SPEEDOMETER/TACHOMETER DIAGNOSTICS AND SERVICE

APPLIES TO
Model: 1000 Start Date: 01/01/1989 End Date: 11/01/1997 2000 Start Date: 01/01/1989 End Date: 11/01/1997 3000 Start Date: 01/01/1989 End Date: 11/01/1997 4000 Start Date: 01/01/1989 End Date: 11/01/1997 8000 Start Date: 01/01/1989 End Date: 11/01/1997 5000 Start Date: 01/01/1989 9100 Start Date: 01/01/1989 9200 Start Date: 01/01/1989 9300 Start Date: 01/01/1989 9400 Start Date: 01/01/1989 9600 Start Date: 01/01/1989 9700 Start Date: 01/01/1989 9800 Start Date: 01/01/1989 9900 Start Date: 01/01/1989

DESCRIPTION
This service manual section applies to all heavy duty models starting January 1, 1989 and all medium duty models from January 1, 1989 to November 1, 1997.

1000, 2000, 3000, 4000, 8000 MODELS

January 1989 to March 1992 - All Engines

The electronic speedometer, odometer, tachometer and hourmeter are microprocessor driven gauges. The microprocessor is programmable to be compatible with different tire sizes, axle ratios, and a variety of engines. The gauges are located in the instrument panel gauge cluster and can be quickly detached from the instrument panel for quick access to any of its components. Refer to REMOVE AND INSTALL . The system consists of the gauges, the microprocessor, speedometer and tachometer sensor units, circuits in the wiring harness that connect the system, and the DIP switches, used to manually program the microprocessor. Refer to PROGRAMMING .

March 1992 to January 1994 - All Engines

The electronic speedometer, odometer, tachometer and hourmeter are microprocessor driven gauges. The microprocessor is programmable to be compatible with different tire sizes, axle ratios, and a variety of engines. The gauges are located in the instrument panel gauge cluster and can be quickly detached from the instrument panel for quick access to any of its components. Refer to REMOVE AND INSTALL . The system consists of the gauges, the microprocessor, speedometer and tachometer sensor units, circuits in the wiring harness that connect the system, and the DIP switches, used to manually program the microprocessor. Refer to PROGRAMMING . The speedometer, odometer, tachometer and hourmeter have self-testing capabilities that will identify various failures in the electronic portions of the unit. The self-testing diagnostics provide a strong indication of exactly what is wrong with the unit, without removing the cluster from the vehicle or spending a large amount of time troubleshooting. Refer to CLUSTER FAILURE DIAGNOSIS .

January 1994 and Later - Mechanical Engines

The electronic speedometer, odometer, tachometer and hourmeter are microprocessor driven gauges. The microprocessor is programmable to be compatible with different tire sizes, axle ratios, and a variety of engines. The gauges are located in the instrument panel gauge cluster and can be quickly detached from the instrument panel for quick access to any of its components. Refer to REMOVE AND INSTALL . The system consists of the gauges, the microprocessor, speedometer and tachometer sensor units, circuits in the wiring harness that connect the system, and the DIP switches, used to manually program the microprocessor. Refer to PROGRAMMING . The speedometer, odometer, tachometer and hourmeter have self-testing capabilities that will identify various failures in the electronic portions of the unit. The self-testing diagnostics provide a strong indication of exactly what is wrong with the unit, without removing the cluster from the vehicle or spending a large amount of time troubleshooting. Refer to CLUSTER FAILURE DIAGNOSIS .

January 1994 to November 1997 - Electronic Engines

The electronic speedometer, odometer, tachometer and hourmeter are microprocessor driven gauges. The microprocessor is factory programmed to operate from data link signals generated by the engine Electronic Control Module (ECM), with Big Bore engines, or the Vehicle Personality Module (VPM) with International 3-box engines. Gauges are located in the instrument panel gauge cluster and can be quickly detached from the instrument panel for quick access to any of its components. Refer to REMOVE AND INSTALL . The system consists of the gauges, the microprocessor, vehicle speed and engine speed sensors, the engine ECM, and a Vehicle Personality Module (VPM) (International engines only). The system also consists of circuits in the wiring harness that connect the system components, and the DIP switches, which can be used to manually program the microprocessor. Refer to PROGRAMMING . The speedometer, odometer, tachometer and hourmeter have self-testing capabilities that will identify various failures in the electronic portions of the unit. The self-testing diagnostics provide a strong indication of exactly what is wrong with the unit, without removing the cluster from the vehicle or spending a large amount of time troubleshooting. Refer to CLUSTER FAILURE DIAGNOSIS .

5000, 9100, 9200, 9300, 9400, 9900, MODELS

January 1989 to January 1991 - All Engines

The electronic speedometer is a microprocessor-based instrument. Utilizing the DIP switches located on the back of the speedometer head, it is programmable to different tire sizes and axle ratios. Refer to PROGRAMMING . The unit is also adaptable to cover two-speed axle applications. The system consists of the speedometer head (mounted between the gauge cluster panels), the sensor unit (mounted in the transmission rear bearing cover) and the circuits in the wiring harness that connect the two. The electronic tachometer is a microprocessor-based instrument. Utilizing the DIP switches located on the back of the tachometer head, it is programmable to a variety of engines. Refer to PROGRAMMING .

The system consists of the tachometer head (mounted between the gauge cluster panels), the sensor unit (mounted in the engine flywheel housing) and the circuits in the wiring harness that connect the two.

January 1991 to January 1994 - All Engines

The electronic speedometer, odometer, tachometer and hourmeter are microprocessor driven gauges. The microprocessor is programmable to be compatible with different tire sizes, axle ratios, and a variety of engines. The module can be quickly detached from the instrument panel for quick access to any of its components. Refer to REMOVE AND INSTALL . The system consists of the gauges, the microprocessor, speedometer and tachometer sensor units, circuits in the wiring harness that connect the system, and the DIP switches, used to manually program the microprocessor. Refer to PROGRAMMING .

January 1994 to June 1994 - Mechanical Engines

The electronic speedometer, odometer, tachometer and hourmeter are microprocessor driven gauges. The microprocessor is programmable to be compatible with different tire sizes, axle ratios, and a variety of engines. The module can be quickly detached from the instrument panel for quick access to any of its components. Refer to REMOVE AND INSTALL . The system consists of the gauges, the microprocessor, speedometer and tachometer sensor units, circuits in the wiring harness that connect the system, and the DIP switches used to manually program the microprocessor. Refer to PROGRAMMING .

January 1994 to June 1994 - Electronic Engines

The electronic speedometer, odometer, tachometer and hourmeter are microprocessor driven gauges. The microprocessor is factory programmed to operate from data link signals generated by the engine Electronic Control Module (ECM). The module can be quickly detached from the instrument panel for quick access to any of its components. Refer to REMOVE AND INSTALL . The system consists of the gauges, the microprocessor, vehicle speed and engine speed sensors, and the engine ECM. The system also consists of circuits in the wiring harness that connect the system components, and the DIP switches, which can be used to manually program the microprocessor. Refer to PROGRAMMING .

June 1994 and Later - Mechanical Engines

The electronic speedometer, odometer, tachometer and hourmeter are microprocessor driven gauges. The microprocessor is programmable to be compatible with different tire sizes, axle ratios, and a variety of engines. The module can be quickly detached from the instrument panel for quick access to any of its components. Refer to REMOVE AND INSTALL . The system consists of the gauges, the microprocessor, speedometer and tachometer sensor units, circuits in the wiring harness that connect the system, and the DIP switches, used to manually program the microprocessor. Refer to PROGRAMMING . The speedometer, odometer, tachometer and hourmeter have self-testing capabilities that will identify various failures in the electronic portions of the unit. The self- testing diagnostics provide a strong indication of exactly what is wrong with the unit, without

removing the cluster from the vehicle or spending a large amount of time troubleshooting. Refer to CLUSTER FAILURE DIAGNOSIS .

June 1994 and Later- Electronic Engines

The electronic speedometer, odometer, tachometer and hourmeter are microprocessor driven gauges. The microprocessor is factory programmed to operate from data link signals generated by the engine Electronic Control Module (ECM). The module can be quickly detached from the instrument panel for quick access to any of its components. Refer to REMOVE AND INSTALL . The system consists of the gauges, the microprocessor, vehicle speed and engine speed sensors, and the engine ECM. The system also consists of circuits in the wiring harness that connect the system components, and the DIP switches, which can be used to manually program the microprocessor. Refer to PROGRAMMING . The speedometer, odometer, tachometer and hourmeter have self-testing capabilities that will identify various failures in the electronic portions of the unit. The self- testing diagnostics provide a strong indication of exactly what is wrong with the unit, without removing the cluster from the vehicle or spending a large amount of time troubleshooting. Refer to CLUSTER FAILURE DIAGNOSIS .

1000, 2000, 3000, 4000, 8000 MODELS

January 1989 to January 1994 - All Engines

Speedometer/Tachometer Gauges The speedometer and tachometer gauges are driven by inputs from the microprocessor which is driven by the vehicle speed sensor, located at the transmission, and an engine speed sensor, located at the engine flywheel housing. The sensors are magnetic pick-up devices which sense the rotation of the speedometer gear and the flywheel ring gear. A permanent magnet located in these sensors establishes a magnetic field at the tip of the sensor. The magnetic field is repeatedly interrupted by the gear teeth, creating voltage impulses that are transmitted to the microprocessor.

January 1994 and Later - Mechanical Engines

Speedometer/Tachometer Gauges The speedometer and tachometer gauges are driven by inputs from the microprocessor which is driven by the vehicle speed sensor, located at the transmission, and an engine speed sensor, located at the engine flywheel housing. The sensors are magnetic pick-up devices which sense the rotation of the speedometer gear and the flywheel ring gear. A permanent magnet located in these sensors establishes a magnetic field at the tip of the sensor. The magnetic field is repeatedly interrupted by the gear teeth, creating voltage impulses that are transmitted to the microprocessor.

January 1994 to November 1997 - Electronic Engines

Cummins, Caterpillar, Detroit Diesel The speedometer and tachometer sensor output signals originate at the engine speed sensor (Engine manufacturers component) and at the vehicle speed sensor located at the transmission. These signals are sent to the engine Electronic Control Module (ECM). The engine ECM receives the input signals, processes them, and sends signals in the form of serial data transmissions over data link circuits to the speedo/tach microprocessor. The microprocessor then outputs the information to the speedometer and tachometer gauges. The engine ECM has been factory programmed with the information for various components a vehicle is equipped with, such as tire size, axle ratio, and engine model. NOTE: Any changes in vehicle components such as tire size, axle ratio, etc. requires the engine ECM to be reprogrammed and not the speedo/tach microprocessor. Refer to engine manufacturers service manual for information on reprogramming. International The speedometer and tachometer sensor output signals originate at the engine speed sensor installed in the engine (Engine manufacturers component) and at the vehicle speed sensor located at the transmission. The engine speed sensor transmits a signal to the engine Electronic Control Module (ECM) which calculates the engine speed. The engine ECM sends the calculated engine speed (RPM) as a digital signal to the engine Vehicle Personality Module (VPM). The engine VPM buffers this signal and sends a signal to the speedo/tach microprocessor. The vehicle speed sensor sends an AC signal to the engine VPM. The engine VPM has been programmed with the correct rear axle ratio and tire size information. The engine VPM uses this programmed information and the speed sensor input to create the vehicle speed signal which is sent to the speedo/tach microprocessor. NOTE: Any changes in vehicle components such as tire size, axle ratio, etc. requires the engine VPM to be reprogrammed and not the speedo/tach microprocessor. Refer to engine manufacturers service manual for information on reprogramming.

