EEC Detroit

ATTENTION
The information contained in this document may not be complete and is subject to change without
notice. This manual is to be used in conjunction with DDEC IV Application and Installation
(7SA742) or DDEC V Application and Installation (7SA821). In the event of conflicting
information, this manual takes precedence.
DDEC® is a registered trademark of the Detroit Diesel Corporation. Diagnostic Link® is a
registered trademark of Detroit Diesel Corporation. Viton® is a registered trademark of Dupont
Dow Elastomers L.L.C. Underwriters Laboratories Inc.® is a registered trademark of Underwriters
Laboratories Inc. All other trademarks are the property of their respective owners.
ELECTRONIC ENGINE COMMANDER INSTALLATION AND TROUBLESHOOTING
TABLE OF CONTENTS
1 INTRODUCTION ................................................................................................................. 1-1

1.1 ELECTRONIC ENGINE COMMANDER HAZARDOUS ENVIRONMENT
CERTIFICATION ............................................................................................................. 1-3
1.1.1 ATEX GROUP II CATEGORY 3G (ZONE 2) CERTIFICATION ................................... 1-4
1.1.2 CLASS 1 DIVISION 2 CERTIFICATION ..................................................................... 1-8
2 SAFETY PRECAUTIONS ................................................................................................... 2-1

2.1 STANDS .......................................................................................................................... 2-1
2.2 GLASSES ....................................................................................................................... 2-1
2.3 WELDING ....................................................................................................................... 2-2
2.4 WORK PLACE ............................................................................................................... 2-3
2.5 CLOTHING ...................................................................................................................... 2-4
2.6 ELECTRIC TOOLS ......................................................................................................... 2-4
2.7 AIR .................................................................................................................................. 2-5
2.8 FLUIDS AND PRESSURE .............................................................................................. 2-5
2.9 BATTERIES ..................................................................................................................... 2-6
2.10 FIRE ................................................................................................................................ 2-6
2.11 DIAGNOSTIC EQUIPMENT ............................................................................................ 2-7
2.12 PAINT .............................................................................................................................. 2-7
2.13 FLUOROELASTOMER ................................................................................................... 2-8
3 ORDERING AND INSTALLATION ..................................................................................... 3-1

3.1 ORDERING EEC ............................................................................................................ 3-1
3.1.1 EEC1 (ARMORED CABLE VERSION) ....................................................................... 3-1
3.1.2 EEC2 (LIQUID-TITE CONDUIT VERSION) ............................................................... 3-2
3.2 APPLICATION CODE SYSTEM ...................................................................................... 3-2
3.2.1 DIGITAL INPUTS ........................................................................................................ 3-2
3.2.2 DIGITAL OUTPUTS .................................................................................................... 3-2
3.3 ENGINE SPEED CRUISE CONTROL SOFTWARE REQUIREMENTS ......................... 3-3
3.3.1 ENGINE SPEED CRUISE CONTROL REQUIRED DIGITAL INPUTS ....................... 3-3
OPTIONAL DIGITAL INPUT ................................................................................. 3-3
3.3.2 ENGINE SPEED CRUISE CONTROL REQUIRED DIGITAL OUTPUTS ................... 3-4
3.4 PSG SOFTWARE REQUIREMENTS ............................................................................. 3-4
3.4.1 PSG REQUIRED DIGITAL INPUTS .......................................................................... 3-4
3.4.2 PSG REQUIRED DIGITAL OUTPUTS ....................................................................... 3-5
3.5 DDEC PROGRAMMING FLEXIBILITY ........................................................................... 3-6
3.6 ELECTRONIC ENGINE COMMANDER INSTALLATION ................................................ 3-6
3.6.1 GENERAL ELECTRICAL INSTALLATION REQUIREMENTS .................................... 3-6
POWER SUPPLY .................................................................................................. 3-6
FUSES AND FUSE ASSEMBLIES ....................................................................... 3-6
EEC WIRING ........................................................................................................ 3-7
3.6.2 HAZARDOUS ENVIRONMENT ELECTRICAL INSTALLATION REQUIREMENTS
FOR ATEX GROUP II CATEGORY 3G (ZONE 2) ...................................................... 3-8
POWER SUPPLY .................................................................................................. 3-8
All information subject to change without notice. i

6SE478 0404 Copyright © 2004 DETROIT DIESEL CORPORATION
TABLE OF CONTENTS

WIRING ................................................................................................................ 3-8
3.6.3 HAZARDOUS ENVIRONMENT ELECTRICAL INSTALLATION REQUIREMENTS
FOR CLASS 1 DIVISION 2 ......................................................................................... 3-10
POWER SUPPLY .................................................................................................. 3-10
WIRING ................................................................................................................ 3-10
3.6.4 GENERAL MECHANICAL INSTALLATION REQUIREMENTS .................................. 3-11
LOCATION AND TEMPERATURE ....................................................................... 3-11
VIBRATION AND SHOCK .................................................................................... 3-11
3.6.5 HAZARDOUS ENVIRONMENT MECHANICAL AND ENVIRONMENTAL
INSTALLATION REQUIREMENTS ............................................................................. 3-12
MOUNTING .......................................................................................................... 3-12
TEMPERATURE ................................................................................................... 3-12
INGRESS PROTECTION ..................................................................................... 3-12
3.6.6 MULTIPLE THROTTLES ............................................................................................ 3-12
3.6.7 REQUIREMENTS FOR ENGINE SPEED CRUISE CONTROL ................................. 3-16
OEM INTERLOCKS FOR ENGINE SPEED CRUISE CONTROL ........................ 3-16
3.6.8 REQUIREMENTS FOR OPTIONAL PSG .................................................................. 3-17
PRESSURE SENSOR .......................................................................................... 3-17
OEM INTERLOCKS FOR PSG ............................................................................ 3-18
3.6.9 EEC WIRING FOR ENGINE SPEED CRUISE CONTROL ........................................ 3-19
3.6.10 EEC WIRING FOR OPTIONAL PSG .......................................................................... 3-22
4 ELECTRONIC ENGINE COMMANDER OPERATION ....................................................... 4-1

4.1 OPERATING MODES ..................................................................................................... 4-2
4.1.1 ENGINE SPEED CRUISE CONTROL MODE ............................................................ 4-3
LIMITING SPEED GOVERNOR ........................................................................... 4-3
VARIABLE SPEED GOVERNOR ......................................................................... 4-4
4.1.2 PRESSURE MODE (OPTIONAL PSG) ...................................................................... 4-4
PRESSURE MODE FEATURES .......................................................................... 4-4
4.2 ENGINE PARAMETER DISPLAY .................................................................................... 4-5
4.3 ALARM FUNCTIONS ...................................................................................................... 4-7
4.4 PROGRAMMING THE ELECTRONIC ENGINE COMMANDER .................................... 4-7
4.4.1 EEC PROGRAMMING MENU OPTIONS ................................................................... 4-8
5 TROUBLESHOOTING ........................................................................................................ 5-1

5.1 ELECTRICAL CIRCUITS ................................................................................................ 5-2
5.1.1 USE OF DIGITAL VOLT-OHM METER ...................................................................... 5-2
RESISTANCE MEASUREMENTS ........................................................................ 5-2
CONTINUITY CHECKS ........................................................................................ 5-2
VOLTAGE MEASUREMENTS .............................................................................. 5-3
5.2 ENGINE SPEED CRUISE CONTROL ............................................................................ 5-4
5.2.1 VERIFY CORRECT ENGINE SPEED CRUISE CONTROL CONFIGURATION ........ 5-4
5.2.2 CHECK SYSTEM GROUND ...................................................................................... 5-5
5.2.3 NO RPM MODE .......................................................................................................... 5-6
5.2.4 CHECK RESUME / ACCEL CIRCUIT ........................................................................ 5-6
5.2.5 CHECK SET / COAST CIRCUIT ................................................................................ 5-7
ii All information subject to change without notice.

5.3 PRESSURE GOVERNOR .............................................................................................. 5-8

5.3.1 VERIFY CORRECT PRESSURE SENSOR GOVERNOR CONFIGURATION .......... 5-8
5.3.2 CHECK SYSTEM GROUND ...................................................................................... 5-10
5.3.3 CHECK SENSOR WIRING ......................................................................................... 5-11
5.3.4 NO RPM MODE .......................................................................................................... 5-11
5.3.5 NO PRESSURE MODE .............................................................................................. 5-12
5.3.6 CHECK RESUME / ACCEL CIRCUIT ........................................................................ 5-12
5.3.7 CHECK SET / COAST CIRCUIT ................................................................................ 5-13
5.4 TROUBLESHOOTING ELECTRONIC ENGINE COMMANDER .................................... 5-14
APPENDIX A: SYMBOLS ............................................................................................................. A-1
APPENDIX B: DDEC ACRONYMS .............................................................................................. B-1
GLOSSARY ..................................................................................................................................... G-1
All information subject to change without notice. iii

TABLE OF CONTENTS
iv All information subject to change without notice.

1 INTRODUCTION
The Detroit Diesel Electronic Engine Commander (EEC) is designed to support Detroit Diesel
Electronic Control (DDEC®) III, IV, and V engines in the construction and industrial market. It
combines the DDEC engine speed control, optional Pressure Sensor Governor (PSG), and a panel
display for vital engine operating parameters and diagnostics into one compact, durable package
(See Figure 1-1). There are two versions of EEC: EEC1 (ATEX certified) and EEC2 (UL/ATEX
certified). Both are designed for use in gaseous hazardous environments.
Figure 1-1 Coil Tubing Unit with Electronic Engine Commander

EEC supports DDEC III and IV in hazardous environments. EEC may be used with DDEC V in
non-hazardous environment only.
The three components of the EEC panel display unit are:
Engine data
Governor control
Information center
All information subject to change without notice. 1-1

INTRODUCTION
The EEC components and their functions are listed in the next illustration. See Figure 1-2.
Figure 1-2 Electronic Engine Commander, EEC2 Shown

The EEC has an output available which is used to activate an external alarm for any Check Engine
or Stop Engine warning that is broadcast on the SAE J1587 Data Link when the engine is running.
1-2 All information subject to change without notice.

1.1 ELECTRONIC ENGINE COMMANDER HAZARDOUS

ENVIRONMENT CERTIFICATION
Certification for the Electronic Engine Commander for all gas groups is complete. Class I
Division 2 certification and ATEX Group II Category 3G (Zone 2) certification are complete.
Detroit Diesel provides two options: EEC1 and EEC2. EEC1 has been certified by Nemko for
use in ATEX Group II Category 3G (Zone 2) for all types of combustible gases. EEC2 has been
certified by Nemko for use in ATEX Group II Category 3G (Zone 2) for all types of combustible
gases and certified by Underwriters Laboratories for use in Class 1 Division 2 for all types of
combustible gases.
EXPLOSION
Explosion Hazard — Substitution of components may impair
suitability for Class 1 Division 2. UL1604
EXPLOSION
Explosion Hazard — Do not connect or disconnect equipment
unless power has been switched off or the area is known to
be non-hazardous.
EXPLOSION
Explosion Hazard — Substitution of components may impair
suitability for Group II Zone 2 (Category 3).EN 50021, EN
50014, and EN 50028

INTRODUCTION
1.1.1 ATEX GROUP II CATEGORY 3G (ZONE 2) CERTIFICATION
Detroit Diesel has been awarded Type Examination certificates for EEC1 and EEC2 by Nemko,
the Test Laboratory accredited by the Norwegian Metrology and Accreditation Service, for
compliance with the following harmonized European Standard(s): CENELEC EN 50284: 1999
and CENELEC EN 50021: 1999 for EEC.
The EEC and electronic components have been certified for the ATEX Group II Category 3G
(Zone 2) T6, and Groups A, B, and C hazardous environments.
In compliance with clause 28 in CENELEC EN 50021, the back of the EEC module will have
the following label (see Figure 1-3).
Figure 1-3 EEC1 Warning Label

See Figure 1-4 for EEC1.
Figure 1-4 EEC1
Detroit Diesel has been awarded the ATEX EC-Type Examination certificate (See Figure 1-5
and Figure 1-6).

