MACK CHU, CXU, GU, TD, MRU Instruction Manual

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BODY BUILDER INSTRUCTIONS

Mack Trucks

Electrical Wiring and Connections

CHU, CXU, GU, TD, MRU, LR

Introduction

This information provides design and function, specification and procedure details for Electrical Wiring and Connections for MACK vehicles.

Note: For information on mDrive PTO installation and wiring see Section 9 PTO Installation, mDrive.

Note: For information on PTO parameter programming see Section 9 PTO Parameter Programming.

Unless stated otherwise, following a recommendation listed in this manual does not automatically guarantee compliance with applicable government regulations. Compliance with applicable government regulations is your responsibility as the party making the additions/modifications.

Please be advised that the MACK Trucks, Inc. vehicle warranty does not apply to any MACK vehicle that has been modified in any way, which in MACK's judgment might affect the vehicles stability or reliability.

Section 3

Contents

• “Abbreviations”, page 3

• “General Wiring Definitions”, page 4

• “Routing and Clipping Guidelines”, page 5

• “Body Builder Connectors, Schematic Examples”, page 17

• “Remote Start n Stop”, page 23

• “Remote Engine Stop”, page 24

• “Adding Auxiliary Accelerator Pedal”, page 25

• “BodyLink III”, page 26

• “Auxiliary Switch Locations (Cab)”, page 30

• “Power Connections”, page 31

• “Control Link II”, page 37

• “LR Workbrake”, page 50

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• “Wiring J1939”, page 52

• “9-pin Diagnostic Connector”, page 54

• “16-pin Diagnostic Connector”, page 55

• “Termination Resistor”, page 60

• “Parameter List”, page 61

• “Multiplexing Body Builder J1939 CAN ”, page 77

• “Support Inbound and Outbound J-1939 Message Information ”, page 85

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Abbreviations

• ACC Adaptive Cruise Control

• BOC Back of Cab

• CAN Controller Area Network

• CDS Custom Defined Statement (replaced by DCL)

• DCL DataMax Control Language

• ECM Engine Control Module

• EHT Electronic Hand Throttle

• EMS Engine Management System

• ESC Engine Speed Control

• FMI Failure Mode Identification

• GMT Greenwich Mean Time

• MID Message Identifier (J1587 source)

• PGN Parameter Group Number (J1939 message ID)

• PID Parameter Identification (J1587)

• PID Product Identification (order code)

• PTO Power Take Off

• PTT2 Premium Tech Tool 2

• SA Source Address (J1939 unit identifier)

• SID Subsystem Identification (J1587)

• SPN Suspect Parameter Number (J1939 parameter)

• SSC Single Speed Control

• TCM Transmission Control Module

• VDA Vehicle Data Administration (OEM database)

• VECU Vehicle Electronic Control Unit

• V-MAC Vehicle Management And Control (Mack brand electronics name)

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General Wiring Definitions

The general wiring definitions provides a standardized list of terminology used in running wires, hoses, and cables throughout the vehicle.

Abrasive Surface

AWG

Bundled With

Cable Tie

Chafing To wear away by rubbing

Contacts

Crimped A routed commodity that is bent or pressed into ridges

Damaged An item that differs from its original condition

Drooping Routed items hanging downward which are detrimental to safe vehicle operation

Dual Fall

High Current

Electrical Cables

High Nut Extended clamp length

Kinked

Items capable of causing damage to the routed commodity in a rubbing condition during vehicle

operation

American Wire Gauge

A number of items tied, wrapped, or otherwise held together

A nylon plastic self-sizing strap, UV resistant, capable of bundling specified load(s) during vehicle

operation

Items touching each other.

(Pertaining to the Compressor Discharge Line) A high point in the routing of the Compressor Dis-

charge Line (located on the engine) whereby any collected moisture is allowed to fall in two different di-

rections where it is either dissipated by heat or is purged

Wire sizes 13 mm sq. (0.5 inches sq.) (6 AWG) and larger

A tight bend, curl, or twist in the routed commodity causing flow to be restricted

Low Current Elec-

trical Cables

Low Nut

Material Grade 30

Material Grade 50

May

Not Secured

Plastic Conduit

Puncture Small hole or wound

Routed With

Rubbing Items that contact each other and have independent movement

Shall

Sharp Edge A surface capable of cutting or piercing the routed commodity during vehicle operation

Should

Verb typically used in a statement of practice that is a permissive condition and carries no requirement

or recommendation. It can be included to alter statements of mandate or recommendation

Corrugated or smooth wall tubing used to protect hoses, harnesses, cables, tubing, pipes, etc.

Items taking the same path but not attached to each other (i.e., parallel but separate)

Verb typically used in a statement of required, mandatory or specifically prohibitive practice regarding

Verb typically used in a statement of recommended, but not mandatory, practice in typical situations

with deviations allowed if Engineering judgement or Engineering study indicates the deviation is

Wire sizes 8 mm sq. (0.3 inches sq) (8 AWG) and smaller

Standard clamp length

Minimum yield strength of 30,000 psi

Minimum yield strength of 50,000 psi

Items not fastened, bundled or tied

routing and clipping

appropriate

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Twisted

Distorted from the routed commodities’ original shape about it’s cross-sectional center line

Touch Items that contact each other but do not have relative movement

Routing and Clipping Guidelines

1 Brackets used in routing and clipping should be Material Grade 50 or better to ensure sufficient clamp load when sharing

joint connections with cross members or other structural members. This applies only to joint connections using a low nut. Brackets of Material Grade 30 are acceptable provided the shared joint is using a high nut. The area of the clip bracket under the bolt head must be a least as large as the bolt head itself.

2 Clips that scratch exterior mounting surfaces shall not be used (i.e., barbed/spring type) unless the material is non-corrod-

ing (i.e., plastic). Clips must have rust protection.

3 Clip sizes should adequately secure the bundle without restricting flow, causing collapse, or preventing relative

movement.

4 Bundles shall be supported at 24 inches (600 mm) maximum intervals, a cable tie should be used between clip points on

bundles with the exception of electrical wiring harness which shall have a maximum support distance of 18 inches (450 mm) and a cable tie on bundles between clip points. When air and electrical lines are bundled together, the commodity with the greater cross sectional area may determine the support spacing. A minimum of two cable ties shall be used between clip points to bundle electrical lines when the larger interval is used.

W3104131

1 Support electrical cables every 18 inches (450 mm)

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Support Distances, Continued

1 Support cables near connectors every 4 inches (100 mm)

W3104144

1 Electrical cables and wiring harnesses are to be secured 4 inches (100 mm) from the wire insertion end of the connector

or clipped to the body.

2 Routing and clipping on purchased components (i.e., engine/transmission) should not include removing or replacing a

bolt(s), nut(s) or screw(s) installed by the manufacturer. In such cases where this is unavoidable, the bolt(s), nut(s) or screw(s) shall be re-installed to the manufacturer’s specifications.

3 Bundles should not contact sharp edges of cross members. Contact may occur if it is against a smooth surface, a smooth

radiused edge or a coined edge and the bundle is secured to prevent independent movement.

4 Hoses, tubing, pipes and electrical conduits shall not rub each other but may touch.

5 The fabric braided portion of the compressor discharge hose is compatible to be bundled with all routed air lines.

6 The compressor discharge pipe shall be routed independent of all other routing.

7 Electric cables/harnesses must not be bundled with fuel or hydraulic lines. The electrical cables/harnesses may be routed

parallel with fuel or hydraulic lines, however must remain separated by approved clipping materials. When design control is possible, electrical cables/harnesses will be routed above fuel or hydraulic lines. If fuel or hydraulic lines must route above circuit protected electrical cables /harnesses, the fuel or hydraulic lines will have no fittings or potential leak points above electrical cables/harnesses and shall be minimized to the shortest distance possible over low current electrical cables/harnesses.

8 All associated markings on air and electrical harnesses should have a corresponding clipping apparatus.

9 Critical clipping locations shall be designated on the component to insure proper placement in the vehicle (i.e., tape).

10 Maximum support distance for compressor discharge rigid pipe, 30 inches (762 mm). Pipe to be isolated from support

brackets (i.e. rubber isolator).

11 Maximum support distance for compressor discharge flex hose, 24 inches (600 mm).

12 Compressor discharge line should have a constant fall from compressor to air dryer. A dual fall is allowable provided it oc-

curs on the engine and within 24 inches (600 mm) of the compressor.

13 Maximum allowable dip in compressor discharge pipe/hose is one half the outer diameter of the pipe/hose. Preferred rout-

ing should have no dips in any of the routing. This is to avoid line blockage due to water collecting and freezing in the line.

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Heating Specifications

In order to maintain the integrity of the cables and hoses, observe the following specifications for routing near a heat source.

Cable, hose, or harness

type

Electrical cables and wiring

harnesses

Unprotected hoses, tubing,

harnesses, and cables

5 inches (130 mm) in all directions from turbocharger, exhaust components, and other high

6 inches (150 mm) above, 5 inches (130 mm) beside and 4 inches (100 mm) below

Specification

heat components

Hoses, tubing, harnesses,

and cables protected by re-

3 inches (76 mm) above, 2 ½ inches (63,5 mm) beside and 2 inches (51 mm) below

flective heat sheathing

Silicone transmission coolant

hoses

2 inches (51 mm) from exhaust manifold and turbo (with reflective heat sleeving), 1 inch (25

mm) from exhaust pipe

Hoses, tubing, harnesses,

and cables protected by a

heat shield (no reflective

3/8 inch (10 mm) between the component and the heat shield. (Not valid for fuel lines)

sheathing)

Refrigerant suction hoses 8 inches (200 mm)

W3109897

1 Heat Radius from the Turbocharger, Front: 5 inches (130 mm)

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W2106268

The SCR, DPF, and exhaust piping generate substantial heat. Keep electrical cables away from these components.

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Clipping Guidelines

Clipping brackets should be designed and mounted to adequately support the bundle. Clips should be mounted in a hanging position or supported along three-quarters of the horizontal mounting surface. Orientations that do not conform to the illustrations shall be tested.

1 When hoses, wires, and cables cross one another, secure them with a clamp. This prevents the sawing motion that could

abrade them.

2 When routing flex hoses that are bent in two planes, clip them to prevent twisting. Clamp the hose at the point where the

hose changes planes. The clamp has the effect of dividing the hose into two assemblies. If the section of the hose is bent in the same plane as the movement, the bend will absorb the movement and the hose will not twist.

W3103550

W3103553

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When routing connectors with cable ties, ensure the cable ties do not contact the connector locking tab. Cable ties should also not contact the bare wire.

W3104148

W3104149

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Battery Cable Guidelines

The battery cable guidelines prevent electrical interference that can occur from improperly routed cables. In addition, the guidelines prevent cable damage through abrasion.

1 Battery cables with standard SAE stranding shall be supported at 16 inches (400 mm) maximum intervals. A separator

type cable tie or an independent separator with cable tie may be used between clip points. No relative movement may occur between cables. If two (2) cable separators are used, they are to be installed equidistant from each other and arranged on a straight line, a maximum span between clip points of 24 inches (600 mm) may be used.

2 Strain relief clipping shall be provided for the battery and starter motor terminals. The strain relief clip shall be located with

no relative motion to the terminals. The strain relief clip should be located close to these terminals and shall be within 20 inch (500 mm) cable length to the starter terminals.

3 Grommets shall be installed at points where cables pass through sheet metal or frames.

4 Routing shall avoid exposed edges of frame members, abrasive surfaces, and all sharp edges. When routing inside the

frame, ensure that no contact with the frame is made with uncovered cables. Uncovered battery cables, external of the battery box, shall be routed independent of all other conduits. Covered cables may be bundled with other similarly covered conduits and air piping with a secured separator. Do not route with/under fuel lines.

5 Cables should be clipped as close as possible to all cable bends.

6 Battery cables shall not be located within 5 inches (130 mm) of engine exhaust related components or other heat sources

without heat coverings or heat shielding. Testing shall be performed to determine effects of closer allowances and the use of heat shields. Battery cables should not be installed in any area directly above engine exhaust related components.

7 Where cables flex between moving parts, the last supporting clip shall be securely mounted such that relative movement

does not promote chaffing.

8 Battery cables shall not support any mechanical loads other than their own mass.

9 Minimum bend radii of battery cables should be 3 times the cable diameter for standard SAE strand cable.

W3104133

1 Tube Diameter

2 Circle Diameter ( 3 x Tube Diameter)

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Battery Guidelines, Continued

1 Star washers shall not be used on current path connections including grounds.

2 Asphalt type loom shall not be used for battery cable protection applications.

3 Battery cables shall not rub each other or surrounding items, but may touch when all items have no independent move-

ment. Uncovered battery cables may not touch each other outside the battery box.

4 All exposed exterior to cab circuit ends shall be coated with a dielectric protective coating. Thickness to be 0.13 – 0.3 in-

ches (3.5 – 7 mm) wet, full coverage, 3 inches (76.2 mm) diameter, or shall be completely covered with required inhibitor.

5 Clip orientations should be per illustration or installation drawings utilizing compression or heavy duty clip.

6 Plastic conduit may be bundled and cable tied with covered battery cables when all items have no independent movement

with each other. Battery cables may touch each other, plastic conduit or the battery, inside the battery box.

7 Covered battery cables may be securely tied or clamped to each other if no independent movement exists. Cables at-

tached to the same terminal stud may be tied or clamped to each other.

8 Battery cable ends at the starter motor posts should be installed and positioned first with the engine harness terminals as-

sembled after. Starter terminals that come with the starter may be first on the starter studs. Terminals shall not be re-configured or bent.

9 Frame bolt placement, adjacent to the battery box, should have the bolt or screw threaded end facing away from the bat-

tery box and any related cables. Wrench grip type bolts should not be used in the frame at the battery box area. Nonwrench grip type bolt or screw threaded ends may face toward the battery box only if clip bracketing or shielding shall be provided to prevent any possible cable contact with frame mounted hardware. Bolts that mount the battery box to the frame may be oriented toward the battery box.

10 Added abrasion protection should be used where the cable contacts other routed commodities or surfaces with no inde-

pendent movement such as frame rail surfaces or transmission and engine castings. Polyethylene, polypropylene, nylon conduit and thick wall heat shrink tubing may be used for added abrasion protection.

11 Cables should be located to afford protection from road splash, stones, abrasion, grease, oil and fuel. Cables exposed to

such conditions should be further protected by either, or a combination of, the use of heavy wall thermoplastic insulated cable, additional tape application, plastic sleeve or conduit.

12 Anytime an existing fastener is used to secure a clipping bracket (or any similar device), the fastener shall be re-torqued

to the value specified in the original documentation given for the fastener.

13 Each exposed exterior circuit end must be coated with a dielectric protective coating. Thickness to be 0.13 – 0.3 inches

(3.5 – 7 mm) wet, full coverage, 3 inches (76.2 mm) diameter.

14 Do not use box clamps to secure battery cables.

15 In addition to berringer clamps, use double-head tie clamps.

W3077595

Berringer clamps are recommended for securing battery cables to each other.

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W3105372

Box Clamps (shown above) are NOT to be used for securing battery cables to each other.