1000, 2000, 3000, 4000, 8000 MODELS

January 1989 to March 1992 - Instrument Cluster, Remove CAUTION:

Static electricity can cause permanent damage to the cluster. Before working on the cluster, be sure to remove all static electricity from your body by touching metal that is grounded. Do not wear clothing that causes static electric build up (nylon). NOTE: Before replacing a speedometer/tachometer gauge cluster, refer to CLUSTER FAILURE DIAGNOSIS to verify cluster needs replacing.

1. Always place the ignition in the OFF position (not ACC) prior to working on the cluster, due to potential shorting between the ground and ignition pins, which will damage the circuit board and gauges. 2. Protect the bezel during removal by placing a soft cloth on the forward side of the steering column. 3. Remove the four cluster mounting screws ( Figure 1 ).

(Right click on graphic to bring up an option list)

1000, 2000, 3000, 4000, 8000 Models Instrument Cluster Bezel, January 1989 to March 1992
1. PAN HEAD SCREWS 2. INSTRUMENT CLUSTER BEZEL 3. CLUSTER 4. WIRING HARNESS CONNECTOR 5. INSTRUMENT PANEL

4. Tilt or lift out cluster assembly from instrument panel. 5. Disconnect the three wiring harness connectors from the back of the cluster assembly ( Figure 1 ). 6. Disconnect the fitting on the back of the oil pressure gauge ( Figure 2 ). The oil gauge elbow must be held with a wrench while disconnecting the oil line.

(Right click on graphic to bring up an option list)

1000, 2000, 3000, 4000, 8000 Models Air or Oil Gauge Fittings and Lines, January 1989 to March 1992
1. CLUSTER ASSEMBLY 2. AIR OR OIL GAUGE FITTING 3. AIR OR OIL LINE

CAUTION:
When disconnecting or tightening air pressure and oil pressure line fittings, be sure to use two wrenches. One wrench must be on the gauge elbow to prevent it from turning. 7. After bleeding the air system, disconnect the air lines from the fittings on the back of the air gauges ( Figure 2 ). Two air pressure gauges are used on vehicles with air brakes. The air gauge elbow must be held while disconnecting the air line.

CAUTION:
Note the color of the air lines. The green line is for the primary system and the orange line is for the secondary system. 8. Disconnect the fuel-tach connections if the vehicle is so equipped. 9. The instrument cluster assembly is now free to be removed from the instrument panel.

January 1989 to March 1992 - Instrument Cluster, Install CAUTION:

Static electricity can cause permanent damage to the cluster. Before working on the cluster, be sure to remove all static electricity from your body by touching metal that is grounded. Do not wear clothing that causes static electric build up (nylon).

CAUTION:
When disconnecting or tightening air pressure and oil pressure line fittings, be sure to use two wrenches. One wrench must be on the gauge elbow to prevent it from turning.

CAUTION:
Note the color of the air lines. The green line is for the primary system and the orange line is for the secondary system. 1. Protect the instrument cluster bezel during installation by placing a soft cloth on the forward side of the steering column. 2. Place the instrument cluster by the instrument panel opening. 3. Connect and tighten the fuel-tach fittings if so equipped. 4. Connect and tighten the air line fittings to the back of the air gauges. Be sure to observe air line color coding. The air gauge elbow must be held with a wrench while tightening the air line fitting to prevent it from turning. 5. Connect and tighten the oil pressure line to the fitting on the back of the oil pressure gauge ( Figure 2 ). The oil gauge elbow must be held with a wrench while tightening the oil line fitting to prevent it from turning. 6. Connect the three wiring harness connectors to the back of the cluster assembly ( Figure 1 ). 7. Position the cluster assembly into the instrument panel opening. 8. Install and tighten the (4) four cluster mounting screws ( Figure 1 ).

January 1989 to March 1992 - Speedometer/Tachometer Gauges, Remove

It is recommended that the entire cluster be removed from the instrument panel to perform gauge removal and/or installation. This provides more work room and minimizes the risk of damaging the cluster or the instruments. 1. Place the instrument cluster face up on a clean, horizontal surface to prevent loss of unused gauge covers, gauges, etc. Remove the center cluster screw that retains the bezel to the cluster housing. 2. Remove the bezel assembly from the housing and put it in a safe place to prevent scratching. Take care not to damage the gauge pointers when removing the bezel. 3. The speedo/tach gauges are plug-in type gauges. To remove, grasp the edge of the gauge and pull straight out.

CAUTION:
After a gauge is removed from the cluster, it is important that the exposed pin terminals attached to the circuit board are not touched or shorted across. Static electricity or shorting between power and ground terminals can damage the cluster.

CAUTION:
When removing or installing the hourmeter or odometer, do not touch the metal portion of the leads that fasten to the circuit board. A static discharge could damage the cluster.

CAUTION:
Individual gauge dials are not protected by a lens. When removing or installing gauges, handle them by the edge of the dial face only. Do not touch the gauge pointer.

January 1989 to March 1992 - Speedometer/Tachometer Gauges, Install CAUTION:

After a gauge is removed from the cluster, it is important that the exposed pin terminals attached to the circuit board are not touched or shorted across. Static electricity or shorting between power and ground terminals can damage the cluster.

CAUTION:
When removing or installing the hourmeter or odometer, do not touch the metal portion of the leads that fasten to the circuit board. A static discharge could damage the cluster.

CAUTION:
Individual gauge dials are not protected by a lens. When removing or installing gauges, handle them by the edge of the dial face only. Do not touch the gauge pointer. It is recommended that the entire cluster be removed from the instrument panel to perform gauge removal and/or installation. This provides more work room and minimizes the risk of damaging the cluster or the instruments. 1. The speedo/tach gauges are plug-in type gauges. To install, grasp the edge of the gauge and align the gauge pins with the pin terminals on the circuit board and push straight in. 2. Position and align the bezel assembly to the cluster housing. 3. Install the center cluster screw that retains the bezel to the cluster housing.

March 1992 and Later - Instrument Cluster, Remove CAUTION:

Static electricity can cause permanent damage to the cluster. Before working on the cluster, be sure to remove all static electricity from your body by touching metal that is grounded. Do not wear clothing that causes static electric build up (nylon). NOTE: Before replacing a speedometer/tachometer gauge cluster, refer to CLUSTER FAILURE DIAGNOSIS to verify cluster needs replacing. 1. Always place the ignition in the OFF position (not ACC) prior to working on the cluster, due to potential shorting between the ground and ignition pins, which will damage the circuit board and gauges. 2. Protect the bezel during removal by placing a soft cloth on the forward side of the steering column. 3. Remove the two cluster mounting screws located on the lower front face of the cluster ( Figure 3 ).

(Right click on graphic to bring up an option list)

1000, 2000, 3000, 4000, 8000 Models Instrument Cluster Bezel, March 1992 and Later
1. PAN HEAD SCREWS 2. INSTRUMENT CLUSTER BEZEL 3. CLUSTER 4. WIRING HARNESS CONNECTOR 5. INSTRUMENT PANEL 6. RELEASE TABS

4. Depress the two gray retaining tabs located on the top corners of the bezel ( Figure 3, Item 6 ). 5. Holding the tabs depressed, pull the cluster forward and gently release it from the frame. If the cluster does not come loose easily, put more pressure on the tabs and continue to pull gently. Do not attempt to pry the cluster from the frame as damage will result. 6. Disconnect the three wiring harness connectors from the back of the cluster assembly ( Figure 3 ). 7. Disconnect the oil line fitting on the back of the oil pressure gauge ( Figure 4 ). The oil gauge elbow must be held with a wrench while disconnecting the oil line to prevent it from turning.

(Right click on graphic to bring up an option list)

1000, 2000, 3000, 4000, 8000 Models Oil Gauge Fitting and Line, March 1992 and Later
1. CLUSTER ASSEMBLY 2. OIL GAUGE FITTING 3. OIL LINE

CAUTION:
When disconnecting or tightening oil pressure line fittings, be sure to use two wrenches. One wrench must be on the gauge elbow to prevent it from turning. 8. After bleeding the air system, disconnect the air line fittings from the back of the air gauge. A double needle air pressure gauge is used on vehicles with air brakes ( Figure 5 ).

(Right click on graphic to bring up an option list)

1000, 2000, 3000, 4000, 8000 Models Air Line Fittings, March 1992 and Later CAUTION:
Note the color of the air gauge air lines. The green line is for the primary system and the orange line is for the secondary system. 9. The instrument cluster assembly is now free to be removed from the instrument panel.

March 1992 and Later - Instrument Cluster, Install CAUTION:

Static electricity can cause permanent damage to the cluster. Before working on the cluster, be sure to remove all static electricity from your body by touching metal that is grounded. Do not wear clothing that causes static electric build up (nylon).

CAUTION:
When disconnecting or tightening oil pressure line fittings, be sure to use two wrenches. One wrench must be on the gauge elbow to prevent it from turning.

CAUTION:
Note the color of the air gauge air lines. The green line is for the primary system and the orange line is for the secondary system.

1. Protect the instrument cluster bezel during installation by placing a soft cloth on the forward side of the steering column. 2. Place the instrument cluster by the instrument panel opening. 3. Connect and tighten the air line fittings to the back of the air gauges. Be sure to observe air line color coding. 4. Connect and tighten the oil pressure line to the fitting on the back of the oil pressure gauge. The oil gauge elbow must be held with a wrench while tightening the oil line fitting to prevent it from turning. NOTE: Do not exceed 36 in-lbs. (4.0 Nm) of torque when tightening the air and oil lines. 5. Connect the three wiring harness connectors to the back of the cluster. These connectors are color-coded for proper orientation. 6. Align the cluster in the instrument panel frame and push the cluster gently until the retaining tabs snap into place. 7. Install the two cluster mounting screws on the lower front face of the cluster.

March 1992 and Later - Speedometer/Tachometer Gauges, Remove

It is recommended that the entire cluster be removed from the instrument panel to perform gauge removal and/or installation. This provides more work room and minimizes the risk of damaging the cluster or the instruments. 1. Remove the three bezel screws that fasten the bezel to the cluster housing ( Figure 6 ). Place the instrument cluster face up on a clean, horizontal surface to prevent loss of unused gauge covers, gauges, etc.

(Right click on graphic to bring up an option list)

1000, 2000, 3000, 4000, 8000 Models Instrument Cluster Housing, March 1992 and Later

2. Remove the bezel lens assembly from the housing and put it in a safe place to prevent scratching. Take care not to damage the gauge pointers with the bezel or lens.