INTRODUCTION
Figure 1-5 ATEX Certificate, page 1 of 2

Figure 1-6 ATEX Certificate, page 2 of 2

INTRODUCTION
1.1.2 CLASS 1 DIVISION 2 CERTIFICATION
The EEC2 (UL/ATEX Certified) has been investigated by Underwriters Laboratories Inc.® in
accordance with the following standards for safety as part of the certification process:
UL 508
UL 1604
CSA C22.2 No. 14
CSA C22.2 No. 213
The EEC and electronic components have been certified for use in Class 1 Division 2, T6,
locations for Gas Groups A, B, C, and D.
In Compliance with UL 1604, section 16, the back of the ECC module will have the following
label (see Figure 1-7 ).
Figure 1-7 EEC2 Warning Label

See Figure 1-8 for EEC2 with the UL Listed label.
Figure 1-8 EEC2 UL Listed Label
EEC2 is a UL listed component (File #E202737). Information on the EEC UL product listing
may be found at www.UL.com. From the main page navigate as follows:
1. On the main page, click on “Certifications” on the left side of the screen.
2. Under the “General Search:” heading click on “UL File Number.”
3. Type E202737 and click on the Search button.

INTRODUCTION
THIS PAGE INTENTIONALLY LEFT BLANK

2 SAFETY PRECAUTIONS
The following safety measures are essential for applications with a Detroit Diesel engine and an
Electronic Engine Commander (EEC) module being installed.
PERSONAL INJURY
Diesel engine exhaust and some of its constituents are known
to the State of California to cause cancer, birth defects, and
other reproductive harm.
Always start and operate an engine in a well ventilated
area.
If operating an engine in an enclosed area, vent the
exhaust to the outside.
Do not modify or tamper with the exhaust system or
emission control system.
2.1 STANDS
Use safety stands in conjunction with hydraulic jacks or hoists. Do not rely on either the jack or
the hoist to carry the load.
2.2 GLASSES
Select appropriate safety glasses for the job. Safety glasses must be worn when using tools
such as hammers, chisels, pullers and punches.

SAFETY PRECAUTIONS
2.3 WELDING
Use caution when welding.
PERSONAL INJURY
To avoid injury from arc welding, gas welding, or cutting,
wear required safety equipment such as an arc welder’s face
plate or gas welder’s goggles, welding gloves, protective
apron, long sleeve shirt, head protection, and safety shoes.
Always perform welding or cutting operations in a well
ventilated area. The gas in oxygen/acetylene cylinders used
in gas welding and cutting is under high pressure. If a
cylinder should fall due to careless handling, the gage end
could strike an obstruction and fracture, resulting in a gas
leak leading to fire or an explosion. If a cylinder should fall
resulting in the gage end breaking off, the sudden release
of cylinder pressure will turn the cylinder into a dangerous
projectile. Observe the following precautions when using
oxygen/acetylene gas cylinders:
Always wear required safety shoes.
Do not handle tanks in a careless manner or with greasy
gloves or slippery hands.
Use a chain, bracket, or other restraining device at all
times to prevent gas cylinders from falling.
Do not place gas cylinders on their sides, but stand
them upright when in use.
Do not drop, drag, roll, or strike a cylinder forcefully.
Always close valves completely when finished welding
or cutting.

NOTICE:
When welding, the following must be done to avoid damage to the
electronic controls or the engine:
Both the positive (+) and negative (-) battery leads must be
disconnected before welding.
Ground cable must be in close proximity to welding location
- engine must never be used as a grounding point.
Welding on the engine or engine mounted components is
NEVER recommended.
FIRE
To avoid injury from fire, check for fuel or oil leaks before
welding or carrying an open flame near the engine.
2.4 WORK PLACE

Organize your work area and keep it clean.
PERSONAL INJURY
To avoid injury from slipping and falling, immediately clean
up any spilled liquids.
Eliminate the possibility of a fall by:

Wiping up oil spills
Keeping tools and parts off the floor
A fall could result in a serious injury.
After installation of the engine is complete:

SAFETY PRECAUTIONS
PERSONAL INJURY
To avoid injury from rotating belts and fans, do not remove
and discard safety guards.
Reinstall all safety devices, guards or shields

Check to be sure that all tools and equipment used to install the engine are removed
from the engine
2.5 CLOTHING
Wear work clothing that fits and is in good repair. Work shoes must be sturdy and rough-soled.
Bare feet, sandals or sneakers are not acceptable foot wear when installing an engine.
PERSONAL INJURY
To avoid injury when working near or on an operating engine,
remove loose items of clothing and jewelry. Tie back or
contain long hair that could be caught in any moving part
causing injury.
2.6 ELECTRIC TOOLS

Improper use of electrical equipment can cause severe injury.
ELECTRICAL SHOCK
To avoid injury from electrical shock, follow OEM furnished
operating instructions prior to usage.

2.7 AIR
Use proper shielding to protect everyone in the work area.
EYE INJURY
To avoid injury from flying debris when using compressed air,
wear adequate eye protection (face shield or safety goggles)
and do not exceed 40 psi (276 kPa) air pressure.
2.8 FLUIDS AND PRESSURE

Be extremely careful when dealing with fluids under pressure.
HOT COOLANT
To avoid scalding from the expulsion of hot coolant, never
remove the cooling system pressure cap while the engine is
at operating temperature. Wear adequate protective clothing
(face shield, rubber gloves, apron, and boots). Remove the
cap slowly to relieve pressure.
Fluids under pressure can have enough force to penetrate the skin.
PERSONAL INJURY
To avoid injury from penetrating fluids, do not put your hands
in front of fluid under pressure. Fluids under pressure can
penetrate skin and clothing.
These fluids can infect a minor cut or opening in the skin. See a doctor at once, if injured by
escaping fluid. Serious infection or reaction can result without immediate medical treatment.

SAFETY PRECAUTIONS
2.9 BATTERIES
Electrical storage batteries give off highly flammable hydrogen gas when charging and continue
to do so for some time after receiving a steady charge.
Battery Explosion and Acid Burn

To avoid injury from battery explosion or contact with battery
acid, work in a well ventilated area, wear protective clothing,
and avoid sparks or flames near the battery. If you come in
contact with battery acid:
Flush your skin with water.
Apply baking soda or lime to help neutralize the acid.
Flush your eyes with water.
Get medical attention immediately.
Always disconnect the battery cable before working on the Detroit Diesel Electronic Controls
system.
2.10 FIRE
Keep a charged fire extinguisher within reach. Be sure you have the correct type of extinguisher
for the situation. The correct fire extinguisher types for specific working environments are
listed in .
Fire Extinguisher Work Environment

Type A Wood, Paper, Textile and Rubbish
Type B Flammable Liquids
Type C Electrical Equipment
Table 2-1 The Correct Type of Fire Extinguisher

2.11 DIAGNOSTIC EQUIPMENT

For mobile applications, any diagnostic equipment such as the Diagnostic Data Reader (DDR)
and Detroit Diesel Diagnostic Link® (DDDL) must be used by personnel other than the vehicle
operator.
PERSONAL INJURY
To avoid injury from loss of vehicle/vessel control, the
operator of a DDEC equipped engine must not use or read
any diagnostic tool while the vehicle/vessel is moving.
The vehicle operator must maintain control of the vehicle while an assistant performs the
diagnostic evaluations.
2.12 PAINT
NOTICE:
Do not apply paint to the ECM or EEC. The application of paint
may affect the performance of the ECM and EEC.
Mask off the ECM and EEC, prior to applying any paint.

SAFETY PRECAUTIONS
2.13 FLUOROELASTOMER
Fluoroelastomer (Viton®) parts such as O-rings and seals are perfectly safe to handle under
normal design conditions.
CHEMICAL BURNS
To avoid injury from chemical burns, wear a face shield and
neoprene or PVC gloves when handling fluoroelastomer
O-rings or seals that have been degraded by excessive heat.
Discard gloves after handling degraded fluoroelastomer
parts.
A potential hazard may occur if these components are raised to a temperature above 600 F (316 C)
(in a fire for example). Fluoroelastomer will decompose (indicated by charring or the appearance
of a black, sticky mass) and produce hydrofluoric acid. This acid is extremely corrosive and, if
touched by bare skin, may cause severe burns (the symptoms could be delayed for several hours).

3 ORDERING AND INSTALLATION
Electronic Engine Commander (EEC) may be used in conjunction with DDEC Engine Speed
Cruise Control or Pressure Sensor Governor (PSG) to provide governor control, display engine
data, and provide pertinent information relative to the system. The proper DDEC hardware and
software must be configured and the EEC properly installed to operate the engine commander.
EEC supports DDEC III and IV in hazardous environments. EEC may be used with DDEC V in
This section is written for those familiar with hazardous environment applications. It is the
responsibility of the installer to procure the standards that are discussed in this section in order to
ensure their compliance with the appropriate standard.
3.1 ORDERING EEC

Electronic Engine Commander can be specified at the time of engine order under the appropriate
12A04 option group. Alternatively, the EEC can be ordered separately by ordering the appropriate
part number.
The Electronic Engine Commander is available in two different versions. The difference is the
type of cabling provided. The two versions are EEC1 (ATEX certified Armored Cable version)
and EEC2 (UL/ATEX certified Liquid-Tite Conduit version).
3.1.1 EEC1 (ARMORED CABLE VERSION)
EEC1 (P/N: 23531392) is provided with 20 Ft (6.1m) of a high performance armored tray
cable. The cable is manufactured by Amercable. See www.amercable.com for performance
specifications. Once on the main page, navigate as follows:
1. Move the hand symbol to“Products” at the left side of the screen. A secondary menu will
display once the hand symbol is on “Products.” Choose “Marine from that menu.
2. Click on “View the Catalogue.”
3. Click on “Control Cable #16 AWG.”
Information concerning application, features, ratings, and approvals will display.
EEC1 has been certified for operation in ATEX Group II Category 3G (Zone 2) hazardous
gaseous environments for all gas groups.

ORDERING AND INSTALLATION
3.1.2 EEC2 (LIQUID-TITE CONDUIT VERSION)
EEC2 (P/N: 23532945) is provided with 20 Ft (6.1m) of UL listed Liquid-Tite Conduit. The
conduit is manufactured by Kopex. See www.kopex.co.uk for performance specifications. Go to
the main page and using the search function type in HCA for specifications on the barrier gland
and FUG for specifications on the conduit.
EEC2 has been certified for operation in both Class 1 Division 2 and ATEX Group II Category
3G (Zone 2) hazardous gaseous environments for all gas groups.
3.2 APPLICATION CODE SYSTEM

In order for the EEC engine control functions to work properly, several digital input and output
functions must be assigned to specific pin locations. Detroit Diesel has a system that assigns
application related DDEC parameters when the engine is ordered. This system is called the
Detroit Diesel Application Code System (ACS). The ACS includes all application related DDEC
parameters. The Application Engineering department has developed the list of parameters
and default values that are selected by Product Distribution for each application group. It is
important that the appropriate Application Code (i.e. 06N04C group) be selected at order
entry to ensure proper operation of the EEC. Engine Speed Cruise Control does not require a
unique application code but it is recommended as a convenient way of ensuring proper digital
input/output configuration at the time of engine order. The optional PSG is also enabled by
selecting the appropriate Application Code (i.e. 06N04C group) at order entry or through Detroit
Diesel Technical Support.
3.2.1 DIGITAL INPUTS
DDEC III/IV ECUs each have 12 digital input ports on the Vehicle Interface Harness (VIH).
These digital inputs can be configured for various functions.
DDEC V ECUs have 24 inputs on the Vehicle Interface Harness (VIH), 18 of these can be used
for digital inputs. These inputs can be configured for various functions.
3.2.2 DIGITAL OUTPUTS
DDEC III/IV ECUs each have three digital output ports on the VIH (circuits 499, 555, 988) and
three digital output ports which may be accessed on a pigtail off the Engine Sensor Harness
(circuits 563, 564, 565). The DDEC V ECU has eight digital output ports on the VIH.