W3105374

Double-head tie clamps may be used to route battery cables.

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Ring Terminal Assembly

Assemble terminal carrying the highest current (largest gauge wire) first, then graduate to the smallest gauge up to the fastener. Use a maximum of three (3) terminals per stud (unless otherwise specified on an illustration drawing).

W3104152

When attaching ring terminals with a fastener, tighten the fastener to appropriate torque so that the contact area will touch the terminal at any point, in a full circle that is part of the terminal.

W3104153

1 Contact Area

2 Fastener

3 Stud

4 Terminals

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When attaching multiple terminals, position the terminals at an angle to allow maximum contact of the terminal surface. Terminals are not allowed to bend other than their natural form. Terminals may be stacked back to back.

W3104154

Improperly fanned terminals result in unacceptable bends.

W3104155

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NOx Sensor Routing

The NOx sensor requires unique routing considerations. The NOx sensor harness must not be bundled with other wiring harnesses. However, it may be routed with other harnesses as long as they are not high voltage cables. The sensor harness is a set length and no altering or modifying of the NOx sensor harness is allowed.

W3104156

Conventional

W3109892

Cabover

Note: DO NOT splice into a V-MAC, ABS/ATC or any other electronic control unit harness.

Do not cut or tap into the J1939 green/yellow twisted wires or any other wire or harness used on this vehicle. Use the provided connectors, and only add approved J1939 components with validated software. Failure to comply may result in personal injury or equipment damage. Any cutting, splicing, alteration or modification to the wiring will Void the Mack Trucks Warranty on the Electrical System.

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Body Builder Connectors, Schematic Examples

Third party devices are often installed on MACK trucks. These devices need information (vehicle speed, gear, etc.) to operate safely and efficiently. However these devices are not quality controlled as far as MACK is concerned, and are not part of the main control databus. Therefore, MACK provides an external connector to supply a body device with the necessary information it needs to function properly.

MACK trucks do not use an external body builder module (BBM). In MACK trucks, the functions of the BBM are managed by the Vehicle Electrical Control Unit (VECU) and are transmitted to the body device via an SAE J1939 connector. SAE J1939 is a communications link between standalone vehicle modules. This data link is commonly referred to as the “Control Data link”. It is used primarily to transmit control signals that are shared between other standalone modules. The information on the SAE J1939 control link is used for control functions. Fault messages or diagnostic information also transmits across this link. These control signals may be for engine, transmission, brakes or a number of other vehicle control needs. The J1939 operates at 250,000 bits per second, which is approximately 26 times faster than the J1708/1587 data link. This higher speed allows the system to operate at a faster sampling rate and higher resolution, thus enabling better control of vehicle functions.

Terminating Resistors

Terminating resistors are wired to each end of the SAE J1939 data link to prevent signal reflections. They must remain connected for the data link to function properly. The resistance value of each termination resistor is 110–130 Ω. When properly installed in the data link, their combined resistance is 50–70 Ω since they are connected in parallel.

The termination resistor at one end of the SAE J1939 data link is located in the fuse/relay center (FRC) near the vehicle electronic control unit (VECU) and the other near the engine control module (ECM). On vehicles equipped with MACK engines, the termination resistor at the engine end is located inside the ECM. On vehicles equipped with Cummins engine, the termination resistor is located in the harness area just outside of the ECM.

A SAE J1939 data link connection is located at the transmission area in the chassis harness. On vehicles equipped with an electronically controlled transmission (Allison/Autoshift II/Meritor Freedom Line), the connection to the transmission is located at the chassis harness. On vehicles equipped with a manual non-electronically controlled transmission - the connector stub will have an un-terminated blanking plug installed.

Only two termination resistors are used in each data link. Never install more than two terminator resistors in one data link. If more than two resistors exist in the SAE J1939 data link circuit, incorrect or absent signals may occur. You can easily check to see if you have two resistors by measuring the resistance between pin C and D for the 9-pin diagnostic connector, or pin 3 and 11 for the 16-pin diagnostic connector, with the ignition key in OFF position. The correct resistance is 50 – 70 Ω. The termination resistors should each have a resistance of 110 – 130 Ω when tested individually.

Notes

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Electrical Wiring and Connections

Main Power and Starting Circuits

Figure 1 shows the starter circuits. Note that the EMS and VECU directly control the starter relay. The EMS inhibits starter for engine running, starter overheat and PTO. The VECU inhibits the starter mainly for transmission in gear.

Figure 2 shows the main power circuits. Ignition and “EMS” power are controlled by the VECU through relays. “EMS” power is connected after the key is turned on and remains on during crank and for some seconds after key off, mainly to service the Engine Management System. Ignition power is similar, but is disconnected during crank and supplies items not necessary for engine start. MACK conventional trucks actually have a second set of ignition circuits for items not normally needed for driving (e.g. Sleeper) which also supplies one of the Granite BodyLink III power pins indicated in Figure 7. The first and second power relays are also shut off at low voltage. The first relay powers off at a lower threshold than the second.

W3113939

Fig. 1 Main Power and Starting Circuit

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W0113940

Fig. 2 Battery & Ignition - Switched Supplies - Conventional Trucks

“IGN” circuits will be disconnected at LOW VOLTAGE and during STARTING.

“EMS” circuits remain powered while at key ON or CRANK and may remain powered at key OFF.

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Vehicle Control Unit (VECU) Connections

Fig. 3 Vehicle Control Unit (VECU) Connectors

Notes

W3088359

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Description of VECU Pin Layout

VECU Connector A (Green)

Pin Number Type Mack Name

PA-1 DI-H Cruise Control: Set/Decel

PA-2 DI-H Cruise Control: Resume/Accel

PA-3 DI-H Cruise Control: On/Off

PA-4 DI-H A/C On

PA-5 DI-H Service Brake

PA-6 DI-H Key Switch Crank

PA-7 DI-H

PA-8 DI-H Clutch

PA-9 DI-H Neutral

PA-10 DI-H Air Suspension Interlock

PA-11 DO-L (1A) DRL Control

PA-12

PA-13

PA-14 DI-H Key Switch Ignition

PA-15

PA-16

PA-17 DI-H CDS 2 switch / PTO 4

PA-18 DI-H IVS2 used for Volvo Automatic gearbox

PA-19 DI-H Fan Override

PA-20 DI-H Engine brake 2

PA-21 DI-H Engine brake 1

PA-22 DI-H EOL

PA-23 DI-H IVS 1

PA-24 DI-L

PA-25 DI-L Interwheel Lock

PA-26 DI-L 5th Wheel Slide Switch

PA-27 DI-L Remote Engine Shutdown

–

Battery ( + after PWR )

—

Ground

J1939 + BBM

J1939 – BBM

—

PA-28 DI-L Hood Tilt Switch

PA-29 DI-H PTO1

PA-30 DI-H DRL Override

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VECU Connector B (Blue)

Pin Number

PB-1 DO-L (1A) Power Relay #1 (load shedding)

PB-2 DO-L (1A) Power Relay #2 (load shedding)

PB-3 DO-L (1A) Interwheel Diff Lock

PB-4 DO-L (1A) 5th Wheel Slide Interlock /Regen Inhibited

PB-5 (12 v, 50 mA) Output Supply 4

PB-6 Frequency Input Vehicle Speed Sensor +

PB-7 DI-H PTO 2

PB-8 AI (4K) Throttle Pedal Signal

PB-9 AI (2 - 10K) Spare

PB-10 (5V, 10 mA) Output Supply 1, (T.P.)

PB-11 DI-L Parking Brake

PB-12 DI-L EB Steering wheel 1

PB-13 DI-L RH Operation

PB-14 AI (1.5-4K) Spare

PB-15 DO – L (0.2A) EMS Relay

Type

Mack Name

PB-16 DO-L (1A) Aux Fan

PB-17 DO – H (10 mA) Buffered IVS 1 (Only EMS)

PB-18 DO-L (1A) PTO output

PB-19 (12V, 70mA) Output Supply 3

PB-20 Frequency Input Vehicle Speed Sensor -

PB-21 DI-H CDS 1 / PTO 3

PB-22

PB-23

PB-24 AI (2 - 10K)

PB-25 (6.5-9V, 15mA) Output Supply 5

PB-26 (5V, 10 mA) Output Supply 2

PB-27 AI Spare

PB-28 DO – H ( 2A) Starter Control (ASSIST or starter protection)

PB-29 DI-L Door Switch

PB-30 DI-H Shut Down Override

—

Analog Ground

—

VECU Connector C (Green)

Pin Number Mack Name

PC-1 J1587 B

PC-2 J1587 A

PC-3

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—

Pin Number Mack Name

PC-4 J1939 H

PC-5 J1939 L

Remote Start n Stop

Note: This is only a suggestion for a body builder installed system.

W3121912

Fig. 4 Remote Start N Stop V-MAC IV

Note: Refer to “Remote Start N Stop V-MAC IV, Schematic Components” table for descriptions and part numbers.

Remote Start N Stop V-MAC IV, Schematic Components

Description Part Number

Relay 25171095

Relay Connector 20865681

Terminal Female 925AM22

Terminal Male 20865699

Secondary Lock 25154889

Switch Drive Position 25153559

Switch Drive Position Connector 21402299

Terminal Drive Position Switch 25091569

Park Brake Switch 25171211

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Remote Engine Stop

If a chassis was ordered with “Remote Engine Stop”, a relay is pre-installed in the harness. Installation of the push button switch is all that is required.

If installing “Remote Engine Stop” to a chassis (MRU / LR and Conventional Chassis’), relay P/N 25082390 must be installed in addition to installing the push button switch. Only MRU and LR models are pre-wired for the Remote Engine Stop.

Note: For Remote Engine Stop to work you must run an accessory kit and P/N 85137397 reprogram the VECU (Can only be done by a Dealer) and parameters need to be programmed. See “Remote Engine Stop” in the Body Builder, Parameter Programming service bulletin.

Note: The input to the VECU pin A27 (Green 30-way connector on VECU) is an active low digital input that must be attached to an isolated signal ground. DO NOT switch chassis/cab ground to pin A27 of the VECU. Interference from other components on the chassis/cab ground could cause an engine shutdown when not requested by the body builder.

Note: The switching of ground to an input that carries a very low current requires special switching equipment. It is recommended using a switch with gold contacts, or a relay to switch the signal ground to Pin A27 of the VECU. Gold resists corrosion on the contacts and relays have enough ‘swiping’ motion on the contacts to help keep them clean.

W3113955

Fig. 5 Remote Engine Stop

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Adding Auxiliary Accelerator Pedal

Below is a suggestion for adding an auxiliary accelerator pedal, based on the Mack LR dual steering solution.

The pedal is wired in parallel using a multi-pin selector switch. If the signal is not switched between the two accelerator pedals, a fault code may be generated due to high current at the throttle pedal signal input line (VECU B-8).

Note: See data link system before using such a device.

Note: An identical pedal is needed for the auxiliary sensor accelerator pedal because it requires an IVS signal. A substitute

type pedal may cause a fault code and is not recommended.

Fig. 6 Auxiliary Acceleration Pedal Signal

Note: Refer to “Auxiliary Acceleration Pedal Signal, Schematic Components” table for component ID(s) and descriptions.

Notes

W3113956

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BodyLink III

BodyLink III is the standard Mack Granite straight truck body builder electrical interface. It consists of a 29-pin electrical quick-connector and grounding stud mounted just under the rear of the cab (near BOC). BodyLink III includes an electrical pin-out label. Also available with BodyLink III is a cab pass-thru between the seats. Note that the carpeting or floor mate is not cut at the factory to avoid unnecessary noise if not used. Also available is a ‘BodyLamp’ dash light to indicate typically when the dump body is elevated. This lamp is activated via pin #17 when grounded. Also available with BodyLink III are assignable (can be labeled) dash switches. These switches output via pins 8 to 14 on the BodyLink III connector. A female connector and pins are included with BodyLink III, typically supplied in the cab with the sales and service literature packets.

Note: The BodyLink III BOC connector is supplied with the mating connector housing and terminal pins from the factory. If additional pins or connectors are required they can be purchased from your local Mack Dealer. The connector housing is 25177195 and the terminal kit is 21750652.

W3084959

Fig. 7 Granite BodyLink III Components

1 BodyLink III Connector

2 Pass-Thru

3 Switch

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Order Codes for Body Connections (Granite BodyLink III)

Item Sales Code Model Status Description

BodyLink III w/Cab

Pass-Thru

BodyLink III w/o Cab

Pass-Thru

BodyLamp

Six (6) Assignable

Switches

Notes

B83 0025

B83 0026

B66 0002

164 0012

GU7, GU8

Standard (Straight)

No cost option

Optional

29-pin under-cab connector, la-

bel, female connector, cab pass-

thru.

Same as above without pass-

thru.

9-pin back-of-cab power & light-

ing only

Six (6) assignable dash rocker

switches w/ labels (5 on-off, 1

momentary)

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Fig. 8 Granite BodyLink III Routing Beneath Driver Seat

1 Rubber Adhesive Tape

W3092527

W3092528

Fig. 9 Granite BodyLink III Cab Pass Through and Connector

1 Body Builder Harness

2 Gasket

3 Spacer

4 Nut, Panel

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Fig. 10 Granite BodyLink III 29-pin Connector, Wire Insertion Side of Connector.

Pin Chart for Granite BodyLink III 29-pin Connector

Pole Description

1 BATTERY POWER (30A)

2 IGNITION POWER (30A)

3 STOP LAMP

4 TAIL LAMP

6 LH TURN

7 RH TURN

8 AUX SWITCH #1 (IGN)

9 AUX SWITCH #2 (BATT)

10 AUX SWITCH #3 (IGN)

11 AUX SWITCH #4 (IGN)

12 AUX SWITCH #5 (IGN)

W3064928

REVERSE SIGNAL

13 AUX SWITCH #6 (DOWN)

14 AUX SWITCH #6 (UP)

15 PARK BRAKE

16 NEUTRAL SIGNAL

17 INDICATOR SWITCH (BODY LAMP)

18 (12v positive) PTO #1 – CA29

19 (12v positive) PTO #2 – CB7

20 (12v positive) SPEED CONTROL ON/OFF

21 BB J1939 +

22 BB J1939 -

23 (12v positive) SPEED CONTROL SET / DECEL

24 (12v positive) SPEED CONTROL RESUME / ACCEL

25 and 26

27 LH TURN/STOP

29 RH TURN STOP

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Auxiliary Switch Locations (Cab)

W3099971

Connector

1 IGN_SP11

Wire ID Description

Spare Ignition, Switch 4

- -

3 ILLUM_OPT Optional Illumination Connector

4 S026B Switch 3, Ignition

S026C Switch 4, Ignition

6 S026D Switch 5, Ignition

S027B Switch 6, Battery

8 ING_SP12 Spare Ignition, Switch 3

9 BAT_SP3 Spare Ignition, Switch 6

10 IGN_SP10 or BB_LP

11 BB_LP_6SW_PLUG

Spare Ignition, Switch 5

12 MISC_2 Output, Switch 3

13 MISC_3 Output, Switch 4

14 MISC_4 Output, Switch 5

15 MISC_5 Output, Switch 6

16 MISC_6

Output, Switch 6

1 If body builder wiring is specified, attach body builder wiring as follows: MISC_2 to BBSP_2, MISC_3 to BBSP_3, MISC_4 to BBSP_4, MISC_5 to BBSP_5,

MISC_6 to BBSP_6. Otherwise, band all MISC connectors behind ABC panel.

