Super II SR+

with P IV+
TK 50234-0-2-MM (6/98)

Copyright 1998 Thermo King Corp., Minneapolis, MN, U.S.A.

Printed in U.S.A.
 The maintenance information in this manual covers unit models:
Super II SR+ with uP IV+
For further information, refer to
di 2.2 and se 2.2 Engine Overhaul Manual TK 8009
X430 Compressor Overhaul Manual TK 6875
Diagnosing TK Refrigeration System TK 5984
Tool Catalog TK 5955
Parts Manual TK 40638
Principles of Evacuation for Field Application TK 40612
ElectroStatic Discharge (ESD) Training Guide TK 40282
THERMOGUARD uP IV Microprocessor Controller
Revision 04XX Software
SB-III SR+, Super-II SR+, and RMN SR+ Operations & Diagnosis Manual TK 40893
The information in this manual is provided to assist owners, operators and service people in the proper
upkeep and maintenance of Thermo King units.

This manual is published for informational purposes only and the information so provided should not be considered
as all-inclusive or covering all contingencies. If further information is required, Thermo King Corporation should be
consulted.

Sale of product shown in the Manual is subject to Thermo Kings terms and conditions including, but not limited to,
the Thermo King Limited Express Warranty. Such terms and conditions are available upon request.

Thermo Kings warranty will not apply to any equipment which has been so repaired or altered outside the manu-
facturers plants as, in the manufacturers judgment, to effect its stability.

No warranties, express or implied, including warranties of fitness for a particular purpose or merchantabil-
ity, or warranties arising from course of dealing or usage of trade, are made regarding the information, rec-
ommendations, and descriptions contained herein. Manufacturer is not responsible and will not be held
liable in contract or in tort (including negligence) for any special, indirect or consequential damages,
including injury or damage caused to vehicles, contents or persons, by reason of the installation of any
Thermo King product or its mechanical failure.
 Recover Refrigerant
At Thermo King, we recognize the need to preserve
the environment and limit the potential harm to the
ozone layer that can result from allowing refrigerant
to escape into the atmosphere.
We strictly adhere to a policy that promotes the
recovery and limits the loss of refrigerant into the
atmosphere.
In addition, service personnel must be aware of
Federal regulations concerning the use of refriger-
ants and the certification of technicians. For addi-
tional information on regulations and technician
certification programs, contact your local THERMO
KING dealer.
 Table of Contents

Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i
Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Maintenance Inspection Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Unit Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Sequence Of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Operating Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Unit Model Super II SR+ w/THERMOGUARD IV+ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Design Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Protection Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Operating Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Unit Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
Switch Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Microprocessor Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Basic Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Unit Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Unit Protection Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Unit Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Pre-Trip Inspection (Before Starting Unit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Manually Starting Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Starting CYCLE-SENTRY Equipped Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
After Start Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
Pre-Load Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Loading Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Post Load Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Post Trip Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Electronic Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
SR+ Control Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Control Panel switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
On-Off Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
Preheat-Start Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
Manual Defrost Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
Unit Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
uP IV+ Microprocessor Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
Microprocessor Keypad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Select Key Prompts and Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
uP IV+ Microprocessor Standard Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
Changing the Setpoint. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Selecting CYCLE-SENTRY or CONTINUOUS MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
Viewing Select Key Display Screens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
Starting the Diesel Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Initiating a Manual Defrost Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
Viewing and Clearing Alarm Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
Software Revision 04xx Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32
Running a Full Pretrip Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
 Table of Contents (continued)

Electronic Controls (continued)

Displaying the Software Revision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Operating Service Test Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Service Test Mode Notes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Service Test Mode Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Service Test Mode Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Service Test Mode Function Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Electrical Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Alternator (Australian Bosch) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Charging System Diagnostic Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Full Field Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Unit Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Charging System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Glow Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Fuses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Fuse Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
THERMOGUARD P IV+ Microprocessor Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Defrost System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Defrost Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Air Switch Testing and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Oil level switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Switch Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Bench Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Sensor Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Sensor Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Return Air Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Discharge Air Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Coil Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Engine Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Engine Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Engine Oil Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Oil Filter Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Engine Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Antifreeze Maintenance Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Bleeding Air from the Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Engine Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Engine Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Bleeding the Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Water Separator/Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Water Separator/Fuel Filter Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Engine Speed Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
High Speed Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Injection Pump Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Injection Pump Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
 Table of Contents (continued)

Engine Maintenance (continued)

Adjusting Engine Valve Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65
Front Pulley Bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Crankcase Breather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .67
Engine Air Cleaner (Filter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Refrigeration Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73
Refrigerant Charge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73
Refrigerant Leaks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Checking Compressor Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75
High Pressure Cutout Switch (HPCO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75
Three-Way Valve Condenser Pressure Bypass Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .76
Modulation Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
Modulation Valve Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78
Hot Gas Solenoid Valve (HG) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Hot Gas Solenoid Valve Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79
Thermax-V System (TF+ Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79
Thermax-V Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79
Refrigeration Service Operations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Condenser Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Discharge Vibrasorber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82
In-line Condenser Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82
Condenser Check Valve Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Bypass Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Receiver Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Filter Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84
Expansion Valve Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84
Heat Exchanger. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Evaporator Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
Suction Vibrasorber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
Three-way Valve Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87
Three-way Valve Condenser Pressure Bypass Check Valve Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89
Pilot Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
High Pressure Cutout Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
High Pressure Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Throttling Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Modulation Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93
Hot Gas Solenoid Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .94
Liquid Line Check Valve Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .94
Liquid Line Check Valve Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95
Thermax-v Expansion Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96
 Table of Contents (continued)

Structural Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Unit And Engine Mounting Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Unit Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Condenser, Evaporator, and Radiator Coils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Defrost Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Defrost Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Fan Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Fan Shaft Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Fan Shaft Assembly Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Condenser Fan Positioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Evaporator Blower Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Electrical Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Possible Cause . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Remedy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Fault Indication Diagnosis. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Shutdown Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Check Alarms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Stored Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Alarm Code Legend . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Alarm Code Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Mechanical Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Possible Cause . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Remedy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Refrigeration Diagnosis. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Symptom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Possible Causes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Refrigeration Cycle Without Modulation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Refrigeration Cycle With Modulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
Safety Precautions
GENERAL PRACTICES
1. ALWAYS WEAR GOGGLES OR SAFETY
GLASSES. Refrigerant liquid and battery acid can per-
manently damage the eyes (see First Aid under Refrig-
erant).
2. Never operate the unit with the compressor discharge
valve closed.
3. Keep your hands, clothing and tools clear of the fans
and belts when the unit is running. This should also be
considered when opening and closing the compressor
service valves.
4. Make sure gauge manifold hoses are in good condition.
Never let them come in contact with a belt, fan motor
pulley, or any hot surface.
5. Never apply heat to a sealed refrigeration system or
container.
6. Fluorocarbon refrigerants, in the presence of an open
flame or electrical short, produce toxic gases that are
severe respiratory irritants capable of causing death.
7. Make sure all mounting bolts are tight and are of cor-
rect length for their particular application.
8. Use extreme caution when drilling holes in the unit.
The holes may weaken structural components, and
holes drilled into electrical wiring can cause fire or
explosion.
9. Use caution when working around exposed coil fins.
Painful laceration can be inflicted from the fins.
10. Use caution when working with a refrigerant or refrig-
eration system in any enclosed or confined area with a
limited air supply (for example, a bus or garage).
Refrigerant tends to displace air and can cause oxygen
depletion resulting in suffocation and possible death.
i
REFRIGERANT
Although fluorocarbon refrigerants are classified as safe
refrigerants, certain precautions must be observed when
handling them or servicing a unit in which they are used.
When exposed to the atmosphere from the liquid state, fluo-
rocarbon refrigerants evaporator rapidly, freezing anything
they contact.
First Aid
In the event of frost bite, the objectives of First Aid are to
protect the frozen area from further injury, to warm the
affected area rapidly and to maintain respiration.
EYES: For contact with liquid, immediately flush eyes
with large amounts of water and get prompt medical
attention.
SKIN: Flush area with large amounts of lukewarm
water. Do not apply heat. Remove contaminated cloth-
ing and shoes. Wrap burns with dry, sterile, bulky
dressing to protect from infection/injury. Get medical
attention. Wash contaminated clothing before reuse.
INHALATION: Move victim to fresh air and use CPR
if necessary. Stay with victim until arrival of emer-
gency medical personnel.
REFRIGERATION OIL
Avoid refrigeration oil contact with the eyes. Avoid pro-
longed or repeated contact of refrigeration oil with skin or
clothing. Wash thoroughly after handling refrigeration oil to
prevent irritation.
First Aid
In case of eye contact, immediately flush with plenty of
water for at least 15 minutes. Wash skin with soap and
water. CALL A PHYSICIAN.
ii
Specifications