3.3 ENGINE SPEED CRUISE CONTROL SOFTWARE

REQUIREMENTS
The DDEC software requirements for using Engine Speed Cruise Control with EEC are as follows:
Cruise Control must be enabled.
Four digital inputs must be configured for use with EEC.
One digital output must be configured for use with EEC.
3.3.1 ENGINE SPEED CRUISE CONTROL REQUIRED DIGITAL INPUTS
The DDEC III/IV digital inputs required with Cruise Control are listed in Table 3-1
VIH-to-ECU Connector
Function Number Circuit Number* DDR Description
Assignment*
17 544 F2 Service Brake Released
20 541 J1 Set/Coast
22 545 G3 Resume/Accel
23 543 G2 Cruise Control Enable
* DDC circuit numbers and port assignments shown are default settings but can differ from application
to application.
Table 3-1 DDEC III and IV Required Cruise Control Digital Inputs
The DDEC V required digital inputs for Engine Speed Cruise Control are listed in Table 3-2.
Order Entry Function Number DDR Description
Assignment*
523 V-09 Cruise Control Enable
520 V-47 Set/Coast
522 V-08 Resume/Accel
517 V-03 Service Brake Released
* DDC port assignments shown are default settings but can differ from application to application.
Table 3-2 DDEC V Required Cruise Control Digital Inputs
Optional Digital Input
The MODE button can be configured for any available digital input feature. For example,
throttle inhibit is an optional digital input that impacts engine throttle operation and may be
configured. Refer to DDEC IV Application and Installation (7SA742) and DDEC V Application
and Installation (7SA821).

3.3.2 ENGINE SPEED CRUISE CONTROL REQUIRED DIGITAL OUTPUTS
The Engine Speed Cruise Control DDEC III/IV digital output required for use with EEC is
listed in Table 3-3.
Order Entry
Circuit Number* Connector Assignment* DDR Description
Function Number
Pin A1 on the VIH 30–pin
11 988 Cruise Active
connector
to application.
Table 3-3 DDEC III/IV Engine Speed Cruise Control Required Digital Output
The Engine Speed Cruise Control DDEC V digital output required for use with EEC is
Function Number VIH Connector Assignment* Description

11 V-55 Cruise Active
* DDC connector assignments shown are default settings but can differ from application to application.
Table 3-4 DDEC V Engine Speed Cruise Control Required Digital Output
3.4 PSG SOFTWARE REQUIREMENTS

The DDEC software requirements for using optional PSG with EEC are as follows:
PSG must be enabled by selection of the appropriate DDEC application code.
Four digital inputs must be configured for use with EEC.
Two digital outputs must be configured for use with EEC.
Pressure Sensor must be enabled with 6N4C, Vehicle Electronic Programming System
(VEPS) or DDEC Reprogramming System (DRS).
3.4.1 PSG REQUIRED DIGITAL INPUTS
The DDEC III/IV PSG required digital inputs required with EEC are listed in Table 3-5.
Order Entry Circuit VIH-to-ECU

DDR Description
Function Number Number* Connector Assignment*
8 523 H1 Pressure/RPM Mode
24 543 G2 PSG Enable
22 545 G3 Resume/Accel On (increase)
20 541 J1 Set/Coast On (decrease)
to application.
Table 3-5 DDEC III and IV Required PSG Digital Inputs

The DDEC V PSG required digital inputs for use with EEC are listed in Table 3-6.
Order Entry Function Number Description
Assignment*
508 V-23 Pressure/RPM Mode
524 V-9 PSG Enable
522 V-8 Resume/Accel (increase)
520 V-47 Set/Coast (decrease)
Table 3-6 DDEC V PSG Required Inputs
3.4.2 PSG REQUIRED DIGITAL OUTPUTS
The PSG DDEC III/IV digital output required for use with EEC are listed in Table 3-7.
Order Entry
Function Number
5 499 PSG Active
- Cavity F3
connector
to application.
Table 3-7 DDEC III/IV PSG Required Digital Output
The PSG DDEC V digital output required for use with EEC are listed in Table 3-8.

5 V-07 PSG Active
Table 3-8 DDEC V PSG Required Digital Output

3.5 DDEC PROGRAMMING FLEXIBILITY

The Pressure Sensor Governor and Engine Speed Cruise Control are programmed with unique
operational parameter defaults intended to cover a wide variety and range of pump applications.
The parameter defaults are listed in Table 3-9.
Parameter Default Range

Integral Gain 10.00 rpm/(psi-s) 0.000 - 39.845
Proportional Gain 0.75 rpm/s 0.00 - 512.00
Engine Speed Increment 25.00 rpm* 0 - 250
Pump Pressure Increment 4.00 psi (27.6 kPa)* 0 - 99
Cavitation Time Out 5.00 s 0 - 99
*These parameters must be the default value for EEC.
Table 3-9 Parameter Defaults
Customizing the parameter defaults can be accomplished at the time of engine order, by the
Vehicle Engine Programming Station (VEPS), or by the DDEC Reprogramming System (DRS).
Changes to the parameter defaults cannot be made with the DDR.
3.6 ELECTRONIC ENGINE COMMANDER INSTALLATION

There are general requirements for EEC installations and further special requirements for
installation in hazardous environments.
3.6.1 GENERAL ELECTRICAL INSTALLATION REQUIREMENTS
The general requirements pertain to all EEC installations whether in hazardous or non-hazardous
locations.
Power Supply
The normal operating voltage for the EEC is 11 to 28 volts. The EEC power supply must not
exceed 32 volts.
Fuses and Fuse Assemblies
The EEC power must be fused using a fuse rated for no larger than 5 amps and no smaller than 3
amps.

EEC Wiring
Use the guidelines listed in Table 3-10 and see Figure 3-1.
Harness Items Description

EEC power can be sourced from the DDEC ignition wire. Do not exceed
Power for the EEC the current rating on the fuse in the ignition circuit. Current maximum
draw is 2 amps.
Battery ground can be sourced from DDEC accessory ground wire or a
Battery ground
separate wire that goes to the battery negative post or bus bar.
This data link should be spliced into the ECU data link wires. Be sure to
J1708/J1587 Data Link
twist this wire pair to 12 twists per ft.
Table 3-10 EEC Wiring
Figure 3-1 EEC Wiring

3.6.2 HAZARDOUS ENVIRONMENT ELECTRICAL INSTALLATION

REQUIREMENTS FOR ATEX GROUP II CATEGORY 3G (ZONE 2)
These requirements must be adhered to for compliance of EEC1 and EEC2 in the specified
hazardous locations. These requirements are in addition to the general requirements.
See Figure 3-2.
Power Supply
It is the customers responsibility to provide a power supply and connection to the EEC1 and
ECC2 according to the relevant requirements in EN 50021.
It is the customers responsibility to comply with the relevant requirements of EN 50021
Wiring
The standard used for wiring is "CENELEC EN 50021; 1999 Electrical apparatus for potentially
explosive atmospheres – TYPE N." All OEM supplied wiring to the EEC must fulfill the relevant
requirements of EN 50021.
The following EEC information is pertinent to EN 50021:
The EEC is a low power apparatus according to Clause 13.
Devices complying with Clause 13 are not required to comply with Clause 8 or Clause 9.

Figure 3-2 EEC Wiring for Hazardous Environments

3.6.3 HAZARDOUS ENVIRONMENT ELECTRICAL INSTALLATION

REQUIREMENTS FOR CLASS 1 DIVISION 2
These requirements must be adhered to for compliance of EEC2 in the specified hazardous
locations. These requirements are in addition to the general requirements. See Figure 3-2.
Power Supply
The EEC2 power supply must comply with UL 508 requirements for a Limited Voltage Power
supply. UL requires that electronic systems complying with UL 1604 “Electrical Equipment for
Use in Class I and II, Division 2, and Class III Hazardous (Classified) Locations” also comply
with UL 508, “Industrial Control equipment.” Devices that are listed or recognized by UL must
be used within their electrical ratings. The EEC system power supply must be a limited voltage
circuit (refer to UL 508, Section 32.5, Seventeenth Edition). Compliance with the EEC power
supply and fuse requirements for hazardous environments will meet the requirements for a limited
voltage circuit. The power supply must be located in a safe (non-hazardous) location. The
connections between the power supply and the ECM must comply with National Electric Code
(NEC) (ANSI/NFPA 70-1993) section 501-4b or appropriate safety standard.
Class I, Division 2 hazardous locations overcurrent protection devices shall be provided in

accordance with the requirements for limited voltage overcurrent protection, which are found in
UL 508 Section 33. UL requires that the overcurrent protective devices comply with the National
Electric Code (NEC) (ANSI/NFPA 70-1993). Some acceptable overcurrent devices include:
Circuit breakers
Class CC, J, T, G, HK, L, RK1, RK5 cartridge fuses
NOTE:
The overcurrent protection must be located in a safe (non-hazardous) environment
Wiring
The electrical circuits for EEC2 must be installed in accordance with Class I, Division 2 wiring
methods.

3.6.4 GENERAL MECHANICAL INSTALLATION REQUIREMENTS
The general requirements pertain to all EEC installations whether in hazardous or non-hazardous
locations.
Location and Temperature
The EEC must be mounted so the data is visible and the button accessible to touch. The EEC is
designed to withstand temperatures ranging from -40 C (-40 F) to 85 C (185 F).
Vibration and Shock
The Electronic Engine Commander is not intended to be mounted on the engine. Skid mounting
is acceptable but the EEC environment must meet that of a cab mounted device in accordance
with SAE J1455. See Figure 3-3 for a mounting template for EEC.
Figure 3-3 EEC Mounting Template - Not To Scale

3.6.5 HAZARDOUS ENVIRONMENT MECHANICAL AND

ENVIRONMENTAL INSTALLATION REQUIREMENTS
These requirements must be adhered to for compliance of the EEC in the specified hazardous
locations. These requirements are in addition to the general requirements.
Mounting
NOTE:
The EEC must be mounted in an area with low risk of mechanical damage to comply
with the special conditions of safe use as specified in the ATEX EC-Type Examination
Certificate.
Do not install in any area where the front cover may be damaged.
Temperature
Class 1 Division 2 hazardous environment locations where the ECM ambient temperature is
not kept below 60 C may void compliance with UL standards. It is the customer/installer’s
responsibility to ensure compliance. For Class 1 Division 2 hazardous environment locations, the
allowable ambient temperature operating range is from -25 C to +40 C.
Ingress Protection
EEC1 and EEC2 are compliant with ingress protection IP66.
3.6.6 MULTIPLE THROTTLES
Many applications require the use of multiple throttles, for example one for local control
and one for remote control. The most common options for multiple throttles are: two EECs
(see Figure 3-4) or one EEC and VSG hand throttle (see Figure 3-5) or one EEC and Cruise
Control switches (see Figure 3-6). The following schematics represent the EEC using Engine
Speed Cruise Control with DDEC IV. Utilize similar logic for installations with PSG or DDEC V.
If multiple stations are used, DDC recommends the use of throttle qualification to determine
which throttle should be active.