CAUTION:
Individual gauge dials are not protected by a lens. When removing or installing gauges handle them by the edge of the dial face only. Do not touch the gauge pointer. 3. The speedo/tach gauges are plug-in type gauges. To remove, locate the hole in the back of the cluster behind the gauge and using a small, blunt tool such as a small screwdriver handle, push the gauge out of the housing. Once the gauge has cleared the retaining snaps, it may be removed from the front.

CAUTION:
After a gauge is removed from the cluster, it is important that the exposed pin terminals attached to the circuit board are not touched or shorted across. Static electricity or shorting between power and ground terminals can damage the cluster. 4. To remove the hourmeter and/or odometer, disconnect the wiring plugs from the circuit board at the back of the cluster. At the front of the cluster, remove the adhesivebacked mask covering the gauge, then retract the two fingers that hold the gauges in the cluster and lift the gauge out of the cluster.

CAUTION:
When removing or installing the hourmeter or odometer, do not touch the metal portion of the leads that fasten to the circuit board. A static discharge could damage the cluster.

March 1992 and Later - Speedometer/Tachometer Gauges, Install CAUTION:

Individual gauge dials are not protected by a lens. When removing or installing gauges handle them by the edge of the dial face only. Do not touch the gauge pointer.

CAUTION:
After a gauge is removed from the cluster, it is important that the exposed pin terminals attached to the circuit board are not touched or shorted across. Static electricity or shorting between power and ground terminals can damage the cluster.

CAUTION:
When removing or installing the hourmeter or odometer, do not touch the metal portion of the leads that fasten to the circuit board. A static discharge could damage the cluster. 1. To install the hourmeter and/or odometer, route the wiring plug through the appropriate cluster opening and through the circuit panel. Position the gauge in the opening and push down until the retaining tabs snap into place. Align the adhesivebacked mask to the gauge opening and press into place. Plug the wiring connector into the circuit board terminal. 2. The speedo/tach gauges are plug-in type gauges. To install, grasp the gauge by the edge of the dial face. Align the gauge pins with the pin terminals on the circuit board and push straight in until the retaining tabs snap into place. 3. Assemble the bezel and lens to the cluster assembly and install three screws that attach the bezel to the cluster housing.

1000, 2000, 3000, 4000, 8000 MODELS

January 1989 to March 1992 - All Engines

The speedo/tach cluster has two sets of DIP switches with eight switches in each bank. The DIP switches are located at the top, rear of the cluster and are used to manually program the speedo/tach microprocessor with vehicle component information by physically setting the DIP switches ( Figure 15 ).

(Right click on graphic to bring up an option list)

1000, 2000, 3000, 4000, 8000 Models DIP Switches, January 1989 to March 1992
A. LEFT SIDE DIP SWITCH B. RIGHT SIDE DIP SWITCH 1. INSTRUMENT CLUSTER BEZEL 2. CLUSTER 3. WIRING HARNESS CONNECTOR 4. INSTRUMENT PANEL 5. DIP SWITCH COVER 6. TEN SPEEDOMETER SETTING SWITCHES (1-8 ON LEFT, 1, 2 ON RIGHT) 7. ONE AXLE RATED SETTING SWITCH (3 ON RIGHT)

8. THREE TACHOMETER SETTING SWITCHES (4, 5, 6 ON RIGHT) 9. ONE ENGLISH/METRIC CONVERSION SWITCH (8 ON RIGHT)

The original speedometer DIP switch settings are shown on the vehicle linesetting ticket in the 010000 code, Speedo - last ten (10) digits ( Figure 16 ). The DIP switch settings can also be determined by following the DIP Switch Configuration section below.

(Right click on graphic to bring up an option list)

Vehicle Lineset Ticket

Component Changes Any changes in vehicle components like tire size or axle ratio requires recalibration of the ten (10) speedometer switches. The prop shaft revolutions per mile must be calculated and the DIP switches physically set to the positions shown on the Switch Setting Chart. Refer to PROGRAMMING, CALCULATION AND SWITCH SETTING . Cluster Replacement Replacing the speedo/tach cluster requires that all DIP switches be physically set to match the settings of the cluster being removed. The original speedometer DIP switch settings can be found on the vehicle linesetting ticket. All DIP switch settings can be determined by following the DIP Switch Configuration section below. DIP Switch Configuration - Speedometer Programming the speedometer DIP switches involves setting the first ten (10) switches (Number 1 thru 8 on the left, plus 1 and 2 on the right bank) to positions based on the revolutions per mile of the propeller shaft. Refer to PROGRAMMING, CALCULATION AND SWITCH SETTING . DIP Switch Configuration - Two Speed Axle Ratio The number 3 switch position on the right bank is for calibration of the two available two-speed axle ratios. This switch position is "0" for a 1.36:1, or "1" for a 1.39:1 axle ratio.

To calculate two-speed axle ratio, divide the high speed gear ratio by the low speed gear ratio. These ratios are stamped into a tag located on the differential carrier. This switch is not active if not equipped with a two-speed axle and the lineset ticket or cluster label will be marked with an "*". DIP Switch Configuration - Tachometer The number 4, 5, and 6 switch positions on the right bank are for programming the tachometer RPM settings. The DIP switch settings are based on engine model and flywheel gear teeth per revolution and are shown in the Tachometer DIP Switch Settings Chart. Tachometer DIP Switch Settings Chart
Switch Position 4 1 0 1 0 5 1 0 0 1 6 0 1 1 0 103 113 118 126 Teeth Per Revolution Cummins Caterpillar Detroit Diesel Perkins, T6-354; Cummins, VT155; Export 1 0 1 1 1 1 133 138 Mercedes (Export) International Engine or Output

DIP Switch Configuration - Switch Number 7 on Right Bank - This switch is not used and the switch position is not a factor in the speedo/tach operation. DIP Switch Configuration - Odometer - The number 8 switch on the right bank is for setting the odometer to show either miles or kilometers. This switch must be set to "0" for miles, or "1" for kilometers.

March 1992 to February 1994 - All Engines

The speedo/tach cluster has two sets of DIP switches with eight switches in each bank. The DIP switches are located at the top, rear of the cluster and can be used to manually program speedo/tach module information. ( Figure 17 ).

(Right click on graphic to bring up an option list)

1000, 2000, 3000, 4000, 8000 Models Speedometer/Tachometer Cluster DIP Switches, March 1992 to February 1994
SWITCH 1. LEFT SIDE DIP SWITCH BANK SWITCH 2. RIGHT SIDE DIP SWITCH BANK 1. CLUSTER 2. WIRING HARNESS CONNECTORS 3. DIP SWITCHES 4. TEN SPEEDOMETER SETTING SWITCHES (1-8 ON LEFT, 1-2 ON RIGHT) 5. ONE AXLE RATIO SETTING SWITCH (3 ON RIGHT) 6. THREE TACHOMETER SETTING SWITCHES (4-5-6 ON RIGHT) 7. ONE TACHOMETER RANGE SWITCH (7 ON RIGHT) 8. ONE ENGLISH-METRIC ODOMETER SWITCH (8 ON RIGHT)

IMPORTANT: The original speedo/tach cluster microprocessor is electronically programmed, when the vehicle is built, to match the component configuration of the vehicle. However, the physical positions of all the DIP switches remain in the "0" position. The original electronically programmed settings are shown on the vehicle linesetting ticket in the 010000 code, Speedo & Misc - last sixteen (16) digits ( Figure 18 ), and on a label attached to the top of the original cluster ( Figure 19 ).

(Right click on graphic to bring up an option list)

Vehicle Lineset Ticket

(Right click on graphic to bring up an option list)

DIP Switch Setting Label

DIP switch settings can also be determined by following the DIP Switch Configuration section. IMPORTANT: Physically moving any of the DIP switches from the "0" position disables all of the electronically programmed settings of the cluster. If any DIP switch is moved for any reason, then ALL of the DIP switches must be physically moved to the appropriate positions shown on the vehicle linesetting ticket, or the label attached to the top of the cluster. Physically moving all the DIP switches

back to the "0" position of an electronically programmed cluster will enable the original programmed settings. Component Changes Any changes in vehicle components like tire size or axle ratio requires recalibration of the speedometer. The prop shaft revolutions per mile must be calculated and the DIP switches physically set. Refer to PROGRAMMING, CALCULATION AND SWITCH SETTING . NOTE: Physically setting the new DIP switch settings for the speedometer disables all of the electronically programmed settings. This requires that the rest of the switches also be physically set to the positions shown on the vehicle linesetting ticket, the cluster label, or can be determined by following the DIP Switch Configuration section below. Cluster Replacement Replacing the speedo/tach cluster requires that the new module be manually programmed by physically setting all DIP switches to match the vehicle component configuration. The original DIP switch settings are found on the vehicle linesetting ticket, on the label attached to the top of the original cluster, or can be determined by following the DIP Switch Configuration section below. DIP Switch Configuration - Speedometer DIP Switch Configuration - Speedometer - Programming the speedometer DIP switches involves setting the first ten (10) switches (Number 1 thru 8 on left, plus 1 and 2 on right bank) to positions based on the revolutions per mile of the propeller shaft. Refer to PROGRAMMING, CALCULATION AND SWITCH SETTING . DIP Switch Configuration - Two Speed Axle Ratio - The number three switch position on the right bank is for calibration of the two available two-speed axle ratios. This switch position is "0" for a 1.36:1, or "1" for a 1.39:1 axle ratio. To calculate two-speed axle ratio, divide the high speed gear ratio by the low speed gear ratio. These ratios are stamped into a tag located on the differential carrier. This switch is not active if not equipped with a two-speed axle and the lineset ticket or cluster label will be marked with an "*". DIP Switch Configuration - Tachometer - The number 4, 5, and 6 switch positions on the right bank are for programming the tachometer RPM settings. These settings are based on engine model and flywheel gear teeth per revolution and are shown in the Tachometer DIP Switch Settings Chart. Tachometer DIP Switch Settings Chart
Switch Position 4 1 0 1 0 1 5 1 0 0 1 0 6 0 1 1 1 0 103 113 118 138 173 Teeth Per Revolution Cummins Caterpillar Detroit Diesel International Cummins B (Export) (C92 Rev.) Engine or Output -

DIP Switch Configuration - Tachometer Range - The number 7 switch is to set the tachometer range scale. This switch is always set to the "0" position for 0-3500 RPM readings. DIP Switch Configuration - Odometer - The number 8 switch on the right bank is for setting the odometer to show either miles or kilometers. This switch must be set to "0" for miles, or "1" for kilometers.