2 If body builder wiring is specified, attach body builder wiring as follows: MISC_2 to BBSP_2, MISC_3 to BBSP_3, MISC_4 to BBSP_4, MISC_5 to BBSP_5,

MISC_6 to BBSP_6. Otherwise, band all MISC connectors behind ABC panel.

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3 Connect spare ignition and battery connector to main cab harness as follows: IGN_SP12 to IGN_SP1 or IGN_SP9, IGN_SP11 to BAT_SP4, IGN_SP10 to IGN_

SP8 or BB_LP_PLUG, and BAT_SP3 to IGN_SP3.

Power Connections

Some judgement must be made for powering body equipment with the following trade-offs:

Ignition power – Will power off during engine crank which may cause faults or other effects if power supplies inputs used by ECU’s on EMS power. May also be disconnected for low voltage disconnect.

EMS Connections – Available with key off but may effect starter performance or be affected by starter power fluctuations.

Battery Connections – Always available but will contribute to key off battery drain as well as effect, and be affected by, starter as above.

W3113941

Fig. 11 Power Connections

Interrupted at ENGINE CRANK and LOW VOLTAGE DISCONNECT.

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Fig. 12 DCL Conventional

Locations for the DCL Conventional are:

LR – Driver side of Main Cab Wiring Harness near Fuse and Relay center

MRU – Mounted in the center electrical panel between the seats.

Conventional – Mounted under the ABS module taped to main harness.

DCL Conventional

PIN Circuit Number Circuit Function

A CA17 PTO 4/ CDS 2

B CB21 PTO 3 / CDS 1

CB7;CB7B

W3085103

PTO 2

D CB16

E CB18

F F17A18

Spare Relay Control 2 (Controlled by

VECU) CDS 2 out PTO 4

Spare Relay Control 1 (Controlled by

VECU) CDS 1 out PTO 3

Ignition Bus Feed

G F18A EMS Power 1

H F17C3 Cruise SET/DECEL

J F17D3 Cruise RESUME/ACCEL

K N/A Not Used

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Notes

W3113946

Fig. 20 Conventional DCL Connections

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W3113945

Fig. 13 PTO & Engine Speed Control Connections

Note: Shaded area mDrive Dual PTO only.

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Conventional Auxiliary Switches

Conventional Trucks have the option to place dash switches connected to outputs in the outside body connector.

Fig. 14 Conventional Auxiliary Switches

Notes

W3113948

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W3113952

Fig. 15 Conventional — Reverse & Neutral Power

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Control Link II

MRU and LR feature standard “Control Link II” body builder electrical connections. Control Link II consists of two Deutsch HP-20 connectors, a 9-pin lighting connector along the frame rail, and a 29-pin electrical/electronic connector in-cab, typically located above the engine tunnel body-in-white”.

Fig. 16 Control Link II Components

1 Body Builder Cab Pass-Thru

2 29-pin Electrical/Electronic Connector

3 Refuse Body Builder Control Outputs

4 9-pin Lighting Connector

5 Body Builder Console (MRU Only)

Order Codes for Body Connections (LCF Control Link II)

Item Sales Code Model Status Description

Control Link II Refuse

System

Body Builder Console

Body Power Only

B830030

M110003 MRU Included

B831018 MRU

No Connectors B830000 MRU

Concrete Pumper

Connectors

B831004/5/6/7 MRU

MRU, LR

Standard

Optional

Delete Option

Optional

W3084958

29-pin Cab & 9-pin

BOC Connections

Console Included w/

Control Link II

9-pin Back-of-Cab

Power & Lighting Only

Without Body Builder

Quick Connections

Contact Sales

Engineering

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Fig. 17 Body Builder Pass Through Area from Cab to Under Cab

1 Wiring Harness

2 Bracket

3 Cable Ties

4 Grommets

5 Screw

6 Electrical Gasket

W3092642

W3092641

Fig. 18 Body Builder Pass Through Area from Cab to Under Cab

1 Clamps

2 Clamps

3 Chassis Clean Power

4 Chassis Body Builder

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Body Builder Connections

LR Control Link II

The body builder connector can be accessed by removing the panels on the center console. The suggested routing path for upfitters is not a physical component provided with the vehicle. It’s purpose in the illustration is to indicate the suggested wiring routes for upfitter harnesses. For convenience, MACK provides a pair of rubber grommets located behind the driver seat. This is the pass-through area which leads beneath the cab.

W9096945

1 29-pin Body Builder Connector

2 9-pin Lighting Connector

3 Suggested Harness Routing for Upfitters

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Fig. 19 Control Link II, 9-pin Lighting Connector, Wire Insertion Side of Connector

Pin Chart for Control Link II 9-pin Lighting Connector

Pole Wire ID Description

T F37B-3.0 Tail Lamp

Z F4D3–3.0 RH Turn

Y F33B-3.0 Stop Lamp

X F4C3–3.0 LH Turn

W F35B1–3.0 Clearance Lamp

V F34C-3.0 Neutral Power

U F34B2–5.0 Reverse Power

R XM1–13.0 Clean Ground

S F73A2–5.0 Clean Ground

Notes

W3064929

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W3064928

Fig. 20 MRU/LR/LEU Control Link II 29-pin Connector, Wire Insertion Side of Connector

Pin Assignments for MRU/LR/LEU Control Link II 29-pin Body Builder Connector

Pole Wire ID Description

1 F39B–5.0 IGNITION POWER (30A)

2 FABA-5.0 BATTERY POWER (30A)

3 F40B1–3.0 IGNITION POWER (25A)

4 XABA-5.0 CLEAN GROUND

5 F42B1–1.0 REVERSE SIGNAL

6–11

- -

12 CA29–1.0 VMAC PTO# 2

13 CB7–1.0 VMAC PTO# 1

14 HA23–1.0 ENGINE RPM SIGNAL

15 N164–0.8

TRANSMISSION TEMPERATURE

SIGNAL

16 NA16–1.0 ECU GROUND

17 F18A1–1.0 IGNITION SIGNAL

18 N145NO-0.8 ALLISON #145 (12V)

19 X2A113–2.0 CAB GROUND

20 N143–0.8 ALLISON #143

21 DL5HB1–0.8 BBM J1939 (H)

22 DL5LB1–0.8 BBM J1939 (L)

23 N130NO-0.8 ALLISON # 130

24 N162–0.8 ALLISON # 162

25 N105-0.8 ALLISON # 105

26 N145B–0.8 ALLISON # 145

27 N103A-0.8 ALLISON # 103

28 N142A-0.8 ALLISON # 142

29 N117A-0.8 ALLISON # 117

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Fig. 21 Body Builder Power & Ground LR Control Link II

Notes

W3114392

Mack Body Builder Instructions CHU, CXU, GU, TD, MRU, LR

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DCL Connector (LR/MRU) or Connector X21A (LR)

PIN Description

A Cruise ON/OFF Switch

B Spare SW.3 / PTO 3

C PTO 2

D VECU SW. Input

E Cruise ON/OFF Switch

F PTO 1

G Decel

H Accel

J EMS Power 1 CB18

K Spare Relay 2 / PTO 4

L Spare SW.2 / PTO 4

W3100110

Spare Relay 1 / CDS 1 OUT / PTO 3 (MRU Only; unused on

LR)

Signal Ground

P Ground

R Engine Stop/Spare Switch

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MRU/LR DCL Connections

Figures 18 and 21 show DCL connections which are available on all Conventional models. Figures 16 and 22 show DCL connections for MRU/LR. The availability of these is limited as they are used for mDrive, ACC, Aux Fan and other options. However, when available they can be used for more complicated controls such as secondary enable of engine speed control or as configurable PTO output.

W3113947

Fig. 22 DCL Connector

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Allison Connections

MRU/LR Control Link II has many Allison connections included. Conventional BodyLink does not. However, all trucks with Allison Transmissions include a connector (X06D) to access Allison functions directly.

Fig. 23 Allison Connections — MRU, LR Control Link II

Note: * Shaded section on MRU / LR only

Notes

W3113943

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PTO and Engine Speed Control Connections

MRU and LR have several specific wiring options for PTO that don’t necessarily affect engine speed control. However the Control link II connection offers access to inputs to affect engine speed control based on PTO activation or other equipment inputs.

W3113944

Fig. 24 PTO & Engine Speed Control Connections

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Lighting Connections

MRU/LR Control Link II has lighting connections in a separate BOC connector whereas Conventional has lighting connections in the Body Link connector which is also BOC. These are nominally lighting outputs but can also be used for control. Note than Neutral and Reverse are also in the MRU/LR Control Link II Connector.

Fig. 25 Conventional Lighting Connections

Notes

W3114099

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Fig. 26 MRU/LR Lighting Connections

Notes

W3116272

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W3113951

Fig. 27 MRU/LR Lighting Connections – Reverse and Neutral

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LR Workbrake

The Mack has a workbrake which operates pneumatically like a service brake. It is also tied into Allison inputs to effect a forced neutral. The Allison also has some conditions to allow switching driving positions so that loss of throttle and transmission control don’t happen while moving.

Fig. 28 LR Workbrake

Notes

W3113953

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Summary

Figure 31 shows examples of what the control pins could be used for in an application. The PTO inputs are programmable and can affect a conditional output, engine ramp, engine limits, etc. See programming section for details. Note that full safety evaluation of the system should be carried out. I.E., adequate interlocks should be programmed or wired, so that the engine will not accelerate in unintended situations. Interlocks can be done by powering switches using switched power (for example neutral power) or by software parameters or both. For example, most applications should only have the engine ramp using body controls when the park brake is on and the transmission is in neutral. Exceptions should be carefully considered..

Fig. 29 Example MRU showing Body Builder supplied wiring for Controls

Notes

W3113957

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General

Wiring J1939

Mack doesn’t necessarily recommend or condone tapping into the J1939 databus. This is the main control buss and even devices only listening can improperly load the line and cause communication problems. The signals are fast enough that they are affected by the physics of the electrical charges traveling through the lines. So it matters how the device is designed and where it is placed in relation to other devices. However this method can save wiring and gives the body builder more flexibility and control in developing applications. To that end the following information is provided. However, it is recommended applications be implemented with sufficient field testing to uncover any problems.

Here are two ways to properly connect to J1939 without damaging the cab harness.

1. Connect at the diagnostic connector.

The diagnostic port contains J1939 lines mainly for temporary connection for diagnostic tools. Since it also contains power and ground for diagnostic tools, it is a convenient choice for connection of control and monitoring devices. However, note that J1939 specifies one device per node. So, it would be incorrect to place two devices there.

2. Add the device at the terminating resistor.

The terminating resistor for the main CAN bus is found in the dash. This method effectively lengthens the “backbone” of the main can line and adds a node. To do this the body builder would make a “T” harness to insert between the terminating resistor and it’s connector (see figure). Theoretically, more than one node could be placed this way. However, some trucks are already at or near the theoretical limit

Mack follows SAE J1939-15 meaning it uses an unshielded, twisted pair and is theoretically limited to 10 devices.

W3083536

Fig. 30 Adding a Node at the Terminating Resistor

* To Truck

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The following parts can be used in the above “T” harness. Critical is that only two terminating resistor remain on the network (one is in the ECM). It may also be possible to have one terminating resistor in the aftermarket device if it is replacing the terminating resistor.

T Harness Part Numbers

T Harness

Abbreviation Connector Part Number (New) Part Number (Old)

MACK # Delphi # MACK # Deutsch #

Cab Harness Ter-

CHTRC

minating Resistor

21430472 13510085 3187784 DTM04-2P

Connector

Notes

Cab Harness Ter-

CHTR

minating Resistor

21430457 15429045 25171700

120 Ω

Connection to Cab

harness

20500398 13510099 3187782 DTM06-2S

AD Aftermarket Device N/A N/A N/A

BBI

Mating Connector

Body Builder

Installed

N/A N/A N/A

DTM06-2S-

P006

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Another more convenient way to connect to J1939 (or J1587) is through the diagnostic connector.

9-pin Diagnostic Connector

W9000628

Fig. 31 9-pin Diagnostic Connector

Note: Export Engines Only

9-pin Diagnostic Connector

PIN Definition

A Ground

B Battery

C CAN H (J1939 H-Yellow)

D CAN L (J1939 L-Green)

E Not used (Shield)

F J1587 +

G J1587 –

H Not Used

J Ignition + (Key Switch)

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16-pin Diagnostic Connector

Fig. 32 16-pin Diagnostic Connector (OBD 13)

16-pin Diagnostic Connector (OBD 13) Pin Allocation

16-pin Diagnostic Connector (OBD 13 SAE J1962-Type A Connector)

PIN Definition

W3085011

OEM discretionary (assigned as: Key switch – ignition signal for

AM tool)

2 (Not Used)

3 OEM discretionary (assigned as: SAE J1939-15_CAN_H)

4 Chassis ground

Chassis ground

6 CAN_H line of ISO

(Not Used)

8 (Not Used)

9 (Not Used)

10 (Not Used)

11 OEM discretionary (assigned as: SAE J1939-15_CAN_L)

12 OEM discretionary (assigned as: SAE J1587 positive)

13 OEM discretionary (assigned as: SAE J1587 negative)

14 CAN_L line of ISO

15 (Not Used)

16 Battery positive voltage

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Serial Communications and Programming Abbreviations

Acronym Description

ACM Aftertreatment Control Module

BBM Body Builder Module

CAN Controller Area Network

CDS Customer Defined Statement

DCL DataMax Control Language

ECC/MCC Electronic Climate Control/ Manual Climate Control

ECM Engine Control Module

EHT Electronic Hand Throttle

ECS Electronic Speed Control

FMI Failure Mode Identifier

GSECU Gear Selector ECU

LCM Light Control Module

NOx Nitrogen Oxide

PGN Parameter Group Number (J1939)

PID Parameter Identification (J1587)

PTO Power Take-Off

SA Source Address (J1939 Sender)

SCU Satellite Control Unit (Qualcomm)

SID Subsystem Identification (J1587)

SPN Suspect Parameter Number (J1939)

SRS Supplemental Restraint System

SSC Single Speed Control

TCM Transmission Control Module

TPM Tire Pressure Monitor

VCADS Vehicle Computer Aided Diagnostic System (service tool)

VDA Vehicle Data Administration (OEM database)

VECU Vehicle ECU

V-MAC

Vehicle Management and Control (Mack’s electrical

architecture)

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Data Link System

This section provides information on the design and function of the vehicle communications data links. These communication links are based on SAE J1587, J1708 and J1939 Recommended Practices and the ISO 14229 Standard. For more specific information about the ISO 14229 Standard, please refer to the ISO website (www.iso.org).

The data links are used to relay shared vehicle information between control modules and diagnostic, service and (in the case of onboard diagnostic (OBD) information) scan tools. The three datalink types used are SAE J1939, SAE J1587/J1708 and ISO 14229.