Figure 3-4 Installation with Two EECs – Two Independent Stations

Figure 3-5 One EEC and VSG Hand Throttle – Two Independent Stations

Figure 3-6 One EEC and Cruise Control Switches – Two Independent Stations

3.6.7 REQUIREMENTS FOR ENGINE SPEED CRUISE CONTROL
The hardware listed in Table 3-11 is needed for Engine Speed Cruise Control installation with
EEC.
Component Part Number

Electronic Engine Commander 1 23531392
OEM Interlocks OEM Supplied
Table 3-11 Electronic Engine Commander Part Numbers for Engine Speed
Cruise Control
OEM Interlocks for Engine Speed Cruise Control
The OEM may supply a series of interlocks to ensure the equipment is in the appropriate state
to operate in RPM Mode.
Activation of the appropriate interlocks for RPM Mode will result in +12/24 volts on wire TWO
OEM Interlock and illumination of the THROTTLE READY lamp (see Figure 3-7)
Figure 3-7 EEC Information Center

3.6.8 REQUIREMENTS FOR OPTIONAL PSG
The hardware listed in Table 3-12 is needed for Pressure Governor installation with EEC.
Component Part Number

Pressure Sensor (see Figure 3-8) 23520795
OEM Interlocks OEM Supplied
Table 3-12 Electronic Engine Commander and Pressure Sensor
Pressure Sensor
The Pressure Sensor (see Figure 3-8) is capable of reading up to 400 PSIA (2,758 kPa).
Figure 3-8 Pressure Sensor and Harness Connector

OEM Interlocks for PSG
The OEM may supply a series of interlocks to ensure the equipment is in the appropriate state
to operate in either RPM or Pressure Mode.
Activation of the appropriate interlocks for RPM Mode will result in +12/24 volts on wire TWO
OEM Interlock and illumination of the THROTTLE READY lamp.
Activation of the appropriate interlocks necessary for operation in Pressure Mode will result in
+12/24 volts on both wire TWO OEM Interlock and wire TEN Pump Engaged and illumination
of all three LEDs contained in the Information Center. The three LEDs are PUMP ENGAGED,
OKAY TO PUMP, and THROTTLE READY (see Figure 3-9).

3.6.9 EEC WIRING FOR ENGINE SPEED CRUISE CONTROL
The following wiring, listed in Table 3-13, is required for EEC.
DDEC III/IV
EEC DDEC III/IV DDEC V
Function DDC Wire Description
Wire Connector* Connector*
Number*
Optional Digital Low State (On) = Pressure
ONE Input Mode H1 523 V-23 Mode
(EEC Output)‡ High State (Off) = RPM Mode
7 < V < 32 VDC = OEM
OEM Interlock Interlock Closed
TWO — — —
(EEC Input)† V < 4 VDC = OEM Interlock
Open
THREE System Ground (-) – 953 – DDEC Battery Ground
FOUR Not Used — — — —
Cruise Enable
FIVE G2 543 V-9 Cruise Enable
(EEC Output)†
Resume/Accel On Low State (On, Increase)
SIX G3 545 V-8
(EEC Output)‡ High State (Off, No Increase)
Set/Coast On Low State (On, Decrease)
SEVEN J1 541 V-47
(EEC Output)‡ High State (Off, No Decrease)
Cruise Active
EIGHT A1 988 V-55 Cruise Active
(EEC Input)†
External Alarm Low State (Alarm On)
NINE — — —
(EEC Output)‡ High State (Alarm Off)
TEN Not Used — — — —
Power Harness
on Hazardous
ELEVEN System Power (+) 439 V-15 DDEC Ignition Power
Environment
Engine
Low State (On) = Low Fuel
Low Fuel Switch
TWELVE — — — High State (Off) = Fuel Level
(EEC Input)†
OK
SAE J1587 Data
WHITE C-2 900 V-56 SAE J1587 Data Link (+)
Link
SAE J1587 Data
BLACK C-1 901 V-57 SAE J1587 Data Link (-)
Link
* DDC circuit numbers and port assignments shown are typical but can differ from application to application.
† Inputs — High State: 4.0 V < V < Battery (+), Low State: —2.0 V < V < 1.0 V
‡ Outputs — On (Closed/Low) @ Vout < 0.8 V, Off (Open/High) @ 0 < out < Battery (+) V, Imax≤ 1.55 A
Table 3-13 EEC Cable for Engine Speed Cruise Control
NOTICE:
The DDEC ECU ignition and the EEC power should be connected
to the same source. If the EEC is powered up with the ECU
ignition off, a faulty engine speed may be displayed on the EEC.

The DDEC Service Brake Released digital input must be grounded during the operation of Engine
Speed Cruise Control. A Cruise Disable Switch must be wired on the DDEC Service Brake
Released digital input to provide a redundant method of disabling Engine Speed Cruise Control.
See Figure 3-10 and Figure 3-11 for an EEC with Engine Speed Cruise Control schematic.
Figure 3-10 DDEC III/IV Electronic Engine Commander Harness for Engine
Speed Cruise Control

Figure 3-11 DDEC V Electronic Engine Commander Harness for Engine Speed
Cruise Control

3.6.10 EEC WIRING FOR OPTIONAL PSG
The following wiring, listed in Table 3-14, is required for EEC with optional PSG.
DDEC III/IV
Number*
Pressure/RPM
Low State (On) = Pressure Mode
ONE Mode H1 523 V-23
High State (Off) = RPM Mode
(EEC Output)‡
7 < V < 32 VDC = OEM Interlock
OEM Interlock
TWO — — — Closed
(EEC Input)†
V < 4 VDC = OEM Interlock Open
THREE System Ground (-) — 953 — DDEC Battery Ground
PSG Active Low State (On) = Pressure Mode
FOUR (Pressure Mode) F3 499 V-7 High State (Off) = Not in Pressure
(EEC Input)† Mode
PSG Enable Low State (On) = PSG Enable
FIVE G2 543 V-9
(EEC Output)‡ High State (Off) = PSG Disable
Resume/Accel On Low State (On) = Increase
SIX G3 545 V-8
(EEC Output)‡ High State (Off) = No Increase
Set/Coast On Low State (On) = Decrease
SEVEN J1 541 V-47
(EEC Output)‡ High State (Off) = No Decrease
Cruise Active Low State (On) = PSG Enabled
EIGHT A1 565 V-55
(EEC Input)‡ High State (Off) = PSG Disabled
Low State (On) = External Alarm
External Alarm Activated
NINE — — —
(EEC Output)‡ High State (Off) = External Alarm
Not Activated
Low State (Off) = PTO/Pump
PTO/Pump
Disengaged
TEN Engaged — — —
High State (On) = PTO/Pump
(EEC Input)†
Engaged
ELEVEN System Power (+) B-3 439 V-15 DDEC Ignition Power
Low Fuel Switch Low State (On) = Low Fuel
TWELVE — — —
(EEC Input)† High State (Off) = Fuel Level OK
WHITE J1587 Data Link C-2 900 V-56 SAE J1587 Data Link (+)
BLACK J1587 Data Link C-1 901 V-57 SAE J1587 Data Link (-)
Table 3-14 EEC Cable for Optional PSG
NOTICE:

See Figure 3-12 and Figure 3-13 for schematics of EEC with optional PSG.
Figure 3-12 DDEC III/IV Electronic Engine Commander Harness for Optional
PSG

Figure 3-13 DDEC V Electronic Engine Commander Harness for Optional PSG

4 ELECTRONIC ENGINE COMMANDER OPERATION
The Detroit Diesel Electronic Engine Commander (EEC) is designed to support Detroit Diesel
Electronic Control (DDEC) III, IV, and V engines in the construction and industrial market.
It combines the DDEC engine speed control, Pressure Sensor Governor (PSG), and a panel
display for vital engine operating parameters and diagnostics into one compact, durable package
(see Figure 4-1). This unit is also compliant with hazardous environment requirements.
Figure 4-1 Electronic Engine Commander

ELECTRONIC ENGINE COMMANDER OPERATION
4.1 OPERATING MODES

The Electronic Engine Commander has two modes of operation:
Engine Speed Cruise Control Mode only controls engine speed to a desired RPM.
Pressure Mode (optional PSG) controls engine speed to maintain a desired discharge
manifold pressure.
If the optional PSG is used, the operating modes are selectable and may be changed by pressing
the MODE button (see Figure 4-2) providing the appropriate interlocks have been met. The
engine will continue to run at the same speed when the mode switch is toggled between the
RPM and Pressure modes.
Figure 4-2 Governor Control Section of the Electronic Engine Commander
The maximum preset pressure for EEC is 200 psi (1379 kPa).

4.1.1 ENGINE SPEED CRUISE CONTROL MODE
Use the following procedure to operate in RPM Mode:

1. Start the engine and check that EEC is on.
2. Activate the interlocks necessary for operation in RPM mode. Activation of the
interlocks will result in +12/24 volts on wire TWO/OEM Interlock and illumination of
the THROTTLE READY light.
3. Check that the THROTTLE READY and RPM lights are illuminated indicating the
system is in RPM Mode. Engine speed may be adjusted using the following buttons as
NOTE:
Engine Speed Cruise Control Mode does not honor VSG Max RPM.
Button Action
PRESET Press the button to command the engine to go to the preset speed.
Press the button to increase engine speed in 25 RPM increments each time
the button is pressed.
INC
Press and hold the button to increase the speed at a faster rate equivalent
to two (2) increments per second.
Press the button to decrease engine speed in 25 RPM increments.
DEC Press and hold the button to decrease the speed at a faster rate equivalent
to two (2) increments per second.
IDLE Press the button to return the engine immediately to the normal idle speed.
Table 4-1 Buttons Used to Adjust Engine Speed
RPM mode is enabled by providing voltage to wire TWO/OEM Interlock which in turn grounds
EEC output wire FIVE/Cruise Enable.
Limiting Speed Governor
The Limiting Speed governor (LSG) is an optional governor. LSG operation determines the
amount of engine fueling required based on engine speed and throttle input. An engine configured
for Engine Speed Cruise Control may also operate in LSG Mode. The Electronic Foot Pedal
Assembly (EFPA) provides throttle input for engine operation in LSG Mode.
The EFPA remains active while operating in Engine Speed Cruise Control unless the digital
input Throttle Inhibit is configured and enabled by switching the input to battery ground. If
Throttle Inhibit is inactive, LSG may override the pressure governor if it is requesting greater
power than the PSG.

Variable Speed Governor
The Variable Speed Governor (VSG) is an optional governor. VSG converts its throttle input
(analog voltage or frequency) to a VSG set speed between idle and rated speed. VSG determines
the engine speed error and varies engine fueling to maintain the desired set speed. VSG may
override the EEC if it is requesting greater power then the EEC. To prevent this, VSG Inhibit
must be used.
4.1.2 PRESSURE MODE (OPTIONAL PSG)
Use the following procedure to operate in Pressure Mode:

1. Start the engine and check that EEC is on.
2. Activate the interlocks necessary for operation in Pressure mode. Activation of the
interlocks will result in +12/24 volts on both wire TWO/OEM Interlock and wire
TEN/Pump Engaged.
3. Check that the PUMP ENGAGED, OKAY TO PUMP, and THROTTLE READY lights
are illuminated.
4. Check that the pressure lamp is illuminated, press MODE if needed.
5. Pump discharge pressure can now be adjusted with the following buttons as listed in
Table 4-2.
Button Action
Press the button to command the engine to approximate the preset pump
PRESET
pressure.
Press the button to increases discharge pressure in 4 PSI (25.6 kPa)
increments each time the button is pressed.
INC
Press and hold the button to increase the pressure at a faster rate
equivalent to two (2) increments per second.
Press the button to decrease pressure in 4 PSI (25.6 kPa) increments.
DEC Press and hold the button to decrease the pressure at a faster rate
equivalent to two (2) increments per second.
IDLE Press the button to return the engine immediately to the normal idle speed.
Table 4-2 Buttons Used to Set Pressure Mode
Pressure mode is enabled once +12/24 volts has been provided to EEC wire TWO/OEM Interlock
and EEC wire TEN/PTO Engaged. Pressure Mode may be selected by pressing the MODE button
which provides ground to the DDEC digital input "Pressure/RPM."
Pressure Mode Features
The maximum allowable increase above the RPM at which the pressure set point was established
is 400 RPM. The initial set point must be changed to increase the engine speed more than 400
RPM. This protects the operator from a pressure surge which may result from a momentary loss
of pressure if the maximum allowable increase in engine speed is not limited. Also, the maximum
allowable increase in engine speed protects the pump from cavitation.