February 1994 and Later - Mechanical Engines

The speedo/tach cluster has two sets of DIP switches with eight switches in each bank. The DIP switches are located at the top, rear of the cluster and can be used to manually program speedo/tach module information ( Figure 17 ). IMPORTANT: The original speedo/tach cluster microprocessor is electronically programmed, when the vehicle is built, to match the component configuration of the vehicle. However, the physical positions of all the DIP switches remain in the "0" position. The original electronically programmed settings are shown on the vehicle linesetting ticket in the 010000 code, Speedo & Misc - last sixteen (16) digits ( Figure 18 ), and on a label attached to the top of the original cluster ( Figure 19 ). DIP switch settings can also be determined by following the DIP Switch Configuration section. IMPORTANT: Physically moving any of the DIP switches from the "0" position disables all of the electronically programmed settings of the cluster. If any DIP switch is moved for any reason, then ALL of the DIP switches must be physically moved to the appropriate positions shown on the vehicle linesetting ticket, or the label attached to the top of the cluster. Physically moving all the DIP switches back to the "0" position of an electronically programmed cluster will enable the original programmed settings. Component Changes Any changes in vehicle components like tire size or axle ratio requires recalibration of the speedometer. The prop shaft revolutions per mile must be calculated and the DIP switches physically set. Refer to PROGRAMMING, CALCULATION AND SWITCH SETTING. NOTE: Physically setting the new DIP switch settings for the speedometer disables all of the electronically programmed settings. This requires that the rest of the switches also be physically set to the positions shown on the vehicle linesetting ticket, the cluster label, or can be determined by following the DIP Switch Configuration section. Cluster Replacement Replacing the speedo/tach cluster requires that the new module be manually programmed by physically setting all DIP switches to match the vehicle component configuration. The original DIP switch settings are found on the vehicle linesetting ticket, on the label attached to the top of the original cluster, or can be determined by following the DIP Switch Configuration section below. DIP Switch Configuration - Speedometer DIP Switch Configuration - Speedometer - Programming the speedometer DIP switches involves setting the first ten (10) switches (Number 1 thru 8 on left plus 1 and 2 on right bank) to positions based on the revolutions per mile of the propeller shaft. Refer to PROGRAMMING, CALCULATION AND SWITCH SETTING . DIP Switch Configuration - Two Speed Axle Ratio - The number three switch position on the right bank is for calibration of the two available two-speed axle ratios. This switch position is "0" for a 1.36:1, or "1" for a 1.39:1 axle ratio. To calculate two-speed axle ratio, divide the high speed gear ratio by the low speed gear ratio. These ratios are stamped into a tag located on the differential

carrier. This switch is not active if not equipped with a two-speed axle and the lineset ticket or cluster label will be marked with an "*". DIP Switch Configuration - Tachometer - The number 4, 5, and 6 switch positions on the right bank are for programming the tachometer RPM settings. These settings are based on engine model and flywheel gear teeth per revolution and are shown in the Tachometer DIP Switch Settings Chart. Tachometer DIP Switch Settings Chart
Switch Position 4 1 0 1 0 1 5 1 0 0 1 0 6 0 1 1 1 0 103 113 118 138 173 Teeth Per Revolution Cummins Caterpillar Detroit Diesel International Cummins B (Export) (C92 Rev.) Engine or Output -

DIP Switch Configuration - Tachometer Range - The number seven switch is to set the tachometer range scale. This switch is always set to the "0" position for 0-3500 RPM readings. DIP Switch Configuration - Odometer - The number 8 switch on the right bank is for setting the odometer to show either miles or kilometers. This switch must be set to "0" for miles, or "1" for kilometers.

January 1994 to November 1997 - Electronic Engines: Caterpillar, Cummins, and Detroit Diesel
The speedo/tach cluster has two sets of DIP switches with eight switches in each bank. The DIP switches are located at the top, rear of the cluster and can be used to manually program the speedo/tach microprocessor to receive data link signals generated by the engine Electronic Control Module (ECM) ( Figure 17 ). Information on engine, axle ratio, tire revolutions per mile, number of teeth on the transmission speedometer gear, etc. are programmed into the engine ECM and not the speedo/tach module. IMPORTANT: The original speedo/tach cluster microprocessor is electronically programmed, when the vehicle is built, to receive data link signals generated by the engine ECM. However, the physical positions of all the DIP switches remain in the "0" position. The original electronically programmed settings are shown on the vehicle linesetting ticket in the 010000 code, Speedo & Misc - last sixteen (16) digits ( Figure 18 ), and on a label attached to the top of the original cluster ( Figure 19 ). DIP switch settings can also be determined by following the DIP Switch Configuration section. IMPORTANT: Physically moving any of the DIP switches from the "0" position disables all of the electronically programmed settings of the cluster. If any DIP switch is moved for any reason, then ALL of the DIP switches must be physically moved to the appropriate positions shown on the vehicle linesetting ticket, or the label attached to the top of the cluster. Physically moving all the DIP switches back to the "0"

position of an electronically programmed cluster will enable the original programmed settings. Component Changes If there are any changes in vehicle components, such as tire size or axle ratio, etc., the engine ECM must be reprogrammed with the correct data. NOTE: The speedo/tach module microprocessor or DIP switches do not get reprogrammed. The Pro-Link 9000 Electronic Service Tool (EST), or the EZ-Tech with the authorized engine manufacturer's software must be used for reprogramming the engine ECM. Refer to the Pro-Link 9000 manual or the engine manufacturer's service literature for instructions. Cluster Replacement If a cluster is to be replaced, the service cluster must be programmed either electronically or manually. Electronic Programming NOTE: An electronic service tool (EST) such as the Pro-Link 9000 with the Instrument Panel Cartridge Kit, or the EZ-Tech with the instrument cluster software, are used to program the speedometer/tachometer module microprocessor, through the J1708 data link . Refer to the Pro-Link or EZ-Tech instrument cluster software manual for instructions. This method requires that all of the DIP switches be physically set in the " 0 " position. Manual Programming If manually programming the cluster, the DIP switches must be physically set to the positions shown on the vehicle linesetting ticket, or on the label attached to the top of the original cluster. DIP switch settings can also be determined by following the DIP Switch Configuration section below. DIP Switch Configuration The physical settings of the DIP switch positions for these engines is as follows: Ten Speedometer Switches - 1111111111 (Number 1 thru 8 on left bank, plus 1 and 2 on right bank). One, Two-Speed Axle Ratio Switch - 0 or 1 (number 3 on right bank) "0" for 1.36:1 - "1" for 1.39:1 ratios. To calculate two-speed axle ratio, divide the high speed gear ratio by the low speed gear ratio. These ratios are stamped into a tag located on the differential carrier. This switch is not active if not equipped with a two-speed axle and the lineset ticket or cluster label will be marked with an "*". Three Tachometer Switches - 111 (Number 4, 5, and 6 on right bank). One Tachometer Scale Switch - 0 (Number 7 on right bank). One Odometer Switch - 0 or 1 (Number 8 on right bank) "0" for miles or "1" for kilometers.

January 1994 to November 1997 - Electronic Engines: International

The speedo/tach cluster has two sets of DIP switches with eight switches in each bank. The DIP switches are located at the top, rear of the cluster and can be used to manually program the speedo/tach microprocessor to receive signals from the engine Vehicle Personality Module (VPM) ( Figure 17 ). Information on engine, axle ratio, tire revolutions per mile, number of teeth on the transmission speedometer gear, etc. are programmed into the engine VPM and not the speedo/tach module. IMPORTANT: The original speedo/tach cluster microprocessor is electronically programmed, when the vehicle is built, to receive signals generated by the engine VPM. However, the physical positions of all the DIP switches remain in the "0" position.

The original electronically programmed settings are shown on the vehicle linesetting ticket in the 010000 code, Speedo & Misc - last sixteen (16) digits ( Figure 18 ), and on a label attached to the top of the original cluster ( Figure 19 ). DIP switch settings can also be determined by following the DIP Switch Configuration section. IMPORTANT: Physically moving any of the DIP switches from the "0" position disables all of the electronically programmed settings of the cluster. If any DIP switch is moved for any reason, then ALL of the DIP switches must be physically moved to the appropriate positions shown on the vehicle linesetting ticket, or the label attached to the top of the cluster. Physically moving all the DIP switches back to the "0" position of an electronically programmed cluster will enable the original programmed settings. Component Changes If there are any changes in vehicle components, such as tire size or axle ratio etc., the engine VPM must be reprogrammed with the correct data. NOTE: The speedo/tach module microprocessor or DIP switches cannot be electronically reprogrammed. The Pro-Link 9000 or the EZ-Tech Electronic Service Tool (EST) can be used for reprogramming the engine VPM. Refer to the Pro-Link manual or EZ-Tech documentation for programming instructions. Cluster Replacement Replacing the speedo/tach cluster requires the module to be manually programmed by physically setting all DIP switches. This enables the microprocessor to accept signals from the engine VPM. The original DIP switch settings are found on the vehicle linesetting ticket, on the label attached to the top of the original cluster, or can be determined by following the DIP Switch Configuration section below. DIP Switch Configuration The physical settings of the DIP switch positions for these engines is as follows: Ten Speedometer Switches - 0101111100 (Number 1 thru 8 on left bank, plus 1 and 2 on right bank). One, Two-Speed Axle Ratio Switch - 0 or 1 (Number 3 on right bank) "0" for 1.36:1 - "1" for 1.39:1 ratios. To calculate two-speed axle ratio, divide the high speed gear ratio by the low speed gear ratio. These ratios are stamped into a tag located on the differential carrier. This switch is not active if not equipped with a two-speed axle and the lineset ticket or cluster label will be marked with an "*". Three Tachometer Switches - 000 (Number 4, 5, and 6 on right bank). One Tachometer Scale Switch - 0 (Number 7 on right bank). One Odometer Switch - 0 or 1 (Number 8 on right bank) "0" for miles or "1" for kilometers.

PROGRAMMING, CALCULATION AND SWITCH SETTING

NOTE: These calculations and the Speedometer DIP Switch Setting Charts are not for use with "electronically" controlled engines after Jan. 1, 1994. The component changes for those vehicles are to be programmed through the Engine Control Module (ECM) or the Vehicle Personality Module (VPM) (International engines), and not through the speedo/tach DIP switches. The Speedo/Tach module is programmed for an input signal reflecting the number of pulses per mile from the vehicle speed sensor. The chart in this section factors in the speedometer gear pulse information, but the number of revolutions per mile of the propeller shaft (same as the output shaft) must be calculated. The calculation requires two numbers: the number of revolutions per mile for the vehicle tire size, and the rear axle ratio. The tire revolutions per mile can be obtained from: A. B. C. The tire supplier. International Sales Data Book - Components. Calculating the figure using the measured distance (in feet) that the truck travels in exactly one revolution of the wheels. 5280 divided by the measured distance = tire revolutions per mile.

The axle ratio can be obtained from: 1. The lineset ticket. 2. Axle data stamped on the differential carrier. 3. Counting the number (including fractions) of prop shaft revolutions for one tire revolution. Prop revolutions per mile = axle ratio multiplied by the tire revolutions per mile. EXAMPLE: Tire Revs/Mile - 471 (12.00 R 20 tire) Axle Ratio - 3.70:1 471 X 3.70 = 1742.7 Prop Revs per mile Look this number up in the Switch Settings Chart and use the switch settings in the column to the right of the prop rev/mile (1742 in the example) for the new switch positions. The setting for the speedometer switches in this example would be 0001011100 as shown in Figure 24 , for a typical Medium Duty 16 DIP switch pattern.

(Right click on graphic to bring up an option list)

Switch Setting Example

NOTE: To determine 2-SPD, RPM, Tachometer Scale, and Odometer DIP Switch Settings, refer to the appropriate DIP Switch Configuration section.