ENGINESE 2.2
Model Thermo King se 2.2
Fuel Type No. 2 diesel fuel under normal conditions
No. 1 diesel fuel is acceptable cold weather fuel
Oil Capacity: Crankcase 15 quarts (14.2 liters) crankcase
16 quarts (15.2 liters) crankcase and filter
Fill to full mark on dipstick
Oil Type*: API Petroleum Type CD
API Synthetic Type CD After first 500 hrs.
Oil Viscosity** Above 80 F (27 C): SAE 40
50 to 90 F (10 to 32 C): SAE 30
20 to 70 F (-7 to 21 C): SAE 20-20W
-15 to 40 F (-26 to 4 C): SAE 10W
Below 0 F (-18 C) continuously: SAE 5W
Engine rpm:Low Speed Operation 1425 to 1475 rpm
High Speed Operation 2175 to 2225 rpm
Engine Oil Pressure 50 to 65 psi (276 to 448 kPa) low speed engine
operation
Intake Valve Clearance .016 in. (0.40 mm)
Exhaust Valve Clearance .016 in. (0.40 mm)
Valve Setting Temperature 70 F (21 C)
Fuel Injection Timing .02 in. (0.5 mm) at 14 BTDC (timed on No. 1
cylinder)
Engine Coolant Thermostat 180 F (82 C)
Coolant System Capacity 10 quarts (9.5 liters)
Radiator Cap Pressure 7 psi (48 kPa)
Drive Direct to compressor; belts to fans, alternator and
water pump
* Thermo King synthetic oil is compatible with petroleum lubricants so there is no danger if accidental
mixing occurs or if an emergency requires addition of petroleum oil. Mixing is not recommended, how-
ever, since it will dilute the superior performance properties of the synthetic oil.
** Multi-viscosity weight oil with the recommended API classification may be used based on the ambient
temperature and straight weight viscosity recommendations above. The above recommendations are
written for mineral oil based lubricants.
BELT TENSION Tension No. on TK Gauge P/N 204-427
12 V Alternator Belt 35
Fan Belt 50

1
Specifications (Rev 6/98)

REFRIGERATION SYSTEM
Compressor Model Thermo King X430
Refrigerant ChargeType 13 lb (5.9 kg)R-404A
Compressor Oil Charge 4.1 quarts (3.9 liters)*
Compressor Oil Filter Oil Charge 0.75 quarts (0.71 liters)
Compressor Oil Type Polyol Ester type P/N 203-413
Throttling Valve Setting 23 to 25 psi (159 to 172 kPa)
Heat/Defrost Method Hot gas
High Pressure Cutout 450 10 psi (3103 69 kPa)
Automatic reset @ 375 38 psi (2586 262 kPa)
* When the compressor is removed from the unit, oil level should be noted or the oil removed from the
compressor should be measured so that the same amount of oil can be added before placing the
replacement compressor in the unit.
1.40 0.08 in. (35.6 2.0 mm) H2O
AIR SWITCH SETTING

ELECTRICAL CONTROL SYSTEM

Voltage 12.5 Vdc
Battery One, group C31, 12 volt battery
Unit Fuse 40 amp
Control Circuit DC Fuse 15 amp
Microprocessor Power Fuse 1.5 amp
Modulation Valve Fuse 1.5 amp
Battery Charging 12 volt alternato
37 amp, brush type
Voltage Regulator Setting 13.8 to 14.2 volts @ 75.2 F (25 C)

2
 Specifications (Rev 6/98)

ELECTRICAL COMPONENTS
NOTE: Disconnect components from unit circuit to check resistance.
Current Draw ResistanceCold
(Amps) (Ohms)
at 12.5 Vdc
Fuel Solenoid 1.4 8.8
Damper Solenoid: Large 5.7 2.2
Small 2.9 4.3
High Speed (Throttle) Solenoid 2.9 4.3
Glow Plug (One) 7.1 1.8
Pilot Solenoid 0.7 17.0
Starter MotorGear Reduction Type 250-375*
Modulation Valve (Optional) 1.7** 7.6
Hot Gas Bypass Valve (Optional) 1.1 11.1
* On-the-engine cranking check. Bench test is approximately 100 amps on the direct drive starter and
approximately 80 amps on the gear reduction starter.
** Test at 12.5 Vdc

THERMOGUARD MICROPROCESSOR TEMPERATURE CONTROLLER

Temperature Controller:Type
Setpoint Range
DigitalTemp. Display
Internal Defrost Timer:
Defrost Initiation: Coil Sensor
Defrost Termination:Coil Sensor
Interval Timer
Electronic THERMOGUARD Microprocessor with
digital thermostat, thermometer and fault indicator
monitor
-20 to 80 F (-29 to 27 C)
Programmable setpoint range to 90 F (32 C)
-40 to 99.9 F (-40 to 40 C)
Temp. Pulldown 4 hrs. std. (can be set to 2, 4. 6, 8, 10, or 12 hrs.)
Temp. In-range 6 hrs. std. (can be set to 4. 6, 8, 10, or 12 hrs.)
Coil must be below 45 F (7.2 C)
Terminates defrost with coil temperature above
57 F (13.9 C)
Terminates defrost 30 or 45 minutes (programmable)
after initiation if coil sensor has not terminated
defrost

3
4
Maintenance Inspection Schedule

Every/ Annual/
1,500 4,500
Pretrip Hours Hours Inspect/Service These Items
MICROPROCESSOR
Run Pre-trip (See Pre-trip in uP IV+ Microprocessor Operation).
ENGINE
Check fuel supply.
Check engine oil level.
Inspect belts for condition and proper tension (belt tension tool
No. 204-427).
Check engine oil pressure hot, on high speed. Minimum 276 kPa
(40 psi).
Listen for unusual noises, vibrations, etc.
Check air cleaner indicator.*
Change engine oil** (hot) and oil filters and fuel filters.
Clean crankcase breather.
Drain water from fuel tank and check vent.
Inspect/clean fuel transfer pump inlet strainer.
Check and adjust engine speeds (high and low speed).
Check condition of engine mounts.
Change engine coolant.
Replace fuel filter (replace water separator every 3000 hours).
Test fuel injection nozzles at least every 10000 hours.
ELECTRICAL
Check ammeter for charge and discharge (glow plug) operation.
Inspect battery terminals and electrolyte level.
Inspect wire harness for damaged wires or connections.
Check air switch setting.
Inspect alternator.
* Change air cleaner when indicator reaches 22 in.
** NOTE: Petroleum oil rated CD must be used in the engine to allow 1500 hour extended
maintenance intervals.

5
Maintenance Inspection Schedule (Rev 6/98)

Every/ Annual/
1,500 4,500
Pretrip Hours Hours Inspect/Service These Items
REFRIGERATION
Check refrigerant level.
Check for proper suction pressure.
Check compressor oil level and condition.
Check throttling valve regulating pressure on defrost.
Check compressor efficiency and pump down refrigeration system.
Replace dehydrator and check discharge and suction pressure.
STRUCTURAL
Visually inspect unit for fluid leaks.
Visually inspect unit for damaged, loose or broken parts (includes air
ducts and bulkheads).
Inspect tapered roller bearing fanshaft and idlers for leakage and
bearing wear (noise).
Clean entire unit including condenser and evaporator coils and
defrost drains.
Check all unit and fuel tank mounting bolts, brackets, lines, hoses,
etc.
Check evaporator damper door adjustment and operation.