If the preset value is not attained after a short time, the EEC will stop trying to increase the
selected parameter (pressure or engine speed) and will maintain the requested mode and the last
value for that parameter prior to the time out.
The Pressure Mode is maintained until one of the following situations occurs:
Situation 1 - The Pressure/RPM Mode switch is moved to the RPM Mode. The system reverts to
RPM Mode and the same engine speed is maintained.
Situation 2 - The Pressure Sensor signal exceeds diagnostic limits. The system reverts to RPM
Mode and the RPM light is illuminated. The same engine speed is maintained. EEC will display a
Check Engine text message and a diagnostic code in the Information Center and sound an OEM
provided alarm. The Check Engine Light (CEL) on the dashboard illuminates, and the DDEC
ECU logs a Code 86 or 87 into the ECU memory.
Situation 3 - If the water pump discharge pressure falls below 40 psi (276 kPa) and the engine
RPM rises a minimum of 400 rpm above the current set point for more than five (5) seconds, the
system also considers cavitation to have occurred and the following happens:
The engine will return to idle.
The current engine speed and discharge pressure set points will be cleared.
The CEL will illuminate and a cavitation will be logged.
4.2 ENGINE PARAMETER DISPLAY

RPM, Oil Pressure, Oil or Coolant Temperature, and ECU Voltage are displayed continuously in
the Engine Data section of the EEC (see Figure 4-3).
Figure 4-3 EEC Engine Data Section

Messages and any known diagnostic code accompanying a Check Engine or Stop Engine
condition will be displayed on the Information Center message display (see Figure 4-4). The
external alarm output will also be activated when the engine is running.
The Information Center displays the following messages listed in Table 4-3.
Message Occurrence/Further Display

Welcome to Detroit Diesel
At ignition on (optional)
Electronic Engine Commander
Engine Commander OEM interlock is not active
PSG: Ready Interlocks are active but no RPM/PSI requested
RPM Active RPM mode has been requested
Pressure Active PSI (kPa) mode has been requested
Preset RPM: XXXX Auto-INC\DEC flashes when Preset RPM requested
Preset PSI (kPa) : XXX Auto-INC\DEC flashes when Preset PSI (kPa) requested
PSG: Idle Request Interlock lost or idle switch pressed
Coolant Temp High Coolant temperature is high
Oil Temp High Oil temperature is high
Oil pressure low Oil pressure is low
Coolant level low Coolant level is low
EEC Low Voltage EEC voltage is low
Check Engine DDEC broadcasts a check engine code description
Stop Engine DDEC broadcasts a stop engine code description
EEC Preset Fault Operating after Preset
PSG Disabled Digital Output – Cruise Active (PSG) is missing. Check wire.
Table 4-3 Information Center Messages

4.3 ALARM FUNCTIONS

EEC has a low side output capable of sinking up to one (1) amp DC which activates an OEM
supplied external alarm. The alarm is activated as listed in Table 4-4.
Activity Timing
Low Fuel Cycles the alarm output two (2) times per second.
Check Engine or low voltage (below 11.9 V) Cycles the alarm output four (4) times per second.
Stop Engine Cycles the alarm output eight (8) times per second.
Table 4-4 EEC External Alarm
The EEC will activate the low voltage alarm below 11.9 V. DDEC will not log a low voltage
code or illuminate the CEL until the voltage drops below 10.0 V on a 12 V system or below 20
V on a 24 V system.
4.4 PROGRAMMING THE ELECTRONIC ENGINE

COMMANDER
Program the EEC by selecting items from a menu. When the EEC is in Programming Mode only
the Information Center (see Figure 4-4) lights will be visible.
To enter the programming menu:
1. Ensure that engine speed is less than 900 RPM. For optional PSG only, ensure that the
PTO/Pump is disengaged (i.e. 0 volts on EEC wire TEN "PTO Engaged").
2. Press and hold the MODE and MENU buttons at the same time until "PRESS IDLE TO
EXIT" is momentarily displayed on the Information Center, then release both buttons.
3. Scroll through the menu by pressing the MENU button.
4. Change a menu selection using the INC and DEC buttons.
5. Exit the programming menu in one of two ways:
[a] Press IDLE to exit the menu and save changes.
[b] Press MODE to exit the menu without saving changes.

4.4.1 EEC PROGRAMMING MENU OPTIONS
As you scroll through the menu by repeatedly pressing the MENU button, the following items,
listed in Table 4-5, will appear sequentially in the Information Center display.
Programming
Menu Item Explanation
Button Change
RPM Preset Point: Preset Engine Speed Inc/Dec +/- 25 RPM
+/- 25 PSI (172
Pressure Preset Point: Preset Pressure Inc/Dec
kPa)
Default Mode (EEC Software Rel Selects Pressure or RPM Mode
Inc/Dec Cycles options
3.0 or later) as default
Engine Hour meter: Information Only -- --
Pump Hour meter: Information Only -- --
Engine Degrees: Oil or Coolant Inc/Dec Cycles options
Display Set Pressure
Selects YES or NO Inc/Dec Cycles options
(EEC Software Rel 3.0 or later)
Pump Pressure (PSI): Pressure Reading if Active -- --
DDEC Software Ver: ECU Revision Level -- --
EEC Software Ver: EEC Revision Level -- --
Engine Commander I/O Test: Test Switches and Outputs Any --
Press [MODE] Test Lights:* Tests Display Panel & Audible Alarm Mode --
Set Time Clock: Set Clock Inc/Dec +/- 1 minute
Units of Measure: English or Metric Inc/Dec Cycles options
Welcome Message: Enable or Disable Inc/Dec Cycles options
Historical Codes: Displays YES or NONE -- --
Connector Data:[INC/DEC] Displays Connection Pinouts Inc/Dec Scroll fwd/back
SAVE? [Idle Y] [Mode N] Exit and Save Options -- --
* PUMP ENGAGED and THROTTLE READY will not illuminate.
Table 4-5 EEC Programming Options on Information Center Menu

5 TROUBLESHOOTING
The following sections and items must be read and thoroughly understood before using this
section of the manual.
1. The engine and ignition should always be OFF before the wires are disconnected or
reconnected.
2. After the wires are reconnected to the system, the codes logged should be ignored and
cleared.
3. In diagnosing an intermittent problem, wiggling wires may allow the fault to be repeated.
This may allow a technician to better isolate the problem area.

TROUBLESHOOTING
5.1 ELECTRICAL CIRCUITS

Anyone preforming the troubleshooting procedures in this manual should understand the theory
of electricity and know the meaning of voltage and ohms. An understanding of what happens in a
circuit with an open or shorted wire and the ability to read and understand a wiring diagram is a
necessity. The ability to use jumper wire to make circuit checks is also required.
5.1.1 USE OF DIGITAL VOLT-OHM METER
Familiarity with the digital volt-ohm meter (DVOM), the controls of the meter and how to use it
correctly to measure voltage and resistance is a troubleshooting requirement.
Resistance Measurements
Perform the following steps to measure resistance:

1. Connect the red test lead to the V- (Volt-Ohm) input connector and the black lead
to the com input connector on the meter.
2. Set the function/range switch to the desired position. If the magnitude of the resistance
is not known, set the switch to the highest range, then reduce until a satisfactory reading is
obtained.
3. If the resistance being measured is connected to a circuit, turn off the power to the circuit
being tested. Turn off the ignition.
4. Connect the test leads to the circuit being measured. When measuring high resistance, be
careful not to contact adjacent points, even if they are insulated. Some insulators have a
relatively low insulation resistance which can affect the resulting measurement.
5. Read the resistance value on the digital display.
Continuity Checks
In addition to measuring the specific resistance value of a circuit, some meters will also register if
a continuous electrical path exists. If a path exists, the circuit is said to have continuity. (This
continuity check can be used in any section of this troubleshooting guide where the test is looking
for greater than, less than, or equal to 5 ohms.) An open circuit (broken electrical path) would have
∞ resistance and would not have continuity. To utilize the continuity feature of certain meters:
1. Place the function/range switch in any range.
2. Connect the red lead to the V- connector and the black lead to the com connector on the
meter. With the test leads separated or measuring an out-of-range resistance, the digital
display will indicate OL (over limit) Some meters show "1 +, 1, or ↑."
3. Put one test probe at one end of the wire or circuit to be tested. Use the other test lead
to trace the circuit. When continuity is established, an symbol will display in the
upper left corner of the digital display. If contact in the wire is maintained long enough

(about 1/4 second), the OL will disappear and the resistance value of the wire or circuit
will display next to the symbol.
4. If your DVOM does not work in the manner described above, you must know how your
DVOM operates in order to use this troubleshooting guide.
Voltage Measurements
Perform the following steps to measure voltage.

1. Connect the red test lead to the V- connector and the black lead to the com input on the
meter. If a DC-AC switch is present, ensure it is switched to the DC position.
2. Set the function range/switch to the desired volts position. If the magnitude of the voltage
is not known, set the switch to a range that will be able to read most voltages seen on
a vehicle. Typically, a 20V range will do. Then, reduce the range until a satisfactory
reading is obtained.
3. Connect the test leads to the circuit being measured. In the DDEC system diagnostic
procedures, voltage measurements are always given as being taken at pins, sockets, battery
+, or ground. Following the voltage measurement point, the color test lead to be used
is given in parenthesis (red is the V- connection, and black is the com connection).
Example: If the procedure says, "Take voltage reading at socket A3 (red lead) to socket
C3 (black lead)", see Figure 5-1 for the hook-up.
1. Red Lead 2. Black Lead
Figure 5-1 Voltage Measurement Hookup

TROUBLESHOOTING
5.2 ENGINE SPEED CRUISE CONTROL

NOTE:
Input/Outputs used can vary so always verify cavity assignments. Wire numbers and
cavity assignments used here are default settings.
The following is a list of problems that can occur with Engine Speed Cruise Control:
Does not operate; refer to section 5.2.1.
No RPM Mode; refer to section 5.2.3.
No increase function; refer to section 5.2.4.
No decrease function; refer to section 5.2.5.
EEC Fault Information; refer to section 5.4.
NOTE:
If a condition exists that causes the CEL or SEL to illuminate, refer to the DDEC
III/IV Single ECM Troubleshooting Manual (6SE497) or the DDEC V Single ECM
Troubleshooting Manual (6SE565).
The first step in troubleshooting Engine Speed Cruise Control is to verify Cruise Control
configuration (refer to section 5.2.1).
5.2.1 VERIFY CORRECT ENGINE SPEED CRUISE CONTROL

CONFIGURATION
Perform the following steps to verify the Cruise Control configuration.

1. Turn ignition ON.
2. Plug in the diagnostic tool (DDDL and DDR).
3. Verify that Cruise Control is configured.
4. Verify that the correct 06N04C customer selectable parameter option group is selected.
Contact Detroit Diesel Technical Service for assistance.
5. Ensure correct digital inputs and digital outputs listed in Table 5-1, Table 5-2 and
Table 5-3 are configured.
[a] If the system is enabled and the inputs/outputs are correctly configured,
refer to section 5.2.2.
[b] If the problem was found, correct the settings and retest.

Function Number Circuit Number* DDR Description
Assignment*
17 544 F2 Service Brake Released
20 541 J1 Set/Coast
22 545 G3 Resume/Accel
23 543 G2 Cruise Control Enable
to application.
Table 5-1 DDEC III and IV Required Cruise Control Digital Inputs
Order Entry Function Number DDR Description
Assignment*
523 V-09 Cruise Control Enable
520 V-47 Set/Coast
522 V-08 Resume/Accel
517 V-03 Service Brake Released
* DDC port assignments shown are default settings but can differ from application to application.
Table 5-2 DDEC V Required Cruise Control Digital Inputs
Order Entry VIH Connector

DDEC DDR Description
Function Number Assignment*
DDEC IV 11 A1 (Circuit Number 988) Cruise Active
DDEC V 11 V-55 Cruise Active
to application.
Table 5-3 DDEC III/IV and DDEC V Engine Speed Cruise Control Required
Digital Output
5.2.2 CHECK SYSTEM GROUND
Perform the following steps to check the system ground:

1. Start engine.
2. Verify all interlocks for the application are set.
3. Plug in the diagnostic tool (DDDL or DRS).
4. View CRUISE ENABLE under SWITCH/LIGHT STATUS.
[a] If CRUISE ENABLE reads OFF, the CRUISE ENABLE input (#543 DDEC III/IV or
V-9 DDEC V) is not grounded. Go to step 5.
[b] If CRUISE ENABLE reads ON, refer to section 5.2.3.
5. Check wire 543 (DDEC III/IV) or V-9 (DDEC V) for an open wire between ECM and
battery negative.

