No PU-Data The selected CAN mode initializes communication by
means of the application environment data module.
However, the necessary PU data module is not
present or is invalid.
0184 2.0500.684 AL CAN PU-Data Flash A program fault occurred while trying to copy a re-
Error ceived application environment data module.
→ Electronics Service
0186 2.0500.686 AL CAN1 Bus Off CAN controller 1 is in “Bus-Off” status.
→ Automatic switchover to CAN2
→ Causes may be e.g. short circuit, massive disruption
or baud rate incompatibility
0187 2.0500.687 AL CAN1 Error Passive CAN controller 1 has indicated a warning.
→ Causes may be e.g. missing node, minor disruption
or temporary bus overload
TIM-ID: 0000057723 - 001

→ Automatic switchover to CAN1.
0190 2.0500.690 AL EMU Parameter EMU parameters are not supported.
Not Supported → Incompatibility
162 | Operation | E532834/00E 2015-02

no.
0201 1.8004.570 SD T-Coolant Coolant temperature sensor faulty.
→ Short circuit or wire break
→ Check sensor and wiring (B6), replace as necessary
0202 1.8004.572 SD T-Fuel Fuel temperature sensor faulty.
→ Check sensor and wiring (B33), replace as necessa-
ry
0203 1.8004.571 SD T-Charge Air Charge-air temperature sensor faulty.
0204 1.8004.602 SD Level Lube Oil Lube-oil level sensor faulty.
Check sensor and wiring, replace as necessary
0205 1.8004.574 SD T-Coolant Inter- Coolant pressure sensor of intercooler faulty.
cooler → Short circuit or wire break
ry
0206 1.8004.576 SD T-Exhaust A Exhaust temperature sensor on A side faulty.
Check sensor and cabling (B4.21), replace as necessa-
ry
0207 1.8004.577 SD T-Exhaust B Exhaust temperature sensor on B-side faulty.
Check sensor and cabling (B4.22), replace as necessa-
ry
0208 1.8004.566 SD P-Charge Air Charge-air pressure sensor faulty.
ry
0211 1.8004.563 SD P-Lube Oil Lube-oil pressure sensor faulty.
0212 1.8004.564 SD P-Coolant Coolant pressure sensor faulty.
ry
0213 1.8004.569 SD P-Coolant Inter- Intercooler coolant pressure sensor faulty.
cooler → Short circuit or wire break
ry
TIM-ID: 0000057723 - 001
0214 1.8004.568 SD P-Crankcase Crankcase pressure sensor faulty.

ry
0215 1.8004.567 SD P-HD Rail pressure sensor faulty.
→ High-pressure governor emergency operation
ry
E532834/00E 2015-02 | Operation | 163

no.
0216 1.8004.575 SD T-Lube Oil Lube-oil temperature sensor faulty.
0219 1.8004.573 SD T-Intake Air Intake air temperature sensor faulty.
0220 1.8004.584 SD Level Coolant Wa- Coolant level sensor faulty.
ter → Short circuit or wire break
→ Check sensor and wiring (F33), replace as necessa-
ry
0221 1.8004.585 SD P-Diff Lube Oil Lube-oil differential pressure sensor faulty.
ry
0222 1.8004.582 SD Level Leak-off Fuel Leak-off fuel level sensor faulty.
ry
0223 1.8004.583 SD Level Coolant In- Sensor for coolant level of intercooler faulty.
tercooler → Short circuit or wire break
ry
0227 1.8004.620 SD P- Lube Oil before Sensor for lube-oil pressure before filter faulty.
Filter → Short circuit or wire break
→ Check sensor and wiring (B5.3), replace as necessa-
ry
0228 1.8004.595 SD P-Fuel before Filter Fuel pressure sensor faulty.
→ Check sensor and wiring (B5.3), replace as necessa-
ry
0229 1.8004.562 AL Stop Camshaft Engine stop due to camshaft sensor fault (and a previ-
Sensor Defect ous crankshaft sensor fault in the same operating cy-
cle). Check connector and wiring to sensor B1, re-
place as necessary. Fault is rectified when engine is
restarted
0230 1.8004.498 SD Crankshaft Speed Crankshaft sensor faulty.
ry. Fault is rectified when engine is restarted
0231 1.8004.499 SD Camshaft Speed Camshaft sensor faulty.
TIM-ID: 0000057723 - 001
→ Check sensor and wiring (B1), replace as necessary.

Fault is rectified when engine is restarted
0232 1.3011.128 SD Charger 1 Speed Speed sensor of primary turbocharger faulty.
→ Check sensor and wiring (B44.1), replace as neces-
sary
0233 1.3011.129 SD Charger 2 Speed Speed sensor of secondary turbocharger faulty.
sary
164 | Operation | E532834/00E 2015-02

no.
0239 1.8004.598 SD P-Diff Fuel Fuel differential pressure sensor faulty.
→ This alarm occurs only in combination with the
alarm SD P-Fuel before Filter or SD P-Fuel after Filter
0240 1.8004.565 SD P-Fuel Fuel pressure sensor faulty.
ry
0245 2.8006.589 SD ECU Power Supply Internal ECU fault.
Voltage → Electronics faulty
0266 2.8006.586 SD Speed Demand Analog speed setting faulty.
→ Check speed demand transmitter and wiring, re-
place as necessary
0268 2.8006.591 SD Spinning Value Analog skid signal faulty.
0269 2.8006.588 SD Loadp.Analog filt. The filtered analog signal from the load pulse is not
present.
→ Check wiring, replace as necessary
0270 2.8006.590 SD Frequency Input Frequency input faulty.
0321 1.8004.520 AL Wiring Cylinder A1 Short circuit fault in injector wiring cylinder A1. Result:
Misfire.
→ Rectify injector solenoid valve short circuit (positive
to negative) (e.g. by exchanging injectors). Fault recti-
fication: When engine is restarted
Misfire.
Misfire.
Misfire.
TIM-ID: 0000057723 - 001
Misfire.
Misfire.
E532834/00E 2015-02 | Operation | 165

no.
Misfire.
Misfire.
Misfire.
0330 1.8004.529 AL Wiring Cylinder Short circuit fault in injector wiring cylinder A10. Re-
A10 sult: Misfire.
0331 1.8004.530 AL Wiring Cylinder B1 Short circuit fault in injector wiring cylinder B1. Result:
Misfire.
Misfire.
Misfire.
Misfire.
Misfire.
TIM-ID: 0000057723 - 001

Misfire.
166 | Operation | E532834/00E 2015-02

no.
Misfire.
Misfire.
Misfire.
0340 1.8004.539 AL Wiring Cylinder B10 Short circuit fault in injector wiring cylinder B10. Re-
sult: Misfire.
0341 1.8004.540 AL Open Load Cylinder Disruption fault in injector wiring to cylinder A1. Re-
A1 sult: Misfire.
→ Check injector wiring for discontinuity or rule out
discontinuity in solenoid valve (e.g. by exchanging in-
jectors). Fault rectification: After each working cycle
0342 1.8004.541 AL Open Load Cylinder Disruption fault in injector wiring cylinder A2. Result:
A2 Misfire.
A3 Misfire.
A4 Misfire.
A5 Misfire.
TIM-ID: 0000057723 - 001

A6 Misfire.
E532834/00E 2015-02 | Operation | 167

no.
A7 Misfire.
A8 Misfire.
A9 Misfire.
0350 1.8004.549 AL Open Load Cylinder Disruption fault in injector wiring to cylinder A10. Re-
A10 sult: Misfire.
0351 1.8004.550 AL Open Load Cylinder Disruption fault in injector wiring cylinder B1. Result:
B1 Misfire.
B2 Misfire.
B3 Misfire.
B4 Misfire.
B5 Misfire.
TIM-ID: 0000057723 - 001