SWITCH SETTINGS CHART

Switch Settings Chart

REV/MI PROPELLER SHAFT FROM-TO 1077-1083 1084-1091 1092-1098 1099-1106 1107-1113 1114-1121 1122-1128 1129-1136 1137-1143 1144-1151 SWITCH POSITIONS 12343567890 SETTINGS 0000100100 1000100100 0100100100 1100100100 0010100100 1010100100 0110100100 1110100100 0001100100 1001100100 REV/MI PROPELLER SHAFT FROM-TO 1414-1421 1422-1428 1429-1436 1437-1443 1444-1451 1452-1458 1459-1466 1467-1473 1474-1481 1482-1488 SWITCH POSITIONS 12343567890 SETTINGS 1011110100 0111110100 1111110100 0000001100 1000001100 0100001100 1100001100 0010001100 1010001100 0110001100 REV/MI PROPELLER SHAFT FROM-TO 1752-1758 1759-1766 1767-1773 1774-1781 1782-1788 1789-1796 1797-1803 1804-1811 1812-1818 1819-1826 SWITCH POSITIONS 12343567890 SETTINGS 0101011100 1101011100 0011011100 1011011100 0111011100 1111011100 0000111100 1000111100 0100111100 1100111100 REV/MI PROPELLER SHAFT FROM-TO 2089-2096 2097-2103 2104-2111 2112-2118 2119-2126 2127-2133 2134-2141 2142-2148 2149-2156 2157-2163 SWITCH POSITIONS 12343567890 SETTINGS 1110100010 0001100010 1001100010 0101100010 1101100010 0011100010 1011100010 0111100010 1111100010 0000010010

Switch Settings Chart

REV/MI PROPELLER SHAFT FROM-TO 1152-1158 1159-1166 1167-1173 1174-1181 1182-1188 1189-1196 1197-1203 1204-1211 1212-1218 1219-1226 1227-1233 1234-1241 1242-1248 1249-1256 1257-1263 1264-1271 1272-1278 1279-1286 1287-1293 1294-1301 1302-1308 1309-1316 1317-1323 1324-1331 1332-1338 1339-1346 1347-1353 1354-1361 1362-1368 1369-1376 1377-1383 1384-1391 1392-1398 1399-1406 1407-1413 2427-2433 SWITCH POSITIONS 12343567890 SETTINGS 0101100100 1101100100 0011100100 1011100100 0111100100 1111100100 0000010100 1000010100 0100010100 1100010100 0010010100 1010010100 0110010100 1110010100 0001010100 1001010100 0101010100 1101010100 0011010100 1011010100 0111010100 1111010100 0000110100 1000110100 0100110100 1100110100 0010110100 1010110100 0110110100 1110110100 0001110100 1001110100 0101110100 1101110100 0011110100 0010001010 REV/MI PROPELLER SHAFT FROM-TO 1489-1496 1497-1503 1504-1511 1512-1518 1519-1526 1527-1533 1534-1541 1542-1548 1549-1556 1557-1563 1564-1571 1572-1578 1579-1586 1587-1593 1594-1601 1602-1608 1609-1616 1617-1623 1624-1631 1632-1638 1639-1646 1647-1653 1654-1661 1662-1668 1669-1676 1677-1683 1684-1691 1692-1698 1699-1706 1707-1713 1714-1721 1722-1728 1729-1736 1737-1743 1744-1751 2764-2771 SWITCH POSITIONS 12343567890 SETTINGS 1110001100 0001001100 1001001100 0101001100 1101001100 0011001100 1011001100 0111001100 1111001100 0000101100 1000101100 0100101100 1100101100 0010101100 1010101100 0110101100 1110101100 0001101100 1001101100 0101101100 1101101100 0011101100 1011101100 0111101100 1111101100 0000011100 1000011100 0100011100 1100011100 0010011100 1010011100 0110011100 1110011100 0001011100 1001011100 1000111010 REV/MI PROPELLER SHAFT FROM-TO 1827-1833 1834-1841 1842-1848 1849-1856 1857-1863 1864-1871 1872-1878 1879-1886 1887-1893 1894-1901 1902-1908 1909-1916 1917-1923 1924-1931 1932-1938 1939-1946 1947-1953 1954-1961 1962-1968 1969-1976 1977-1983 1984-1991 1992-1998 1999-2006 2007-2013 2014-2021 2022-2028 2029-2036 2037-2043 2044-2051 2052-2058 2059-2066 2067-2073 2074-2081 2082-2088 3102-3108 SWITCH POSITIONS 12343567890 SETTINGS 0010111100 1010111100 0110111100 1110111100 0001111100 1001111100 0101111100 1101111100 0011111100 1011111100 0111111100 1111111100 0000000010 1000000010 0100000010 1100000010 0010000010 1010000010 0110000010 1110000010 0001000010 1001000010 0101000010 1101000010 0011000010 1011000010 0111000010 1111000010 0000100010 1000100010 0100100010 1100100010 0010100010 1010100010 0110100010 0111100110 REV/MI PROPELLER SHAFT FROM-TO 2164-2171 2172-2178 2179-2186 2187-2193 2194-2201 2202-2208 2209-2216 2217-2223 2224-2231 2232-2238 2239-2246 2247-2253 2254-2261 2262-2268 2269-2276 2277-2283 2284-2291 2292-2298 2299-2306 2307-2313 2314-2321 2322-2328 2329-2336 2337-2343 2344-2351 2352-2358 2359-2366 2367-2373 2374-2381 2382-2388 2389-2396 2397-2403 2404-2411 2412-2418 2419-2426 3439-3446 SWITCH POSITIONS 12343567890 SETTINGS 1000010010 0100010010 1100010010 0010010010 1010010010 0110010010 1110010010 0001010010 1001010010 0101010010 1101010010 0011010010 1011010010 0111010010 1111010010 0000110010 1000110010 0100110010 1100110010 0010110010 1010110010 0110110010 1110110010 0001110010 1001110010 0101110010 1101110010 0011110010 1011110010 0111110010 1111110010 0000001010 1000001010 0100001010 1100001010 1101001110

Switch Settings Chart

REV/MI PROPELLER SHAFT FROM-TO 2434-2441 2442-2448 2449-2456 2457-2463 2464-2471 2472-2478 2479-2486 2487-2493 2494-2501 2502-2508 2509-2516 2517-2523 2524-2531 2532-2538 2539-2546 2547-2553 2554-2561 2562-2568 2569-2576 2577-2583 2584-2591 2592-2598 2599-2606 2607-2613 2614-2621 2622-2628 2629-2636 2637-2643 2644-2651 2652-2658 2659-2666 2667-2673 2674-2681 2682-2688 2689-2696 2697-2703 SWITCH POSITIONS 12343567890 SETTINGS 1010001010 0110001010 1110001010 0001001010 1001001010 0101001010 1101001010 0011001010 1011001010 0111001010 1111001010 0000101010 1000101010 0100101010 1100101010 0010101010 1010101010 0110101010 1110101010 0001101010 1001101010 0101101010 1101101010 0011101010 1011101010 0111101010 1111101010 0000011010 1000011010 0100011010 1100011010 0010011010 1010011010 0110011010 1110011010 0001011010 REV/MI PROPELLER SHAFT FROM-TO 2772-2778 2779-2786 2787-2793 2794-2801 2802-2808 2809-2816 2817-2823 2824-2831 2832-2838 2839-2846 2847-2853 2854-2861 2862-2868 2869-2876 2877-2883 2884-2891 2892-2898 2899-2906 2907-2913 2914-2921 2922-2928 2929-2936 2937-2943 2944-2951 2952-2958 2959-2966 2967-2973 2974-2981 2982-2988 2989-2996 2997-3003 3004-3011 3012-3018 3019-3026 3027-3033 3034-3041 SWITCH POSITIONS 12343567890 SETTINGS 0100111010 1100111010 0010111010 1010111010 0110111010 1110111010 0001111010 1001111010 0101111010 1101111010 0011111010 1011111010 0111111010 1111111010 0000000110 1000000110 0100000110 1100000110 0010000110 1010000110 0110000110 1110000110 0001000110 1001000110 0101000110 1101000110 0011000110 1011000110 0111000110 1111000110 0000100110 1000100110 0100100110 1100100110 0010100110 1010100110 REV/MI PROPELLER SHAFT FROM-TO 3109-3116 3117-3123 3124-3131 3132-3138 3139-3146 3147-3153 3154-3161 3162-3168 3169-3176 3177-3183 3184-3191 3192-3198 3199-3206 3207-3213 3214-3221 3222-3228 3229-3236 3237-3243 3244-3251 3252-3258 3259-3266 3267-3273 3274-3281 3282-3288 3289-3296 3297-3303 3304-3311 3312-3318 3319-3326 3327-3333 3334-3341 3342-3348 3349-3356 3357-3363 3364-3371 3372-3378 SWITCH POSITIONS 12343567890 SETTINGS 1111100110 0000010110 1000010110 0100010110 1100010110 0010010110 1010010110 0110010110 1110010110 0001010110 1001010110 0101010110 1101010110 0011010110 1011010110 0111010110 1111010110 0000110110 1000110110 0100110110 1100110110 0010110110 1010110110 0110110110 1110110110 0001110110 1001110110 0101110110 1101110110 0011110110 1011110110 0111110110 1111110110 0000001110 1000001110 0100001110 REV/MI PROPELLER SHAFT FROM-TO 3447-3453 3454-3461 3462-3468 3469-3476 3477-3483 3484-3491 3492-3498 3499-3506 3507-3513 3514-3521 3522-3528 3529-3536 3537-3543 3544-3551 3552-3558 3559-3566 3567-3573 3574-3581 3582-3588 3589-3596 3597-3603 3604-3611 3612-3618 3619-3626 3627-3633 3634-3641 3642-3648 3649-3656 3657-3663 3664-3671 3672-3678 3679-3686 3687-3693 3694-3701 3702-3708 3709-3716 SWITCH POSITIONS 12343567890 SETTINGS 0011001110 1011001110 0111001110 1111001110 0000101110 1000101110 0100101110 1100101110 0010101110 1010101110 0110101110 1110101110 0001101110 1001101110 0101101110 1101101110 0011101110 1011101110 0111101110 1111101110 0000011110 1000011110 0100011110 1100011110 0010011110 1010011110 0110011110 1110011110 0001011110 1001011110 0101011110 1101011110 0011011110 1011011110 0111011110 1111011110