TROUBLESHOOTING
[a] If an open wire exists, repair and retest.

[b] If no wire fault exists, refer to section 5.2.3.
5.2.3 NO RPM MODE
Perform the following steps to identify the problem:

1. Start the engine and make certain the EEC is ON.
2. Scroll through the menu choices in the Information Center by pressing the MENU button.
Stop at PRESS [MODE] TEST LIGHTS: and press the MODE button.
3. Is the Throttle Ready lamp illuminated?
[a] If YES, check the system ground (refer to section 5.2.2).
[b] If NO, check that there is a minimum +12 volts on wire TWO, "OEM Interlock" and
repair if necessary. Retest using step 2, then go to step 4.
4. Is the RPM Mode lamp illuminated?
[a] If YES, the system is in RPM Mode.
[b] If NO, call Detroit Diesel Technical Service.
5.2.4 CHECK RESUME / ACCEL CIRCUIT

1. Start engine.
2. Verify all interlocks are set.
3. Plug in diagnostic tool (DDR, DDDL).
4. Access the SWITCH/LIGHT STATUS menu and view RES/ACCEL.
5. Observe RES/ACCEL, while pressing the increase switch.
[a] If the diagnostic tool displays OFF to ON when increase is pressed but the engine
speed does not increase, contact Detroit Diesel Technical Service.
[b] If the diagnostic tool displays OFF when increase is pressed, the Resume/Accel
(increase) circuit is open or shorted to a voltage source. Repair the fault and retest. If
the diagnostic tool still displays OFF, contact Detroit Diesel Technical Service.

5.2.5 CHECK SET / COAST CIRCUIT

1. Start engine.
3. Increase speed to 1000 rpm by pressing the INC button on the EEC.
5. Access the SWITCH/LIGHT STATUS menu and view SET/COAST.
6. Observe SET/COAST, while pressing the decrease switch.
[a] If the diagnostic tool displays OFF to ON when decrease is pressed but the engine
speed does not decrease, contact Detroit Diesel Technical Services.
[b] If the diagnostic tool displays OFF when decrease is pressed , the Set/Coast
(decrease) circuit is open or shorted to a voltage source. Repair the fault and retest. If

TROUBLESHOOTING
5.3 PRESSURE GOVERNOR

NOTE:
Input/Outputs used can vary so always verify cavity assignments. Wire numbers and
cavity assignments used here are default settings.
The following is a list of problems that can occur with the Pressure Sensor Governor (PSG):
Does not operate; refer to section 5.3.1.
No RPM Mode; refer to section 5.3.4.
No Pressure Mode; refer to section 5.3.5.
No increase function; refer to section 5.3.6.
No decrease function; refer to section 5.3.7.
EEC Fault Information; refer to section 5.4.
NOTE:
If a condition exists that causes the CEL or SEL to illuminate, refer to the DDEC
III/IV Single ECM Troubleshooting Manual (6SE497) or the DDEC V Single ECM
Troubleshooting Manual (6SE565).
The first step in troubleshooting Pressure Governor is to verify Pressure Sensor Governor
configuration (refer to section 5.3.1).
5.3.1 VERIFY CORRECT PRESSURE SENSOR GOVERNOR

CONFIGURATION
Perform the following steps to verify the Cruise Control configuration.

1. Turn ignition ON.
2. Plug in the diagnostic tool (DDDL, DDR).
3. View H2O GOV ENABLED. Does YES or NO appear opposite H2O GOV ENABLED.
[a] If YES, go to step 4.
[b] If NO, contact Detroit Diesel Technical Service for ECM reprogramming.
4. View the ECM IN/OUTS.
5. Ensure correct digital inputs and digital outputs listed in Table 5-4 or Table 5-5 and
Table 5-6 or Table 5-7 are configured.
[a] If the system is enabled and the inputs/outputs are correctly configured,
refer to section 5.3.2.
[b] If the problem was found, correct the settings and retest.

Order Entry Circuit VIH-to-ECU

DDR Description
Function Number Number* Connector Assignment*
8 523 H1 Pressure/RPM Mode
24 543 G2 PSG Enable
22 545 G3 Resume/Accel On (increase)
20 541 J1 Set/Coast On (decrease)
to application.
Table 5-4 DDEC III and IV Required PSG Digital Inputs
Order Entry Function Number Description
Assignment*
508 V-23 Pressure/RPM Mode
524 V-9 PSG Enable
522 V-8 Resume/Accel (increase)
520 V-47 Set/Coast (decrease)
Table 5-5 DDEC V PSG Required Inputs
Order Entry
Function Number
5 499 PSG Active
- Cavity F3
connector
to application.
Table 5-6 DDEC III/IV PSG Required Digital Output

5 V-07 PSG Active
Table 5-7 DDEC V PSG Required Digital Output

TROUBLESHOOTING
5.3.2 CHECK SYSTEM GROUND
Perform the following steps to check the system ground:

1. Start engine.
2. Verify all interlocks for the application are set.
3. Plug in the diagnostic tool (DDDL, DDR).
4. View PSG ENABLE under SWITCH/LIGHT STATUS.
[a] If PSG ENABLE reads OFF, the PSG ENABLE input (#543 DDEC III/IV or V-9
DDEC V) is not grounded. Go to step 5.
[b] If PSG ENABLE reads ON, refer to section 5.3.3.
5. Check wire 543 (DDEC III/IV) or V-9 (DDEC V) for an open/short between ECM and
battery negative.
[a] If an open/short exists, repair and retest.
[b] If no wire fault exists, go to step 6.
6. Disconnect the wire. Measure the voltage at EEC wires TWO and TEN. Is the voltage
greater than 12V?
[a] If YES, contact Detroit Diesel Technical Service.
[b] If NO, repair/replace the interlocks.

5.3.3 CHECK SENSOR WIRING
Check the sensor wiring by comparing it to the diagram (see Figure 5-2).
Figure 5-2 Pressure Sensor and Harness Connector
If the wiring is correct as listed in Table 5-8, refer to section 5.4. If the wiring is incorrect, correct
the wiring and retest.
Pressure Sensor Harness

DDEC III/IV Circuit DDEC V Pin
Connector Cavity
916 V-11 B
749 V-29 C
952 V-60 A
Table 5-8 Pressure Sensor Connector
5.3.4 NO RPM MODE

1. Start the engine and make certain the EEC is ON.
2. Scroll through the menu choices in the Information Center by pressing the MENU button.
Stop at PRESS [MODE] TEST LIGHTS: and press the MODE button.
3. Is the Throttle Ready lamp illuminated?
[a] If YES, check the system ground (refer to section 5.3.2).

TROUBLESHOOTING
[b] If NO, check that there is a minimum +12 volts on wire TWO, "OEM Interlock" and
repair if necessary. Retest using step 2, then go to step 4.
4. Is the RPM Mode lamp illuminated?
[a] If YES, the system is in RPM Mode.
[b] If NO, contact Detroit Diesel Technical Service.
5.3.5 NO PRESSURE MODE

1. Start engine.
2. Verify all interlocks are set. The interlock lamps show which interlock circuits have been
closed. Are the Pump Engaged, Okay To Pump, and Throttle Ready lamps illuminated?
[a] If YES, the interlocks necessary for both increased throttle and pump operation are
activated, go to step 3.
[b] If NO, check that there is +12/24 volts on EEC wire TWO, “OEM Interlock,” and on
EEC wire TEN, “PTO Engaged,” and repair if necessary. Once repaired, go to step 3.
4. Access the SWITCH/LIGHT STATUS menu.
5. View PSG MODE.
[a] If the diagnostic tool displays ON when PSG MODE is selected, the mode selector is
functioning properly. Check for possible intermittent open or short to voltage source.
Check for faulty pressure sensor. Refer to section 5.3.3.
[b] If the diagnostic tool displays OFF when PSG MODE is selected, the mode selector
wire or switch is open or shorted to a voltage source. Repair the fault and retest. If
the EEC tests okay, refer to section 5.3.6. If the mode selector is still not functioning,
contact Detroit Diesel Technical Service.
5.3.6 CHECK RESUME / ACCEL CIRCUIT

1. Start engine.
3. Plug in the diagnostic tool (DDR, DDDL).
4. Access the SWITCH/LIGHT STATUS menu and view RES/ACCEL.
5. Observe RES/ACCEL, while pressing the increase switch.
[a] If the diagnostic tool displays OFF to ON when increase is pressed but pump pressure
does not increase, contact Detroit Diesel Technical Services.

[b] If the diagnostic tool displays OFF when increase is pressed, the Resume/Accel
(increase) circuit is open or shorted to a voltage source. Repair the fault and retest. If
5.3.7 CHECK SET / COAST CIRCUIT

1. Start engine.
3. Plug in the diagnostic tool (DDR, DDDL).
4. Increase pressure to a value above minimum by pressing INC.
5. Access the SWITCH/LIGHT STATUS menu and view SET/COAST.
6. Observe SET/COAST, while pressing the decrease switch.
[a] If the diagnostic tool displays OFF to ON when decrease is pressed but the pump
pressure does not decrease, contact Detroit Diesel Technical Services.
[b] If the diagnostic tool displays OFF when decrease is pressed, the Set/Coast (decrease)
circuit is open or shorted to a voltage source. Repair the fault and retest. If the
diagnostic tool still displays OFF, contact Detroit Diesel Technical Services.

TROUBLESHOOTING
5.4 TROUBLESHOOTING ELECTRONIC ENGINE

COMMANDER
The Information Center displays DDEC ECM diagnostic codes and limited engine information as
well as PSG status.
The Information Center display can be used as an aid in troubleshooting the Pressure Governor
System and the Electronic Engine Commander.
This section lists some of the common troubles encountered during the installation and check
out of the Electronic Engine Commander. These conditions and suggested actions are listed in
Table 5-9. The information listed in Table 5-10 and Table 5-11 is provided for reference.