B6 Misfire.
168 | Operation | E532834/00E 2015-02

no.
B7 Misfire.
B8 Misfire.
B9 Misfire.
B10 Misfire.
0361 1.8004.496 AL Power Stage Low Internal electronics fault (electronics possibly faulty ->
Start ITS). Check additional messages if ITS indicates
diagnosis “Electronics OK” (e.g. cabling faulty). If bit
“1.1020.021” (power stage failure: Stop engine) is set,
engine is additionally stopped in this case
0362 1.8004.497 AL Power Stage high Internal Electronics Fault (Electronics possibly faulty -
> Start ITS). Check additional messages if ITS indi-
cates diagnosis “Electronics OK” (e.g. cabling faulty).
If bit “1.1020.021” (power stage failure: Stop engine)
is set, engine is additionally stopped in this case
0363 1.8004.560 AL Stop Power Stage Internal Electronics Fault (Electronics possibly faulty -
> Start ITS). Check additional messages if ITS indi-
cates diagnosis “Electronics OK” (e.g. cabling faulty).
If bit “1.1020.021” (power stage failure: Stop engine)
is set, engine is additionally stopped in this case
0365 1.8004.561 AL Stop MV-Wiring Injector cabling fault. Engine stop by Protection Mod-
Ground ule possible. Possible causes: 1. Short circuit of injec-
tor + connection of one or more injectors to ground 2.
Short circuit of injector – connection of one or more
injectors to ground. -> Check wiring, replace wiring
harness as necessary
0381 2.8006.638 AL Wiring TOP 1 Short circuit or wire break at transistor output 1 plant
TIM-ID: 0000057723 - 001
side (TOP 1)
side (TOP 2)
side (TOP 3)
side (TOP 4)
0390 1.1085.009 AL MCR exceeded DBR/MCR function: MCR (continuous maximum rate)
was exceeded
E532834/00E 2015-02 | Operation | 169

no.
0400 2.8006.625 AL Open Load Digital Line disruption at digital input 1.
Input 1 → Wiring faulty or no resistance over switch
0408 2.8006.633 AL Open Load Emerg. Line disruption at the input for emergency stop.
Stop Input ESI → Wiring faulty or no resistance over switch
0410 2.0141.921 LO U-PDU Injector voltage too low (1st limit value)
0411 2.0141.922 LOLO U-PDU Injector voltage too low (2nd limit value)
0412 2.0141.931 HI U-PDU Injector voltage too high (1st limit value)
0413 2.0141.932 HIHI U-PDU Injector voltage too high (2nd limit value)
0414 2.0156.931 HI Level Water Fuel Water level in fuel prefilter too high (1st limit value)
Prefilter → Empty fuel prefilter
0415 2.0107.921 LO P-Coolant Inter- Coolant pressure in intercooler too low (1st limit val-
cooler ue)
0416 2.0107.922 SS P-Coolant Inter- Coolant pressure in intercooler too low (2nd limit val-
cooler ue)
0417 1.8004.594 SD Level Water Fuel Sensor for water level in fuel prefilter faulty.
Prefilter → Short circuit or wire break
0420 2.0160.921 AL L1 Aux 1 Input signal from Aux 1 has violated limit value 1
0421 2.0160.922 AL L2 Aux1 Input signal from Aux 1 has violated limit value 2
0422 1.8004.605 SD T-Charge Air B Charge-air temperature sensor (B side) faulty
0428 2.0130.921 AL L1 T-Aux 1 Temperature signal from Aux 1 has violated limit value
TIM-ID: 0000057723 - 001
1
0438 2.0116.921 LO P-Fuel 2 (Common Rail pressure < set value
Rail) → DBR reduction (→ HP fuel control block faulty or
0439 2.0116.931 HI P-Fuel 2 (Common Rail pressure > set value
Rail) → DBR reduction, injection start delayed (→ HP fuel
control block or cabling faulty)
0440 2.0110.921 AL L1 P-Aux 1 Pressure signal from Aux 1 has violated limit value 1
170 | Operation | E532834/00E 2015-02

no.
0441 1.8004.047 AL System 2 Leaky Pressure gradient in the rail too low on starting, or
pressure gradient too high on stopping (→ high-pres-
sure system leaking, air in the system)
0442 2.0110.931 AL L2 P-Aux1 Pressure signal from Aux 1 has violated limit value 2
0444 1.8004.578 SD U-PDU Sensor of injector output stage faulty.
Internal fault in ECU7. Replace ECU7
0445 1.8004.580 SD P-Ambient Air Ambient air pressure sensor faulty
0446 1.8004.599 SD P-HD2 Rail pressure sensor faulty.
→ High-pressure governor emergency operation
ry
0448 2.0103.931 HI P-Charge Air Charge-air pressure too high (1st limit value)
0449 2.0103.932 SS P-Charge Air Charge-air pressure too high (2nd limit value)
0450 2.8006.592 SD Idle/End-Torque Input signal for start/end torque faulty
Input [%] → Short circuit or wire break
Check signal transmitter and wiring, replace as neces-
sary. Fault is rectified when engine is restarted
0454 2.7000.011 SS Power Reduction Power reduction activated
Active
0460 2.8006.652 HI T-Exhaust EMU Exhaust temperature of EMU too high (1st limit value)
0461 2.8006.653 LO T-Exhaust EMU Exhaust temperature of EMU too low (1st limit value)
0462 2.8006.654 HI T-Coolant EMU Coolant temperature of EMU has violated limit value 1
0464 1.8004.589 SD P-AUX 1 Analog input signal for pressure Aux 1 faulty.
→ Check pressure transmitter and wiring, replace as
necessary
0466 1.8004.586 SD T-AUX 2 Analog input for Aux 2 temperature faulty.
→ Check temperature transmitter and wiring, replace
as necessary
0467 2.0130.922 AL L2 T-Aux1 Temperature signal from Aux 1 has violated limit value
2
0468 1.8004.579 SD T-AUX 1 Analog input for Aux 1 temperature faulty
0469 1.8004.590 SD AUX 1 Analog input signal for Aux 1 faulty.
→ Check signal transmitter and wiring, replace as nec-
essary
TIM-ID: 0000057723 - 001
0470 1.8004.587 SD T-ECU Temperature sensor for ECU faulty.

0471 1.8004.592 SD Coil Current Actuation of HP fuel control block faulty.
0472 2.8006.593 AL Stop SD Engine shutdown, since all shutdown channels have
“sensor faulty”
0474 2.8006.655 AL Wiring FO Wire break or short circuit at channel FO
E532834/00E 2015-02 | Operation | 171

no.
0476 1.8010.007 AL Crash Rec. Init. Er- Crash recorder initialization error
ror
0478 2.8006.001 AL Comb. Alarm Yel YELLOW summary alarm from plant
(Plant)
0479 2.8006.002 AL Comb. Alarm Red RED summary alarm from plant
(Plant)
0480 2.0291.921 AL Ext. Engine Protec- External engine protection function active
tion
0488 2.3014.931 HI ETC3 Overspeed Speed of 2nd secondary turbocharger too high (1st
limit value)
0489 2.3014.932 SS ETC3 Overspeed Speed of 2nd secondary turbocharger too high (2nd
limit value)
0490 2.3015.931 HI ETC4 Overspeed Speed of the 3rd secondary turbocharger too high (1st
limit value)
0491 2.3015.932 SS ETC4 Overspeed Speed of the 3rd secondary turbocharger too high
(2nd limit value)
0492 1.8004.202 AL ETC4 Cutin Failure ETC4 failed to cut in
0493 1.8004.203 AL ETC3 Cutin Failure ETC3 has failed to cut in
0500 1.4500.900 AL Wiring POM Starter A wiring fault in connection of starter 1 has been de-
1 tected at the POM. This may be due to a missing con-
sumer, wire break or a short circuit.
→ Check connection between POM and starter
0501 1.4500.901 AL Wiring POM Starter A wiring fault in connection of starter 2 has been de-
2 tected at the POM. This may be due to a missing con-
sumer, wire break or a short circuit.
→ Check connection between POM and starter
0502 1.4500.902 AL Open Load POM A line interruption was detected at the battery-charg-
Battery-charging Gen- ing connection for the POM.
erator → Check connection between POM and generator
0503 1.4500.903 AL Battery Not Charg- Battery is not charged by battery-charging generator.
ing → Check generator and wiring
0504 1.4500.904 AL CAN POM Node POM missing on CAN bus.
Failure → Check connection and POM. Resistor is missing in
the POM wiring if alarm 508 is signaled at the same
time
0506 1.4500.906 AL Low Starter Volt- The battery voltage is too low for the starting process.
age → Check starter battery and wiring
0507 1.4500.907 AL POM Fault POM identification resistor or internal acquisition faul-
TIM-ID: 0000057723 - 001
ty or contact problem.
→ Check wiring harness, ID resistor and DI3 jumper in
connector X21
0508 1.4500.908 AL Incorrect POM ID POM sends a different ID number than expected. Re-
sistor is missing in the POM wiring if alarm 504 is sig-
naled at the same time.
→ Check POM wiring harness
0510 2.7002.010 AL Override applied Override has been activated
0514 1.8004.611 AL Write Error Flash Value not saved in flash memory
172 | Operation | E532834/00E 2015-02