Switch Settings Chart

REV/MI PROPELLER SHAFT FROM-TO 2704-2711 2712-2718 2719-2726 2727-2733 2734-2741 2742-2748 2749-2756 2757-2763 3777-3783 3784-3791 3792-3798 3799-3806 3807-3813 3814-3821 3822-3828 3829-3836 3837-3843 3844-3851 3852-3858 3859-3866 3867-3873 3874-3881 3882-3888 3889-3896 3897-3903 3904-3911 3912-3918 3919-3926 3927-3933 3934-3941 3942-3948 3949-3956 3957-3963 3964-3971 3972-3978 3979-3986 SWITCH POSITIONS 12343567890 SETTINGS 1001011010 0101011010 1101011010 0011011010 1011011010 0111011010 1111011010 0000111010 0001111110 1001111110 0101111110 1101111110 0011111110 1011111110 0111111110 1111111110 0000000001 1000000001 0100000001 1100000001 0010000001 1010000001 0110000001 1110000001 0001000001 1001000001 0101000001 1101000001 0011000001 1011000001 0111000001 1111000001 0000100001 1000100001 0100100001 1100100001 REV/MI PROPELLER SHAFT FROM-TO 3042-3048 3049-3056 3057-3063 3064-3071 3072-3078 3079-3086 3087-3093 3094-3101 4114-4121 4122-4128 4129-4136 4137-4143 4144-4151 4152-4158 4159-4166 4167-4173 4174-4181 4182-4188 4189-4196 4197-4203 4204-4211 4212-4218 4219-4226 4227-4233 4234-4241 4242-4248 4249-4256 4257-4263 4264-4271 4272-4278 4279-4286 4287-4293 4294-4301 4302-4308 4309-4316 4317-4323 SWITCH POSITIONS 12343567890 SETTINGS 0110100110 1110100110 0001100110 1001100110 0101100110 1101100110 0011100110 1011100110 1010010001 0110010001 1110010001 0001010001 1001010001 0101010001 1101010001 0011010001 1011010001 0111010001 1111010001 0000110001 1000110001 0100110001 1100110001 0010110001 1010110001 0110110001 1110110001 0001110001 1001110001 0101110001 1101110001 0011110001 1011110001 0111110001 1111110001 0000001001 REV/MI PROPELLER SHAFT FROM-TO 3379-3386 3387-3393 3394-3401 3402-3408 3409-3416 3417-3423 3424-3431 3432-3438 4452-4458 4459-4466 4467-4473 4474-4481 4482-4488 4489-4496 4497-4503 4504-4511 4512-4518 4519-4526 4527-4533 4534-4541 4542-4548 4549-4556 4557-4563 4564-4571 4572-4578 4579-4586 4587-4593 4594-4601 4602-4608 4609-4616 4617-4623 4624-4631 4632-4638 4639-4646 4647-4653 4654-4661 SWITCH POSITIONS 12343567890 SETTINGS 1100001110 0010001110 1010001110 0110001110 1110001110 0001001110 1001001110 0101001110 0100101001 1100101001 0010101001 1010101001 0110101001 1110101001 0001101001 1001101001 0101101001 1101101001 0011101001 1011101001 0111101001 1111101001 0000011001 1000011001 0100011001 1100011001 0010011001 1010011001 0110011001 1110011001 0001011001 1001011001 0101011001 1101011001 0011011001 1011011001 REV/MI PROPELLER SHAFT FROM-TO 3717-3723 3724-3731 3732-3738 3739-3746 3747-3753 3754-3761 3762-3768 3769-3776 4789-4796 4797-4803 4804-4811 4812-4818 4819-4826 4827-4833 4834-4841 4842-4848 4849-4856 4857-4863 4864-4871 4872-4878 4879-4886 4887-4893 4894-4901 4902-4908 4909-4916 4917-4923 4924-4931 4932-4938 4939-4946 4947-4953 4954-4961 4962-4968 4969-4976 4977-4983 4984-4991 4992-4998 SWITCH POSITIONS 12343567890 SETTINGS 0000111110 1000111110 0100111110 1100111110 0010111110 1010111110 0110111110 1110111110 1111111001 0000000101 1000000101 0100000101 1100000101 0010000101 1010000101 0110000101 1110000101 0001000101 1001000101 0101000101 1101000101 0011000101 1011000101 0111000101 1111000101 0000100101 1000100101 0100100101 1100100101 0010100101 1010100101 0110100101 1110100101 0001100101 1001100101 0101100101

Switch Settings Chart

REV/MI PROPELLER SHAFT FROM-TO 3987-3993 3994-4001 4002-4008 4009-4016 4017-4023 4024-4031 4032-4038 4039-4046 4047-4053 4054-4061 4062-4068 4069-4076 4077-4083 4084-4091 4092-4098 4099-4106 4107-4113 5127-5133 5134-5141 5142-5148 5149-5156 5157-5163 5164-5171 5172-5178 5179-5186 5187-5193 5194-5201 5202-5208 5209-5216 5217-5223 5224-5231 5232-5238 5239-5246 5247-5253 5254-5261 5262-5268 SWITCH POSITIONS 12343567890 SETTINGS 0010100001 1010100001 0110100001 1110100001 0001100001 1001100001 0101100001 1101100001 0011100001 1011100001 0111100001 1111100001 0000010001 1000010001 0100010001 1100010001 0010010001 0011010101 1011010101 0111010101 1111010101 0000110101 1000110101 0100110101 1100110101 0010110101 1010110101 0110110101 1110110101 0001110101 1001110101 0101110101 1101110101 0011110101 1011110101 0111110101 REV/MI PROPELLER SHAFT FROM-TO 4324-4331 4332-4338 4339-4346 4347-4353 4354-4361 4362-4368 4369-4376 4377-4383 4384-4391 4392-4398 4399-4406 4407-4413 4414-4421 4422-4428 4429-4436 4437-4443 4444-4451 5464-5471 5472-5478 5479-5486 5487-5493 5494-5501 5502-5508 5509-5516 5517-5523 5524-5531 5532-5538 5539-5546 5547-5553 5554-5561 5562-5568 5569-5576 5577-5583 5584-5591 5592-5598 5599-5606 SWITCH POSITIONS 12343567890 SETTINGS 1000001001 0100001001 1100001001 0010001001 1010001001 0110001001 1110001001 0001001001 1001001001 0101001001 1101001001 0011001001 1011001001 0111001001 1111001001 0000101001 1000101001 1001101101 0101101101 1101101101 0011101101 1011101101 0111101101 1111101101 0000011101 1000011101 0100011101 1100011101 0010011101 1010011101 0110011101 1110011101 0001011101 1001011101 0101011101 1101011101 REV/MI PROPELLER SHAFT FROM-TO 4662-4668 4669-4676 4677-4683 4684-4691 4692-4698 4699-4706 4707-4713 4714-4721 4722-4728 4729-4736 4737-4743 4744-4751 4752-4758 4759-4766 4767-4773 4774-4781 4782-4788 5802-5808 5809-5816 5817-5823 5824-5831 5832-5838 5839-5846 5847-5853 5854-5861 5862-5868 5869-5876 5877-5883 5884-5891 5892-5898 5899-5906 5907-5913 5914-5921 5922-5928 5929-5936 5937-5943 SWITCH POSITIONS 12343567890 SETTINGS 0111011001 1111011001 0000111001 1000111001 0100111001 1100111001 0010111001 1010111001 0110111001 1110111001 0001111001 1001111001 0101111001 1101111001 0011111001 1011111001 0111111001 0110000011 1110000011 0001000011 1001000011 0101000011 1101000011 0011000011 1011000011 0111000011 1111000011 0000100011 1000100011 0100100011 1100100011 0010100011 1010100011 0110100011 1110100011 0001100011 REV/MI PROPELLER SHAFT FROM-TO 4999-5006 5007-5013 5014-5021 5022-5028 5029-5036 5037-5043 5044-5051 5052-5058 5059-5066 5067-5073 5074-5081 5082-5088 5089-5096 5097-5103 5104-5111 5112-5118 5119-5126 6139-6146 6147-6153 6154-6161 6162-6168 6169-6176 6177-6183 6184-6191 6192-6198 6199-6206 6207-6213 6214-6221 6222-6228 6229-6236 6237-6243 6244-6251 6252-6258 6259-6266 6267-6273 6274-6281 SWITCH POSITIONS 12343567890 SETTINGS 1101100101 0011100101 1011100101 0111100101 1111100101 0000010101 1000010101 0100010101 1100010101 0010010101 1010010101 0110010101 1110010101 0001010101 1001010101 0101010101 1101010101 1100110011 0010110011 1010110011 0110110011 1110110011 0001110011 1001110011 0101110011 1101110011 0011110011 1011110011 0111110011 1111110011 0000001011 1000001011 0100001011 1100001011 0010001011 1010001011

Switch Settings Chart

REV/MI PROPELLER SHAFT FROM-TO 5269-5276 5277-5283 5284-5291 5292-5298 5299-5306 5307-5313 5314-5321 5322-5328 5329-5336 5337-5343 5344-5351 5352-5358 5359-5366 5367-5373 5374-5381 5382-5388 5389-5396 5397-5403 5404-5411 5412-5418 5419-5426 5427-5433 5434-5441 5442-5448 5449-5456 5457-5463 6477-6483 6484-6491 6492-6498 6499-6506 6507-6513 6514-6521 6522-6528 6529-6536 6537-6543 6544-6551 SWITCH POSITIONS 12343567890 SETTINGS 1111110101 0000001101 1000001101 0100001101 1100001101 0010001101 1010001101 0110001101 1110001101 0001001101 1001001101 0101001101 1101001101 0011001101 1011001101 0111001101 1111001101 0000101101 1000101101 0100101101 1100101101 0010101101 1010101101 0110101101 1110101101 0001101101 0000011011 1000011011 0100011011 1100011011 0010011011 1010011011 0110011011 1110011011 0001011011 1001011011 REV/MI PROPELLER SHAFT FROM-TO 5607-5613 5614-5621 5622-5628 5629-5636 5637-5643 5644-5651 5652-5658 5659-5666 5667-5673 5674-5681 5682-5688 5689-5696 5697-5703 5704-5711 5712-5718 5719-5726 5727-5733 5734-5741 5742-5748 5749-5756 5757-5763 5764-5771 5772-5778 5779-5786 5787-5793 5794-5801 6777-6783 6784-6791 6792-6798 6799-6806 6807-6813 6814-6821 6822-6828 6829-6836 6837-6843 6844-6851 SWITCH POSITIONS 12343567890 SETTINGS 0011011101 1011011101 0111011101 1111011101 0000111101 1000111101 0100111101 1100111101 0010111101 1010111101 0110111101 1110111101 0001111101 1001111101 0101111101 1101111101 0011111101 1011111101 0111111101 1111111101 0000000011 1000000011 0100000011 1100000011 0010000011 1010000011 0001000111 1001000111 0101000111 1101000111 0011000111 1011000111 0111000111 1111000111 0000100111 1000100111 REV/MI PROPELLER SHAFT FROM-TO 5944-5951 5952-5958 5959-5966 5967-5973 5974-5981 5982-5988 5989-5996 5997-6003 6004-6011 6012-6018 6019-6026 6027-6033 6034-6041 6042-6048 6049-6056 6057-6063 6064-6071 6072-6078 6079-6086 6087-6093 6094-6101 6102-6108 6109-6116 6117-6123 6124-6131 6132-6138 7077-7083 7084-7091 7092-7098 7099-7106 7107-7113 7114-7121 7122-7128 7129-7136 7137-7143 7144-7151 SWITCH POSITIONS 12343567890 SETTINGS 1001100011 0101100011 1101100011 0011100011 1011100011 0111100011 1111100011 0000010011 1000010011 0100010011 1100010011 0010010011 1010010011 0110010011 1110010011 0001010011 1001010011 0101010011 1101010011 0011010011 1011010011 0111010011 1111010011 0000110011 1000110011 0100110011 0000110111 1000110111 0100110111 1100110111 0010110111 1010110111 0110110111 1110110111 0001110111 1001110111 REV/MI PROPELLER SHAFT FROM-TO 6282-6288 6289-6296 6297-6303 6304-6311 6312-6318 6319-6326 6327-6333 6334-6341 6342-6348 6349-6356 6357-6363 6364-6371 6372-6378 6379-6386 6387-6393 6394-6401 6402-6408 6409-6416 6417-6423 6424-6431 6432-6438 6439-6446 6447-6453 6454-6461 6462-6468 6469-6476 7377-7383 7384-7391 7392-7398 7399-7406 7407-7413 7414-7421 7422-7428 7429-7436 7437-7443 7444-7451 SWITCH POSITIONS 12343567890 SETTINGS 0110001011 1110001011 0001001011 1001001011 0101001011 1101001011 0011001011 1011001011 0111001011 1111001011 0000101011 1000101011 0100101011 1100101011 0010101011 1010101011 0110101011 1110101011 0001101011 1001101011 0101101011 1101101011 0011101011 1011101011 0111101011 1111101011 0001101111 1001101111 0101101111 1101101111 0011101111 1011101111 0111101111 1111101111 0000011111 1000011111