SAE J1939

SAE J1939 is a communications link between stand alone vehicle modules. This data link is commonly referred to as the “Control Data link”. It is used primarily to transmit control signals that are shared between other stand alone modules. The information on the SAE J1939 control link is used for control functions. Fault messages or diagnostic information also transmits across this link. These control signals may be for, engine, transmission, brakes or a number of other vehicle control needs. The J1939 operates at 250,000 bits per second which is approximately 26 times faster then the J1708/1587 data link. This higher speed allows the system to operate at a faster sampling rate and higher resolution, thus being more capable of providing better control of vehicle functions. The J1939 data link consists of a pair of 18 gauge unshielded twisted wires. The designations of the networks are CAN_H and CAN_L. The designation of the individual wires are DL1H which is yellow and DL1L which is green. The nominal rate of twist required is 0.89 twists per 25.4 mm (1 inch) or 33 twists per meter (3.28 feet). This twist helps protect against electrical interference. The J1939 data link is electrically terminated at each end with a load resistor, which is commonly referred to as a termination resistor. Each J1939 network has two termination resistors associated with it. Only two termination resistors are allowed within a network. The termination resistor can be located external as part of the wiring harness, or integrated internally in the ECM. Any ECM that does not contain the termination resistor is referred to as a Type I, and an ECM that contains the termination resistor is referred to as a TYPE II. The correct number of termination resistors can be easily checked by measuring the resistance across cavities C and D of the 9-pin diagnostic connector or across cavities 3 and 11 for the 16-pin diagnostic connector. The correct resistance is 50 – 70 ohms. The terminating resistors should each have a resistance of 110 – 130 ohms when tested individually.

Note: It is important to remember which control units the vehicle is equipped with and which fault codes are stored in each control unit.

Do not splice into a V-MAC, ABS/ATC or any other electronic control unit harness.

Note: Do not cut or tap into the J1939 green/yellow twisted wires or any other wire or harness used on this vehicle. Use the provided connectors, and only add approved J1939 components with validated software. Failure to comply may result in personal injury or equipment damage. Any cutting. splicing, alteration or modification to the wiring will Void the Mack Trucks Warranty on the Electrical System.

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ISO 14229

Note: ISO 14229 only applies to vehicles with MACK engines.

ISO 14229 is the Powertrain control link. The ISO is used for programming between the ECM, ACM and TCM. It is used primarily to transmit control signals that are shared between other stand alone modules. The information on the ISO 14229 control link is used for control functions. Fault messages or diagnostic information also transmits across this link. These control signals may be for engine, transmission and aftertreatment ECUs. The ISO 14229 operates at 500,000 bits per second. This higher speed allows the system to operate at a faster sampling rate and higher resolution, thus being more capable of providing better control of vehicle functions. The ISO 14229 data link consists of a pair of 18 gauge unshielded twisted wires. The designations of the networks are CAN_ H and CAN_L . The designations of the individual wires are DL2H and DL2L which are both white with orange stripes. The nominal rate of twist required is 40 twists per meter (3.28 feet). This twist helps protect against electrical interference. The ISO 14229 data link is electrically terminated at each end with a load resistor, which is commonly referred to as a termination resistor. Each ISO 14229 network has two termination resistors associated with it. Only two termination resistors are allowed within a network. The termination resistor can be located external as part of the wiring harness, or integrated internally in the ECU/ECM. Any ECU/ECM that does not contain the termination resistor is referred to as a Type I, and an ECU/ ECM that contains the termination resistor is referred to as a TYPE II. The correct number of termination resistors can be easily checked by measuring the resistance across cavities 3 and 11 for the 16-pin diagnostic connector. The correct resistance is 50 – 70 ohms. The terminating resistors should each have a resistance of 110 – 130 ohms when tested individually.

Note: It is important to remember which control units the vehicle is equipped with and which fault codes are stored in each control unit.

SAE J1708/1587

Note: MACK engines and mDrive transmissions do not include the J1587 / J1708 datalink.

SAE J1708/1587 is a communications link between stand alone vehicle modules. This data link is commonly referred to as the “Information Data link”. It is used primarily to transmit shared information between these stand alone modules. Fault messages or diagnostic information also transmits across this link. The J1708/1587 exchanges information with a data bus speed of 9600 bits per second. The J1708 defines parameters that relate primarily to hardware and basic software compatibility. The J1587 defines the actual data to be transmitted by particular modules. The J1587/1708 data link consists of a pair of 18 gauge twisted wires. The nominal rate of twist required is 1 twist per 25.4 mm (1 inch) or 40 twists per meter (3.28 feet). This twist helps protect against electrical interference. A fault in this data link can affect the transfer of information, and can make it difficult to communicate with the source in order to carry out tests using VCADS (found in the Premium Tech Tool or PTT). An indication that there is a problem with SAE J1708/1587 can be that faults from a certain control unit can not be corrected, erased or reset.

Data Link Faults

W3005017

Whenever a data link fault is present, refer to Guided Diagnostics found in the manufacturer's scan tool (Premium Tech Tool or PTT) for diagnostic information.

Note: The ISO 14229 does not have FMIs. Instead this data link has failure type bytes (FTBs).

• The type of FMI/FTB that an individual electronic control unit (ECU) can monitor is dependent on the software in the ECU.

All FMIs/FTBs cannot be recognized by all ECUs.

• The ECU reporting the diagnostic trouble code (DTC) may not be the ECU that is involved at the site of the specific failure.

For example, The engine control module (ECM) may report a data link fault that is actually at the vehicle electronic control unit (VECU). The VECU would not be able to report if the data link is broken between the VECU and data link backbone.

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Datalink Topology

US2010 Emissions Engine plus OBD2013

Acronym Description

ECM Engine Control Module

ACM Aftertreatment Control Module

NOx Nitrogen Oxide

GSECU Gear Selector ECU

TCM Transmission Control Module

DEF Diesel Exhaust Fluid

ACC Active Cruise Control

VECU Vehicle ECU

ABS Anti-Lock Braking System

BBM Body Builder Module

SCU Satellite Control Unit (Qualcomm)

W3084851

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Termination Resistor

W3005518

Termination Resistor, 2–pin

Termination Resistor – J1939

Termination resistors are wired to each end of the SAE J1939 data link to prevent signal reflections. They must remain connected for the data link to function properly. The resistance value of each termination resistor is 110–130 Ω. When properly installed in the data link, their combined resistance is 50–70 Ω since they are connected in parallel.

Termination Resistor – ISO 14229

Termination resistors are also wired for the ISO 14229 data link. One resistor is located in the engine control module (ECM). The other is a two pin resistor located in the dash close to the diagnostic connector. The diagnostic connector is located on the driver’s side lower dash panel. Termination resistors must remain connected for the data link to function properly. The resistance value of each termination resistor is 110–130 Ω. When properly installed in the data link, their combined resistance is 50 – 70 Ω since they are connected in parallel

The termination resistor at one end of the ISO 14229 data link is located in the fuse/relay center (FRC) near the vehicle electronic control unit (VECU) and the other near the engine control module (ECM). On vehicles equipped with MACK engines, the termination resistor at the engine end is located inside the ECM.

A ISO 14229 data link connection is located at the transmission area in the chassis harness. On vehicles equipped with an electronically controlled transmission (Allison/Autoshift II/Meritor Freedom Line), the connection to the transmission is located at the chassis harness. On vehicles equipped with a manual non-electronically controlled transmission - the connector stub will have an un-terminated blanking plug installed.

Only two termination resistors are used in each data link. Never install more than two terminator resistors in one data link. If more than two resistors exist in the ISO 14229 data link circuit, incorrect or absent signals may occur. You can easily check to see if you have two resistors by measuring the resistance between pin 3 and 11 for the 16-pin diagnostic connector, with the ignition key in OFF position. The correct resistance is 50 – 70 Ω. The termination resistors should each have a resistance of 110 – 130 Ω when tested individually.

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0802013 Electrical System Version 3 Parameters

Parameter List

Group DOID Parameter Caption Description

Cruise Control AI AI Cruise Control Max

Speed

Engine Fan

Controls

Engine Governor P1I03 AZQ High Idle Governor

Engine Idle

Settings

P1I2F FTX Fan Enable With

Engine Brake

For HiIgh Gears

P1I04 AZO High Idle Enable

Flag For Low Gears

P1I05 AZR High Idle Gear Ratio

For Low Gears

P1I18 AZS High Idle Ratio For

High gears

P1F9W YA Engine Idle, Target

Speed

The maximum speed that can be

set in the cruise control.

This flag will enable the fan with

the engine brake. 0 = Disabled, 1

= Enabled

Engine speed where the governor output crosses the max tor-

que curve. Used for high gear

ratios.

If this flag is set to TRUE, it is

possible to use a higher end gov-

ernor engine speed for low

gears.

Gear ratio for the gear P1I03 set-

ting should be used. For higher

gears the end governor speed is

used.

Gear ratio for the gear where end

governor engine speed is used.

For lower gears the P1I03 setting

should be used.

Target engine speed at idle.

Engine Protection P1I19 FVS Customer Shut

Down For Oil

Pressure

P1I17 FVU Customer Shutdown

For Coolant Level

P1I2B FVY Customer Shutdown

For Transmission

Temperature

P1I2A GHA Customer Shutdown

For Oil Temperature

P1I18 FVW Customer Shutdown

For Coolant

Temperature

Engine Speed

Limit

P1ANA AU Max Engine Speed

Stationary

Customer shut down status, 0 =

No action, 1 = Forced idle, 2 =

Shut off engine

Customer shut down status, 0 =

No action, 1 = Forced idle, 2 =

Shut off engine

Customer shut down status, 0 =

No action, 1 = Forced idle, 2 =

Shut off engine

Customer shut down status, 0 =

No action, 1 = Forced idle, 2 =

Shut off engine

Customer shut down status, 0 =

No action, 1 = Forced idle, 2 =

Shut off engine

Maximum engine speed allowed

when the vehicle is stationary.

The maximum engine speed

varies between approximately

1200 - 2600 rpm depending on

engine type.

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Group DOID Parameter Caption Description

P1I04 AZO High Idle Enable

Flag For Low Gears

P1IDB BNQ Max Engine Speed

with a Vehicle

Speed Error

Engine Torque

Limit

P1JED JAA PTO Through Drive-

shaft, Enables

Injection Control P1AM4 ATJ Injector Cylinder 1,

Calibration

P1AM5 ATK Injector Cylinder 2,

Calibration

P1AM6 ATL Injector Cylinder 3,

Calibration

P1AM7 ATM Injector Cylinder 4,

Calibration

P1AM8 ATN Injector Cylinder 5,

Calibration

P1AM9 ATO Injector Cylinder 6,

Calibration

If this flag is set to TRUE, it is

possible to use a higher end gov-

ernor engine speed for low

gears.

Specifies the max engine speed

when a vehicle speed error is

active.

Configures if PTO is enabled

through driveshaft. If set to 1, tor-

que limit for low vehicle speed is

deactivated. 0 = Disable ,

1 = Enable

The new trim code must be pro-

grammed after replacing the unit

injector. The trim code (T/C) is

shown on the injector label and

consists of up to 9 characters.

Miscellaneous

Engine Settings

P1G3E IVT & JAN Injector Perform-

ance Log

P1I15 AIZ Fuel Consumption,

Calibration In

Percent

P1AOF DX Gust Data, Engine

ECU Password

P1IEA JZF Smart Torque,

Enable

P1IRK MYD Accelerator Limiter,

Enable

P1I07 9G Diff RSL, Transmis-

sion Ratio Highest

Gear

Reset has to be done after injec-

tor change, by using the routine control: R1AFI - Reset of Target

Torque Reference Value

A percentage correction value to

compensate any deviation be-

tween the calculated fuel con-

sumption shown in the Driver

Information Display and the fuel

consumption according to the

customer's fuel protocol.

Password to allow changing of

parameter values on this vehicle.

If a password is in place, correct

entry of the password will be re-

quired when changing parameter

values.

Enables the Smart Torque

function

Enables the Accelerator Limiter

function. 0 = Disabled, 1 =

Enabled

The gearbox ratio in the highest

gear. The ratio can be found in

the gearbox specifications. The

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Group DOID Parameter Caption Description

ratio must be entered in order for

the control module to calculate

which gear is selected.

Miscellaneous

Engine Settings

Miscellaneous

Vehicle Settings

P1I08 9H Diff RSL, Transmis-

sion Ratio Next

Gearbox ratio second highest

gear.

Highest Gear

P1AOD DV Diff RSL, Max

VSPD Next Highest

Gear

Speed limitation when the second highest gear is selected. The value must be lower than param-

eter P1AOC. Do not use with

AMT gearboxes.

P1AL0 AJ Diff RSL, Enable /

Disable

Activating different speed limitations when driving in the highest

or second highest gear. This

function is used if the maximum

speed can only be reached when

the highest gear is engaged. Parameters P1AOD, P1ALW/P1I07

and P1ALX/P1I08 must be programmed if this function is acti-

vated. 0 = Disabled, 1 = Enabled

P1HUB FTM Soft Cruise Enable Enable the soft cruise functional-

ity. 0 = FALSE, 1 = TRUE

P1I07 9G Diff RSL, Transmis-

sion Ratio Highest

Gear

The gearbox ratio in the highest

gear. The ratio can be found in

the gearbox specifications. The

ratio must be entered in order for

the control module to calculate

which gear is selected

P1IP6 DN Customer Data

Fleet Identifier

P1APZ IEH Transmission Kick-

down Mode

P1ARH IPA Number of Reverse

Gears

P1ASL LAQ Highest Start Gear

in Manual Mode

P1ASM

LAR

Highest Start Gear in Automatic Mode

P1FP0 NXK Enable Splitbox

Start with Accelera-

tor Pedal

Customer Data Fleet Identifier = "Fleet ID" = "Unit Number" : The Customer Fleet Identifier can be

set via the cluster menu by the

customer.

This parameter defines when the

Kick-down function is available.

Setting determines the number

of reverse gears available

The adjustment of start gear in manual mode will be restricted to

gears equal to or lower than this

value.

The selection and adjustment of start gear in automatic mode will be restricted to gears equal to or

lower than this value.

False = Splitbox started when

the gear lever moved from Neutral to Automatic or Manual. True = The splitbox is not started until

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Group DOID Parameter Caption Description

also the accelerator pedal is de-

pressed. This will provide addi-

tional torque backup for the

splitbox start.

Miscellaneous

Vehicle Settings

P1FP2 NUO Enable I-Roll Only

When Cruise Con-

trol (CC) Active

P1IK3 MUF Highest Adjustable

Gear in Manual

Mode

P1IZ5 PPQ Transmission Auto-

matic Pedal Gear

Enable Manual

Adjustment

P1G42 JSI Minimum DPF In-

hibit Target Speed

Limit

VINNO VIN Vehicle Identifica-

tion Number

P1AOD DV Diff RSL, Max

VSPD Next Highest

Gear

True = I-Roll will only be allowed

when CC is active. False = I-roll

allowed both for pedal- and

cruise control driving

The highest adjustable gear in

manual mode. If gear lever is

moved to manual in a higher gear than highest adjustable

gear in manual, no manual ad-

justments will be allowed. The

function prohibits the driver to

drive on a too low gear, which will

increase fuel consumption. This

is only valid in economy mode.