no.
0515 2.1090.926 AL Starter Not Engag- Starter on POM could not be engaged.
ed → Repeat start. If the number of automatic start at-
tempts from PR 2.1090.134 Number of Start At-
tempts is used up then start is canceled. Check POM,
starter and wiring
0519 1.0158.921 AL Oillevel Calibration Error when writing the calibration value to flash mem-
Error ory or level sensor defect
Alarm configuration parameters
Settings:
See explanatory notes at end of table, associated PV:
AL Group 6 Mot Bit 11
0520 1.0186.900 SD P-Intake Air after Intake air pressure sensor faulty.
Filter A → Short circuit or wire break
→ Check sensor and wiring, replace as necessary
0522 1.0187.900 SD P-Intake Air after Intake air pressure sensor faulty.
Filter B → Short circuit or wire break
Settings:
See explanatory notes at end of table /c
0536 1.1041.921 AL Wiring PWM_CM1 Wire break or short circuit on channel PWM_CM1
0549 2.7001.952 AL Power Cut-Off de- This is an alarm from the emergency stop counter
tected function. ECU operating voltage was switched off
while the engine was running. This may lead to over-
pressure in the HP system which can damage the en-
gine
0551 2.2510.933 SS Engine Overspeed Engine overspeed, camshaft (2nd limit value)
Camshaft
0565 2.0186.921 AL L1 P-Intake Air af- Limit violation, intake air after filter A
ter Filter A
0567 2.0187.921 AL L1 P-Intake Air af- Limit violation, intake air after filter B
ter Filter B
0568 2.0187.931 AL L2 P-Intake Air af- Limit violation, intake air after filter B
ter Filter B Alarm configuration parameters
Settings:
See explanatory notes at end of table /c
0576 1.1075.083 AL ESCM Override Violation of corrected MCR or DBR/MCR curve. En-
gine overload!
0577 1.0137.900 SD T-Lube Oil Pan Oil pan temperature sensor faulty.
TIM-ID: 0000057723 - 001

0582 1.1005.006 AL Emergency Stop The emergency stop failure alarm is raised if the en-
Failure gine fails to come to a standstill during a programma-
ble time after the emergency stop signal is received.
The delay from emergency stop to alarm signaling is
set by parameter 1.1005.004; alarm configuration pa-
rameter, see PR 2.8008.100 for explanation
E532834/00E 2015-02 | Operation | 173

no.
0586 2.0159.911 LO P-Oil Refill Pump Refill pump oil pressure too low (1st limit value)
0588 1.0159.910 SD P-Oil Refill Pump Pressure sensor faulty.
→ Check sensor and wiring, replace as necessary. /c
0593 2.1090.929 AL T-Lube Oil Pan Low Lube oil temperature in oil pan too low
0594 1.1301.900AL AL L1 PRV Defect Yellow alarm pressure relief valve first rail
L1 PRV Defect
0595 1.1301.901 AL L2 PRV Defect Red alarm pressure relief valve first rail
0596 1.8004.645 AL Test Parameters The parameter set is used for trials. The alarm remains
set until a series parameter set is loaded
0598 1.1302.900 AL L1 PRV Defect Yellow alarm pressure relief valve second rail
0599 1.1302.901 AL L2 PRV Defect Red alarm pressure relief valve second rail
0600 1.8004.646 SD T-Exhaust A+B SD T-Exhaust A and T-Exhaust B
0601 1.3011.227 SD ETC1+ETC2 SD ETC1 and ETC2
0602 2.1090.930 AL CAN Engine Start The AL CAN Engine Start Lock is set if an engine start
Lock request is active and the CAN start lock signal 1-3 (PV
2.1090.414) is set. The alarm is reset when the en-
gine start command or the CAN request is canceled.
0606 2.0500.691 AL Double Nodes Lost A node has failed on both CANs
CAN 1+2
0610 1.1301.902 AL Wiring Suction Re- Wire break or short circuit on PWM channel suction
strictor 1 restrictor
0611 1.1302.902 AL Wiring Suction Re- Wire break or short circuit on PWM channel suction
stritor 2 restrictor 2
0612 1.1301.903 AL Wiring Pressure Wire break or short circuit on PWM channel pressure
Control Valve 1 control valve
0613 1.1302.903 AL Wiring Pressure Wire break or short circuit on PWM channel pressure
Control Valve 2 control valve 2
0614 2.0119.001 AL L1 P-Fuel Fuel prefilter differential pressure too high
Add.sec.fuelfilt. Diff
0615 2.0610.951 AL EIL Protection Alarm for Protection Module in response to faulty or
manipulated EIL
TIM-ID: 0000057723 - 001
0616 1.0610.952 AL EIL Error Alarm in case of faulty or manipulated EIL

0625 1.8004.600 SD P-Fuel bef. Analog input signal for fuel pressure before prefilter
Add.sec.fuelfilter failure.
→ Check pressure transmitter and wiring, replace as
necessary. Fault is rectified when engine is restarted
174 | Operation | E532834/00E 2015-02

no.
0629 1.0700.011 AL Flap Egr A Defect Manufacturer DELPHI: Alarm is set if Status Code (PV
1.0700.008) is not equal to 0 (normal operation) and
not equal to 20 (initial learn) Manufacturer SONCE-
BOZ: Alarm is set if Status Code (PV 1.0700.008) is
not equal to 0 (normal operation) and not equal to 7
(initial learn)
0630 1.0700.031 AL Flap Egr B Defect Manufacturer DELPHI: Alarm is set if Status Code (PV
1.0700.028) is not equal to 0 (normal operation) and
(initial learn)
0631 1.0700.051 AL Flap Bypass A De- Manufacturer DELPHI: Alarm is set if Status Code (PV
fect 1.0700.048) is not to equal 0 (normal operation) and
not to equal 0 (normal operation) and not equal to 7
(initial learn)
0632 1.0700.071 AL Flap Dispenser De- Manufacturer DELPHI: Alarm is set if Status Code (PV
fect 1.0700.068) is not equal to 0 (normal operation) and
(initial learn)
0633 1.0700.087 SD P-Ambient Air Humirel HDT2800P1B11C6 CAN sensor faulty.
(HDT2800) → Check sensor and wiring, replace as necessary
0634 1.0700.089 SD T0-Ambient Air T0-Ambient Air (HDT2800) CAN temperature sensor
(HDT2800) faulty.
Settings:
See explanatory notes at end of table
0635 1.0700.091 SD Air Humidity Air humidity CAN sensor faulty.
(HDT2800) → Check sensor and wiring, replace as necessary. /c
0636 1.0700.105 SD Level Lube Oil CAN lube oil level sensor faulty.
J1939 Check sensor and wiring, replace as necessary
0637 1.0700.107 SD T-Lube Oil Pan Oil pan CAN temperature sensor faulty.
J1939 → Check sensor and wiring, replace as necessary.
0640 1.0700.145 SD Smart NOx Oxida- Smart NOx sensor (oxidation factor O2) faulty
tion Factor O2 → Short circuit or wire break
→ Check sensor and wiring, replace as necessary.
TIM-ID: 0000057723 - 001
0643 1.0164.900 SD P-Fuel b.o.F. Fuel pressure sensor before optional filter faulty.
sary. Fault is rectified when engine is restarted
0644 2.0164.921 AL L1 P-Fuel b.o.F. Fuel supply pressure before optional filter too low (1st
limit value)
0645 2.0164.922 AL L2 P-Fuel b.o.F. Fuel supply pressure before optional filter too low
(2nd limit value)
E532834/00E 2015-02 | Operation | 175

no.
0647 1.0163.900 SD P-Exhaust Lambda Exhaust gas pressure sensor near Lambda sensor faul-
ty.
ry. Fault is rectified when engine is restarted
0648 1.0149.900 SD P-Charge Air B Charge-air pressure sensor (B side) faulty.
→ Check sensor and wiring (B10.11), replace as nec-
essary. Fault is rectified when engine is restarted
Settings:
0662 1.0700.141 SD Smart NOx Heater Smart NOx heating element faulty
Element → Short circuit or wire break
0663 1.0700.143 SD Smart NOx Con- Smart NOx sensor (NOx concentration) faulty
centration → Short circuit or wire break
0693 1.0590.151 AL MB Valve error Alarm configuration parameters, settings:
0718 1.0700.161 AL Flap Intake Air De- Alarm configuration parameters, settings:
fect See explanatory notes at end of table
0723 1.0200.921 SD T-Exhaust before Sensor T-Exhaust before DOC A faulty.
DOC A → Short circuit or wire break
→ Check sensor and wiring, replace as necessary. /c
0724 1.0201.921 SD T-Exhaust before Sensor T-Exhaust before DPF A faulty.
DPF A → Short circuit or wire break
→ Check sensor and wiring, replace as
necessary. /c /c
0725 1.0202.921 SD T-Exhaust after Sensor T-Exhaust after DPF A faulty.
necessary. /c /c /c
0726 1.0203.921 SD P-DeltaExhaust Sensor T-DeltaExhaust DPF A faulty.
necessary. /c /c /c /c
0727 2.1075.901 AL L1 Delta T-NT Inter- T-Max Coolant Intercooler has violated L1
cooler
0728 2.1075.903 AL L2 Delta T-NT Inter- T-Max Coolant Intercooler has violated L2
TIM-ID: 0000057723 - 001
cooler
0729 2.0200.921 AL L1 T-Exhaust Be- L1 T-Exhaust before DOC violated
fore DOC
0730 2.0200.922 AL L2 T-Exhaust Be- L2 T-Exhaust before DOC violated
fore DOC
0731 2.0201.921 AL L1 T-Exhaust Be- L1 T-Exhaust Before DPF violated
fore DPF
0732 2.0201.922 AL L2 T-Exhaust Be- L2 T-Exhaust Before DPF violated
fore DPF
176 | Operation | E532834/00E 2015-02