6
Unit Description
The Super II SR+ uP IV+ is a one-piece, self-contained, die-
sel powered refrigeration-heating units. The unit mounts on
the front of the trailer with the evaporator portion extending
into the trailer. The unit uses hot gas to heat and defrost.
Power is provided by an se 2.2, a four-cylinder, water-
cooled, direct injection diesel engine rated at 27.8 continu-
ous horsepower (20.7 kilowatts) at 2200 rpm. An in-line
power pack provides direct drive power transfer from the
engine to the compressor. A belt drive system transfers
energy to the fans, the alternator, and the water pump.
The engine uses a spin-on, dual element, full flow/bypass
oil filter and CD rated petroleum engine oil for extended
1,500 hour maintenance intervals.
Additional unit features include the Thermo King X430
compressor and the THERMOGUARD uP IV+ Micropro-
cessor.
Thermo King X430 Compressor
The unit is equipped with a Thermo King X430, four-cylin-
der compressor with 492 cm3 (30 cu. in.) displacement.
THERMOGUARD uP IV+ Microprocessor
The THERMOGUARD uP IV+ is a microprocessor control
system designed for use with transport temperature control
systems. The uP IV+ has the following features:
Thermostat
Digital Thermometer
Hourmeters
Oil Pressure Gauge
Water Temperature Gauge
Ammeter
Voltmeter
Tachometer
7
Mode Indicator
Refrigeration System Controller
Diagnostic System
The microprocessor mounts inside a weather tight control
box. The LCD display and alarm light are clearly visible
through a transparent door. Opening the control box door
provides quick access to the microprocessor keypad. The
keypad is used to control the operation of the microproces-
sor. See the Operation and Diagnosis Manual (TK 40893)
for details.
The CYCLE-SENTRY system and an integral defrost timer
are standard features. The refrigeration modulation system,
data recording, Tracker (a satellite communication system
interface) and remote indicator lights are optional features.
CYCLE-SENTRY Start-Stop Controls
A CYCLE-SENTRY Start-Stop fuel saving system provides
optimum operating economy. Select Continuous or
CYCLE-SENTRY operation using the selector switch
located on the switch panel.
WARNING: When the unit On-Off switch is in the
ON position, the unit may start at anytime without
prior warning.
NOTE: A buzzer sounds when the unit is automatically
preheating.
The CYCLE-SENTRY system automatically starts the unit
on microprocessor demand, and shuts down the unit when
all demands are satisfied. As well as maintaining the box
temperature, engine block temperature and battery charge
levels are monitored and maintained. If the block tempera-
ture falls below 30 F (-1.1 C), the engine will start and run
until the block temperature is above 90 F (32 C). If the bat-
tery voltage falls to the programmed limit selected by
CYCLE-SENTRY Battery Voltage (typically 12.2 volts)
and CYCLE-SENTRY mode is selected, the engine will
start and run until the battery is recharged.
Unit Description (Rev 6/98)
Features of the CYCLE-SENTRY system are:
Offers either CYCLE-SENTRY or Continuous Run
operation.
Microprocessor controlled all season temperature con-
trol.
Maintains minimum engine temperature in low ambient
conditions.
Battery Sentry keeps batteries fully charged during unit
operation.
Variable glow plug preheat time.
Preheat indicator buzzer.
Refrigeration Modulation System (Optional)
The refrigeration modulation system provides precise con-
trol of the refrigeration system and the temperature of the
cargo area. As the temperature of the return air begins to
approach the setpoint, the microprocessor begins to close
the modulation valve in the suction line between the evapo-
rator and the heat exchanger. The microprocessor closes the
modulation valve more as the return air temperature gets
closer to the setpoint. When the temperature is near set-
point, the modulation valve is closed to its limit and the hot
gas bypass valve is opened. When the temperature begins to
move away from the setpoint, the modulation valve begins
to open. The hot gas bypass valve remains open until the
modulation valve is completely open, then the hot gas
bypass valve closes. This provides very smooth and steady
temperature control and the temperature does not oscillate
above and below setpoint as much as it does in a unit that
does not have modulation.
Data Recording (Optional)
The microprocessor records operational data and alarm
codes at preset intervals. This trip data can be retrieved (but
not erased) from the microprocessor memory using the
THERMOGUARD Data Pac/ Mini Pac portable
8
microcomputer. The microcomputer is connected to the
Data Pac interface on the front of the control box. A brief
graphical or tabular report can then be printed on the Data
Pac microprinter. More detailed reports may be printed in
either a graphical or tabular format on a high speed printer
external to the portable microcomputer. Trip data can also
be retrieved through the Tracker.
Tracker (Optional)
The Tracker is an optional system that can be included in
the microprocessor. The Tracker interfaces a satellite com-
munication system (SCS) located in the tractor. The Tracker
and the SCS are connected with a data cable. The Tracker
transmits data (recorded in the microprocessor) through the
SCS to a central location for processing. The Tracker trans-
mits data at preset intervals or on demand depending on the
type of SCS. Data can also be transmitted through a Tracker
to the microprocessor with some systems.
SEQUENCE OF OPERATION
When the unit is turned ON the LCD display, which nor-
mally shows the setpoint, the return air temperature, and the
operating mode, is illuminated. The microprocessor relays
and unit loads energize, and the unit can now be started
manually, or it may start automatically if the microprocessor
energizes the CYCLE-SENTRY system and the selector
switch in on CYCLE-SENTRY.
OPERATING MODES
The microprocessor uses a complex program to determine
which operating mode the unit should be in. Therefore, it is
difficult to predict which operating mode the unit should be
in by comparing the setpoint to the box temperature. Also,
the different versions of software that are used have some
operational differences.

Modulation
Modulation is disabled if the setpoint is out of the modula-
tion range, if the unit is in defrost, or if the unit is in
CYCLE-SENTRY.
The lower limit of the modulation range is fixed at -5 C
(24 F). Setpoints below -5 C (24 F) disable modulation.
The upper limit of the modulation range is adjustable from
27 C (80 F) to -5 C (24 F). The default setting for the upper
limit is 27 C (80 F). Setpoints above this limit disable mod-
ulation.
If the upper limit of the modulation range is set at -5 C
(24 F), modulation is disabled.
No Modulation or Modulation Disabled
Units that are not equipped with modulation and units that
are equipped with modulation but have modulation disabled
use the following operating modes:
High Speed Cool
Low Speed Cool (or Null on Auto Start-Stop on tem-
perature rise only)
Low Speed Heat (or Null on Auto Start-Stop)
High Speed Heat
Defrost
9
Unit Description (Rev 6/98)
Modulation Enabled
Units that are equipped with modulation and have modula-
tion enabled use the following operating modes:
High Speed Cool
Low Speed Cool
Low Speed Modulated Cool
Low Speed Modulated Heat
Low Speed Heat
High Speed Heat
Defrost
Defrost
Defrost mode can be initiated by the manual defrost switch,
air switch, or by the microprocessor defrost timer any time
the evaporator coil temperature is below 7.2 C (45 F). If the
unit is in the Null mode (Auto Start-Stop operation), manu-
ally initiating defrost will cause the unit to start and operate
in the defrost mode. When a defrost cycle is initiated, the
microprocessor energizes the damper solenoid, pilot sole-
noid and defrost light. The microprocessor maintains the in-
range signal during defrost.
The unit remains on defrost until the evaporator coil tem-
perature rises to 13.9 C (57 F) or the microprocessor defrost
timer terminates defrost after 30 or 45 minutes.
NOTE: The microprocessor will not respond to a tempera-
ture out-of-range condition for 45 minutes after the termi-
nation of a defrost cycle. This allows for normal
temperature recovery after the defrost cycle.
Unit Description (Rev 6/98)

UNIT MODEL
SUPER II SR+
W/THERMOGUARD IV+
DESIGN FEATURES
se 2.2 Diesel Engine
X430 Compressor w/Synthetic Compressor Oil
Thermo King Radiator
Stainless Steel Grille
Stainless Steel Evaporator Hardware
Tapered Roller Bearing Fanshaft and Idlers
Premium Drive Belts
Heavy Duty Dry Element Air Cleaner Inside Unit Frame
THERMOGUARD uP IV+ Microprocessor Controller
Defrost Timer (Built into THERMOGUARD uP IV+)
Fuel Filter with Water Separator
Spin-On Full Flow/Bypass (Dual Element) Oil Filter
Dealer Installed Synthetic Engine Oil Opt.
Compressor Oil Filter Opt.
CYCLE-SENTRY System
37 Amp Alternator
Refrigerant 404A
Silicone Coolant Hoses Opt.
Fuel Heater Opt.
Frost Plug Heater Opt.
Condenser Shutters Opt.
Refrigeration Modulation System Opt.
Remote Indicator Lights Opt.