Switch Settings Chart

REV/MI PROPELLER SHAFT FROM-TO 6552-6558 6559-6566 6567-6573 6574-6581 6582-6588 6589-6596 6597-6603 6604-6611 6612-6618 6619-6626 6627-6633 6634-6641 6642-6648 6649-6656 6657-6663 6664-6671 6672-6678 6679-6686 6687-6693 6694-6701 6702-6708 6709-6716 6717-6723 6724-6731 6732-6738 6739-6746 6747-6753 6754-6761 6762-6768 6769-6776 SWITCH POSITIONS 12343567890 SETTINGS 0101011011 1101011011 0011011011 1011011011 0111011011 1111011011 0000111011 1000111011 0100111011 1100111011 0010111011 1010111011 0110111011 1110111011 0001111011 1001111011 0101111011 1101111011 0011111011 1011111011 0111111011 1111111011 0000000111 1000000111 0100000111 1100000111 0010000111 1010000111 0110000111 1110000111 REV/MI PROPELLER SHAFT FROM-TO 6852-6858 6859-6866 6867-6873 6874-6881 6882-6888 6889-6896 6897-6903 6904-6911 6912-6918 6919-6926 6927-6933 6934-6941 6942-6948 6949-6956 6957-6963 6964-6971 6972-6978 6979-6986 6987-6993 6994-7001 7002-7008 7009-7016 7017-7023 7024-7031 7032-7038 7039-7046 7047-7053 7054-7061 7062-7068 7069-7076 SWITCH POSITIONS 12343567890 SETTINGS 0100100111 1100100111 0010100111 1010100111 0110100111 1110100111 0001100111 1001100111 0101100111 1101100111 0011100111 1011100111 0111100111 1111100111 0000010111 1000010111 0100010111 1100010111 0010010111 1010010111 0110010111 1110010111 0001010111 1001010111 0101010111 1101010111 0011010111 1011010111 0111010111 1111010111 REV/MI PROPELLER SHAFT FROM-TO 7152-7158 7159-7166 7167-7173 7174-7181 7182-7188 7189-7196 7197-7203 7204-7211 7212-7218 7219-7226 7227-7233 7234-7241 7242-7248 7249-7256 7257-7263 7264-7271 7272-7278 7279-7286 7287-7293 7294-7301 7302-7308 7309-7316 7317-7323 7324-7331 7332-7338 7339-7346 7347-7353 7354-7361 7362-7368 7369-7376 SWITCH POSITIONS 12343567890 SETTINGS 0101110111 1101110111 0011110111 1011110111 0111110111 1111110111 0000001111 1000001111 0100001111 1100001111 0010001111 1010001111 0110001111 1110001111 0001001111 1001001111 0101001111 1101001111 0011001111 1011001111 0111001111 1111001111 0000101111 1000101111 0100101111 1100101111 0010101111 1010101111 0110101111 1110101111 REV/MI PROPELLER SHAFT FROM-TO 7452-7458 7459-7466 7467-7473 7474-7481 7482-7488 7489-7496 7497-7503 7504-7511 7512-7518 7519-7526 7527-7533 7534-7541 7542-7548 7549-7556 7557-7563 7564-7571 7572-7578 7579-7586 7587-7593 7594-7601 7602-7608 7609-7616 7617-7623 7624-7631 7632-7638 7639-7646 7647-7653 7654-7661 7662-7668 7669-7676 SWITCH POSITIONS 12343567890 SETTINGS 0100011111 1100011111 0010011111 1010011111 0110011111 1110011111 0001011111 1001011111 0101011111 1101011111 0011011111 1011011111 0111011111 1111011111 0000111111 1000111111 0100111111 1100111111 0010111111 1010111111 0110111111 1110111111 0001111111 1001111111 0101111111 1101111111 0011111111 1011111111 0111111111 1111111111

CLUSTER FAILURE DIAGNOSIS

1000, 2000, 3000, 4000, 8000 MODELS

January 1989 to March 1992

Speedometer, Odometer, Tachometer or Hourmeter Display Failure If any of the speedometer, odometer, tachometer or hourmeter displays is indicating a failure, the circuits serving the instrument in question must be checked for clean, tight, unbroken and non-shorted connections. IMPORTANT: Be sure all relays in the vehicle are the suppressed type. IMPORTANT: Make sure the accessory voltage to the cluster is within a range of 11 to 16 volts. Refer to table below for possible conditions and corrective actions. Engine RPM must be greater than 300 RPM for the hourmeter to count time.

Speedometer, Odometer, Tachometer and Hourmeter Display Failure Chart

Condition 1. Speedometer and tachometer needles do not move when driving. First Action Remove cluster and verify ignition voltage and ground is provided to cluster. Refer to ELECTRICAL CIRCUIT DIAGRAMS MANUAL. 2. Speedometer or tachometer needle does not move or moves erratically when driving. Remove cluster and switch the speedometer and tachometer in the cluster. If the defect follows the meter, replace the meter. 3. Speedometer does not work when driving. Check speedometer sensor wiring continuity and sensor output signal levels. Refer to ELECTRICAL CIRCUIT DIAGRAMS MANUAL. Verify correct speedometer DIP switch setting. Refer to PROGRAMMING . If the defect stays at the same meter location, replace the cluster. Second Action Replace cluster.

Speedometer, Odometer, Tachometer and Hourmeter Display Failure Chart

Condition 4. Tachometer does not work when driving. First Action Check tachometer sensor wiring continuity and sensor output signal levels. Refer to ELECTRICAL CIRCUIT DIAGRAMS MANUAL. 5. Odometer does not work when driving. Remove odometer and momentarily touch leads across battery voltage. If the odometer operates, replace the cluster. 6. Hourmeter does not work when driving. Remove hourmeter and momentarily touch leads across battery voltage. If the hourmeter operates, replace the cluster. Replace the hourmeter. Replace the odometer. Second Action Verify correct tachometer DIP switch setting. Refer to PROGRAMMING .

After March 1992

Speedometer, Odometer, Tachometer or Hourmeter Display Failure If any of the speedometer, odometer, tachometer or hourmeter displays is indicating a failure, the circuits serving the instrument in question must be checked for clean, tight, unbroken and non-shorted connections. IMPORTANT: Be sure all relays in the vehicle are the suppressed type. IMPORTANT: Make sure the accessory voltage to the cluster is within a range of 11 to 16 volts. Speedometer, Odometer, Tachometer and Hourmeter Failure Isolation The instrument cluster has self-testing capabilities that will identify various failures in the electronic portions of the unit. The self testing diagnostics provide a strong indication of exactly what is wrong with the unit, without removing the cluster from the vehicle or spending a large amount of time troubleshooting. NOTE: Operation and accuracy of the speedometer and tachometer can be verified with an EST without removing the cluster. The Pro-Link 9000 with the Instrument Panel Cartridge Kit, or the EZ-Tech with the instrument cluster software can be used to exercise the speedometer/tachometer, through the J1708 data link . Refer to the Pro-Link or EZ-Tech instrument cluster software manual for instructions. Pass Indications

The cluster will test itself each time the vehicle is powered up. If all tests pass, the unit will drive both the speedometer and tachometer needles through one complete sweep. This indicates that all output circuits are good and tells the driver that the gauges are good. Fail Indications The cluster will provide failure indications in two ways: 1. Does not provide a proper gauge sweep on power up. 2. The speedometer and tachometer needles "wave" on power up. If the unit senses a circuit problem at power up, the speedometer and tachometer needles will simultaneously wave from 0 and one of the numbers on the speedometer and tachometer dial faces three times. The "bad" gauge will be parked at full scale and the other gauge will be operable. Conditions and corrective action are defined in the Speedometer, Odometer, Tachometer and Hourmeter Failure Chart below. Engine RPM must be greater than 300 RPM for the hourmeter to count time. Speedometer, Odometer, Tachometer and Hourmeter Failure Chart
Condition 1. Speedometer and tachometer needles do not move on power up. 2. Speedometer or tachometer needle moves erratically on power up sweep. 3. Speedometer and tachometer needles point to the 5 on the tachometer three times. 4. Speedometer and tachometer needles point to the 10 on the tachometer three Tachometer input circuit failure. Replace the cluster. Speedometer input circuit failure. Replace the cluster. First Action Remove cluster and verify ignition voltage and ground is provided to cluster. Refer to ELECTRICAL CIRCUIT DIAGRAMS MANUAL. Swap the speedometer and tachometer in the cluster. If the defect follows the meter, replace the meter. If the defect stays at the same meter location, replace the cluster. Second Action Replace cluster.