Condition Action
Check that the necessary switches are turned on.
EEC Will Not Light Up Check that there is a 12 VDC between EEC wires ELEVEN and THREE, as
Check that the THROTTLE READY lamp is on. The EEC will not respond in RPM
mode unless the OEM safety interlock requirements that enable the throttle are met.
Press the PRESET and then the INC buttons. Does the EEC indicate it is increasing
Throttle Will Not RPM on the data display?
Increase In RPM Mode Check the switch and outputs I/O test. (Accessed in the Information Center menu.)
Re-initialize the EEC. (Remove power to the EEC; wait ten seconds and then power
the unit and try again. The EEC performs a "self-test" when it is powered up. This is
indicated on the EEC by a momentary lighting of all the display segments.)
Check that all three lamps: PUMP ENGAGED, OKAY TO PUMP, and THROTTLE
READY are on.
Throttle Will Not Press the INC and then the PRESET buttons to increase pump pressure.
Increase In Pressure Check for a pump discharge pressure reading in the Menu.
Mode
Re-initialize the EEC. (Remove power to the EEC; wait ten seconds and then power
the unit and try again. The EEC performs a "self-test" when it is powered up. This is
indicated on the EEC by a momentary lighting of all the display segments.)
Check that the connections at EEC WHITE and BLACK wires, as listed in Table 5-10,
Engine Data Display Is are secure.
Showing All Zeroes Check that there is continuity on the 900 and 901 circuits for DDEC III/IV, VIH pin V-56
and V-57 for DDEC V, from the ECM connector to the EEC connector.
Check that the parking brake is on.
Check that the transmission is in neutral, or the hand throttle (PTO) is engaged.
Check for 12 VDC at EEC wire TWO as listed in listed in Table 5-10.
Check that all OEM safety requirements for pump operation are fulfilled.
THROTTLE READY
Lamp Will Not Turn On Is the parking brake on?
Is the transmission in the proper range for pump operation?
Is the hand throttle (PTO) engaged?
Is there an OK to PUMP indication in the cab?
Check for 12 VDC at EEC wire TEN as listed in listed in Table 5-10.
Mode Will Not Change Are the PUMP ENGAGED and OKAY TO PUMP lamps on?
From RPM to Pressure Does the MODE switch pass the I/O test? (Accessed in the Information Center menu.)
Check that the proper lamps are on for the mode you want to operate.
PRESET Button Is there a valid preset programmed into the menu? If not, refer to section and
Doesn't Work complete the steps given there.
Does PRESET pass the I/O test? (Accessed in the Information Center menu.)
The EEC tries to increase to the preset pressure for 10 seconds. If the pressure
cannot be obtained then the error message will be displayed. Check the following:
“Preset Pressure Fault” There is an adequate water supply to build up pressure
on EEC
You are not running away from the water supply
Plumbing issues
Table 5-9 Electronic Engine Commander Troubleshooting

TROUBLESHOOTING
DDEC III/IV
Number*
Optional Digital Low State (On) = Pressure
ONE Input Mode H1 523 V-23 Mode
(EEC Output)‡ High State (Off) = RPM Mode
7 < V < 32 VDC = OEM
OEM Interlock Interlock Closed
TWO — — —
(EEC Input)† V < 4 VDC = OEM Interlock
Open
THREE System Ground (-) – 953 – DDEC Battery Ground
FOUR Not Used — — — —
Cruise Enable
FIVE G2 543 V-9 Cruise Enable
(EEC Output)†
Resume/Accel On Low State (On, Increase)
SIX G3 545 V-8
(EEC Output)‡ High State (Off, No Increase)
Set/Coast On Low State (On, Decrease)
SEVEN J1 541 V-47
(EEC Output)‡ High State (Off, No Decrease)
Cruise Active
EIGHT A1 988 V-55 Cruise Active
(EEC Input)†
External Alarm Low State (Alarm On)
NINE — — —
(EEC Output)‡ High State (Alarm Off)
TEN Not Used — — — —
Power Harness
on Hazardous
ELEVEN System Power (+) 439 V-15 DDEC Ignition Power
Environment
Engine
Low State (On) = Low Fuel
Low Fuel Switch
TWELVE — — — High State (Off) = Fuel Level
(EEC Input)†
OK
SAE J1587 Data
WHITE C-2 900 V-56 SAE J1587 Data Link (+)
Link
SAE J1587 Data
BLACK C-1 901 V-57 SAE J1587 Data Link (-)
Link
Table 5-10 EEC Cable for Engine Speed Cruise Control

The following wiring, listed in Table 5-11, is required for EEC with optional PSG.
DDEC III/IV
Number*
Pressure/RPM
Low State (On) = Pressure Mode
ONE Mode H1 523 V-23
High State (Off) = RPM Mode
(EEC Output)‡
7 < V < 32 VDC = OEM Interlock
OEM Interlock
TWO — — — Closed
(EEC Input)†
V < 4 VDC = OEM Interlock Open
THREE System Ground (-) — 953 — DDEC Battery Ground
PSG Active Low State (On) = Pressure Mode
FOUR (Pressure Mode) F3 499 V-7 High State (Off) = Not in Pressure
(EEC Input)† Mode
PSG Enable Low State (On) = PSG Enable
FIVE G2 543 V-9
(EEC Output)‡ High State (Off) = PSG Disable
Resume/Accel On Low State (On) = Increase
SIX G3 545 V-8
(EEC Output)‡ High State (Off) = No Increase
Set/Coast On Low State (On) = Decrease
SEVEN J1 541 V-47
(EEC Output)‡ High State (Off) = No Decrease
Cruise Active Low State (On) = PSG Enabled
EIGHT A1 565 V-55
(EEC Input)‡ High State (Off) = PSG Disabled
Low State (On) = External Alarm
External Alarm Activated
NINE — — —
(EEC Output)‡ High State (Off) = External Alarm
Not Activated
Low State (Off) = PTO/Pump
PTO/Pump
Disengaged
TEN Engaged — — —
High State (On) = PTO/Pump
(EEC Input)†
Engaged
ELEVEN System Power (+) B-3 439 V-15 DDEC Ignition Power
Low Fuel Switch Low State (On) = Low Fuel
TWELVE — — —
(EEC Input)† High State (Off) = Fuel Level OK
WHITE J1587 Data Link C-2 900 V-56 SAE J1587 Data Link (+)
BLACK J1587 Data Link C-1 901 V-57 SAE J1587 Data Link (-)
Table 5-11 EEC Cable for Optional PSG
NOTICE:

TROUBLESHOOTING
THIS PAGE INTENTIONALLY LEFT BLANK

APPENDIX A: SYMBOLS
All information subject to change without notice. A-1

APPENDIX A: SYMBOLS
A-2 All information subject to change without notice.

All information subject to change without notice. A-3

APPENDIX A: SYMBOLS
A-4 All information subject to change without notice.

APPENDIX B: DDEC ACRONYMS
ATS Air Temperature Sensor
CEL Check Engine Light
CTS Coolant Temperature Sensor
DDC Detroit Diesel Corporation
DDEC Detroit Diesel Electronic Control
DDR Diagnostic Data Reader
ECM Electronic Control Module
EEC Electronic Engine Commander
EFC Electronic Fire Commander
EFPA Electronic Foot Pedal Assembly
EOP Engine Over Temperature Protection
FMI Failure Mode Identifier
LSG Limiting Speed Governor
OEM Original Equipment Manufacturer
MID Message IDentification Character
PID Parameter IDentification Character
PTO Power Take-off
SEL Stop Engine Light
SEO Stop Engine Override
SRS Synchronous Reference Sensor
All information subject to change without notice. B-1

APPENDIX B: DDEC ACRONYMS
ATS Air Temperature Sensor
SID Subsystem IDentification Character
VEPS Vehicle Engine Programming Station
VIH Vehicle Interface Harness
VSG Variable Speed Governor
VSL Vehicle Speed Limiting
VSS Vehicle Speed Sensor
B-2 All information subject to change without notice.

GLOSSARY
American Wire Gauge (AWG) A standard for wire diameters based on the approximate
circular mil area of the wire. As numbers get larger, wire
diameters decrease in size (a size 16 AWG wire has a
larger diameter than a size 22 AWG). Refer to SAE J1228
Ampere (A) A unit of electrical current or rate of flow of electrons.

One volt across one ohm of resistance causes a current
of one (1) ampere.
Application Code System (ACS) The Detroit Diesel application code system includes all
application related DDEC parameters. The application
engineering department has developed the list of
parameters and default parameters that are selected by
Product Distribution for each application group.
ATEX A European directive which provides the technical

requirements to be applied to equipment and protective
systems intended for use in a potentially explosive
atmosphere. Named after the French: ATmosphere
EXplosive.
Atmosphere The unit of pressure defined as the pressure of

760 mm mercury at 0 C. Approximately
14.7 lb/in.2.
Brass Metal alloy of copper and zinc used for terminals.
Cable Wire used to make harnesses.
Cable Seal Required to seal cable-to-connector interface when

connector does not include an integral seal.
Cavitation A localized event where a vapor pressure/temperature

phenomenon of the cooling liquid allows partial
vaporization of the coolant. These cavities of vapor
are carried downstream to a region of higher pressure,
causing them to collapse. Cavitation reduces coolant flow
and increases pump wear.
Cavity A defined hole in the connector insulator into which the

contacts fit. The cavities are generally marked with a
unique designation or number for ease of identification.
Unused cavities must be plugged with cavity plugs.
All information subject to change without notice. G-1

GLOSSARY
Celsius (C) A temperature scale in which the freezing point of

water is 0 degrees and the boiling point is 100 degrees.
Refer to Appendix for the formula to convert Celsius
to Fahrenheit.
Check Engine Light (CEL) A panel mounted yellow indicator light. OEM supplied.
Circuit An electronic path between two or more points capable of

carrying an electrical current.
Circuit Number Value assigned to each circuit, can be cross-referenced to

its function.
Conduit Required cover protects circuits against crushing and

abrasion and holds wires in place. Flame retardant,
convoluted, polypropylene conduit may be used in most
applications. The size of conduit used must follow
recommended guidelines.
Connector Cover A cover used in place of a mating connector to seal the

connector against dirt and moisture.
Connector Seal A resilient seal used to keep moisture from entering the
connector at the point where the plug and receptacle
shells meet.
Contact The conductive element in a connector which makes

the actual connection between the wire and the mating
connector for the purpose of transferring electrical energy.
Crimp A method of attaching a terminal to a wire through the

application of pressure.
Cruise Control Standard feature that controls vehicle speed to maximize

fuel economy and driveability.
Cruise Control Light A green light can be installed on the dash to alert the
driver the vehicle is in cruise control mode. (Optional)
Current (I) The movement of electrons through a conductor. Current

is measured in amperes.
Current, Continuous Current load through the relay which can flow
continuously without damaging the relay.
Data Link Data Links are standard features. The
G-2 All information subject to change without notice.

Data Links facilitates the communication between the

ECM, the DDR, and other application based devices.
The Data Links allows the ECM to communicate with
other devices.
DDEC III Third generation of Detroit Diesel Electronic Controls.
DDEC IV Fourth generation of Detroit Diesel Electronic Controls.
Direct Current (DC) An essentially constant value of current that flows only in
one direction.
Electro-magnetic Interference Unwanted stray electronic radiation which may enter an

electronic system.
Electronic Control Module(ECM) Self-contained, weatherproof unit that includes control

logic to provide overall engine management. The ECM
continuously performs self diagnostic checks and
monitors the other system components.
Electronic Engine Commander Supports Detroit Diesel Electronic Control (DDEC) III,
(EEC) IV, and V engines in the construction and industrial
market. It combines the DDEC engine speed control,
optional Pressure Sensor Governor (PSG), and a panel
display for vital engine operating parameters and
diagnostics. EEC supports DDEC III and IV in hazardous
environments. EEC may be used with DDEC V in
Electronic Fire Commander (EFC) A complete pressure governor control unit for
DDEC III/IV engines. The EEC displays engine
RPM, battery voltage, engine oil pressure, and either
engine oil temperature or engine coolant temperature
(programmable).
Electronic Foot Pedal Sends an input signal to the ECM proportional to

Assembly(EFPA) the foot pedal position. The engine speed will be
increased/decreased when the signal is between the
programmed range. The ECM will decrease the engine
speed to idle and log a fault code when the signal is
outside of the programmed range.
Engine Protection Standard feature. The purpose of this feature is to monitor

and alert the operator of adverse conditions. The three
levels of engine protection are warning, rampdown, and
shutdown. The ECM monitors engine speed, oil pressure,
coolant level, and coolant temperature, compares these

GLOSSARY
parameters against the allowable limits. OEM-installed

components, CEL, SEL and CLS are required.
Engine Over Temperature Protection The reduction in operating power from 100% to 70%
between the time the CEL and the SEL illuminates. This
is for coolant temperature and oil temperature only.
DDC standard.
Engine Overspeed Logs diagnostic code at 2500 r/min. DDC standard.
Fahrenheit A temperature scale in which the freezing point of water

is 32 degrees and the boiling point is 212 degrees. Refer
to Appendix for the formula to convert Fahrenheit to
Celsius.
Failure Mode The manner in which a failure occurs.
Failure Mode Identifier(FMI) The FMI describes the type of failure detected in the
subsystem and identified by the PID or SID, as defined
by SAE J1587, as assigned by SAE staff or Data Format
Subcommittee.
Fault Detection, Fault Code Standard feature that allows the detection and
Classification, and Code Retention broadcasting of system faults and the recording and
retention of fault information in the form of codes that can
be retrieved and used by the operator and other systems.
Ferrule A bell shaped ring placed over a wire sealing grommet to

provide uniform axial compression of the grommet and to
minimize the torque transmission to the grommet when
the endbell is screwed on to the rear of the connector.
Ferrules are a part of the sealing mechanism at the rear of
a connector and are usually a separate component part.
Foot·Pound A unit of measurement equivalent to the work of raising

one pound vertically a distance of one foot.
g The international unit for the acceleration of a falling

body in the earth's gravitational field, inversely
proportional to the square of the distance from the body
to the center of the earth.
1g = 32.17 feet per second per second.
Harness A group of wires or cables bundled together with attached

connectors and or components in a preshaped assembly.