10
 Unit Description (Rev 6/98)

PROTECTION DEVICES
Engine High Coolant Temperature Sensor
Engine Low Oil Pressure Sensor and Switch
Engine Low Level Switch
Evaporator High Temperature Sensor
Refrigerant High Pressure Cutout Switch
High Refrigerant Pressure Relief Valve
12 Volt Fuse Link
Fuse in Main Power Circuit
Fuse in Control Circuit
Fuse in Modulation Valve Circuit
Fuse in Microprocessor Power Circuit
Microprocessor
Relay Fuses
Remote Indicator Light Fuses

11
Unit Description (Rev 6/98)

AEA1350

Front View

12
 Unit Description (Rev 6/98)

AEA1351

Right Side Door Open

13
Unit Description (Rev 6/98)

AEA1352

Left Side Doors Open

14
Operating Instructions

UNIT CONTROLS 1. PREHEAT-START Switch. This switch is used to man-

ually start the diesel engine. When held in the PRE-
Two sets of controls are used to operate a unit that is
HEAT position, it energizes only the glow plugs to help
equipped with a THERMOGUARD uP IV+ microprocessor
start the engine. When held in the START position, it
controller. The switch panel contains the switches that con-
energizes the starter and the glow plugs. Hold the
trol the basic operation of the unit. The microprocessor con-
switch in the START position until the engine starts to
trol panel contains the LCD display and the keypad that
fire and pick up speed. DO NOT release the switch too
controls the operation of the microprocessor.
soon when the engine is extremely cold.

Switch Panel 2. MANUAL DEFROST Switch. Pressing this switch

causes the unit to initiate a defrost cycle, if the evapora-
1. ON-OFF Switch. This switch energizes the units elec- tor coil temperature is below 7 C (45 F). If the evapo-
tric control system. rator coil temperature is above 7 C (45 F), pressing
a. ON Position. The unit will operate under the con- this switch will not affect the operation of the unit.
trol of the microprocessor. 3. AIR SWITCH. The air switch senses the air pressure
OFF Position. The electric control system is de-ener- difference between the evaporator coil inlet and outlet.
gized and the unit will not operate. The switch automatically places the unit on defrost
when ice or frost builds up on the coil to a point where
the air flow across the coil is restricted 40-50 percent.

4. CYCLE-SENTRY/CONTINUOUS Switch. This

switch selects continuous run operation or CYCLE-
SENTRY operation.

a. CONTINUOUS Position. The unit must be started

manually with the On-Off and Preheat-Start
1 switches. After it is started, the unit will operate
2 4 AEA1353 continuously until the On-Off switch is turned
3
OFF.

b. CYCLE-SENTRY Position. All unit starting oper-

ations are performed automatically on micropro-
cessor demand. Starting functions such as glow
1. On-Off Switch plug preheat, fuel and throttle solenoid control, and
2. Preheat-Start Switch cranking are performed automatically.
3. Manual Defrost Switch
4. CYCLE-SENTRY Continuous
Run Switch

Switch Panel

15
Operating Instructions (Rev 6/98)

AEA1354

Control Box Cover

16

CAUTION: With the selector switch in the CYCLE-
SENTRY position and the unit On-Off switch in the
ON position, the unit may start at any time without
warning.
Unit operation is controlled automatically by the micro-
processor, engine coolant temperature sensor, battery
voltage and defrost controls. The engine starts automat-
ically whenever the microprocessor calls for cooling or
heating, defrost timer initiates defrost, the engine cool-
ant temperature drops to -1 C (30 F), or the battery
voltage drops below the CYCLE-SENTRY Battery
Voltage setting. The engine runs until the unit reaches
setpoint, the battery is fully charged, and the block tem-
perature reaches 32 C (90 F). The engine is automati-
cally stopped by the CYCLE-SENTRY system.
Microprocessor Control Panel
THERMOGUARD MICROPROCESSOR CONTROL-
LER. The microprocessor controls all unit functions to
maintain the cargo at the proper temperature. The micropro-
cessor also continuously monitors discharge and return air
sensor temperatures and unit operational information.
The microprocessor control panel contains the LCD and the
keypad. The LCD shows various information. The keypad
controls the operation of the microprocessor. See the Opera-
tion and Diagnosis Manual (TK 40893) for details.
Basic Operation
NOTE: Do not move the CYCLE-SENTRY Continuous
Run switch while the unit is operating or the engine will
stop.
Manual Start (Continuous Run Operation)
With the selector switch in the CONTINUOUS position, the
unit will operate in its regular cooling and heating modes.
17
Operating Instructions (Rev 6/98)
1. Hold the Preheat-Start switch in the PREHEAT posi-
tion for the required time.
Preheat
Ambient Temperature
Time
-18 to 0 C (0 to 32 F) 30 seconds
Below -18 C (0 F) 60 seconds
2. Place the On-Off switch in the ON position.
3. Hold the Preheat-Start switch in the START position to
crank the engine. Release when the engine starts. DO
NOT release prematurely when the engine is extremely
cold.
CAUTION: Never use starting fluid.
If the engine fails to start within 15 seconds:
1. Turn the On-Off switch to OFF.
2. Check for and correct any alarm conditions and clear
the alarm codes. View the alarms with the CODE key,
clear the alarms with the CLEAR key, and then repeat
the manual start procedure. Refer to the appropriate
Operation and Diagnosis Manual for detailed informa-
tion about alarms.
If the engine still will not start, turn the On-Off switch OFF,
determine and correct the cause of the failure and repeat the
manual start procedure.
Automatic Start (CYCLE-SENTRY Operation)
With the selector switch placed in the CYCLE-SENTRY
position, the CYCLE-SENTRY system shuts down the unit
when the trailer temperature reaches the setpoint, and
restarts the unit on microprocessor demand. Start-ups may
also be initiated by defrost cycle initiation, low battery volt-
age, or engine coolant temperature demand.
Operating Instructions (Rev 6/98)
If defrost is initiated manually, the unit will start and run on
low speed. When the defrost cycle is complete, the unit will
run in the operating mode called for by the microprocessor.
In cold ambients, the CYCLE-SENTRY system automati-
cally maintains engine temperature by restarting the unit if
the engine coolant temperature drops to -1 C (30 F).
When the unit starts up because of low engine coolant tem-
perature, the unit will run in whichever operating mode the
unit microprocessor calls for until the battery is fully
charged and the engine block temperature rises to 32 C
(90 F).
After the unit starts from microprocessor demand, defrost
initiation, battery voltage dropping below the CYCLE-
SENTRY Battery Voltage setting, or engine coolant temper-
ature demand; the CYCLE-SENTRY Amps feature will
keep the unit running until the battery is charged enough to
drop the charging current below the CYCLE-SENTRY
Amps setting. The unit runs in whichever operating mode
the microprocessor calls for to properly maintain the com-
partment temperature. When the battery is sufficiently
recharged, the unit will shut down on microprocessor
demand.
CAUTION: With the selector switch in CYCLE-
SENTRY position and the On-Off switch in the ON
position, the unit may start at any time without warning.
NOTE: A buzzer sounds when the unit is automatically
preheating.
Fully charged batteries in good condition are essential for
reliable unit operation. This is especially true on CYCLE-
SENTRY units in cold weather.
18
UNIT INSTRUMENTS
1. AMMETER. The ammeter is built into the micropro-
cessor. It indicates the battery charge and discharge
amperage during unit operation. The charging amper-
age varies according to the needs of the battery. The
ammeter also indicates the amount of current draw by
the glow plugs during preheat.
2. MICROPROCESSOR LCD DISPLAY. The LCD dis-
play normally shows the setpoint, the return air temper-
ature, and any active icons, which are:
Cool
Heat
Defrost
CYCLE-SENTRY
High Speed
In-range
Modulation
Pressing the SELECT key causes the display to show
the other sensor readings. Pressing the CODE key
causes the display to show the fault codes.
3. ALARM ICON. The alarm icon comes on whenever
there is an alarm code stored in the microprocessor
memory.
4. RECEIVER TANK SIGHT GLASS. The receiver
tank sight glass is used to check the amount of refriger-
ant in the system, and the moisture content of the
refrigerant.
5. COMPRESSOR OIL SIGHT GLASS. The compressor
oil sight glass is used to check the relative level of com-
pressor oil in the compressor sump.
6. AIR RESTRICTION INDICATOR. An air restriction
indicator is attached to the intake manifold. Visually