no.
0733 2.0202.921 AL L1 T-Exhaust After L1 T-Exhaust After DPF violated
DPF
0734 2.0202.922 AL L2 T-Exhaust After L2 T-Exhaust After DPF violated
DPF
0735 2.0203.921 AL L1 P-DPF Differ- L1 P-DPF Difference violated
ence
0736 2.0203.922 AL L2 P-DPF Differ- L2 P-DPF Difference violated
ence
0737 2.1602.921 AL L1 P-DPF Norm Dif- L1 P-DPF Difference Norm violated
ference
ference
ference
ference
0741 2.1602.925 AL DPF Rigorous TM DPF Rigorous TM aborted
Aborted
0742 2.1602.926 AL DPF Periodic Rigor- DPF Periodic Rigorous TM
ous TM
0743 2.1602.927 AL DPF Rigorous TM Speed dip. Alarm is activated if engine speed dips dur-
Suppression ing starting sequence. /c /c /c /c /c /c /c /c /c
0744 1.1602.958 AL DPF Flash Read Er- Flash read error on initializing start values for DPF
ror function
0745 2.1600.004 AL Emission Fault Emission fault
0747 2.0277.920 SD P-Intake Air Filter Sensor defect.
Diff. → Short circuit or wire break
0748 1.0204.921 SD T-Exh before SCR Sensor T-Exhaust before SCR A faulty.
F1 → Short circuit or wire break
0749 1.0205.920 SD T-Exh before SCR Sensor T-Exhaust before SCR F2 faulty.
0750 1.0206.920 SD T-Exh after SCR F1 Sensor T-Exhaust after SCR F1 faulty.
TIM-ID: 0000057723 - 001

0752 1.0208.920 SD Level DEF Tank DEF tank level sensor faulty.
0753 1.0209.920 SD T-DEF Tank DEF tank temperature sensor faulty.
E532834/00E 2015-02 | Operation | 177

no.
0754 1.0800.990 SD Bosch LSU Lambda Bosch Lambda sensor faulty
Sensor
0757 2.2800.900 AL Lim T-Coolant LT T-Coolant Intercooler has violated PV 2.2800.027 T-
Fan Coolant Intercooler limit value
0758 1.1700.695 AL DEF Nozzle Dam- The ECU examines the number of critical hot engine
age stops when the system is started. If the critical hot en-
gine stop counter is >= pr_Max_Allowed_Critical_Mo-
tor_Stops, a yellow alarm signaling “overheating of
DEF nozzles” is tripped. The yellow alarm is reset
when the system is restarted.
0759 2.0080.921 AL L1 T-Fuel b.Engine Fuel temperature before engine too high (1st limit val-
ue)
0760 2.0080.922 AL L2 T-Fuel b.Engine Fuel temperature before engine too high (2nd limit val-
ue)
0761 1.0080.900 SD T-Fuel b.Engine Oil pan temperature sensor faulty.
0762 2.0560.004 AL Smart Connect SmartConnect device not available on CAN bus
Lost
0763 1.2510.121 AL OL ASO Flap Feed- Alarm configuration for the ASO feedback switch B
back B side if faulty
0764 1.2510.125 AL ASO Flap B closed, Alarm configuration for the ASO flap A side failed to
A failed close condition
0765 1.2510.123 AL OL ASO Flap Feed- Alarm configuration for the ASO feedback switch A
back A side if faulty
0766 1.2510.127 AL ASO Flap A closed, Alarm configuration for the ASO flap B side failed to
B failed close condition
0767 1.2510.129 AL ASO Flaps closed Alarm configuration for the ASO flaps A and B side in
closed condition
0769 1.0213.920 SD-T-Exh. after Engine SD T Exhaust after Engine
0770 1.0214.920 SD-T-Sea water after SD Temp Sea Water after Pump
Pump
0771 1.0215.920 SD-T-Fuel B SD Temp Fuel Bank B
0772 1.0216.920 SD-Level Oil Refill SD Level Oil Refill Tank
Tank
0773 1.0217.920 SD-P-Fuel Return path SD Pressure Fuel return path
0774 1.0218.920 SD-P-Fuel before En- SD Fuel Pressure before Engine
gine
TIM-ID: 0000057723 - 001
0775 1.0219.920 SD-P-Lube Oil aft Level SD Lubrication Oil Pressure after Level Pump
Pump
0776 1.0220.920 SD-P-Lube Oil at HP SD Lubrication Oil Pressure at HP Pump A
Pump A
0777 1.0221.920 SD-P-Lube Oil at HP SD Lubrication Oil Pressure at HP Pump B
Pump B
0778 1.2510.131 AL ASO Flaps open / Alarm configuration for the ASO flaps A- & B-side
failed to close failed to close condition
178 | Operation | E532834/00E 2015-02

no.
0782 1.0222.920 SD-P-Lubeoil ETC A SD Lubrication Oil Pressure Turbocharger
0783 1.0225.920 SD T-Exh before SCR Sensor T-Exhaust before SCR F3 faulty.
0785 2.0220.921 AL L1 P-Oil before HD L1 P-Oil before HD Pump A
Pump A
0786 2.0221.922 AL L1 P-Oil before HD L1 P-Oil before HD Pump B
Pump B
0787 2.0219.921 AL L1 P-OilNivPump L1 L1 P-OilNivPump
0792 2.0149.921 AL L1 P-Charge Air B L1 P-Oil before ETC
0793 2.0149.922 AL L2 P-Charge Air B L2 P-Charge Air B
0794 2.0218.921 AL L1 P-Fuel before L1 P-Fuel before Engine
Engine
0795 2.0217.931 AL L1 P-Fuel Return L1 P-Fuel Return Path
Path
0796 2.0146.931 AL HI T-Charge Air B L1 T-Charge Air B
0797 2.0146.932 AL HIHI T-Charge Air B L2 T-Charge Air B
0800 2.0213.931 AL L1 T-Exh. after En- L1 T-Exh. after Engine
gine
0801 2.0214.931 AL L1 T-Raw water af- L1 T-Raw water after Pump
ter Pump
0803 2.0215.931 HI T-Fuel B Fuel temperature too high (1st limit value)
0804 2.0215.932 SS T-Fuel B Fuel temperature too high (2nd limit)
0805 2.0216.921 LO Oil Level Refill Oil refill tank too low (1st limit value)
→ Check oil level in refill tank
TIM-ID: 0000057723 - 001

E532834/00E 2015-02 | Operation | 179

no.
0809 1.0700.731 AL F1 NOx before SCR Summary alarm indicating internal sensor failure. MTU
SensorDefect sensor: Heating element or NOx detection or O2 de-
tection faulty
→ Internal short circuit or wire break
→ Replace sensor as necessary. Daimler sensor: NOx
detection or O2 detection faulty
→ Replace sensor as necessary
0810 1.0700.733 AL F1 NOx before SCR Communication lost
Comm Lost → Check sensor and wiring, replace sensor as neces-
sary.
0811 1.0700.741 AL F1 NOx after SCR Summary alarm indicating internal sensor failure. MTU
tection faulty
0812 1.0700.743 AL F1 NOx afterSCR Communication lost
sary.
tection faulty
sary.
tection faulty
0816 1.0700.763 AL F2 NOx after SCR Communication lost
TIM-ID: 0000057723 - 001

sary.
tection faulty
180 | Operation | E532834/00E 2015-02

no.
sary.
tection faulty
0820 1.0700.783 AL F3 NOx after SCR Communication lost
sary.
0821 1.3010.907 HI ETC1 Idling Speed HI ETC1 Idling Speed Too High
Too High
0822 1.3010.909 HI ETC Idle Speed too HI ETC Idle Speed too High
High
Too High
Too High
Too High
0826 1.3010.917 AL ETC1 Speed Devia- AL ETC1 Speed Deviation
tion
tion
tion
tion
tion
0831 1.3010.927 AL ETC Job Rotation AL ETC Job Rotation
0832 1.0610.953 AL EIL Different Engine Alarm in case of different engine numbers in ECU and
Number EIL
0833 2.1600.008 AL Emission Warning AL Emission Warning
TIM-ID: 0000057723 - 001
0834 2.1600.010 AL Gas Path Warning AL Gas Path Warning