Enables the driver to manually

adjust the automatic selected

driving gear with gear selection

+/- buttons when the accelerator

pedal is depressed.

Minimum road speed limit (RSL)

during DPF inhibit.

17 character VIN Number.

Speed limitation when the sec-

ond highest gear is selected. The

value must be lower than param-

eter P1AOC. Do not use with

AMT gearboxes.

P1AL0 AJ Diff RSL, Enable /

Disable

Activating different speed limitations when driving in the highest

or second highest gear. This

function is used if the maximum

speed can only be reached when

the highest gear is engaged. Parameters P1AOD, P1ALW/P1I07

and P1ALX/P1I08 must be pro-

grammed if this function is acti-

vated. 0 = Disabled, 1 = Enabled

Power Take Off #1

(PTO 1)

P1AO5 GJG Split Gear for Trans-

mission PTO1

Split gear used when transmis-

sion PTO1 is engaged. Low split

has priority over high split if

PTO1 and PTO2 are both en-

gaged and have conflicting (split

gear) settings.

Power Take Off #2

(PTO 2)

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P1AO6 GJH Split Gear for Trans-

mission PTO2

Split gear used when transmis-

sion PTO2 is engaged. Low split

Group DOID Parameter Caption Description

has priority over high split if

PTO1 and PTO2 are both en-

gaged and have conflicting (split

gear) settings.

Road Speed Limit P1AOD DV Diff RSL, Max

VSPD Next Highest

Gear

P1AOC

Customer Road

Speed Limit

Speed limitation when the second highest gear is selected. The value must be lower than param-

eter P1AOC. Do not use with

AMT gearboxes.

Specifies the customer select-

able maximum speed the vehicle

can operate on level road. The

vehicle speed will be limited by

the lowest of the following: Cus-

tomer Road Speed Limit

(P1AOC), Road Speed Limit

(P1ALV) and Secondary Road

Speed Limit (Request via CAN-

signal from Body Builder Module)

if available. For markets that use

performance bonus: Any addi-

tional speed granted by the Per-

formance Bonus feature will be

added to the Customer Road

Speed Limit (P1AOC) value, as

(so) long as the overall maximum

of 140km/h (87 MPH) is not exceeded. Any speed penalty im-

posed by the Differential Road

Speed Governor will be sub-

tracted from this maximum value.

Max Cruise Control Speed must

be set less than or equal to the

accelerator-pedal maximum

specified by the Customer Road

Speed Limit (P1AOC) value.

P1I01 FTP RSL Enable Soft

Cruise Functionality

Enable the soft cruise functionality for RSL (Road Speed Limit). 0

= Not enabled, 1 = Enabled

Road Speed Limit P1AL0 AJ Differentiated RSL,

Enable

Activating different speed limitations when driving in the highest

or second highest gear. This

function is used if the maximum

speed can only be reached when

the highest gear is engaged. Parameters P1AOD, P1ALW/P1I07

and P1ALX/P1I08 must be programmed if this function is acti-

vated. 0 = Disabled, 1 = Enabled

AI AI Cruise Control Max

Speed

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The maximum speed that can be

set in the cruise control

Group DOID Parameter Caption Description

Fuel Economy

Incentive Program

P1I07 9G Diff RSL, Transmis-

sion Ratio Highest

Gear

P1I08 9H Diff RSL, Transmis-

sion Ratio Next

Highest Gear

P1I09 9D Road Speed Limit

Maximum

P1I16 PPE

Road Speed Limit

With Pedal

P1G42 JSI Minimum DPF In-

hibit Target Speed

Limit

P1I0G ADZ Performance Bonus

Enable

P1I0H ADX Performance Bonus

Fuel Target

P1I0I FXA Performance Bonus

Fuel Penalty Target

The gearbox ratio in the highest

gear. The ratio can be found in

the gearbox specifications. The

ratio must be entered in order for

the control module to calculate

which gear is selected.

Gearbox ratio second highest

gear.

The maximum vehicle speed. In

certain countries the maximum

speed is determined by legal

requirements

The pedal vehicle speed limit

which is used to set a higher or

lower pedal vehicle speed. Its in-

tended to be used together with

Road speed limit function to make the driver want to use

cruise control.

Minimum road speed limit (RSL)

during DPF inhibit.

Enables the Performance Bonus

feature. 0 = Disabled, 1 =

Enabled

Specifies the fuel consumption

[km/l] target value for the Per-

formance Bonus function.

Specifies the penalty target value

for fuel consumption [km/l]. Be-

low this target value the driver

will lose speed as a penalty.

P1I0J ADY Performance Bonus

Idle Target

Specifies the percentage value

for Idle time below which the driv-

er gets a performance bonus.

P1I0K FWX Performance Bonus

Sweet Spot Target

Specifies the amount of time the

driver must spend in the sweet

spot to get a performance bonus.

P1I0N FWY Performance Bonus

Function Mode

Sets the Performance Bonus

function mode.

0 = Bonus, 1 = Penalty, 2 = Bo-

nus and Penalty

P1I0L FWZ Performance Bonus

Parameters

Sets the Performance Bonus

running mode:

0 = No targets, 1 = Fuel, 2 = Idle

P1I0M BTR

Performance Bonus

Number of Steps

Specifies the number of steps for

the Performance Bonus. There

are 1-3 steps

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Group DOID Parameter Caption Description

Fuel Economy

Incentive Program

P1I0P AEB Performance Bonus

Vehicle Speed

Bonus

P1I0Q FXD Performance Bonus

Vehicle Speed

Penalty

P1AP3 IEO Transmission Per-

formance Mode

P1IK0 IHL Performance Bonus

II - Enable K-D and

P as Reward

The delta value to adjust the cus-

tomer vehicle speed limit for the

Performance Bonus function.

The delta value to decrease the

customer vehicle speed limit with

during penalty for the Perform-

ance Bonus function.

0 = "Manual" = Performance

mode available.

1 = "Auto" = Performance mode

available. The transmission will automatically return to Economy mode when the engine is no lon-

ger operating under high load.

2 = "Disable" = Performance

mode not available"

Enables the Kick-Down and /or

the Performance mode only

when the driver is rewarded by Performance Bonus II. This feature requires that at least one of the parameters P1AP3, (Enable

Performance Mode) and P1APZ, (Enable Kick-Down) are enabled.

Fuel Economy

Incentive Program

P1IK1 IEG Transmission I-Roll

Function Enabled

Enable the transmission free

wheeling function I-Roll

P1IK2 IEK Lowest I-Roll Gear The lowest gear in which the I-

Roll function is enabled

P1I53 ADV Performance Bonus

Effective Distance

P1JGX NXI Vehicle Mass Esti-

mation Eco Level

Enabled

The effective distance, all mean

values relates to this distance.

1 = Scales the weight for Vehicle

Mass Estimation via the Eco Lev-

el Map.

0 = Eco Level Map not used for

Vehicle Mass Estimation. Vehicle

Mass Estimation will not work

without this value set to 1!

P1INE PDM Eco Level Used in

SoftCruise Function

Forced Eco Level used in

SoftCruise function.

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Supported SAE J1939 Serial Messages

Note: Mack does not recommend broadcasting on the databuss. However, it is known that there are devices on the market

which effect an engine speed control.

Mack broadcasts the following with message and signal definition per SAE J1939-71. Exceptions noted. Dates are build dates rather than model year. Most changes correspond with emissions regulation.

SAE J1939 Messages

PGN

Message Name

Source

Address

SPN

Signal Name Usage

65198 Air Supply Pressure 23 1087 Service Brake Circuit 1

Air Pressure

1088 Service Brake Circuit 2

Air Pressure

46 Pneumatic Supply

Pressure

65269 Ambient Conditions 0, 17, 23 171 Ambient Air

Temperature

0 108 Barometric Pressure Since

172 Engine Air Intake

Temperature

64891 Aftertreatment 1 Service 0 3719 Aftertreatment Diesel

Particulate Filter 1 Soot

Load Percent

3720 Aftertreatment Diesel

Particulate Filter 1 Ash-

Load Percent

65110 Aftertreatment 1 SCR

Reagent Tank 1

0 1761 Aftertreatment 1 SCR

Catalyst Tank Level

Information

3517 Aftertreatment 1 SCR

Catalyst tank Level 2

Conven-

tional Since

2007

SA 23

Since

2007 &

SA 0,17

since

2010

2007

Since

2007

Since

2010

Notes

23 – Sen-

sor Source

5245 Aftertreatment 1 DEF

Tank Low Level Indicator

5246 Aftertreatment SCR Op-

erator Inducement

Severity

64946 Aftertreatment 1

Intermediate Gas

0 3251 Aftertreatment 1 Diesel

Particulate Filter Differ-

Since

2007

ential Pressure

64947 Aftertreatment 1 Outlet

Gas 2

0 3246 Aftertreatment 1 Diesel

Particulate Filter Outlet

Since

2007

Gas Temperature

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SAE J1939 Messages

PGN

Message Name

64948 Aftertreatment 1 intake

Gas 2

65265 Cruise Control/Vehicle

Speed

Source

Address

SPN

Signal Name Usage

0 3242 Aftertreatment 1 Diesel

Particulate Filter Intake

Gas Temperature

17 84 Wheel Based Vehicle

Speed

86 Cruise Control Set

Speed

595 Cruise Control Active

596 Cruise Control Enable

Switch

597 Brake Switch

598 Clutch Switch

599 Cruise Control Set

Switch

600 Cruise Control Coast

(Decelerate) Switch

601 Cruise Control Resume

Switch

602 Cruise Control Acceler-

ate Switch

976 PTO Governor State Reflects

527 Cruise Control States

Notes

Since

2007

All

engine

speed

control

state not

PTO input

or output

state.

70 Parking Brake Switch

57344 Cab Message 1 23 3695 Diesel Particulate Filter

Regeneration Inhibit

Since

2007

Switch

3696 Diesel Particulate Filter

Regeneration Force

Switch

1856 Seat Belt Switch Since

2010

65276 Dash Display 23 96 Fuel Level 1 Since

2007

65226 DM1 0 Since

2007

64952 DM26 0 Since

2010

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SAE J1939 Messages

PGN

Message Name

64892 Diesel Particulate Filter

Control 1

Source

Address

SPN

Signal Name Usage

0 3697 Diesel Particulate Filter

Lamp Command

3698 Exhaust System High

Temperature Lamp

Command

3699 Diesel Particulate Filter

Passive Regeneration

Status

3700 Diesel Particulate Filter

Active Regeneration

Status

3701 Diesel Particulate Filter

Status

3702 Diesel Particulate Filter

Active Regeneration In-

hibited Status

3703 Diesel Particulate Filter

Active Regeneration In-

hibited Due to Inhibit

Switch

3706 Diesel Particulate Filter

Active Regeneration In-

hibited Due to PTO

Active

3707 Diesel Particulate Filter

Active Regeneration In-

hibited Due to Accelera-

tor Pedal Off Idle

3709 Diesel Particulate Filter

Active Regeneration In-

hibited Due to Vehicle

Speed Above Allowed

Speed

Notes

Since

2007

3710 Diesel Particulate Filter

Active Regeneration In-

hibited Due to Parking

Brake Not Set

3711 Diesel Particulate Filter

Active Regeneration In-

hibited Due to Low Ex-

haust Gas Temperature

3712 Diesel Particulate Filter

Active Regeneration In-

hibited Due to System

Fault Active

64892 (cont.) Diesel Particulate Filter

Control 1

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0 3714 Diesel Particulate Filter

Active Regeneration

Since

2007

SAE J1939 Messages

PGN

Message Name

61441 Electronic Brake

Controller 1

Source

Address

SPN

Signal Name Usage

Inhibited Due to Tempo-

rary System Lockout

3715 Diesel Particulate Filter

Active Regeneration In-

hibited Due to Perma-

nent System Lockout

3716 Diesel Particulate Filter

Active Regeneration In-

hibited Due to Engine

Not Warmed Up

3698 Exhaust System High

Temperature Lamp

Command

11 561 ASR Engine Control

Active

562 ASR Brake Control

Active

563 Anti-Lock Braking (ABS)

Active

1121 EBS Brake Switch Not Used

Notes

Per ABS

type

Per ABS

type

521 Brake Pedal Position Not Used

575

ABS Off-road Switch Per ABS

type

576 ASR Off-road Switch Per ABS

type

577

ASR "Hill Holder" Switch With I-

shift/

mDrive

1238 Traction Control Over-

ride Switch

Per ABS

type

1243 ABS Fully Operational

1438 ABS/EBS Amber Warn-

ing Signal (Powered

Vehicle)

1793 ATC/ASR Information

Signal

1481 Source Address of Con-

trolling Device for Brake

Per ABS

type

Per ABS

type

Control

1836 Trailer ABS Status Per ABS

type

1792 Tractor-Mounted Trailer

ABS Warning Signal

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Per ABS

type

SAE J1939 Messages

PGN

Message Name

Source

Address

SPN

Signal Name Usage

65215 Wheel Speed Information 11 904 Front Axle Speed All

905 Relative Speed; Front

Axle, Left Wheel

906 Relative Speed; Front

Axle, Right Wheel

907 Relative Speed; Rear

Axle #1, Left Wheel

908 Relative Speed; Rear

Axle #1, Right Wheel

909 Relative Speed; Rear

Axle #2, Left Wheel

910 Relative Speed; Rear

Axle #2, Right Wheel

64964 Electronic Brake

Controller 5

61444 Electronic Engine

Controller 1

11 2912 Hill holder mode

With I-shift

/mDrive

0 899 Engine Torque Mode All 20 ms

512 Driver's Demand Engine

- Percent Torque

Notes

fixed rate

61443 Electronic Engine

Controller 2

65247 Electronic Engine

Controller 3

64981 Electronic Engine

Controller 5

65263 Engine Fluid

Level/Pressure 1

513 Actual Engine - Percent

Torque

190 Engine Speed

1483 Source Address of Con-

trolling Device for En-

gine Control

1675 Engine Starter Mode

0 558 All

91 Accelerator Pedal Posi-

tion 1

92 Engine Percent Load At

Current Speed

0 514 Nominal Friction - Per-

All

cent Torque

2791 Engine Exhaust Gas Re-

circulation 1 (EGR1)

Since

2007

Valve Control

2795 Engine Variable Geome-

All

try Turbocharger (VGT)

1 Actuator Position

0 94 Engine Fuel Delivery

All

Pressure

98 Engine Oil Level

from SA

17 with

Cummins

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USA139388593 Date 7.2017 Electrical Wiring and Connections Page 72 (94)