inspect the restriction indicator periodically to assure
the air filter is not restricted. Service the air filter when
the yellow diaphragm indicates 22 in. of water column.
Press the button on the top of the restriction indicator
after servicing the air filter.
7. REMOTE INDICATOR LIGHTS (Optional). The
remote indicator lights, if used, show the operating
modes and the alarm light. The remote indicator is nor-
mally mounted on the front roadside corner of the
trailer so it is visible through the drivers roadside mir-
ror.
8. DATA INTERFACE. The Data Interface is a serial port
that can be used to connect the microprocessor to a
Mini IBM PC compatible computer or a Hewlett
Packard HP 100LX (or higher) shirt pocket computer.
9. COMPOUND PRESSURE GAUGE (Optional). The
compound pressure gauge indicates the pressure in the
suction line at the compressor.
NOTE: When the return air temperature is near set-
point and the modulation valve (optional) is ener-
gized, the suction pressure will be lower than normal.
NOTE: The suction pressure is lower with low ambi-
ent temperatures and low compressor discharge pres-
sures.
When the unit is on COOL, the compound gauge will
read approximately 165 kPa (24 psi) when the trailer
temperature is above -12.2 C (10 F). When the unit is
heating or defrosting, the suction pressure will climb
and also stabilize at 165 kPa (24 psi).
When the unit is on COOL with a -18 C (0 F) return
air temperature, the suction pressure should be 90-124
kPa (13-18 psi).
When the return air temperature is below -18 C (0 F),
the suction pressure should be 34-90 kPa (5-13 psi).
19
Operating Instructions (Rev 6/98)
UNIT PROTECTION DEVICES
1. FUSIBLE LINK (Current Limiter). The fusible link is
located electrically between the 2 wire and the battery.
At a current draw of approximately 50 to 55 amps, the
fusible link will melt, cutting all power to the unit.
2. FUSES. A number of fuses, located on the relay board,
protect various circuits and components.
A 40 amp fuse (F9#2 Circuit) protects the 2AA cir-
cuit, which is the main power circuit.
A 15 amp fuse (F3Damper) protects the 29F circuit,
which supplies power to the damper solenoid.
A 15 amp fuse (F18High Speed Solenoid) protects
the 7D circuit, which supplies power to the high speed
solenoid.
A 15 amp fuse (F21#8 Circuit) protects the 8F cir-
cuit, which supplies power to various control relays and
components.
A number of three amp fuses protect microprocessor
circuits, control relay circuits, remote light circuits
(optional) and various components.
3. HIGH PRESSURE CUTOUT. The high pressure cutout
is a pressure sensitive switch that is located in the com-
pressor discharge manifold. If the discharge pressure
rises above 3103 kPa (450 psi), the switch opens the 8D
circuit to the fuel solenoid, which stops the engine.
4. HIGH PRESSURE RELIEF VALVE. The high pres-
sure relief valve is designed to relieve excess pressure
within the refrigeration system. The valve is a spring-
loaded piston that lifts off its seat when refrigerant
pressure exceeds 3447 kPa (500 psi). The valve will
reseat when the pressure drops to 2758 kPa (400 psi).
The valve could possibly leak refrigerant after it has
relieved excess pressure. Tapping the valve lightly may
help the valve reseat and SEAL PROPERLY. The valve
is non-repairable and requires no adjustment. If the
Operating Instructions (Rev 6/98)
valve fails to reseat properly, remove the refrigerant 5.
charge and unscrew and replace the valve.
The high pressure relief valve is located on a high pres- 6.
sure line near the condenser. Its location is such that
when the pressure is expelled from the valve, it would
be directed away from anyone servicing the unit.
7.
5. LOW OIL LEVEL SWITCH. The low oil level switch
closes if the oil drops below a certain level. If it stays
closed for a specified time, the microprocessor will
shut the unit down and record alarm code 66.
6. PREHEAT BUZZER. The preheat buzzer sounds when
the CYCLE-SENTRY system energizes the glow plugs.
This should warn anyone near the unit that the CYCLE-
SENTRY system is about to start the diesel engine.
Manually Starting Units
1.
UNIT OPERATION
Pre-Trip Inspection (Before Starting Unit)
The following Pre-trip Inspection should be completed
before starting the unit and loading the trailer. While the
Pre-trip Inspection is not a substitute for regularly sched-
uled maintenance inspections, it is an important part of the 2.
preventive maintenance program designed to head off oper-
ating problems and breakdowns before they happen. 3.
1. FUEL. The diesel fuel supply must be adequate to
guarantee engine operation to the next check point.
2. ENGINE OIL. The engine oil level should be at the 4.
FULL mark with the dipstick NOT turned (threaded)
into oil pan. Never overfill.
3. COOLANT. The engine coolant must have antifreeze
protection to -34 C (-30 F). Check and add coolant in
the expansion tank.
CAUTION: Do not remove expansion tank cap
while coolant is hot.
4. BATTERY. The terminals must be clean and tight.
20
BELTS. The belts must be in good condition and
adjusted to the proper tensions.
ELECTRICAL. The electrical connections should be
securely fastened. The wires and terminals should be
free of corrosion, cracks or moisture.
STRUCTURAL. Visually inspect the unit for leaks,
loose or broken parts and other damage. The condenser
and evaporator coils should be clean and free of debris.
Check the defrost drain hoses and fittings to make sure
they are open. The damper in the evaporator outlet
must move freely, with no sticking or binding. Make
sure all the doors are latched securely.
Hold the Preheat-Start switch in the PREHEAT posi-
tion for the required time.
Preheat
Ambient Temperature
Time
-18 to 0 C (0 to 32 F) 30 seconds
Below -18 C (0 F) 60 seconds
Place the On-Off switch in the ON position.
Hold the Preheat-Start switch in the START position to
crank the engine. Release when the engine starts. DO
NOT release prematurely when the engine is extremely
cold.]
Turn the On-Off switch to OFF, and repeat steps 1-3 if
the engine fails to start.
CAUTION: Never use starting fluid.

Starting CYCLE-SENTRY Equipped Units
Selection of Operating Modes on CYCLE-SENTRY
Equipped Units
The Thermo King CYCLE-SENTRY system is designed to
save refrigeration fuel costs. The savings vary with the com-
modity, ambient temperatures and trailer insulation. How-
ever, not all temperature controlled products can be properly
transported using CYCLE-SENTRY operation. Certain
highly sensitive products normally require continuous air
circulation.
Since highly sensitive products will normally require con-
tinuous air circulation, CYCLE-SENTRY units come
equipped with a selector switch for CYCLE-SENTRY or
Continuous Run operation.
Select the operation mode for proper protection of your par-
ticular commodity using the following guidelines.
Examples of Products Normally Acceptable for
CYCLE-SENTRY Operation
Frozen foods (in adequately insulated trailers)
Boxed or processed meats
Poultry
Fish
Dairy products
Candy
Chemicals
Film
All non-edible products
21
Operating Instructions (Rev 6/98)
Examples of Products Normally Requiring Continuous
Run Operation for Air Flow
Fresh fruits and vegetables, especially asparagus,
bananas, broccoli, carrots, citrus, green peas, lettuce,
peaches, spinach, strawberries, sweet corn, etc.
Non-processed meat products (unless pre-cooled to rec-
ommended temperature)
Fresh flowers and foliage
The above listings are not all inclusive. Consult your grower
or shipper if you have any questions about the operating
mode selection of your type of load.
Continuous Run Operation
With the selector switch in the Continuous Run position, the
CYCLE-SENTRY unit will operate in its regular cooling
and heating modes. Refer to Starting Instructions for stan-
dard units.
Automatic Start (CYCLE-SENTRY Operation)
With the selector switch placed in the CYCLE-SENTRY
position, the CYCLE-SENTRY system shuts down the unit
when the trailer temperature reaches the setpoint, and
restarts the unit on microprocessor demand. Start-ups may
also be initiated by defrost cycle initiation, low battery volt-
age, or engine coolant temperature demand.
If defrost is initiated manually, the unit will start and run on
low speed. When the defrost cycle is complete, the unit will
run in the operating mode called for by the microprocessor.
In cold ambients, the CYCLE-SENTRY system automati-
cally maintains engine temperature by restarting the unit if
the engine coolant temperature drops to -1 C (30 F). When
the unit starts up because of low engine coolant temperature,
the unit will run in whichever operating mode the unit
microprocessor calls for until the battery is fully charged and
the engine block temperature rises to 32 C (90 F).
Operating Instructions (Rev 6/98)
After the unit starts from microprocessor demand, defrost
initiation, battery voltage dropping below the CYCLE-
SENTRY Battery Voltage setting, or engine coolant temper-
ature demand; the CYCLE-SENTRY Amps feature will
keep the unit running until the battery is charged enough to
drop the charging current below the CYCLE-SENTRY
Amps setting. The unit runs in whichever operating mode
the microprocessor calls for to properly maintain the com-
partment temperature. When the battery is sufficiently
recharged, the unit will shut down on microprocessor
demand.
CAUTION: With the selector switch in CYCLE-
SENTRY position and the On-Off switch in the ON
position, the unit may start at any time without prior warn-
ing.
NOTE: A buzzer sounds when the unit is automatically
preheating.
NOTE: A unit that is equipped with CYCLE-SENTRY
should be manually started if it has been turned off long
enough for the engine to become cold soaked at tempera-
tures below -1 C (30 F). Place the selector switch in the
CONTINUOUS position and refer to Manual Start. After
this initial cold start, the selector switch can be switched to
the CYCLE-SENTRY position. CYCLE-SENTRY sensors
will then automatically maintain temperatures and provide
reliable unit restarts on demand.
Fully charged batteries in good condition are essential for
reliable unit operation. This is especially true on CYCLE-
SENTRY units in cold weather.
1. Place the CYCLE-SENTRY selector switch in the
CYCLE-SENTRY position.
2. Place the On-Off switch in the ON position. The
CYCLE-SENTRY symbol should appear.
3. If the microprocessor calls for cooling or heating, the
cool or heat icon will appear and the glow plugs will
automatically preheat.
22
4. At the end of the preheat period, the engine will begin
cranking and should start and run. The glow plugs
remain energized during the cranking period.
NOTE: If the engine fails to start, the unit reset switch will
open, interrupting current to the control system 30-50 sec-
onds after the cranking cycle terminates.
5. If the engine fails to start, place the unit switch in the
OFF position, determine and correct the condition for
not starting., then push in the reset button and repeat the
starting procedure.
After Start Inspection
After the unit is running, the following items can be quickly
checked to confirm that the unit is running properly.
1. OIL PRESSURE. Check the engine oil pressure in high
speed by pressing the OIL PRESS key. The oil pressure
should be higher than 276 kPa (40 psi).
When first starting a cold engine, the oil pressure may
be higher.
2. AMMETER. The ammeter should indicate charge for a
short period of time after start up.
3. COMPRESSOR OIL. The compressor oil level should
be visible in the sight glass.
4. REFRIGERANT. The suction pressure should not drop
to zero unless the trailer temperature is very low, the
ambient temperature is low, or the modulation valve is
energized. The suction pressure will drop as the trailer
temperature drops, and if the ambient temperature is
low (See Compound Pressure Gauge, in Unit Instru-
ments). An initial drop in the suction pressure is nor-
mal. Allow the suction pressure to stabilize after
starting the unit.
5. OPERATING MODES. Run the unit through a Pre-
Trip to check the unit operations. See the appropriate
microprocessor operation manual for details.
 Operating Instructions (Rev 6/98)