0835 2.1600.012 AL Gas Path Fault AL Gas Path Fault
0836 2.1060.961 AL Speed Demand Active speed setting faulty.
Failure → CAN MD, short circuit or wire break. This error is
only set when PR 2.1060.078 “SD-SpeedDemand
Monit. with Alarming” is set and the speed demand
default value is active
0837 1.1600.901 AL Bypass Valve De- Norgren valve faulty
fect
E532834/00E 2015-02 | Operation | 181

no.
0838 1.1602.901 AL ash volume Monitoring of the ash volume in the DPF
0839 1.2510.133 AL ASO Flap A Not Alarm configuration for the ASO Flap A Not Closed by
Closed by ECU ECU Alarm
0840 1.2510.135 AL ASO Flap B Not Alarm configuration for the ASO Flap B Not Closed by
Closed by ECU ECU Alarm
0843 1.0147.920 SD T-Charge Air before Charge-air temperature sensor B side faulty.
EGR → Short circuit or wire break
0844 2.0147.931 AL HI T-Charge Air be- L1 T-Charge Air before EGR
fore EGR
0845 2.0147.932 AL HIHI T-Charge Air L2 T-Charge Air before EGR
before EGR
0846 2.0121.935 AL HI T-Charge Air Diff L1 T-Charge Air Difference Bank A to Bank B
AB
0847 2.0121.936 AL HIHI T-Charge Air L2 T-Charge Air Difference Bank A to Bank B
Diff AB
0851 1.1026.901 AL External Start and An external start is present, and the high pressure is
HD too high too high
0852 1.1026.903 AL Max. Blank Shot High pressure could not be relieved within the max.
time expired blankshot time
0853 1.0701.034 AL HSB1 Communica- Communication lost
tion Lost → Check actuator and wiring, replace as necessary.
0854 1.0701.038 AL HSB1 Actuator de- HSB1 actuator faulty
fect
0855 1.0700.841 AL Flap Bypass B De- Manufacturer SONCEBOZ: Alarm is set if Status Code
fect (PV 1.0700.838) is not equal to 0 (normal operation)
and not equal to 2 (temperature warning) and not
equal to 7 (initial learn)
0856 1.0223.920 SD-P-Lubeoil ETC B Alarm configuration parameters, settings:
0857 1.0700.150 AL NOx ATO1 Sensor Summary alarm indicating internal sensor failure. MTU
Defect sensor: Heating element or NOx detection or O2 de-
tection faulty
TIM-ID: 0000057723 - 001
0858 2.0223.921 AL L1 P-Lubeoil ETC B Lube oil pressure too low (1st limit value)
fect
0861 1.1700.791 AL Def. in DEF pipe Sensor or actuator in DEF pipe heating system faulty
sns/act system
182 | Operation | E532834/00E 2015-02

no.
fect
fect
0867 2.0222.923 AL L1 P-Lubeoil ETC A Lube oil pressure too low (1st limit value)
0868 2.0222.924 AL L2 P-Lubeoil ETC A Lube oil pressure too low (2nd limit value)
0869 2.0223.922 AL L2 P-Lubeoil ETC B Lube oil pressure too low (2nd limit value)
0870 1.0590.024 AL MB Valve defect 2 Alarm configuration parameters, settings:
0871 1.0700.172 AL NOx ATO1 Commu- Communication lost
nication Lost → Check sensor and wiring, replace sensor as neces-
sary.
0872 1.0700.021 AL Flap Egr A Ref learn Fast reference process faulty. The fast reference proc-
failed ess could not be completed successfully within the
configured time (PR 1.0700.985). Reasons: 1. 1. The
learned span is greater than the reference value from
the calibration process, mechanism/linkage possibly
faulty. 2. The learned span is smaller than the refer-
ence value from the calibration process, flap possibly
jammed. Rectification: Check mechanism and then
perform a manual “calibration process” (slow teach-in
routine).
0873 2.1702.901 AL DEF Tank Level AL DEF Tank Level Empty
Empty
0876 1.0700.040 AL Flap Egr B Ref learn Fast reference process faulty. The fast reference proc-
failed ess could not be completed successfully within the
configured time (PR 1.0700.985). Causes: 1. 1. The
routine).
0877 1.0700.060 AL Flap Bypass A Ref Fast reference process faulty. The fast reference proc-
learn failed ess could not be completed successfully within the
TIM-ID: 0000057723 - 001

routine).
E532834/00E 2015-02 | Operation | 183

no.
0878 1.0700.851 AL Flap Bypass B Ref Fast reference process faulty. The fast reference proc-
routine).
0879 1.0700.080 AL Flap Dispenser Ref Fast reference process faulty. The fast reference proc-
routine).
0880 1.0700.175 AL Flap Intake Air Ref Fast reference process faulty. The fast reference proc-
routine)
0882 1.1702.907 AL SCR F1 SU Revolu- AL SCR Flow1 AdBlue supply unit: Pump speed is out
tion Range of configured range
0883 1.1702.909 AL SCR F2 SU Revolu- AL SCR F2 AdBlue supply unit: Pump speed is out of
tion Range configured range
0884 1.1702.911 AL SCR F1 SU AdBlue AL SCR F1 Supply Unit AdBlue Quantity: The differ-
Quantity ence between nominal/actual is greater than the con-
figured limit
0885 1.1702.913 AL SCR F2 SU AdBlue AL SCR F2 Supply Unit AdBlue Quantity: The differ-
Quantity ence between nominal/actual is greater than the con-
figured limit
0886 2.1702.907 AL SCR AdBlue pres- AL AdBlue pressure out of operating range
sure
TIM-ID: 0000057723 - 001
0888 1.1702.917 AL SCR SU AdBlue AL SCR Supply Units: The AdBlue pressure for dosing
Pressure is out of range on one or more supply units
0889 1.0224.920 SD-T-Lubeoil ETC Oil pan temperature sensor faulty.
Settings:
0890 2.0224.922 AL L2 T-Lubeoil ETC Lube oil temperature too high (2nd limit value)
184 | Operation | E532834/00E 2015-02

no.
0892 1.0700.862 AL Flow 1 Supply Unit Communication lost
1 Comm Lost → Check actuator and wiring, replace as necessary.
0898 1.0700.099 AL Trican Communica- Communication lost
tion Lost → Check sensor and wiring, replace sensor as neces-
sary.
0899 1.0700.207 AL OLT Communica- Communication lost
tion Lost → Check sensor and wiring, replace sensor as neces-
sary.
0902 2.0054.002 HI T-Coolant Cylinder T-Coolant at cylinder head too high (1st limit value)
Head
0903 1.0054.007 AL SD T Coolant at cyl- Coolant sensor in cylinder head faulty
inder head → Check for short circuit or wire break
0904 2.0054.004 SS T-Coolant Cylinder T-Coolant at cylinder head safety shutdown (2nd limit
Head value)
0918 2.0224.003 AL L1 T-Lubeoil ETC Lube oil temperature too high (1st limit value)
0920 2.0204.921 AL L1 T-Exhaust Be- L1 T-Exhaust Before SCR Flow 1 violated
fore SCR F1
fore SCR F1
0922 2.0206.921 AL L1 T-Exhaust After L1 T-Exhaust After SCR Flow 1 violated
SCR F1
SCR F1
fore SCR F2
fore SCR F2
TIM-ID: 0000057723 - 001