SAE J1939 Messages

PGN

Message Name

Source

Address

SPN

Signal Name Usage

100 Engine Oil Pressure

101 Engine Crankcase

Pressure

111 Engine Coolant Level

65251 Engine Configuration 1 0 30 bytes

61440 Electronic Retarder

Controller 1

0,15 900 Retarder Torque Mode SA 15 be-

520 Actual Retarder - Per-

fore 2007

cent Torque

65262 Engine Temperature 1 110 Engine Coolant

All

Temperature

174 Engine Fuel Tempera-

ture 1

175 Engine Oil Temperature

61442 Electronic Transmission

Controller 1

3 161 Transmission Input Shaft

Speed

560 Transmission Driveline

Automat-

ed transmissions

Engaged

Notes

61445 Electronic Transmission

Controller 2

573 Transmission Torque

Converter Lockup

Engaged

574 Transmission Shift In

Process

4816 Transmission Torque

Converter Lockup Tran-

sition in Process

191 Transmission Output

Shaft Speed

522 Percent Clutch Slip

606 Engine Momentary

Overspeed Enable

607 Progressive Shift

Disable

5015 Momentary Engine Max-

imum Power Enable

3 524 Transmission Selected

Gear

523 Transmission Current

Gear

526 Transmission Actual

Gear Ratio

SA 17 with

Cummins

Automat-

ed transmissions

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SAE J1939 Messages

PGN

Message Name

65134 High Resolution Wheel

Speed

Source

Address

SPN

Signal Name Usage

11 1592 Front Axle, Left Wheel

Speed

Since

2007

1593 Front axle, right wheel

speed

1594 Rear axle, left wheel

speed

1595 Rear axle, right wheel

speed

65270 Intake/Exhaust

Conditions 1

0 173 Engine Exhaust Gas

Temperature

Since

2007 SA

23 from

2004-

2007

102 Engine Intake Manifold

#1 Pressure

Since

2007

105 Engine Intake Manifold 1

Temperature

106 Engine Air Intake

Pressure

107 Engine Air Filter 1 Differ-

ential Pressure

65266 Fuel Economy (Liquid) 0 183 Engine Fuel Rate Since

184 Engine Instantaneous

2007

Fuel Economy

Notes

185 Engine Average Fuel

Economy

65254 Time/Date 23 959 Seconds All

960 Minutes UTC/GMT

961 Hours UTC/GMT

962 Day

963 Month

964 Year

1601 Local minute offset Display

1602 Local hour offset Display

65272 Transmission Fluids 1 3 177 Transmission Oil

Temperature

Automat-

ed Trans-

missions

0 Torque/Speed Control 1 3,11,17,42,2-30695 Engine Override Control

Mode

898 Engine Requested

Speed/Speed Limit

By options –

engine

brake,

clock

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SAE J1939 Messages

PGN

Message Name

61449 Vehicle Dynamic Stability

Control 2

Source

Address

SPN

Signal Name Usage

518 Engine Requested Tor-

que/Torque Limit

11 1807 Steering Wheel Angle Trucks

1808 Yaw Rate

1809 Lateral Acceleration

transmis-

sion, etc.

with

stability

control

1810 Longitudinal

Acceleration

1811 Steering Wheel Turn

Counter

1812 Steering Wheel Angle

Sensor Type

65103 Vehicle Dynamic Stability

Control 1

11 1813 VDC Information Signal Trucks

1814 VDC Fully Operational

1815 VDC brake light request

with

stability

control

1816 ROP Engine Control

active

1817 YC Engine Control

active

1818 ROP Brake Control

active

1819 YC Brake Control active

65217 High Resolution Vehicle

Distance

23 917 High Resolution Total

Vehicle Distance

All

918 High Resolution Trip

Distance

65271 Vehicle Electrical Power

65260 Vehicle Identification 0 237 Vehicle Identification

0 158 Keyswitch Battery

Potential

Number

Since

2007

Since

2010

65135 Adaptive Cruise Control 42 1586 Speed of forward vehicle By option

Notes

1587 Distance to forward

vehicle

1588 Adaptive Cruise Control

Set Speed

1589 Adaptive cruise control

set distance mode

1590 Adaptive Cruise Control

Mode

1796 ACC Distance Alert

Signal

1797 ACC System Shutoff

Warning

Mack Body Builder Instructions CHU, CXU, GU, TD, MRU, LR

USA139388593 Date 7.2017 Electrical Wiring and Connections Page 75 (94)

SAE J1939 Messages

PGN

Message Name

Source

Address

SPN

Signal Name Usage

1798 ACC Target Detected

5022 Forward Collision

Warning

65264 Power Takeoff

Information

17 980 Engine PTO Governor

Enable Switch

984 Engine PTO Governor

Set Switch

256 Transmission Control 1 11 681 Transmission Gear Shift

Inhibit Request

1024 External Brake Request 3 2920 External Acceleration

Demand

2914 XBR EBI Mode

2915 XBR Priority

2916 XBR Control Mode

3189 XBR Message Counter

Notes

Mack

By ABS

type with Automatic Transmis-

sion

mDrive

Notes

3188 XBR Message

Checksum

Mack Body Builder Instructions CHU, CXU, GU, TD, MRU, LR

USA139388593 Date 7.2017 Electrical Wiring and Connections Page 76 (94)

Multiplexing Body Builder J1939 CAN

The multiplexing system BB J-1939 CAN is used to provide control and communication between all major functional areas on a vehicle (engine, electrical, transmission, etc). The system offers simplified communication between the body builder module and other related electrical systems. Multiple signals are sent over a single pair of twisted wires, as opposed to individual wires for each function. The J1939 data link is used to send these signals.

The benefit of this arrangement is fewer wires, sensors and connections are required for communication purposes between systems. Also, there is greater signal consistency and reliability.

Multiplexing Parameters

SAE

ACC1

(65135)

ACC

Status

(65296)

ACB Critical Events

(PGN

65297

AIR1 J1939-X VECU Ext CAN 1 sec Pneumatic Supply Pressure 46

CAN

Network

J1939-X VECU (as

Source of

Message

ACB)

Receiver of

Message

Ext CAN 100ms Forward vehicle speed

Ext CAN 100ms (Proprietary message from ACB)

Ext CAN 100ms CMT Intervention

Update Rate PGN Signal Names (SPN)

Forward vehicle distance

ACC Set Speed

ACC Mode

ACC set distance mode

Road curvature

ACC Target Detected

ACC System Shutoff Warning

ACC Distance Alert Signal

Audible Following Distance Alert

Visual Following Distance Alert

Vehicle Following Distance

Vehicle Following Interval

ACB Tell Tale Indicator Status

Impact Alert

AMB

(65269)

AT1S

(PGN

64891)

AT1T1I J1939-X VECU (as

B J1939-X VECU (as

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J1939-X VECU (as

EMS)

J1939-X VECU (per

reply)

ACM)

IC)

Ext CAN 1 sec Ambient Air Temperature,

Barometric pressure

Ext CAN On Request Diesel Particulate Filter 1 Soot Load Percent

3719

Diesel Particulate Filter 1 Ash Load

Percent 3720

Ext CAN 1s Aftertreatment 1 SCR Catalyst Tank Level

1761

Aftertreatment 1 SCR Catalyst Tank Tempera-

ture 3031

Aftertreatment 1 SCR Catalyst Tank Level 2

3517

Aftertreatment 1 DEF Tank Low Level Indica-

tor 5245

Aftertreatment SCR Operator Inducement Se-

verity 5246

Ext CAN 1 s Brake Application Pressure (SPN 116) Brake

Primary Pressure (SPN 117) Brake

SAE

CAN

Network

Source of

Message

Receiver of

Message

Update Rate PGN Signal Names (SPN)

Secondary Pressure (SPN 118) Parking

Brake Red Warning Signal

(SPN 3557)

CCVS

J1939-X VECU Ext CAN 100 ms Vehicle speed, etc.

(65265)

CI (PGN

65259)

CVW

(PGN

J1939-X VECU (as

EMS)

J1939-X VECU (per

reply)

65136)

(65276)

J1939-X VECU (as

IC)

DM1 J1939-X VECU (as

received)

DPFC1

(PGN

J1939-X VECU (as

EMS)

64892)

EBC1 (PGN

J1939-X VECU (as

ABS)

61441)

EBC1

J1939-X Ext CAN VECU 100ms Remote Accelerator Pedal Enable Switch, Ac-

(PGN

61441)

Ext CAN On Request Component ID, etc.

Ext CAN On Request Weights

Ext CAN 1 s Washer Fluid Level (SPN 80)

Fuel Level 1 (SPN 96)

Ext CAN 1 sec Fault lamps, etc.

Ext CAN 1s DPF status, etc.

Ext CAN 100ms Anti-Lock Braking (ABS) Active, etc.

celerator Interlock Switch

EBC1 (PGN

61441)

EBC2

(WSI PGN

65215

EBC5 (PGN

64964)

EEC1

(61444)

EEC2

(61443)

EEC2

(61443)

EEC2

(61443)

EFL/P1

(PGN

65263)

J1939-X VECU Cummins 100ms Remote Accelerator Pedal Enable Switch

(SPN 969),

Accelerator Interlock Switch (SPN 972)

Engine retarder selection (SPN 973)

J1939-X VECU (as

Ext CAN 100ms Wheel speeds

ABS)

J1939-X VECU (as

Ext CAN 100ms Hill Holder Mode

ABS)

J1939-X VECU (as

Ext CAN As received Engine Speed, etc

EMS)

J1939-X VECU Ext CAN 50ms Accelerator Pedal Position

J1939-X Ext CAN VECU 50ms Remote Accelerator Pedal Position

J1939 VECU Cummins 50ms Accelerator Pedal Position 1 Remote Acceler-

ator Pedal Position

J1939-X VECU (as

EMS)

Ext CAN 500ms Engine Oil Level 98

Engine Oil Pressure 100

Engine Crankcase Pressure 101

Engine Coolant Level 111

Mack Body Builder Instructions CHU, CXU, GU, TD, MRU, LR

USA139388593 Date 7.2017 Electrical Wiring and Connections Page 78 (94)

SAE

CAN

Network

Source of

Message

Receiver of

Message

Update Rate PGN Signal Names (SPN)

ET1 (PGN

65262)

J1939-X VECU (as

EMS)

ETC1 J1939-X VECU (as

TECU)

ETC2 J1939-X VECU (as

TECU)

ETC7 J1939-X VECU (as

TECU)

GFC (PGN

65199)

HOURS

(PGN

J1939-1 VECU (as

EMS)

J1939-X VECU (as

EMS)

65253)

HRLFC

(PGN

J1939-X VECU (as

EMS)

64777)

HRW

(PGN

J1939-X VECU (as

ABS)

65134)

Ext CAN 1s Engine Coolant Temperature 110 Engine Fuel

Temperature 1 174

Engine Oil Temperature 1 175

Ext CAN 10 ms Driveline engaged status

Ext CAN 100ms Current gear status, requested gear status

Ext CAN 100 ms Shift and mode indicators, etc.

Ext CAN

on request

Trip Fuel (Gaseous)

1039 Total Fuel Used (Gaseous) 1040

Ext CAN

on request

Engine Total Hours of Operation 247 Engine

Total Revolutions 249

Ext CAN 1 s High Resolution Engine Trip Fuel 5053 High

Resolution Engine Total Fuel Used 5054

Ext CAN 20ms Wheel speeds

IO (PGN

65244)

IC1 (PGN

65270)

LC (PGN

65089)

LC (PGN

65089)

LFC (PGN

65257)

LFE (PGN

26266)

OEL (PGN

64972)

PTO (PGN

65264)

J1939-X VECU (as

EMS)

J1939-X VECU (as

Ext CAN On request Engine Total Idle Fuel Used 236

Engine Total Idle Hours 235

Ext CAN 500ms Engine Exhaust Gas Temperature, etc.

EMS)

J1939-X VECU (as

LCM)

Ext CAN 1 s and

change of

Light switches, etc.

state

J1939-X VECU (as

LCM)

Ext CAN 1 s and

change of

Light switches, etc.

state

J1939-X VECU (as

EMS)

J1939-X VECU (as

EMS)

Ext CAN On request Engine Trip Fuel 182

Engine Total Fuel Used 250

Ext CAN 100ms Engine Fuel Rate 183

Engine Instantaneous Fuel Economy 184

Engine Average Fuel Economy 185

J1939-X VECU (as

IC)

Ext CAN 1 s and

change of

state

Main Light Switch 2872

Turn Signal Switch 2876

Hazard Light Switch 2875

High-Low Beam Switch 2874

Operators Desired Back-light 2878

J1939-X VECU Ext CAN 100 ms Power Takeoff Set Speed 187

Engine PTO Governor Enable Switch 980

Engine Remote PTO Governor Preprog-

rammed Speed Control Switch 979

Engine Remote PTO Governor Variable

Speed Control Switch 978

Mack Body Builder Instructions CHU, CXU, GU, TD, MRU, LR

USA139388593 Date 7.2017 Electrical Wiring and Connections Page 79 (94)

SAE

CAN

Network

Source of

Message

Receiver of

Message

Update Rate PGN Signal Names (SPN)

Engine PTO Governor Set Switch 984 Engine

PTO Governor Coast/Decelerate Switch 983

Engine PTO Governor Resume Switch 982

PTODE

(PGN

64932)

J1939-X VECU (as

TECU)

Ext CAN 100 ms Engagement Consent – Transmission input

shaft PTO 2 (SPN 3457)

Engagement Consent – Transmission input

shaft PTO 1 (SPN 3456)

ENGAGEMENT CONSENT – TRANSMIS-

SION OUTPUT SHAFT PTO (SPN 3458)

PTODE

(PGN

64932)

J1939-1 VECU TECU, Allison 100 ms Enable Switch – Transmission input shaft

PTO 2 (SPN 3453)

Enable Switch – Transmission input shaft

PTO 1 (SPN 3452)

PTODE

(PGN

64932)

J1939-1 EXT CAN VECU 100 ms Enable Switch – Transmission input shaft

PTO 2 (SPN 3453)

Enable Switch – Transmission input shaft

PTO 1 (SPN 3452)

Enable Switch - PTO Engine Accessory Drive

Request J1939-X Ext CAN VECU PGN

Request J1939–1 VECU As received As received

PGN

in most cases

SERV (PGN

65216)

J1939-X VECU Ext CAN On request Service component identification

Service distance (associated to upper Service

component ID)

Service component identification

Service delay / calendar time based (associ-

ated to upper Service component ID)

Service component identification

Service delay / operational time based (asso-

ciated to upper Service component ID)

SOFT

J1939-1 VECU Ext CAN On request Variable length

(PGN

65242)

TCFG (PGN

65250)

TC1 (PGN

256)

TC1 (PGN

256)

J1939-1 VECU Ext CAN On request Number of Reverse Gear Ratios 958 Number

of Forward Gear Ratios 957 Transmission

Gear Ratio 581

J1939-1 VECU TECU (Allison) 50ms (when

See Allison Datalink Communication Guide

active)

J1939-X VECU (as

Shifter 05

Ext CAN 50ms (when

active)

See Allison Datalink Communication Guide

and 06)

TC1 (PGN

256)

TC1 (PGN

256)

TD (PGN

65254)

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J1939-1 Allison

Shifter

J1939-X EXT CAN

(DA TECU)

J1939-X VECU (as

IC)

VECU 50ms (when

See Allison Datalink Communication Guide

active)

VECU 50ms (when

See Allison Datalink Communication Guide

active)

Ext CAN On Request Time & date

SAE

CAN

Network

Source of

Message

Receiver of

Message

Update Rate PGN Signal Names (SPN)

TSC1

(PGN 0)

TSC1

(PGN 0)

TRF1 (PGN

65272)

TRF2 (PGN

64917)

RF (PGN

65275)

VD (PGN

65248)

VDC1

(PGN

65103)

J1939-1 VECU EMS 10ms Engine override control mode

Override control mode priority

Engine requested torque/torque limit

Engine Requested Speed/Speed Limit 898

J1939-1 Ext CAN (DA

EMS)

VECU 10ms Engine override control mode

Override control mode priority

Engine requested torque/torque limit

Engine Requested Speed/Speed Limit 898

J1939-X VECU (as

Ext CAN 1s Transmission Oil Temperature 177, etc.