Pre-Load operation Post Load Procedure

1. Adjust the microprocessor setpoint to the desired tem-
perature.
2. Allow the unit to run 30 minutes before loading to
remove residual trailer heat and moisture, and pre-cool
the interior.
3. Check unit operating modes while the unit pre-cools by
running the unit through a pre-trip test. The unit will
operate in each operating mode and then return to nor-
mal operations.
4. When the unit has pre-cooled the trailer to the setpoint,
the microprocessor will allow automatic defrost if the
coil sensor temperature is below 7.2 C (45 F). The
microprocessor terminates a defrost cycle automati-
cally when the evaporator coil temperature reaches
13.9 C (57 F) or the unit has been in the defrost mode
for 30 or 45 minutes (depending on setting).
1. Make sure all the doors are closed and locked.
2. Start the unit if it was shut off to load (see Restarting
Unit).
3. Make sure the setpoint is at the desired setting.
4. Thirty minutes after loading, defrost the unit by
momentarily pressing the manual defrost switch. If the
evaporator coil sensor temperature is below 7.2 C
(45 F), the unit will defrost. The microprocessor will
terminate defrost automatically when the evaporator
coil temperature reaches 13.9 C (57 F) or the unit has
been in the defrost mode for 30 or 45 minutes (depend-
ing on setting).
Post Trip Checks
1. Wash the unit.

2. Check for leaks.

Loading Procedure
3. Check for loose or missing hardware.
1. Make sure the unit is OFF before opening the doors to
4. Check for physical damage to the unit.
minimize frost accumulation on the evaporator coil and
heat gain in the trailer. Unit may be running when load-
ing the trailer from a warehouse with door seals.

2. Spot check and record load temperature while loading.

Especially note any off-temperature product.

3. Load the product so that there is adequate space for air

circulation completely around the load. DO NOT block
the evaporator inlet or outlet.

4. Products should be pre-cooled before loading. Thermo

King units are designed to maintain loads at the temper-
ature at which they were loaded. Transport refrigeration
units are not designed to pull hot loads down to temper-
ature.

23
24
Electronic Controls

CAUTION: The unit may start and run automati-
cally at any time when the On-Off switch is in the
ON position and the CYCLE-SENTRY Continuous switch
is in the CYCLE-SENTRY position.
NOTE: The unit DOES NOT control the box temperature
to setpoint when operating in SLEEP mode.
SR+ CONTROL PANEL
The SR+ Control Panel includes the microprocessor display
and keypad; and the unit switch panel.
DISPLAYThe display normally shows the standard dis-
play of return air temperature and setpoint. Other operating
and unit information can be shown here. All possible seg-
ments and operating icons are shown in the SR+ Control
Panel illustration on this page.

KEYPADThe keypad has touch-sensitive keys. It used to

change the setpoint, view operating conditions and other
unit information and to control the unit.

SWITCH PANELThe switches on the switch panel are

used to turn the unit on and off, select the operating modes
and initiate a manual defrost cycle.

1 CONTROL PANEL SWITCHES

On-Off Switch
The On-Off switch is used to turn the unit on and off. When
the switch is in the OFF position, the unit is shut down. The
switch should always be placed in the OFF position before
servicing the unit.
2
When the switch is in the ON position., the unit will operate
in the selected mode and will control the box temperature to
setpoint.

CAUTION: The unit may start and run

automatically at any time when the On-Off switch is
in the ON position and the CYCLE-SENTRY Continuous
AEA1355
3 switch is in the CYCLE-SENTRY position.

Preheat-Start Switch
1. Display The Preheat-Start switch is used to preheat and start the die-
2. Key Pad sel engine when the unit is running in Continuous mode. It
3. Switch Panel is spring loaded and will return to the center position when
released. Holding the switch in the PREHEAT position
uP IV+ Microprocessor energizes the glow plugs to preheat the diesel engine before

25
Electronic Controls (Rev 6/98)

starting. The glow plugs should be energized for 10 to 90

seconds, depending on ambient temperature. Holding the
switch in the START position engages the starter to crank
the diesel engine.

Manual Defrost Switch

1
The manual defrost switch is used to initiate a manual
defrost if required. It is spring loaded and will return to the 2 4 AEA1353
3
lower position when released. Lifting this switch will ini-
tiate a manual defrost if the unit is running and the coil tem-
perature is below 7 C (45 F).
1. On-Off Switch
CYCLE-SENTRY Continuous Run Switch
2. Preheat-Start Switch
The CYCLE-SENTRY Continuous Run switch is used to 3. Manual Defrost Switch
select either CYCLE-SENTRY or CONTINUOUS operat- 4. CYCLE-SENTRY Continuous
ing mode. If CONTINUOUS mode is selected, the unit Run Switch
must be preheated and started manually. It will run continu-
ously to maintain the desired temperature and constant air- Control Switch Panel
flow. If CYCLE-SENTRY is selected, the unit will
automatically start and stop as required to maintain the set- UP IV+ MICROPROCESSOR DISPLAY
point and keep the engine warm and battery charged.
DISPLAY normally shows the standard display of return air
temperature and setpoint. All segments and icons are shown
UNIT CONTROLS
in this illustration.
Two sets of controls are used to operate a unit that is
MODE DESCRIPTION shows the possible operating
equipped with a THERMOGUARD uP IV+ microprocessor
modes and indicates the presence of alarms.
controller. The switch panel contains the switches that con-
trol the basic operation of the unit. The microprocessor con- ICONS will appear next to the appropriate description
trol panel contains the LCD display and the keypad that when the unit is operating in that mode or if an alarm condi-
controls the operation of the microprocessor. tion exists.

26
 Electronic Controls (Rev 6/98)

2
3

AEA1356

1. Display
2. Mode Description
3. Icons

uP IV+ Microprocessor Display

27
Electronic Controls (Rev 6/98)

MICROPROCESSOR KEYPAD
1. SELECTPressing this key selects other prompt or
display screens. See the list on this page.