SCR F2
SCR F2
fore SCR F3
fore SCR F3
E532834/00E 2015-02 | Operation | 185

no.
SCR F3
SCR F3
0941 2.7001.906 AL SCR operating tem- AL SCR operating temperature too LOW
perature too LOW
0942 2.1700.002 AL Cataly conversion AL Catalyzer conversion too low F1
too lowF1
too F2
too F3
0945 2.8002.041 AL L1L Voltage ASO Voltage ASO Protection Alarm limit 1
0946 2.8002.043 AL L2L Voltage ASO Voltage ASO Protection Alarm limit 2
0947 1.0010.002 AL Invalid LSI Channel This alarm occurs in case of incorrect parameter set-
Config tings of the LSI channels i.e. if more than one measur-
ing point or functionality is mapped to the same LSI
channel: - If the same LSI channel is used as an input
for more than one measuring point - If the LSI3 or
LSI4 channel is configured as an input for a level
measuring point and for ETC speed monitoring or for
voltage monitoring of the ASO flap at the same time.
0949 1.0053.901 AL SD Voltage ASO Voltage monitoring sensor at ASO flap faulty
→ Check for short circuit or wire break
0950 1.1702.923 AL SCR SU fault(s) ex- AL SCR SU fault(s) exist: Hilite doser sends fault
ist F1 states
0951 1.8000.034 AL ETC0 Cutin Failure Switching of turbocharger ETC2 has failed
0952 1.8000.067 AL ETC1 Cutin Failure Switching of turbocharger ETC1 has failed
0953 1.1600.903 AL Lambda value inva- Alarm configuration parameters, settings:
lid See explanatory notes at end of table
0954 1.1600.905 AL NOx value invalid Alarm configuration parameters, settings:
0955 1.1600.907 AL Thermal Manage- Alarm configuration parameters, settings:
ment active See explanatory notes at end of table
0956 1.1600.909 AL p5 ctrlvar limit min Alarm configuration parameters, settings:
active See explanatory notes at end of table
0957 1.1600.911 AL p5 ctrlvar max BOI Alarm configuration parameters, settings:
min active See explanatory notes at end of table
TIM-ID: 0000057723 - 001
0958 1.1600.913 AL Lambda ctrlvar lim- Alarm configuration parameters, settings:

it min active See explanatory notes at end of table
0959 1.1600.915 AL Lambda ctrlvar max Alarm configuration parameters, settings:
BOI min act See explanatory notes at end of table
0960 1.1600.917 AL NOx p5 min BOI Alarm configuration parameters, settings:
max active See explanatory notes at end of table
0961 1.1600.919 AL NOx p5 max BOI Alarm configuration parameters, settings:
min active See explanatory notes at end of table
186 | Operation | E532834/00E 2015-02

no.
0962 1.1600.921 AL GPS Lambda ctrlvar Alarm configuration parameters, settings:
max active See explanatory notes at end of table
0963 1.1600.923 AL GPS p5 ctrlvar max Alarm configuration parameters, settings:
0964 1.1600.925 AL GPS p5 ctrlvar min Alarm configuration parameters, settings:
0965 1.1702.925 AL SCR SU fault(s) ex- AL SCR SU fault(s) exist: Hilite doser sends fault
ist F2 states
0967 1.1702.929 AL SCR SU Priming AL SCR Supply Unit Priming Request: One or more ac-
Request F1 tive supply units has/have not been enabled to start
the pump
0968 1.1702.931 AL SCR SU Priming AL SCR Supply Unit Priming Request: One or more ac-
Request F2 tive supply units has/have not been enabled to start
the pump
0973 1.1025.902 AL Check Sum IIG Calculation of checksums or word limit check of at
least one of the injectors is not correct
0978 2.3014.941 HI ETC5 Overspeed Speed of 5th secondary turbocharger too high (1st
limit value)
0979 2.3014.951 SS ETC5 Overspeed Speed of 5th secondary turbocharger too high (2nd
limit value)
0984 1.0701.177 AL NOx ATO2 Sensor Summary alarm indicating internal sensor failure. MTU
Defect sensor: Heating element or NOx detection or O2 de-
tection faulty
TIM-ID: 0000057723 - 001

0985 1.0701.179 AL NOx ATO2 Commu- Communication lost
nication Lost → Check sensor and wiring, replace sensor as neces-
sary.
1000 1.0227.920 SD Level DEF Tank B DEF tank level sensor B side faulty.
1001 1.0228.920 SD Level Coolant Wa- Coolant level sensor faulty.
ter → Short circuit or wire break
E532834/00E 2015-02 | Operation | 187

no.
1002 1.0229.920 SD Level Hydraulic Oil Hydraulic oil level sensor faulty.
1003 2.0228.921 AL L1 Level Coolant L1 Level Coolant Water violated
Water
1004 2.0228.922 AL L2 Level Coolant L2 Level Coolant Water violated
Water
1005 2.0229.921 AL L1 Level Hydraulic L1 Level Hydraulic Oil violated
Oil
1006 2.0229.922 AL L2 Level Hydraulic L2 Level Hydraulic Oil violated
Oil
1007 2.0700.921 AL L1 Level Lube Oil AL L1 Level Lube Oil
1008 2.0700.922 AL L2 Level Lube Oil AL L2 Level Lube Oil
1009 1.0230.920 SD P Filter Monitoring Sensor P filter monitoring faulty.
1010 2.0230.921 AL L1 P Filter Monitor- L1 P Filter Monitoring violated
ing
1011 2.1702.909 AL DEF Tank Level low AL DEF Tank Level low
1015 1.1601.902 AL Total breakdown Total failure of all NOx sensors installed on the engine
NOx sensors
1016 1.1601.904 AL Redundancy loss Redundancy loss of NOx sensors installed on the en-
NOx sensors gine
1018 2.1702.922 AL F1 DEF consump- DEF consumption is not as expected. DEF consump-
tion error tion is out of configured limits
1019 2.1702.924 AL F1 DEF balance er- The calculated DEF balance is out of configured limits
ror
1020 2.1702.926 AL F1 Raw gas emis- Raw gas emission is not as expected. Raw gas emis-
sion error sion is out of configured limits
1021 2.1702.928 AL F1 NOx approach Approach NOx at dosing stop failed: Approach of NOx
Error values of the sensors did not take place after dosing
stop
1022 2.1702.966 AL T-Exh bef SCR be- The deviation of exhaust temperature before SCR be-
tween F1 and F2 tween flows is too high
1023 2.1702.968 AL T-Exh aft SCR be- The deviation of exhaust temperature after SCR be-
tween F1 and F2 tween flows is too high
1024 2.0104.951 LOLO P-Fuel (Common Rail pressure < set value
TIM-ID: 0000057723 - 001
RailA) → DBR reduction (→ HP fuel control block faulty or

1025 2.0115.911 LOLO P-Fuel (Common Rail pressure < set value
RailB) → DBR reduction (→ HP fuel control block faulty or
1027 2.7010.921 AL Engine Cold Active Engine Cold function is active
1028 2.1702.932 AL F1 Exp T-Exh bef Exhaust temperature before SCR is not as expected
SCR error
188 | Operation | E532834/00E 2015-02

no.
1072 2.1702.934 AL F1 Exp T-Exh aft Exhaust temperature after SCR is not as expected
SCR error
1073 2.1702.936 AL F1 grad T-Exh bef Exhaust temperature before SCR gradient: The value
SCR error of discrete derivation for exhaust temperature before
SCR is too high
1074 2.1702.938 AL F1 grad T-Exh aft Exhaust temperature after SCR gradient: The value of
SCR error discrete derivation for exhaust temperature after SCR
is too high
1075 2.1702.930 AL F1 T - DEF too high DEF temperature at dosers is too high
1076 2.1702.940 AL F1 T-Exh before Exhaust temperature before SCR too low
SCR too low
1077 2.1702.942 AL F1 T-Exh after SCR Exhaust temperature after SCR too low
too low
1078 2.1702.944 AL F2 DEF consump- DEF consumption is not as expected. DEF consump-
tion error tion is out of configured limits
1079 2.1702.946 AL F2 DEF balance er- The calculated DEF balance is out of configured limits
ror
1080 2.1702.948 AL F2 Raw gas emis- Raw gas emission is not as expected. Raw gas emis-
sion error sion is out of configured limits
1081 2.1702.950 AL F2 NOx approach Approach NOx at dosing stop failed: Approach of NOx
Error values of the sensors did not take place after dosing
stop
1082 2.1702.954 AL F2 Exp T-Exh bef Exhaust temperature before SCR is not as expected
SCR error
1083 2.1702.956 AL F2 Exp T-Exh aft Exhaust temperature after SCR is not as expected
SCR error
1084 2.1702.958 AL F2 grad T-Exh bef Exhaust temperature before SCR gradient: The value
SCR error of discrete derivation for exhaust temperature before
SCR is too high
1085 2.1702.960 AL F2 grad T-Exh aft Exhaust temperature after SCR gradient: The value of
SCR error discrete derivation for exhaust temperature after SCR
is too high
1086 2.1702.952 AL F2 T - DEF too high DEF temperature at dosers is too high
1087 2.1702.962 AL F2 T-Exh before Exhaust temperature before SCR too low
SCR too low
1088 2.1702.964 AL F2 T-Exh after SCR Exhaust temperature after SCR too low
too low
1089 1.0158.902 AL Oil Niveau Too High Oil level too high (Alarm Configuration Parameter)
TIM-ID: 0000057723 - 001
1090 1.0158.904 AL Oil Niveau Too Low Oil level too low
1091 1.0158.906 AL Oil Niveau Far Too Oil level much too low
Low
1092 1.1700.796 AL Engine Coolant The coolant temperature sensor is faulty or the boun-
Temperature SD dary temperatures have been violated
1093 1.1700.798 AL Intake Air Tempera- The intake air temperature sensor is faulty or the
ture SD boundary temperatures have been violated
E532834/00E 2015-02 | Operation | 189