TECU)

J1939-X VECU (as

Ext CAN 1s Transmission Overheat Indicator SPN 5345

TECU)

J1939-X VECU (as

TECU)

J1939-X VECU (as

IC)

J1939-X VECU (as

Ext CAN 1s Hydraulic Retarder Oil Temperature, Driveline

Retarder Overheat Indicator

Ext CAN 1 s Total Vehicle Distance 245

Convert from VDHR

Ext CAN 100ms VDC Information Signal, etc.

ABS)

VDHR

(PGN

J1939-X VECU (as

IC)

Ext CAN 1 s High Resolution Total Vehicle Distance 917

65217)

VH (PGN

65255)

VI (PGN

65260)

VW (PGN

65258)

J1939-X VECU Ext CAN On request Total Vehicle Hours 246

Total Power Takeoff Hours 248

J1939-X VECU (as

Ext CAN On request VIN

EMS)

J1939-X VECU (as

ECS)

Ext CAN 1 sec Weights

(note this is multiframe so is difficult to respond to so will gateway at received rate)

VDC1

(PGN

J1939-X VECU (as

ACB)

Ext CAN 100ms VDC Information Signal, etc.

65103)

VP190

(PGN

J1939-X VECU (as

EMS)

Ext CAN 15s SCR used

65470)

VP60 J1939-1 VECU TECU (I shift) 100ms Reverse Inhibit, Inhibit gear engaged

(from TC1), PTO Conditions #1, PTO Condi-

tions #2

VEP1 (PGN

J1939-X VECU (as

IC)

Ext CAN 1s SPN 168 Battery Potential / Power Input 1

65271)

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USA139388593 Date 7.2017 Electrical Wiring and Connections Page 81 (94)

Note: Although the VECU sends output messages, the source address is set as the ECU originating the information.

Note: Messages that rate “on request” are requested by the J1939 request PGN 59904 described in J1939-21. For example,

requesting engine hours is done by sending EAFF or EA00 with data E5 FE 00 (hex values).

Note: Not all messages are supported on all vehicles. For example, GFC is currently not available, even for natural gas engines. However, GFC support could be available for these engines in the future.

Commands Accepted on the Body Connector J1939

Message Update Rate Content

EBC1 (PGN 61441) 100 milliseconds Remote Accelerator Pedal Enable

Switch

Accelerator Interlock Switch

EEC2 (61443) 50 milliseconds Accelerator Pedal Position 2

Remote Accelerator Pedal Position

PTODE (PGN 64932) 100 milliseconds Enable Switch – Transmission input

shaft PTO 2 (SPN 3453)

Enable Switch – Transmission input

shaft PTO 1 (SPN 3452)

Enable Switch - PTO Engine Accessory

Drive 1

TSC1 (PGN 0) (DA EMS) 10 milliseconds Engine Override Control Mode 695

Engine Requested Torque/Torque Limit

518

Engine Requested Speed/Speed Limit

898

TC1 (PGN 256) (DA TECU) 50 milliseconds (when active) See Allison Datalink Communication

Guide

Application Notes

By default, these commands are not accepted. To enable commands:

• QIW = 1 Bridge on J-1939 for Body Builder Enable (1) Level 4 Dealer Programmable

• QKH = 1 External CAN Control Enable (1) Level 4 Dealer Programmable

• QKX = 229 (Body Builder must use this Source address 229)

• A Terminating resistor for the network needs to be installed.

For safety, the accelerator and speed command signals will be overridden by a brake pedal application by default. If necessary this options can be turned off with parameter QKD. Perform a safety analysis of the application before disabling.

Although the VECU accepts these messages, the destination address (DA) needs to be 0x00 for TSC1 and 0x03 for TC1.

The engine speed command can be sent either through the accelerator command or by direct engine speed command.

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Accelerator Pedal Commands

Remote Accelerator is commanded by sending EBC1. Remote Accelerator Enable Switch while also sending a position

in EEC2. Remote Accelerator Pedal Position.

Primary Pedal position can be disabled by sending EBC1. Remote Accelerator Enable Switch without EEC2. Remote Ac- celerator Pedal Position or setting EEC2. Remote Accelerator Pedal Position to 0. But for clearer intent it is recommended to send EBC1. Accelerator Interlock Switch.

Engine Speed Commands

An engine speed command is sent by setting TSC1. Engine Override Control Mode to 01-Speed Control and sending the desired speed in SPN 898.

SPN 898 can also represent a speed limit if TSC1. Engine Override Control Mode is set to 03. Note that there are engine performance effects while operated at a limit, therefore it is recommended to disable the accelerator pedal, if that serves the intent, rather than set a limit at a command value.

Engine Torque can be limited using TSC1. Engine Override Control Mode 02 with corresponding value in SPN 518.

If commands and limits are desired at the same time, TSC1 can be repeated with different information to enable speed requests and limits at the same time since the commands will persist. Although the commands will time out if not repeated, it is recommended to end command sessions with TSC1. Engine Override Control Mode 00 which will end all limits and commands.

PTO

mDrive and Allison Transmissions can accept PTODE to request PTO engagement through the “enable switch” signals. PTODE is also a response from the transmission to these requests though the “engagement consent” signals.

Source Addresses and Unit Acronyms

Control Unit ECU Source address (SA) or Destination

Address (DA) in Hex

Engine Management System EMS 0x00

Transmission Electronic Control Unit/

Control Module

Antilock Brake System ABS 0x0B

Gear Shift Electronic Control Unit GSECU 0x05 (0x06 for right side on LR)

Engine Brake EB 0x0F

Vehicle Electronic Control Unit VECU 0x11

Instrument Cluster IC 0x17

Adaptive Cruise with Braking function ACB 0x2A

Electronically Controlled Suspension ECS 0x2F

TECU/TCM 0x03

Aftertreatment Control Module ACM 0x3D

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BodyLink III Body Builder Connector

POST DESCRIPTION

1. Battery Power (30A) 16. NEUTRAL SIGNAL

2 .Ignition Power (30A) 17. BODYLAMP GROUND INPUT

3. Stop Lamp 18. PTO #1

4. Tail Lamp 19. PTO # 2

5. Reverse Signal 20. SPEED CONTROL ON/OFF

6. LH Turn 21. BB 1939 (+)

7. RH Turn 22. BB 1939 (-)

8. AUX SW #1 (IGN-20A) 23. SPEED CONTROL SET/DECEL

9. AUX SW #2 (BATT-15A) 24. SPEED CONTROL RESUME/ACC

10. AUX SW #3 (IGN-15A) 25.

11. AUX SW #4 (IGN-15A) 26.

12.AUX SW #5 (IGN-10A) 27. LH TURN/STOP

13. AUX SW #6 (DOWN-15A) 28.

14. AUX SW #6 (UP-15A) 29. RH TURN/STOP

15. PARK BRAKE SIGNAL

Note: Cab Decal from the BodyLink III Body Builder Connector

Notes

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USA139388593 Date 7.2017 Electrical Wiring and Connections Page 84 (94)

Support Inbound and Outbound J-1939 Message Information

Note: MACK does not recommend broadcasting on the data bus. However, it is known that there are devices on the market

which effect an engine speed control. MACK broadcasts the following with message and signal definition per SAE J1939-71.

Instrument Cluster

Message Bus From ECU To ECU Update Rate Content

B (65274) J1939–1 IC VECU 1 s Brake Application Pressure (SPN 116)

Brake Primary Pressure (SPN 117)

Brake Secondary Pressure (SPN 118)

Parking Brake Red Warning Signal (SPN 3557)

CL (53248) J1939-1 IC VECU 5s and state

change

CM1 (57344) J1939-1 IC VECU 1 s Seat Belt Switch (SPN 1856)

DD (65276) J1939-1 IC VECU 1 s Washer Fluid Level (SPN 80)

LC (PGN

65089)

OEL (PGN

64972)

TD (PGN

65254)

J1939-1 IC VECU 1 s and

change of

state

J1939-1 IC VECU 1 s and

change of

state

J1939-1 IC VECU 1 s Time & date

Illumination Brightness Percent (SPN 1487)

Diesel Particulate Filter

Regeneration Inhibit Switch (SPN 3695)

Diesel Particulate Filter Regeneration Force

Switch (SNP 3696)

Fuel Level 1 (SPN 96)

Low Beam Head Light Command 2349

High Beam Head Light Command 2347

Right Turn Signal Lights Command 2369

Left Turn Signal Lights 2367

Rotating Beacon Light Command (Hazard)

2385

Main Light Switch 2872

Turn Signal Switch 2876

Hazard Light Switch 2875

High-Low Beam Switch 2874

Operators Desired Back-light 2878

VEP1 (PGN

65271)

VDHR (PGN

65217)

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J1939-1 IC VECU 1 s SPN 168 Battery Potential / Power Input 1

J1939-1 IC VECU 1 s High Resolution Total

Vehicle Distance 917

ACC/ABS

Message Bus From ECU To ECU Update Rate Content

ACC1 (PGN

65135)

ACC Status

(PGN 65296)

ACB Critical

Events (PGN

65297)

EBC5 (PGN

64964)

EBC1 (PGN

61441)

J1939-1 ACB (0x2A) VECU 100ms Forward Vehicle Speed

Forward Vehicle Distance

ACC Set Speed

ACC Mode

ACC Set Distance Mode

Road Curvature

ACC Target Detected

ACC System Shutoff Warning

ACC Distance Alert Signal

J1939-1 ACB VECU 100ms (Proprietary message from ACB)

Audible Following Distance Alert

Visual Following Distance Alert

Vehicle Following Distance

Vehicle Following Interval

ACB Tell Tale Indicator Status

J1939-1 ACB VECU 100ms CMT Intervention Impact Alert

J1939-1 ABS VECU 100ms Hill Holder Mode

J1939-1 ABS VECU 100ms Anti-Lock Braking (ABS) Active, etc.

EBC2 (WSI

J1939-1 ABS VECU 100ms Wheel speeds

PGN 65215

HRW (PGN

J1939-1 ABS VECU 20ms Wheel speeds

65134)

VDC1 (PGN

J1939-1 ABS VECU 100ms VDC Information Signal, etc.

65103)

EMS/ACM

Message Bus From ECU To ECU Update Rate Content

AT1T1I J1939-1 EMS VECU 1 s Aftertreatment 1 DEF Tank Low Level Indicator

5245

Aftertreatment SCR Operator Inducement Se-

verity 5246

AT1T1I J1939-1 ACM VECU 1 s Aftertreatment 1 SCR Catalyst Tank Level

1761

Aftertreatment 1 SCR Catalyst Tank Tempera-

ture 3031

Aftertreatment 1 SCR Catalyst Tank Level 2

3517

AT1S (PGN

64891)

J1939-1 EMS VECU On Request

(1s)

Diesel Particulate Filter 1 Soot Load Percent

3719

Diesel Particulate Filter 1 Ash Load Percent

3720

CI (PGN

J1939-1 EMS VECU 10 s Component ID, etc.

65259)

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USA139388593 Date 7.2017 Electrical Wiring and Connections Page 86 (94)

Message Bus From ECU To ECU Update Rate Content

DPFC1

(PGN 64892)

EEC1

(61444)

ET1 (PGN

65262)

EFL/P1

(PGN 65263)

ERC1 (PGN

61440)

IC1 (PGN

65270)

IO (PGN

65244)

GFC (PGN

65199)

J1939-1 EMS VECU 1 s DPF status, etc

J1939-1 EMS VECU 20ms

Engine Speed, etc

Variable?

J1939-1 EMS VECU 1 s Engine Coolant Temperature 110

Engine Fuel Temperature 1 174

Engine Oil Temperature 1 175

J1939-1 EMS VECU 500 ms Engine Oil Level 98

Engine Oil Pressure 100

Engine Crankcase Pressure 101

Engine Coolant Level 111

J1939-1 EMS (as

retarder)

VECU 100 ms Retarder Torque Mode 900

Actual Retarder - Percent Torque 520 Etc.

J1939-1 EMS VECU 500 ms Engine Intake Manifold #1 Pressure 102

Engine Intake Manifold 1 Temperature 105

Engine Air Intake Pressure 106 Engine

Exhaust Gas Temperature 173

J1939-1 EMS VECU On Request

(1s)

J1939-1 EMS VECU Currently Not

Supported

Engine Total Idle Fuel Used 236

Engine Total Idle Hours 235

Trip Fuel (Gaseous) 1039

Total Fuel Used (Gaseous) 1040

HRLFC

(PGN 64777)

HOURS

(PGN 65253)

LFE (PGN

26266)

J1939-1 EMS VECU 1 s High Resolution Engine Trip Fuel 5053

High Resolution Engine Total Fuel Used 5054

J1939-1 EMS VECU 15s (on

request)

Engine Total Hours of Operation 247

Engine Total Revolutions 249

J1939-1 EMS VECU 100ms Engine Fuel Rate 183

Engine Instantaneous Fuel Economy 184

Engine Average Fuel Economy 185

LFC (PGN

65257)

VI (PGN

65260)

J1939-1 EMS VECU On request

(1 s)

J1939-1 EMS VECU On request

(3 s)

Engine Trip Fuel 182

Engine Total Fuel Used 250

VIN

VECU

Message Bus From ECU To ECU Update Rate Content

AIR1 J1939-X VECU Ext CAN 1 s Pneumatic Supply Pressure 46

AMB

(65269)

AT1S (PGN

64891)

J1939-X VECU (as

EMS)

J1939-X VECU (per

reply)

Ext CAN 1 s Ambient Air Temperature

Barometric pressure

Ext CAN On Request Diesel Particulate Filter 1 Soot Load Percent

3719

Diesel Particulate Filter 1 Ash Load Percent

3720

AT1T1I J1939-X VECU (as

ACM)

Ext CAN 1 s Aftertreatment 1 SCR Catalyst Tank Level

1761

Aftertreatment 1 SCR Catalyst Tank Tempera-

ture 3031

Mack Body Builder Instructions CHU, CXU, GU, TD, MRU, LR

USA139388593 Date 7.2017 Electrical Wiring and Connections Page 87 (94)

Message Bus From ECU To ECU Update Rate Content

Aftertreatment 1 SCR Catalyst Tank Level 2

3517

Aftertreatment 1 DEF Tank Low Level Indicator

5245

Aftertreatment SCR Operator Inducement Se-

verity 5246

B J1939-X VECU (as

IC)

CCVS

J1939-X VECU Ext CAN 100 ms Vehicle Speed, etc.