2. HOURMETER KEYPressing this key displays total

hours, engine hours, electric hours and the three pro-
grammable hourmeters.

3. OIL PRESSUREPressing this key displays the diesel

engine oil pressure.

2 3 4 5 4. WATER TEMPERATUREPressing this key displays

the diesel engine coolant temperature.

5. AMPS KEYPressing this key displays the amount of

current flow to or from the unit battery.

6. CLEAR KEYPressing this key clears alarm codes

shown on the display.

7. CODE KEYPressing this key displays any alarm

codes that may be present[00] means no alarm codes
are present.
1 9 9 8 7 6
8. ENTER KEYPressing this key loads a new setpoint,
executes a prompt or loads other new settings.
AEA1355
9. UP and DOWN ARROWSPressing these keys
increases or decreases the setpoint or other displayed
setting or changes a displayed prompt.

Select Key Prompts and Displays

28
 Electronic Controls (Rev 6/98)

Select Key Prompts and Displays

[DIS.A] Discharge air temperature

[TPDF]Temperature differential

[COIL] Coil Temperature

[AMB.T] Ambient temperature

[SPR.1] Spare sensor 1

[SPR.2]Spare sensor 2

[BATV] Battery voltage

[RPM] Diesel engine rpm

[DEFI] Defrost interval when not in-range

[DEFN] Defrost interval when in-range

[DDUR] Defrost duration

[MVST] Modulation valve closed on startup
UP IV+ MICROPROCESSOR
STANDARD DISPLAY
The standard display is the display that is normally shown.
It consists of the return air temperature and setpoint.
The setpoint shown in the Return Air Temperature and Set-
point illustration is 35 F.
NOTE: The icons show that the unit is in Diesel CYCLE-
SENTRY mode and is operating in high speed cool.
AEA1357
Return Air Temperature and Setpoint
Changing The Setpoint
To change the setpoint, the standard display must be shown.
In the illustration, the setpoint is 35 F.
1. Press the UP or DOWN arrows on the keypad to select
the new setpoint.
2. When the desired setpoint appears in the display, press
the ENTER key. Pressing the ENTER key loads the
new setpoint into the microprocessor.

NOTE: The display will briefly show [LOAD] and then the
new setpoint will appear in the display.

NOTE: Failure to press the ENTER key after choosing a

new setpoint will cause the microprocessor to default to
the last loaded setpoint.

NOTE: If the screen blanker is enabled, the On-Off switch

must be ON before the display will appear.

29
Electronic Controls (Rev 6/98)

Selecting CYCLE-SENTRY or [RPM] Diesel engine rpm

CONTINUOUS MODE [DEFI] Defrost interval when not in-range
NOTE: The CYCLE-SENTRY icon will appear when [DEFN] Defrost interval when in-range
CYCLE-SENTRY mode is selected and the On-Off switch
is ON. [DDUR] Defrost duration

To select CYCLE-SENTRY mode or CONTINUOUS [MVST] Modulation valve closed on startup

mode, flip the CYCLE-SENTRY-Continuous switch to the
desired position. Locking A Display Screen
Pressing the ENTER key will lock the display screen cur-
CYCLE-SENTRY Mode rently shown in the display. It will then remain on the dis-
When CYCLE-SENTRY mode is selected, the unit will play until any other ky is pressed.
start and stop automatically as required to maintain the set-
point, keep the engine warm and keep the battery charged. Starting The Diesel Engine
NOTE: When CONTINUOUS mode is selected, the diesel
CONTINUOUS Mode
engine must be started manually. When CYCLE-SENTRY
When CONTINUOUS mode is selected, the unit must be mode is selected, the engine will preheat and start automati-
preheated and started manually. It will run continuously to cally.
maintain the setpoint and constant airflow.
1. Press and hold the Preheat-Start switch in the PRE-
HEAT position for 10 to 90 seconds, depending on
Viewing Select Key Display Screens
ambient temperature.
To view select key display screens, press the SELECT key
2. Turn the On-Off switch to ON.
to view the display screen desired. The value and descrip-
tion of each display screen will be shown in the display. The 3. Press and hold the Preheat-Start switch in the START
display screens appear in the following order shown. position until the engine starts.

NOTE: Each display screen will be shown in the display CAUTION: Do not crank the engine for more than
for 10 seconds if no other key is pressed. 15 seconds at a time.

[DIS.A] Discharge air temperature

[TPDF]Temperature differential

[COIL] Coil Temperature

[AMB.T] Ambient temperature

[SPR.1] Spare sensor 1

[SPR.2]Spare sensor 2

[BATV] Battery voltage

30

Initiating A Manual Defrost Cycle
NOTE: The defrost icon will appear whenever the unit is
in a defrost cycle.
1. Make sure that the unit is ON and running in either
CONTINUOUS or CYCLE-SENTRY mode, or it is
shut down in CYCLE-SENTRY NULL mode and the
coil temperature is below 7 C (45 F).
NOTE: The unit will not defrost unless the On-Off
switch is ON, the unit is running in CONTINUOUS
or CYCLE-SENTRY mode (or the unit is shut down in
CYCLE-SENTRY NULL) and the coil temperature is
below 7 C (45 F).
2. Lift the Manual-Defrost switch to MANUAL. The unit
will enter a manual defrost cycle if the coil temperature
is below 7 C (45 F).
Viewing And Clearing Alarm Codes
NOTE: If an alarm or alarms are present, the alarm icon
will appear. It is possible to have more than one alarm at a
time.
NOTE: Alarm codes are displayed in the order that they
occurred, with the most recent alarm appearing first.
31
Electronic Controls (Rev 6/98)
NOTE: If the condition that caused the alarm code has
not been corrected, the alarm code will continue to appear.
NOTE: ALWAYS record ALL alarm codes that are
present.
NOTE: For additional information on alarm codes, con-
sult the appropriate microprocessor manual.
Viewing Alarm Codes
If the alarm icon is present, press the CODE key to display
the alarm code. Pressing the CODE key again will display
any additional alarm codes that may exist. If the alarm code
does not change when pressing the CODE key, then the
alarm shown is the only one present. If no alarm codes are
present the code [00] appears when the CODE key is
pressed.
Clearing Alarm Codes
After the condition that caused the alarm code has been cor-
rected, press the CODE key to again display the alarm code.
While the code is visible in the display, press the CLEAR
key to clear the code.
Electronic Controls (Rev 6/98)

SOFTWARE REVISION 04XX ALARMS

AEA1358

32
 Electronic Controls (Rev 6/98)

SOFTWARE REVISION 04XX ALARMS (CONTINUED)

AEA1359

*Cleared through guarded access only

Note: A dash (-) before an alarm indicates it was generated during a pretrip.

33
Electronic Controls (Rev 6/98)

RUNNING A FULL PRETRIP TEST OPERATING SERVICE TEST MODE

NOTE: The unit must be in diesel mode. NOTE: Read and understand the Service Test Mode
Notes, and the Service Test Mode Functions, section in
1. Turn the unit On-Off switch ON. Be sure the unit is in
this chapter before operating the unit in the service test
CYCLE-SENTRY mode (the CYCLE-SENTRY icon
mode.
will be present).
1. Place the CYCLE-SENTRY-Continuous switch in the
2. Clear all alarms using the CODE and CLEAR keys.
CONTINUOUS position and turn the unit On-Off
3. When the standard display appears, press and hold the switch ON. The unit may be started or left off as
TK key (the logo key) for at least 3 seconds. The pre- required.
trip prompt screen PrETRIP will appear in the display.
2. Press and hold the TK key (logo key) until [PrETRIP]
4. Press the ENTER key to start a pretrip test. The display appears in the display.
will briefly show [LOAD] and the unit will then begin a
3. Press the SELECT key until [REV] appears in the dis-
pretrip test. For complete details of the pretrip test, see
play.
T.I.P. Information and Procedures.
4. Press and hold both the TK key (logo key) and the
NOTE: The ENTER key must be pressed to start the pre-
CLEAR key until [tESt] and [HSC] appears in the dis-
trip test. If the ENTER key is not pressed, the display will
play. The microprocessor is now displaying the service
return to the standard display after about 10 seconds.
test mode prompt. See more information in this chapter
NOTE: The pretrip test should not be interrupted unless concerning available operating modes.
absolutely necessary. If the pretrip test must be halted,
5. Use the up and down arrow keys to select the desired
turn the On-Off switch OFF. This will generate one or
operating mode. Press the ENTER key to load the oper-
more alarms, including an alarm code 28 - Pretrip Abort
ating mode. The unit will remain in the selected mode
alarm. This is normal.
for 15 minutes or until another mode is selected and
entered.
DISPLAYING THE SOFTWARE REVISION
Turn the unit On-Off switch to ON.