Speedometer, Odometer, Tachometer and Hourmeter Failure Chart

Condition times. 5. Speedometer and tachometer needles point to 15 on the tachometer three times. J1708 Data Link failure. Insure that the vehicle Data Link is not shorted or wired incorrectly. With the igniton on, voltage from Positive data link circuit to ground should be approximately 4 volts. Voltage from Negative data link circuit to ground should be approximately 1 volt. Refer to ELECTRICAL CIRCUIT DIAGRAM MANUAL. 6. Speedometer and tachometer needles point to 20 on the tachometer three times. 7. Speedometer and tachometer needles point to 25 on the tachometer three times. Odometer drive circuit failed, odometer is disconnected, or odometer coil is open. Insure odometer connector is properly seated to the printed wiring board connector. Disconnect odometer connector. Momentarily connect 12VDC across odometer wires. If odometer advances, replace cluster. If odometer does not advance, replace odometer. 8. Speedometer and tachometer go through a good power up sweep, but speedometer does not work when driving. 9. Speedometer and tachometer Check tachometer sensor wiring continuity and sensor Go to Step 10. Check speedometer sensor wiring continuity and sensor output signal levels. Refer to ELECTRICAL CIRCUIT DIAGRAMS MANUAL. Go to Step 10. Cluster electronics failed. Replace cluster. Verify data from the ECM by using an electronic service tool (EST), such as the EZTech or Pro-Link 9000, with the applicable engine software. If data is present replace cluster. First Action Second Action

Speedometer, Odometer, Tachometer and Hourmeter Failure Chart

Condition go through a good power up sweep, but tachometer does not work when driving. 10. Speedometer or tachometer fails to operate or operate inaccurately when driving. 11. Speedometer and tachometer go through a good power up sweep, but odometer does not work when driving. 12. Speedometer and tachometer go through a good power up sweep, but hourmeter does not work when driving. Remove hourmeter and momentarily touch leads across battery voltage. If the hourmeter operates, replace the cluster. Replace the hourmeter. Remove odometer and momentarily touch leads across battery voltage. If the odometer operates, replace the cluster. Replace the odometer. Manually program the cluster by physically setting all DIP switches. Refer to PROGRAMMING . Check operation. Replace cluster. First Action output signal levels. Refer to ELECTRICAL CIRCUIT DIAGRAMS MANUAL. Second Action

TSI: 04-08-07 TSI Fecha: Septiembre, 2004 Archivo Sujeto: SISTEMA ELCTRICO

TEMA
Tablero de Instrumentos, Reemplazo de Circuitos de Instrumentos Individuales

APLICAR
Modelo de Camin: 2000 Fecha de inicio: 01/01/1989 Fecha de terminacin: 11/01/2002 3400 Fecha de inicio: 01/01/1989 Fecha de terminacin: 11/01/2002 3600 Fecha de inicio: 01/01/1989 Fecha de terminacin: 11/01/2002 3700 Fecha de inicio: 01/01/1989 Fecha de terminacin: 11/01/2002 4000 Fecha de inicio: 01/01/1989 Fecha de terminacin: 11/01/2002 8000 Fecha de inicio: 01/01/1989 Fecha de terminacin: 11/01/2002 3800 Fecha de inicio: 01/01/1989 3000 FE Fecha de inicio: 01/01/1989 3000 RE Fecha de inicio: 01/01/1989 IC Bus Fecha de inicio: 11/01/1999

DESCRIPCION
Antes de esta fecha, la nica forma de reparar el tablero de instrumentos fue reemplazar todo el bastidor y el conjunto del tablero de circuitos. Ahora es posible reemplazar solamente el tablero de circuito con problema, sea el izquierdo, derecho, o central sin tener que reemplazar todo el conjunto. Los vehculos construidos antes de Noviembre de 1997, deben tener tableros de instrumentos central con interruptores "Profundos" como se muestra en la Figura 6. Despus de Noviembre de 1997, ellos deben tener Tableros con Enlace de Datos sin interruptores "profundos". La remocin e instalacin del conjunto del tablero de instrumentos no ha cambiado. Vea el Manual de Servicio, Seccin S08034 para informacin sobre el mtodo apropiado para remover e instalar el tablero de instrumentos en el tablero del vehculo.

PARTS INFORMATION

Modelo

Tablero Izquierdo

Tablero Central

Tablero Derecho

Anteriores a Noviembre/97

2587517C1

2587520C1- Con Interruptores "Profundos"

2587519C1

Autobs RE

No Aplicable

2587521C1-Con Enlace de Datos

No Disponible 2587519C1

Posterior a Noviembre/97

2587517C1

2587521C1- Con Enlace de Datos

NOTA: Los tableros izquierdo y derecho son designados por su localizacin vista desde el asiento del conductor.

Procedimiento

ADVERTENCIA:
La bateras expelen gases explosivos. Mantenga alejados en todo momento las chispas, llamas, cigarrillos encendidos, u otras fuentes de ignicin. Cuando trabaje cerca de bateras, use siempre anteojos de seguridad y mscaras para la cara para evitar daos a la propiedad, lesiones personales, o la muerte.

ADVERTENCIA:
Para prevenir descargas elctricas que puedan resultar en daos a la propiedad, lesiones personales o la muerte, desconecte siempre el terminal negativo de la batera antes de trabajar en el sistema elctrico.

PRECAUCION:
La electricidad esttica puede causar daos permanentes del tablero de instrumentos. Antes de trabajar con el tablero de instrumentos asegrese de remover toda la electricidad esttica de su cuerpo tocando alguna parte metlica del tablero. 1. 2. 3. Desconecte el terminal negativo de la batera del vehculo, de la batera del vehculo. Remueva el tablero de instrumentos de acuerdo con las instrucciones del Manual de Servicio, Seccin S08034. Coloque el tablero de instrumentos boca abajo sobre una superficie suave y adecuada que no raspe la cara del tablero, tal como se muestra en la Figura 1. Para mantener localizados los instrumentos cuando el circuito de los tableros es removido, deje los cristales frontales y los biseles de los instrumentos en su lugar y orden.

NOTA: Los tableros de circuitos estn etiquetados "izquierdo" y "derecho" por su localizacin vista desde el asiento del conductor.

Figura 1. Reemplazo del Tablero PC del Lado Izquierdo

1. Remueva los cinco tornillos de cabeza en estrella mostrados en la Figura 2. 2. Anote si hay o no instrumentos instalados en el tablero de circuitos que va a ser removido. 3. Si no hay instrumentos instalados, simplemente levante y separe el tablero del circuito del bastidor. a. Si hay instrumentos, palanquee cuidadosamente el tablero del circuito hacia arriba para separarlo del bastidor, mueva la palanquilla poco a poco alrededor del tablero del circuito para que ste se levante en forma uniforme en todos sus lados y se liberen las clavijas de las conexiones adheridas al tablero de circuitos. 4. Remueva los soportes de luces del tablero que se est reemplazando e instlelos en el nuevo tablero de circuito.

Figura 2.

Figura 3.

5. Ubique cuidadosamente el nuevo tablero del circuito sobre las clavijas de los instrumentos (o agujeros de montaje si no hay instrumento) y presione uniformemente el tablero del circuito nuevo sobre las clavijas de los instrumentos hasta que el tablero nuevo quede plano a nivel del bastidor de los instrumentos. 6. Reinstale los cinco tornillos de cabeza de estrella removidos previamente. NO APRIETE DEMASIADO LOS TORNILLOS!

Reemplazo del Tablero PC del Lado Derecho

1. Remueva los cuatro tornillos de cabeza de estrella del tablero de circuitos grande mostrado en la Figura 3. 2. Remueva los dos tornillos de cabeza de estrella del tablero de circuitos pequeo mostrado en la Figura 3. 3. Si no hay instrumentos instalados, simplemente levante y separe el tablero del circuito del bastidor. a. Si hay instrumentos, palanquee cuidadosamente el tablero del circuito hacia arriba para separarlo del bastidor, mueva la palanquilla poco a poco alrededor del tablero del circuito para que ste se levante en forma uniforme en todos sus lados y se liberen las clavijas de las conexiones adheridas al tablero de circuitos. 4. Los tableros de repuesto grande y pequeo han sido moldeados unidos y se debe cortar para separarlos antes de su instalacin. NO CORTE LOS DOS CABLES ENTRE LOS TABLEROS! 5. Remueva los soportes de luces del tablero que se est reemplazando e instlelos en el lugar correcto en los nuevos tableros de circuito. 6. Ubique cuidadosamente el nuevo tablero grande del circuito sobre las clavijas de los instrumentos (o agujeros de montaje si no hay instrumento) y presione uniformemente el tablero del circuito nuevo sobre las clavijas de los instrumentos hasta que el tablero nuevo quede plano a nivel del bastidor de los instrumentos. 7. Reinstale los cuatro tornillos de cabeza en estrella removidos previamente del tablero grande del circuito y los dos tornillos del tablero pequeo montado encima. NO APRIETE DEMASIADO LOS TORNILLOS!

Reemplazo del Tablero PC Central

1. Remueva los seis tornillos de cabeza de estrella que aseguran la cubierta metlica sobre el tablero de instrumentos, y remueva la cubierta metlica, como se muestra en la Figura 4. 2. Remueva los dos tornillos cabeza de estrella remanentes debajo de la cubierta metlica removida en el paso 1. Vea la Figura 5. NOTA: La Figura 5 muestra un tablero de circuito central para vehculos construidos en o despus de Noviembre de 1997, con el tablero de circuito central con "enlace de datos" sin interruptores "Profundos". La Figura 6 muestra un tablero central de un vehculo construido antes de Noviembre de 1997 con interruptores "Profundos". Si el tablero que va a ser reemplazado tiene interruptores "Profundos" y todos los interruptores estn colocados en "0", el tablero es una unidad original y fue programado en la planta de ensamble. El tablero de reemplazo no est programado en la fbrica y tendr que tener interruptores "Profundos" configurados de acuerdo a la etiqueta de interruptores "Profundos" adherida al tablero viejo. Si el tablero que se est reemplazando tiene interruptores en posiciones distintas a "0", registre la posicin de los interruptores y coloque los interruptores "Profundos" del nuevo tablero de reemplazo en la misma posicin del tablero reemplazado. Vea las instrucciones especficas en el Manual de Servicio 08034x, INSTRUMENTOS, VELOCMETRO, PROGRAMACIN MANUAL. 3. Remueva los conectores elctricos conectados al odmetro y/u hormetro localizados en la parte trasera del tablero del circuito central. 4. Palanquee cuidadosamente para levantar los bordes del tablero del circuito. En este momento, las nicas cosas agarradas al tablero son las clavijas de los instrumentos, los que continan retenidos por el bisel y los cristales en el frente del conjunto del tablero. Cuando el borde est levantado, contine palanqueando individualmente cerca de las clavijas de cada instrumento para levantar el tablero. Cuando el tablero del circuito est flojo, levante y seprelo cuidadosamente del conjunto del tablero

asegurndose que los cables y conectores de alimentacin del odmetro y el hormetro salgan por los agujeros del tablero.

Figura 4.
5. Coloque los cables del odmetro y hormetro a travs de los agujeros del nuevo tablero del circuito (Figura 5). 6. Instale el nuevo tablero central por medio de una cuidadosa alineacin de las clavijas de los instrumentos con los agujeros del tablero de circuitos y los agujeros de montaje con los esprragos de la estructura del tablero. Una vez en su lugar, empuje cuidadosamente hacia abajo el tablero dentro de las clavijas de los instrumentos, asegurndose que el tablero nuevo quede plano y a nivel contra el bastidor del tablero. 7. Reinstale los dos tornillos con cabeza en estrella que sujetan el tablero contra el bastidor del tablero (Figura 5). 8. Remueva el puente de conexin del velocmetro KPH/MPH y/o el puente de conexin de resolucin del engranaje de la transmisin, del tablero del circuito viejo (usado en los tableros centrales sin interruptores "Profundos") e instlelos en la misma posicin en el tablero nuevo, tal como se muestra en la Figura 5. Para las aplicaciones, vea el Manual de Servicio, Seccin S08155x. 9. Reinstale los conectores del odmetro y/u hormetro en las clavijas del tablero de circuitos. 10. Reinstale la cubierta metlica sobre el tablero central y reemplazando y asegurando con los seis tornillos de cabeza en estrella que fueron removidos en el paso 1. NO APRIETE DEMASIADO LOS TORNILLOS.

Figura 5. Noviembre 1997 y Posteriores

Figura 6. Anteriores a Noviembre de 1997