(65265)

CI (PGN

65259)

CVW (PGN

65136)

J1939-X VECU (as

EMS)

J1939-X VECU (per

reply)

DD (65276) J1939-X VECU (as

IC)

DM1 J1939-X VECU (as

received)

DPFC1

(PGN

J1939-X VECU (as

EMS)

64892)

EBC1 (PGN

61441)

J1939-X VECU (as

ABS)

Ext CAN 1 s Brake Application Pressure (SPN 116)

Brake Primary Pressure (SPN 117)

Brake Secondary Pressure (SPN 118)

Parking Brake Red Warning Signal (SPN

3557)

Ext CAN On Request Component ID, etc.

Ext CAN 1 s Weights

Ext CAN 1 s Washer Fluid Level (SPN 80)

Fuel Level 1 (SPN 96)

Ext CAN 1 s Fault lamps, etc.

Ext CAN 1 s DPF status, etc.

Ext CAN 100 ms Anti-Lock Braking (ABS) Active, etc.

EBC1 (PGN

61441)

EBC1 (PGN

61441)

EBC2 (WSI

PGN 65215)

EBC5 (PGN

64964)

EEC1

(61444)

EEC2

(61443)

EEC2

(61443)

EEC2

(61443)

EFL/P1

(PGN 65263

J1939-X Ext CAN VECU 100 ms Remote Accelerator Pedal Enable Switch

Accelerator Interlock Switch

J1939-X VECU Cummins 100 ms Remote Accelerator Pedal Enable Switch

(SPN 969)

Accelerator Interlock Switch (SPN 972)

Engine retarder selection (SPN 973)

J1939-X VECU (as

Ext CAN 100 ms Wheel Speeds

ABS)

J1939-X VECU (as

Ext CAN 100 ms Hill Holder Mode

ABS)

J1939-X VECU (as

Ext CAN As received Engine Speed,etc

EMS)

J1939-X VECU Ext CAN 50 ms Accelerator Pedal Position

J1939-X Ext CAN VECU 50 ms Remote Accelerator Pedal Position

J1939 VECU Cummins 50 ms Accelerator Pedal Position 1

Remote Accelerator Pedal Position

J1939-X VECU (as

EMS)

Ext CAN 500 ms Engine Oil Level 98

Engine Oil Pressure 100

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Message Bus From ECU To ECU Update Rate Content

Engine Crankcase Pressure 101

Engine Coolant Level 111

ET1 (PGN

65262)

J1939-X VECU (as

EMS)

ETC1 J1939-X VECU (as

TECU)

ETC2 J1939-X VECU (as

TECU)

ETC7 J1939-X VECU (as

TECU)

GFC (PGN

65199)

HOURS

(PGN

J1939-1 VECU (as

EMS)

J1939-X VECU (as

EMS)

65253)

HRLFC

(PGN

J1939-X VECU (as

EMS)

64777)

HRW (PGN

65134)

IO (PGN

65244)

J1939-X VECU (as

ABS)

J1939-X VECU (as

EMS)

Ext CAN 1 s Engine Coolant Temperature 110

Engine Fuel Temperature 1 174

Engine Oil Temperature 1 175

Ext CAN 10 ms Driveline engaged status

Ext CAN 100 ms Current Gear Status

Requested gear status

Ext CAN 100 ms Shift and mode indicators, etc.

Ext CAN On Request Trip Fuel (Gaseous) 1039

Total Fuel Used (Gaseous) 1040

Ext CAN On Request Engine Total Hours of Operation 247

Engine Total Revolutions 249

Ext CAN 1 s High Resolution Engine Trip Fuel 5053

High Resolution Engine Total Fuel Used 5054

Ext CAN 20 ms Wheel speeds

Ext CAN On Request Engine Total Idle Fuel Used 236

Engine Total Idle Hours 235

IC1 (PGN

65270)

LC (PGN

65089)

LFE (PGN

26266)

OEL (PGN

64972)

PTO (PGN

65264)

J1939-X VECU (as

Ext CAN 500 ms Engine Exhaust Gas Temperature, etc

EMS)

J1939-X VECU (as

LCM)

Ext CAN 1 s and

change of

Light switches, etc.

state

J1939-X VECU (as

EMS)

Ext CAN 100 ms Engine Fuel Rate 183

Engine Instantaneous Fuel Economy 184

Engine Average Fuel Economy 185

J1939-X VECU (as

IC)

Ext CAN 1 s and

change of

state

Main Light Switch 2872

Turn Signal Switch 2876

Hazard Light Switch 2875

High-Low Beam Switch 2874

Operators Desired Back-light 2878

J1939-X VECU Ext CAN 100 ms Power Takeoff Set Speed 187

Engine PTO Governor Enable Switch 980

Engine Remote PTO Governor Preprog-

rammed Speed Control

Switch 979

Engine Remote PTO Governor Variable Speed

Control Switch 978

Engine PTO Governor Set Switch 984

Engine PTO Governor Coast/Decelerate

Switch 983

Engine PTO Governor Resume Switch 982

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USA139388593 Date 7.2017 Electrical Wiring and Connections Page 89 (94)

Message Bus From ECU To ECU Update Rate Content

PTODE

(PGN

64932)

J1939-X VECU (as

TECU)

Ext CAN 100 ms Engagement Consent – Transmission input

shaft PTO 2 (SPN 3457)

Engagement Consent – Transmission input

shaft PTO 1 (SPN 3456)

ENGAGEMENT CONSENT – TRANSMIS-

SION OUTPUT SHAFT PTO (SPN 3458)

PTODE

(PGN

64932)

J1939-1 VECU TECU,

Allison

100 ms Enable Switch – Transmission input shaft PTO

2 (SPN 3453)

Enable Switch – Transmission input shaft PTO

1 (SPN 3452)

PTODE

(PGN

64932)

J1939-1 Ext CAN VECU 100 ms Enable Switch – Transmission input shaft PTO

2 (SPN 3453)

Enable Switch – Transmission input shaft PTO

1 (SPN 3452)

Enable Switch - PTO Engine Accessory Drive

Request J1939-X Ext CAN VECU PGN

Request J1939-1 VECU As received As received

in most

cases

SERV (PGN

65216)

J1939-X VECU Ext CAN On Request Service Component Identification

Service Distance (associated to upper Service

component ID)

Service Component Identification

Service delay / calendar time based (associ-

ated to upper Service component ID)

Service Component Identification

Service Delay / Operational Time Based (asso-

ciated to upper Service component ID)

PGN

SOFT (PGN

65242)

TCFG (PGN

65250)

TC1 (PGN

256)

TC1 (PGN

256)

TC1 (PGN

256)

TC1 (PGN

256)

TD (PGN

65254)

TSC1 (PGN

J1939-1 VECU Ext CAN On Request Variable length

J1939-1 VECU Ext CAN On Request Number of Reverse Gear Ratios 958

Number of Forward Gear Ratios 957

Transmission Gear Ratio 581

J1939-1 VECU TECU

(Allison)

J1939-X VECU (as

Ext CAN 50ms (when

Shifter 05

50ms (when

active)

See Allison Datalink Communication Guide

and 06)

J1939-1 Allison

Shifter

J1939-X EXT CAN

(DA TECU)

J1939-X VECU (as

VECU 50ms (when

See Allison Datalink Communication Guide

active)

VECU 50ms (when

See Allison Datalink Communication Guide

active)

Ext CAN On Request Time & date

IC)

J1939-1 VECU EMS 10 ms Engine Override Control Mode

Override Control mode Priority

Engine Requested Torque/Torque Limit

Engine Requested Speed/Speed Limit 898

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Message Bus From ECU To ECU Update Rate Content

TSC1 (PGN

TRF1 (PGN

65272)

TRF2 (PGN

64917)

RF (PGN

65275)

VD (PGN

65248)

VDC1 (PGN

65103)

VDHR (PGN

65217)

VH (PGN

65255)

VI (PGN

65260)

J1939-1 Ext CAN (DA

EMS)

VECU 10 ms Engine Override Control Mode

Override Control Mode Priority

Engine Requested Torque/Torque Limit

Engine Requested Speed/Speed Limit 898

J1939-X VECU (as

Ext CAN 1 s Transmission Oil Temperature 177, etc.

TECU)

J1939-X VECU (as

Ext CAN 1 s Transmission Overheat Indicator SPN 5345

TECU)

J1939-X VECU (as

TECU)

J1939-X VECU (as

IC)

J1939-X VECU (as

Ext CAN 1 s Hydraulic Retarder Oil Temperature

Driveline Retarder Overheat Indicator

Ext CAN 1 s Total Vehicle Distance 245

Convert from VDHR

Ext CAN 100 ms VDC Information Signal, etc.

ABS)

J1939-X VECU (as

Ext CAN 1 s High Resolution Total Vehicle Distance 917

IC)

J1939-X VECU Ext CAN On Request Total Vehicle Hours 246

Total Power Takeoff Hours 248

J1939-X VECU (as

Ext CAN On Request VIN

EMS)

VW (PGN

65258)

VDC1 (PGN

65103)

VP190 (PGN

65470)

VP60 J1939-1 VECU

J1939-X VECU (as

ECS)

J1939-X VECU (as

ACB)

J1939-X VECU (as

EMS)

Ext CAN 1 s Weights (note this is multiframe so is difficult to

respond to so will gateway at received rate)

Ext CAN 100 ms VDC Information Signal, etc.

Ext CAN 15 s SCR used

TECU (I-shift) 100 ms Reverse Inhibit

Inhibit Gear Engaged (from TC1)

PTO Conditions #1 PTO Conditions #2

VEP1 (PGN

65271)

J1939-X VECU (as

IC)

Ext CAN 1 s SPN 168 Battery Potential / Power Input 1

Transmission

Message Bus From ECU To ECU Update Rate Content

ETC1 J1939-1 Automated

VECU 10 ms Driveline engaged status

Trans

ETC2 J1939-1 Automated

VECU 100 ms Current gear status, requested gear status

Trans

ETC7 J1939-1 Allison VECU 100 ms Range Display, Mode indicator

PTODE

(PGN 64932)

J1939-1

TECU (I-shift) VECU 100 ms Engagement Consent – Transmission input

shaft PTO 2 (SPN 3457)

Engagement Consent – Transmission input

shaft PTO 1 (SPN 3456)

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USA139388593 Date 7.2017 Electrical Wiring and Connections Page 91 (94)

Message Bus From ECU To ECU Update Rate Content

PTODE

(PGN 64932)

PTODE

(PGN 64932)

SOFT (PGN

65242)

TranTC1

(256)

TCFG (PGN

65250)

TRF1 (PGN

65272)

J1939-1 TECU

(Allison)

VECU 100 ms Engagement Consent – Transmission input

shaft PTO 2 (SPN 3457)

Engagement Consent – Transmission input

shaft PTO 1 (SPN 3456)

ENGAGEMENT CONSENT – TRANSMIS-

SION OUTPUT SHAFT PTO (SPN 3458)

J1939-1 VECU, EXT

CAN (SA 33,

SA 23)

TECU

(Allison)

100 ms Enable Switch – Transmission input shaft PTO

2 (SPN 3453)

Enable Switch – Transmission input shaft PTO

1 (SPN 3452)

Engagement Consent – Transmission output

shaft PTO (SPN 3458)

J1939-1 Allison VECU On Request Variable Length

J1939-1 EXT CAN,

Allison

TECU

(Allison)

50ms (when

active)

See Allison Datalink Communication Guide

Shifter

J1939-1 Allison VECU On Request Number of Reverse Gear Ratios 958

Number of Forward Gear Ratios 957

Transmission Gear Ratio 581

J1939-1 Automated

VECU 1 s Transmission Oil Temperature 177, etc.

Trans

TRF2 (PGN

J1939-1 Allison VECU 1 s Transmission Overheat Indicator SPN 5345

64917)

RF (PGN

65275)

VP60 J1939-1 VECU

J1939-1 Allison VECU 1 s Hydraulic Retarder Oil Temperature

Driveline Retarder Overheat Indicator

I-shift 100 ms Inhibit Gear Engaged

Reverse Inhibit PTO Conditions #1 PTO Conditions #2

ECS

Message Bus From ECU To ECU Update Rate Content

VW (PGN

65258)

J1939-X ECS VECU 1 sec (SAE

says On

Weight by axle (1 frame for each axle)

Request)

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Parameters Description and Location

Caption Description Location Resolution Min

Ext CAN (CAN2) Diagnostics

Enabling this parameter results in

faults if the Body CAN is not properly

connected or if the device does not ac-

knowledge messages.

Ext CAN (CAN2) Fault Level

This parameter adjusts the behavior of

the fault enabled by QKE.

Ext CAN Control enable

This parameter will allow the truck to

accept body commands whereby QKX

and optionally QKW must represent

the source address of the device.

Ext CAN gateway enable

This parameter enables transmission

of information to external devices. Use

QKE to enable diagnostics for this port.

If on-request parameters are needed

then the SA of the requesting device must be set by QKX and vehicle sources can be changed for some specific

messages by QKG, QKV, QKU, and QIV.

If vehicle response to commands is al-

so expected then set QKH

Value

Max

Value

Default Parameter ID

VECU 1 0 1 0 Level 4 QKE

VECU 1 0 1 0 Level 4 QKF

VECU 1 0 1 0 Level 4 QKH

VECU 1 0 1 0 (set to 1

Level 4 QIW

per

project)

Transmission Type VECU 1 0 7 0 Level 2 BZN

SA for device (Note F1 & F9 SA for TSC1,

PTODE, VP45, EEC2, EBC1)

If a device on the Ext CAN will request

messages or send commands to the

truck then this needs to reflect the

source address of the added device.

Also set QKH Take note of QKD

SA for device (Note F1SA for TC1)

If a device on the Ext CAN is to broad-

cast TC1 commands then this needs to be set to what the transmission will accept and the device needs to send with

this source address. However this can

not be the same as any on-vehicle

shifter broadcasting per QIV. Also set

parameter QKH.

SA for GFC (Note : F4 SA of message

used to respond to device request)

This parameter should reflect the source address of the vehicle device responding to a request for message

GFC.

VECU 1 0 255 229 Level 4 QKX

VECU 1 0 255 6 Level 4 QKW

VECU 1 0 255 0 Level 4 QKG

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Caption Description Location Resolution Min

Value

Max

Value

Default Parameter ID

SA for CVW VECU 1 0 255 3 Level 4 QKV

SA for TCFG (Note : F4 SA)

This parameter should reflect the source address of the vehicle device responding to a request for message

TCFG.

SA for TC1 (Note : F2 SA) This parame-

ter should reflect the source address of

the vehicle device supplying message

TC1

Ext CAN Break Pedal Override

If this parameter is set then Ext CAN

accelerator pedal position and engine

speed commands will be set to idle

while the service brake is pressed.

Notes

VECU 1 0 255 3 Level 4 QKU

VECU 1 0 255 5 Level 4 QIV

VECU 1 0 255 1 Level 4 QKD

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USA139388593 Date 7.2017 Electrical Wiring and Connections Page 94 (94)

MACK CHU, CXU, GU, TD, MRU Instruction Manual

Specifications and Main Features

Frequently Asked Questions

User Manual