Hertz (Hz) International unit of frequency equal to one cycle per

second. 20,000 Hz is 20,000 cycles per second.
Ingress Protection Specifies the degree of protection from contact with live
or moving parts and against the intrusion of solid foreign
bodies or liquid into a component.
Insertion Tool A device used to insert a terminal into a connector

insulator.
Insulation A material which has high electrical resistance and is

suitable for covering or encasing electrical components
to prevent a short circuit.
Insulator The insulating element into which the terminals are

mounted in a connector. This can be a resilient material,
thermoplastic, or a thermoset compound, among other
materials.
Interfacial Seal The sealing of mated connectors over the entire face of
the mating insulators when the two connector halves are
mated. Usually done by employing resilient insulators.
Intermittent Occurring at intervals. A connection which passes

electrical current only in random or undesirable intervals.
Limiting Speed Governor The Limiting Speed governor (LSG) determines the
amount of engine fueling required based on engine speed
and throttle input. The Electronic Foot Pedal Assembly
(EFPA) provides throttle input for engine operation in
LSG Mode
Message Identification Character The MID is the first byte or character of each message
(MID) that identifies which microcomputer on the SAE J1587
serial communication link originated the information.
Mil One thousandth of an inch (.001). Used in the U.S. as unit

of length in wire diameters and linear dimensions.
Millimeters (mm) Metric unit of linear measure. 1 millimeter = .03937

inches.
Millimeters Squared (mm2) A standard for wire diameters used in Europe instead of
AWG. As numbers get larger, wire diameters increase
in size. The relationship between mm2 and AWG is
reverse. See SAE J1128.

GLOSSARY
Newton A unit of acceleration. One Newton is the force capable

of accelerating one (1) kilogram to one meter per second
per second.
Newton·Meters (N·m) A unit of measure for rotational acceleration.
Noninterchangeable Connectors A connector half of one manufacturer or series that will

not directly replace that of another manufacturer and
provide the same electrical and mechanical function.
Ohm ( ) The unit of electrical resistance. One ohm is the value of

resistance through which a potential difference of one
volt will maintain a current of one ampere.
Operating Temperature The range of temperature over which the component can
operate and still meet all design specifications.
Operating voltage The range of voltages over which the component can
be operated.
O-ring A donut shaped ring of rubber used as a seal around the

periphery of connectors.
Panel The outside surface of a piece of equipment on which

components are mounted.
Panel-mounted A component designed to be mounted on a panel by

means of screws or jam nut.
Parameter Identification Character A PID is a single byte character used in J1587 messages
(PID) to identify the data byte(s) that follow as assigned by SAE
staff or Data Format Subcommittee.
Pin Contact The contact which has a long shaft at the engagement
end which enters the socket contact.
Plating The metallic coatings used on contacts and metal

connectors. These are thin layers of metal designed to
improve conductivity, solderability, or to resist corrosion.
Typical contact finishes are gold or silver.
Plug The male portion of the main VIH connector pair usually
employing a coupling nut to secure this portion of the
connector to the receptacle half. A Plug may have either
pin or socket contacts.

Potential The difference in voltage between two points in a circuit.

Frequently one point is assumed to be ground which
has zero potential.
Potential Drop The difference in potential between two ends of a

resistance with a current flowing through.
Pressure Governor For Fire Maintains a set water pressure on a fire truck water pump.
Apparatus The engine speed will vary to maintain a constant water
pressure. This feature is in fire trucks.
Pressure Governor Light For Fire Indicates that the pressure governor system is active.
Apparatus
Ramp A sloped channel that accepts the bayonet pins in a

bayonet connector. The ramp is part of the mechanism
which mechanically locks the two main VIH connector
halves together.
Ratchet Crimp Tool A crimping tool with a ratchet mechanism in the handle
which will not allow the jaws to open until the crimp dies
have closed completely insuring a complete crimp.
Receptacle The connector half that mates with the plug. The
receptacle has threads, pins, or ramps which engage the
coupling nut on the plug, locking the two halves together.
A receptacle may have either pin or socket contacts.
Relay A remote-control switch in which an electro-magentically

produced force operates the contacts through which the
main power current flows. Relay pins are pin 30, pin 85,
pin 86, pin 87, and pin 87a (the last used in change-over
relay only).
Removal Tool A device used to remove a terminal from a connector

insulator.
Resistance The property of a substance which impedes current and

results in the dissipation of power in the form of heat.
The unit of resistance is the ohm ( ).
Ring Terminals Flat washers, stamped from metal strip, having terminal
wings.
Sealed Connector A connector which uses seals, gaskets, O-rings, or other

devices to prevent moisture, dirt, air or other contaminants
from entering and degrading its performance.

GLOSSARY
Shell The outside case of a connector. The insulator and

contacts are situated in the shell.
Shielded Cable A cable or group of wires enclosed within a conductive

shield. The shield is typically terminated to ground and
minimizes the effects of unwanted electrical energy
entering or leaving the cable. Shields are made of braided
copper, copper foil, or other conductive overlays.
The shield is usually enclosed in an insulating jacket.
Required for J1939 circuits.
Shutdown Alerts the driver by illuminating the yellow light, reducing

the operating power from 100% to 70%, illuminating the
red light, and 30 seconds later stopping the engine.
Silicone A group of polymers which are rubbery and extremely

stable in high temperatures. Silicone is an insulator and is
water repellent by nature.
Socket A female contact. A socket contact has an opening at the

engagement end to accept the pin contact.
Stop Engine Light (SEL) A panel mounted red indicator light provided by the
OEM as standard.
Strip To remove insulation from a conductor.
Strip Length The length of conductor which should be exposed from

the insulation at the end of the wire prior to terminal
installation.
Stripper A tool to remove insulation from a wire.
Subsystem Identification Character A SID is a single byte character used to identify

(SID) field-repairable or replaceable subsystems for which
failures can be detected or isolated as assigned by SAE
staff or Data Format Subcommittee.
Terminal A passive conductor used to facilitate the connection

at the position in an electric circuit where electrical
connection is established or broken.
Terminal Wings Used to crimp terminal onto cable providing strain relief
and assure proper positioning of cable seals.

Twisted Pair Cable A cable in which all of the cables are arranged in the
form of evenly twisted pairs. DDC recommends 12
full turns per foot.
Variable Speed Governor (VSG) The Variable Speed Governor (VSG) converts its throttle
input (analog voltage or frequency) to a VSG set speed
between idle and rated speed. VSG determines the engine
speed error and varies engine fueling to maintain the
desired set speed.
Vehicle Speed Maximum The fastest vehicle speed (mile/h, km/h) the driver is
allowed to travel on flat ground.
VIH-to-ECM Connector 30-pin connector that mates with the ECM Vehicle
Interface Harness socket.
Vibration A continuously reversing change in the magnitude of a

given force.
Volt (V) The unit of measurement of electromotive force. It is

equivalent to the force required to produce a current of
one (1) ampere through a resistance of one (1) ohm.
Voltage (E) The force which causes current to flow through an

electrical conductor. The greatest effective difference in
potential between and two conductors of a circuit.
Voltage Drop The difference in voltage between two points in a circuit

due to the loss of electrical pressure as a current flows
through an impedance.
Voltage Rating The maximum voltage which a connector can sustain

without breaking down or varying from design
specifications.
Warning Alerts the driver by illuminating the yellow check engine

light, and then the red stop engine light.
Wire Insulation Diameter The outside diameter of the insulation on an insulated

wire.
Wire Range The sizes of wire conductors accommodated by a

particular contact.
Wire Sealing Grommet A resilient disc with holes in it to accommodate the

individual wires entering the rear of the connector. Each
cavity forms a tight seal against the wire insulation (when

GLOSSARY
wires within the specified diameter are used). The

grommet seats the back of the connector against moisture,
dirt, and air. The grommet is normally held in place and
compressed by an endbell and or ferrule.
Wire Size A numerical designation for conductor diameter. This

manual uses American Wire Gauge which is based on the
approximate circular mil area of the wire.


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ATTENTION

1 INTRODUCTION ................................................................................................................. 1-1

2 SAFETY PRECAUTIONS ................................................................................................... 2-1

3 ORDERING AND INSTALLATION ..................................................................................... 3-1

All information subject to change without notice. i

FUSES AND FUSE ASSEMBLIES ....................................................................... 3-8

4 ELECTRONIC ENGINE COMMANDER OPERATION ....................................................... 4-1

5 TROUBLESHOOTING ........................................................................................................ 5-1

ii All information subject to change without notice.

5.3 PRESSURE GOVERNOR .............................................................................................. 5-8

APPENDIX A: SYMBOLS ............................................................................................................. A-1

APPENDIX B: DDEC ACRONYMS .............................................................................................. B-1

GLOSSARY ..................................................................................................................................... G-1

All information subject to change without notice. iii

iv All information subject to change without notice.

Figure 1-1 Coil Tubing Unit with Electronic Engine Commander

All information subject to change without notice. 1-1

Figure 1-2 Electronic Engine Commander, EEC2 Shown

1-2 All information subject to change without notice.

1.1 ELECTRONIC ENGINE COMMANDER HAZARDOUS

All information subject to change without notice. 1-3

1.1.1 ATEX GROUP II CATEGORY 3G (ZONE 2) CERTIFICATION

Figure 1-3 EEC1 Warning Label

1-4 All information subject to change without notice.

See Figure 1-4 for EEC1.

Figure 1-4 EEC1

All information subject to change without notice. 1-5

Figure 1-5 ATEX Certificate, page 1 of 2

1-6 All information subject to change without notice.

Figure 1-6 ATEX Certificate, page 2 of 2

All information subject to change without notice. 1-7

1.1.2 CLASS 1 DIVISION 2 CERTIFICATION

Figure 1-7 EEC2 Warning Label

1-8 All information subject to change without notice.

See Figure 1-8 for EEC2 with the UL Listed label.

Figure 1-8 EEC2 UL Listed Label

All information subject to change without notice. 1-9

THIS PAGE INTENTIONALLY LEFT BLANK

1-10 All information subject to change without notice.

All information subject to change without notice. 2-1

2-2 All information subject to change without notice.

2.4 WORK PLACE

Eliminate the possibility of a fall by:

All information subject to change without notice. 2-3

Reinstall all safety devices, guards or shields

2.6 ELECTRIC TOOLS

2-4 All information subject to change without notice.

2.8 FLUIDS AND PRESSURE

All information subject to change without notice. 2-5

Battery Explosion and Acid Burn

Fire Extinguisher Work Environment

Table 2-1 The Correct Type of Fire Extinguisher

2-6 All information subject to change without notice.

2.11 DIAGNOSTIC EQUIPMENT

All information subject to change without notice. 2-7

2-8 All information subject to change without notice.

3 ORDERING AND INSTALLATION

3.1 ORDERING EEC

3.1.1 EEC1 (ARMORED CABLE VERSION)

All information subject to change without notice. 3-1

3.1.2 EEC2 (LIQUID-TITE CONDUIT VERSION)

3.2 APPLICATION CODE SYSTEM

3.2.1 DIGITAL INPUTS

3.2.2 DIGITAL OUTPUTS