no.
1094 1.1700.788 AL DEF Tank Tempera- The DEF tank temperature sensor is faulty or the
ture SD boundary temperatures have been violated
1095 1.1700.786 AL Engine Coolant The valve for the engine coolant for the DEF is faulty.
Valve Defect(DEF) The DEF tank temperature rate is too low
1096 2.0213.941 AL L2 T-Exh. after En- L2 T-Exh. after Engine
gine
1097 1.0701.212 AL Flap Egr A Commu- Alarm configuration parameters, settings:
nication Lost See explanatory notes at end of table
1098 1.0701.214 AL Flap Egr A Temper- Alarm configuration parameters, settings:
ature too high See explanatory notes at end of table
1099 1.0701.216 AL Flap Egr A Target- Alarm configuration parameters, settings:
position See explanatory notes at end of table
1100 1.0701.218 AL Flap Egr B Commu- Alarm configuration parameters, settings:
nication Lost See explanatory notes at end of table
1101 1.0701.220 AL Flap Egr B Temper- Alarm configuration parameters, settings:
ature too high See explanatory notes at end of table
1102 1.0701.222 AL Flap Egr B Target- Alarm configuration parameters, settings:
position See explanatory notes at end of table
1103 1.0701.224 AL Flap BypassA Com- Alarm configuration parameters, settings:
munication Lost See explanatory notes at end of table
1104 1.0701.226 AL Flap BypasA Tem- Alarm configuration parameters, settings:
perature too high See explanatory notes at end of table
1105 1.0701.228 AL Flap Bypass A Tar- Alarm configuration parameters, settings:
getposition See explanatory notes at end of table
1106 1.0701.230 AL Flap BypassB Com- Alarm configuration parameters, settings:
1107 1.0701.232 AL Flap BypasB Tem- Alarm configuration parameters, settings:
1108 1.0701.234 AL Flap Bypass B Tar- Alarm configuration parameters, settings:
1109 1.0701.236 AL Flap Dispens Com- Alarm configuration parameters, settings:
1110 1.0701.238 AL Flap DispensTem- Alarm configuration parameters, settings:
1111 1.0701.240 AL Flap Dispenser Tar- Alarm configuration parameters, settings:
1112 1.0701.242 AL Flap Intake Com- Alarm configuration parameters, settings:
TIM-ID: 0000057723 - 001

1113 1.0701.244 AL Flap Intake Tem- Alarm configuration parameters, settings:
1114 1.0701.246 AL Flap Intake Air Tar- Alarm configuration parameters, settings:
1117 1.0231.920 SD-T-Hydraulicoil SD-T-Hydraulicoil
1118 2.0231.921 AL L1 THydraulicoil L1 temperature hydraulic oil violated
1119 2.0231.922 AL L2 THydraulicoil L2 temperature hydraulic oil violated
190 | Operation | E532834/00E 2015-02

no.
1120 1.0701.248 AL Flap Egr A Calibra- The ECU has detected a calibration drive error: Reme-
tion Drive Err dy:
1121 1.0701.250 AL Flap Egr B Calibra- The ECU has detected a calibration drive error: The
tion Drive Err span (angle) learned during “self-calibration” is not
plausible. The angle learned does not lie between an
admissible minimum and maximum angle. Remedy:
Power off-on reset followed by successful self-calibra-
tion command
1122 1.0701.252 AL Flap BypassA Cal- The ECU has detected a calibration drive error: The
ibr. Drive Err span (angle) learned during “self-calibration” is not
tion command
1123 1.0701.254 AL Flap BypassB Cal- The ECU has detected a calibration drive error: The
ibr. Drive Err span (angle) learned during “self-calibration” is not
tion command
1124 1.0701.256 AL Flap Dispenser Cal- The ECU has detected a calibration drive error: The
ibr Drive Err span (angle) learned during “self-calibration” is not
tion command
1125 1.0701.258 AL Flap Intake Air Cal- The ECU has detected a calibration drive error: The
ibr Drive Err span (angle) learned during “self-calibration” is not
tion command
1126 1.1301.904 AL L1 PCV Defect This limit 1 alarm is tripped when the pressure control
valves of the first rail either reach the opening time
defined by parameter 1.1300.303, or the number of
opening events reaches the limit value defined by pa-
rameter 1.1300.305
valves of the first rail either reach the opening time
rameter 1.1300.306
TIM-ID: 0000057723 - 001
valves of the second rail either reach the opening time
rameter 1.1300.305
valves of the second rail either reach the opening time
rameter 1.1300.306
E532834/00E 2015-02 | Operation | 191

no.
1130 2.1052.012 AL Short Circuit Ana- This fault occurs if the value output at analog output 1
log Out 1 deviates from the returned value by more than the val-
ue set in PR 2.1052.009. (e.g. in case of a short cir-
cuit)
1131 2.1052.014 AL Short Circuit Ana- This fault occurs if the value output at analog output 2
log Out 2 deviates from the returned value by more than the val-
ue set in PR 2.1052.009. (e.g. in case of a short cir-
cuit)

Each alarm has a bit-coded definition of the options displayed in DiaSys and the response of the ECU 9
should the fault arise. Only those ECU responses defined here can be selected for any given fault.
The available functions are selected (in the DiaSys menu under “Special Parameters – Alarm parame-
ters) using the following parameters:
PR Bit Val- Function

ue
1.8008.100 0 1 Record fault in the chronological fault memory
1.8008.101 1 2 Fault trips the trigger for the crash recorder
2 4 Not used
1.8008.103 3 8 Alarm remains stored until deleted by the oper-
ator
1.8008.104 4 16 Fault trips yellow alarm
1.8008.105 5 32 Fault trips red alarm
1.8008.106 6 64 Signal alarm via CAN
1.8008.107 7 128 Record and indicate fault in the trip memory
1.8008.108 8 256 Fault trips “Stop Soon” alarm
1.8008.109 9 512 Fault trips “ECU failure” alarm
1.8008.110 10 1024 Fault trips the “AL ECU error/see fault code”
1.8008.111 11 2048 Lock crash recorder record after trigger (only
possible when the trigger is activated by bit1)
1.8008.112 12 4096 Power reduction pending
Functions which have been enabled in this manner are then set individually for each alarm.
If, for example, PR 2.8008.104 and 2.8008.106 are set, it is possible to configure simultaneous signal-
ing of a RED alarm together with transmission of a CAN message when alarm 004 is raised (ZKP:
2.0122.932, fuel temperature has violated the 2nd limit value).
TIM-ID: 0000057723 - 001
Note:
Read out using DiaSys to determine which responses have been configured for each fault in the ECU 9.
192 | Operation | E532834/00E 2015-02

4 Repair
4.1 ECU – Self-test
DANGER
Electric voltage supply for operation.
Danger of burns and fatal electric shock!
• Make certain that the power supply to the product is switched off before starting work. Secure
against unintentional switching on!
Self-testing
1. Switch off power supply to system.
2. Remove connectors X2 and X3 from the
Engine Control Unit.
a) Release locks of male connectors.
b) Disconnect connectors.
3. Switch on supply voltage
Result: • The Engine Control Unit is in order when
the diagnostic lamp assumes a “steady
lit” state within 30 seconds of switching
on.
• If the diagnostic lamp flashes after 30
seconds, replace Engine Control Unit.
• Check the power supply if the diagnostic
lamp remains dark.
4. Switch off supply voltage.
5. Reconnect connectors X2 and X3 on En-
gine Control Unit. Figure 103: ECU 9
a) Plug in connectors.
b) Lock connectors.
TIM-ID: 0000027102 - 004
E532834/00E 2015-02 | Repair | 193

4.2 Test functions
Integrated test system – diagnosis lamp DILA
An indicator lamp (“DILA”) is located between connectors X1 and X2. Its status provides information on
the current state of the Engine Control Unit.
• Steady:
The governor is ready for operation.
• Dark:
– No operating voltage applied.
– The governor is defective.
• Flashing
The various flashing sequences have the following meanings:
– Flashing frequency 0.25 Hz: Application loader is active
– Flashing frequency 1 Hz: Internal error found by ITS
– Flashing frequency 4 Hz: External RAM faulty
– Flashing frequency 4 Hz with pause after 7 x flashes: External flash defective
– 3 x short flashes, followed by 3 x long flashes: No firmware
– 3 x flashes, followed by 0.75 s pause: Application crashed; following the crash, the application
loader becomes active
TIM-ID: 0000057505 - 001
Figure 104: Flashing sequences of the diagnosis lamp

1 The governor is ready for 4 External RAM faulty 7 Application crashed
operation. 5 External flash defective
2 Application loader is active 6 No firmware
3 Internal error found by ITS
194 | Repair | E532834/00E 2015-02

4.3 Engine governor ECU 9 – Removal and installation
Preconditions
☑Engine is stopped and starting disabled.
NOTICE
Wrong engine governor installed.
Engine damage!
• When reassembling an engine, make sure that the governor with the data record for the given
engine is installed.
Removing engine governor from

engine
1. Note or mark assignment of cables and
connectors.
2. Remove all screws (2).
3. Undo clips (3) on connectors.
4. Remove all male connectors.
5. Remove screws (1).
6. Take off engine governor.
Figure 105: Engine governor ECU 9
Installing engine governor on engine

1. Install in reverse order. Ensure correct assignment of connectors and sockets.
2. Check resilient mount before installing.
Result: If resilient mount is porous or defective then replace it.
TIM-ID: 0000055254 - 001
E532834/00E 2015-02 | Repair | 195

5 Appendix A
5.1 MTU contact persons/service partners
Our worldwide sales network with its subsidiaries, sales offices, representatives and customer service
centers ensures fast and direct support on site and the high availability of our products.
Local support
Experienced and qualified specialists place their knowledge and expertise at your disposal.
For locally available support, go to the MTU Internet site: http://www.mtu-online.com
24h hotline
With our 24h hotline and the outstanding flexibility of our service staff, we are always ready to assist
you – either during operation, for preventive maintenance, corrective work in case of malfunction or
changed operating conditions, or for spare parts supply.
Your contact person in our Customer Assistance Center:
E-mail: info@mtu-online.com
Tel.: +49 7541 9077777
Fax: +49 7541 9077778
Asia/Pacific: +65 6100 2688
North and Latin America: +1 248 560 8000
Spare parts service

Fast, simple and correct identification of spare parts for your drive system or vehicle fleet. The right
spare part at the right time at the right place.
With this aim in mind, we can call on a globally networked spares logistics system, a central warehouse
at headquarters and on-site stores at our subsidiary companies, agencies and service workshops.
Your contact at Headquarters:
E-mail: spare.parts@mtu-online.com
Tel.: +49 7541 908555
Fax: +49 7541 908121
TIM-ID: 0000000873 - 015
196 | Appendix A | E532834/00E 2015-02

5.2 List of abbreviations
Abbrevia- Meaning Explanation
tion
AL Alarm -
ANSI American National Standards Institute Association of American standardization organiza-
tions
ATL Abgasturbolader Exhaust turbocharger (ETC)
BDM Backup Data Module -
BR Baureihe Series
BV Betriebsstoffvorschrift Fluids and Lubricants Specifications, MTU Publication
No. A01061/..
CAN Controller Area Network Data bus system, bus standard
CPP Controllable Pitch Propeller
DIN Deutsches Institut für Normung e. V. At the same time identifier of German standards (DIN
= “Deutsche Industrie-Norm”)
DIS Display Unit Display panel
DL Default Lost Alarm: CAN bus missing
ECS Engine Control System Engine management system
ECU Engine Control Unit Engine governor
EDM Engine Data Module Memory module for engine data
EMU Engine Monitoring Unit
ETC Exhaust turbocharger
GCU Gear Control Unit
GMU Gear Monitoring Unit
HAT Harbor Acceptance Test
HI High Range violation alarm (1st upper limit value)
HIHI High High Range violation alarm (2nd upper limit value)
IDM Interface Data Module Memory module for interface data
ISO International Organization for Stand- International umbrella organization of all standards
ardization institutes
KGS Kupplungsgegenseite Engine free end in accordance with DIN ISO 1204
KS Kupplungsseite Engine driving end in accordance with DIN ISO 1204
LCD Liquid Crystal Display, Liquid Crystal
Device
LCU Local Control Unit LOP subassembly
LED Light Emitting Diode
TIM-ID: 0000026477 - 004
LO Low Range violation alarm (1st lower limit value)

LOLO Low Low Range violation alarm (2nd lower limit value)
LOP Local Operating Panel
LOS Local Operating Station Local control unit
LPU Oil refill pump
MCS Monitoring and Control System
MG Message
E532834/00E 2015-02 | Appendix A | 197

Abbrevia- Meaning Explanation
tion
MPU Microprocessor Unit, Microprocessing
Unit
OT Oberer Totpunkt Top dead center (TDC)
PAN Panel Control panel
PCU/PMU Propeller Control Unit Propeller controller
PIM Peripheral Interface Module
PPC Priming Pump Control
RCS Remote Control System
RL Redundancy Lost Alarm: Redundant CAN bus failure
SAT Sea Acceptance Test
SD Sensor Defect Alarm: Sensor failure
SDAF Shut Down Air Flap(s) Emergency air-shutoff flap(s)
SS Safety System Safety system alarm
SSK Schnellschlussklappen Emergency air-shutoff flap(s)
TD Transmitter Deviation Alarm: Sensor comparison fault
UT Unterer Totpunkt Bottom dead center (BDC)
TIM-ID: 0000026477 - 004
198 | Appendix A | E532834/00E 2015-02

System Documentation: Electronics Electronic Engine Control Unit Ecu 9 Application: Genset Series 2000 Gx6

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What safety regulations must be followed when starting up the system?

What safety regulations must be followed when starting up the system?

What are the main components of the electronic engine control system?

What are the main components of the electronic engine control system?

System Documentation

2.2 Technical Data 14 2.6 Functions 138

E532834/00E 2015-02 | Table of Contents | 3

Safety regulations for equipment operation

Malfunctions and emergency stop

Operation of electrical equipment

4 | Safety | E532834/00E 2015-02

During maintenance and repair work

After completing maintenance and repair work

E532834/00E 2015-02 | Safety | 5

Hydraulic installation and removal

Working with batteries

6 | Safety | E532834/00E 2015-02

Working with laser equipment

E532834/00E 2015-02 | Safety | 7

TIM-ID: 0000056934 - 001

Figure 1: System overview – Example of a system featuring SmartConnect

8 | Design and Function | E532834/00E 2015-02

Figure 2: Engine Control Unit ECU 9

• Control of the injection system

E532834/00E 2015-02 | Design and Function | 9

10 | Design and Function | E532834/00E 2015-02

Description of the SmartConnect hardware

Selected fault codes from the ECU are transmitted on CAN1.

E532834/00E 2015-02 | Design and Function | 11

TIM-ID: 0000058407 - 001

12 | Design and Function | E532834/00E 2015-02

Figure 4: Location of Engine Control Unit ECU 9 on the engine

E532834/00E 2015-02 | Design and Function | 13

Figure 5: ECU 9 dimensions

Heat dissipation W Max. 35

14 | Design and Function | E532834/00E 2015-02

E532834/00E 2015-02 | Design and Function | 15

TIM-ID: 0000057498 - 001

16 | Design and Function | E532834/00E 2015-02

E532834/00E 2015-02 | Design and Function | 17

TIM-ID: 0000057498 - 001

18 | Design and Function | E532834/00E 2015-02

Figure 8: Supply voltage distribution

Supply cable length

E532834/00E 2015-02 | Design and Function | 19

20 | Design and Function | E532834/00E 2015-02

E532834/00E 2015-02 | Design and Function | 21

Plant inputs and outputs

+ UBatt 24 V DC operating voltage

TIM-ID: 0000056930 - 002

Figure 11: Schematic circuit diagram – input IGI

22 | Design and Function | E532834/00E 2015-02

ECU8 Engine Control Unit

Figure 12: Schematic connection diagram – IGI/ESI

Emergency stop input ESI

can only be reset by the software.

E532834/00E 2015-02 | Design and Function | 23

Figure 13: Schematic circuit diagram – input ESI

Required parameter settings for ESI