Press and hold the TK key (logo key) for at least 3 seconds.
The pretrip prompt screen PrETRIP will appear in the dis-
play.

Press the SELECT key as required to display REV and the

software revision number will appear on the display.

34
 Electronic Controls (Rev 6/98)

SERVICE TEST MODE NOTES If a Shut Down Alarm occurs, the unit will record the
alarm, shut down and exit service test mode.
CAUTION: Service Test Mode should be
used only by qualified technicians. Service If the On-Off switch is OFF the unit will exit service
test mode.
Test Mode should never be used for temperature
control or emergency operation.
Service Test Mode Functions
The service test mode allows the unit to be forced to a
known operating condition regardless of setpoint or
temperature sensor inputs. This allows service person- Display Code Definition
nel to troubleshoot the system under defined condi- HSC High Speed Cool
tions.
LSC Low Speed Cool
The unit will remain in any service test mode function LSH Low Speed Heat
for 15 minutes if no other test mode function is HSH High Speed Heat
selected. At the end of 15 minutes it no other test mode DEF Defrost
is selected the unit will shut down and record alarm
CBYP* Cool Bypass
code 54 (service test shut down).
MBO.5* 50% Mod Cool Bypass
If the CYCLE-SENTRY-Continuous switch is set to MB1.0* 100% Mod Cool Bypass
CONTINUOUS the engine may be either stopped or
MCO.5* 50% Mod Cool
running before entering service test mode. The engine
MC1.0* 100% Mod Cool
may be started in the usual manner at any time from
within service test mode as required. MH0.5* 50% Mod Cool
MH1.0* 100% Mod Heat
If the CYCLE-SENTRY-Continuous switch is set to
CYCLE-SENTRY and the engine is running when *Available only on units equipped with
entering service test mode, it will remain running. If the modulation
engine is not running, it will automatically start after
entering service test mode.

The hours, oil press, water temp, amps, SELECT,

CODE and CLEAR keys function normally when in
service test mode.

The protection circuits such as low oil pressure, high

engine temperature and high discharge pressure func-
tion normally when in service test mode.

The unit will not enter service test mode if it is in pre-

trip mode, defrost mode or sleep mode.

35
Electronic Controls (Rev 6/98)

SERVICE TEST MODE FUNCTIONS

The test mode functions listed below can be selected by
pressing the ENTER key when the test is shown in the dis-
play.

A different test mode function can be entered by pressing

the up or down arrow keys to select the new function and
then pressing the ENTER key.

The unit will remain in any service test mode function for
15 minutes if no other test mode function is selected.

At the end of 15 minutes, if no other test mode is selected

the unit will shut down and record alarm code 54 (service
test shut down).

Pressing the up or down arrow keys allows the operator to

continue to scroll forward or backward through the tests in
the order shown above.

Pressing the ENTER key activates the selected test.

36
 Electronic Controls (Rev 6/98)

SERVICE TEST MODE FUNCTION TABLE

Action Results Function Definition
This display appears The display will show The unit is forced to high speed cool mode
upon entering service [tESt] and [HSC] The run relay and high speed relay are energized.
test mode. Press The cool and high speed icons are ON.
ENTER to activate this
mode.
Press the up arrow key The display will show The unit is forced to low speed cool mode.
again to display [LSC]. [tESt] and [LSC] The run relay is energized.
Press ENTER to The cool icon is ON.
activate this mode.
Press the up arrow key The display will show The unit is forced to low speed heat mode.
again to display [LSH]. [tESt] and [LSH]. The run relay and heat output are energized.
Press ENTER to The heat icon is ON.
activate this mode.
Press the up arrow key The display will show The unit is forced to high speed heat mode.
again to display [HSH]. [tESt] and [HSH] The run relay, heat output and high speed relay are
Press ENTER to energized.
activate this mode. The heat and high speed icons are ON.
Press the up arrow key The display will show The unit is forced to defrost mode.
again to display [DEF]. [tESt] and [DEF] The run relay, heat output and damper relay are
Press ENTER to energized.
activate this mode. The defrost icon is ON.

If the unit is not equipped with a modulation valve,

pressing the up arrow key again will display [tESt]
and [HSC].
All the following functions are available only on units equipped with modulation
Press the up arrow key The display will show The unit is forced to cool bypass mode
again to display [tESt] and [CBYP] The run relay and hot gas output are energized.
[CBYP]. Press ENTER The cool icons is ON.
to activate this mode.
Press the up arrow key The display will show The unit is forced to modulation cool bypass mode
again to display [tESt] and [MB0.5] modulation valve set for 50% modulation.
[MB0.5]. Press ENTER The run relay and hot gas output are energized.
to activate this mode. The cool and modulation icons are ON.

37
Electronic Controls (Rev 6/98)

SERVICE TEST MODE FUNCTION TABLE

Press the up arrow key The display will show The unit is forced to modulation cool bypass mode
again to display [tESt] and [MB1.0]. modulation valve 50% closed.
[MB1.0]. Press ENTER The run relay is energized.
to activate this mode. The cool and modulation icons are ON.
Press the up arrow key The display will show The unit is forced to modulation cool modemodulation
again to display [tESt] and [MC0.5] valve set for 50% modulation.
[MC0.5]. Press ENTER The run relay is energized.
to activate this mode. The cool and modulation icons are ON.
Press the up arrow key The display will show The unit is forced to modulation cool modemodulation
again to display [tESt] and [MC1.0] valve set for 100% modulation.
[MC1.0]. Press ENTER The run relay is energized.
to activate this mode. The cool and modulation icons are ON.

Press the up arrow key The display will show The unit is forced to modulation heat mode
again to display [tESt] and [MH0.5] modulation valve set for 50% modulation.
[MH0.5]. Press ENTER The run relay and heat output are energized.
to activate this mode. The heat and modulation icons are ON.
Press the up arrow key The display will show The unit is forced to modulation heat mode
again to display [tESt] and [MH1.0]. modulation valve set for 100% modulation.
[MH1.0]. Press ENTER The run relay and heat output are energized.
to activate this mode. The heat and modulation icons are ON.
Press the up arrow key The display will show The unit is forced to high speed heat mode.
again to display [HSC]. [tESt] and [HSC] The run relay, heat output and high speed relay are
energized.
The heat and high speed icons are ON.
To exit service test mode
Turn the unit On-Off The display will return to The unit will operate normally.
switch OFF and back the standard display.
ON.

38
Electrical Maintenance
ALTERNATOR (AUSTRALIAN BOSCH)
Charging System Diagnostic Procedures
NOTE: Units manufactured with CYCLE-SENTRY and
alternators with integral regulators MUST use replace-
ment alternators with integral regulators.
CAUTION: Full-fielding alternators with the
integral regulator is accomplished by installing a
jumper from terminal F2 to ground. Attempting to full-
field the alternator by applying battery voltage to terminal
F2 will cause voltage regulator failure.
aea692
1. Check Point for 2A Amperage
2. Check Point for B+ Voltage
CAUTION: The F15 fuse must be removed from the
relay board on units equipped with the Australian
Bosch alternator. The voltage regulator will be damaged if
the unit is turned ON with the F15 fuse in place on the
relay board.
Complete the following checkout procedure before replac-
ing the voltage regulator or the alternator.
When testing alternators use accurate equipment such
as a Thermo King P/N 204-615 (FLUKE 23) digital
multimeter and a Thermo King P/N 204-613 amp
clamp or an equivalent.
3. Check Point for Sense Circuit and
Excitation Circuit Voltages
4. Position for Full Fielding Jumper
39
Electrical Maintenance (Rev 6/98)
Make sure the drive belts and pulleys of the charging
system are in good condition and are adjusted properly
before testing the alternator. Worn belts and pulleys or
loose belts will lower the output of the alternator.
The battery must be well charged, the battery cable
connections must be clean and tight, and the 2A and
excitation circuits must be connected properly.
NOTE: All voltage readings should be taken between the
negative battery terminal, or a good chassis ground, and
the terminals indicated, unless stated otherwise.
1. Check to make sure that the F15 fuse has been removed
from the relay board. If not, it must be removed, how-
ever, the voltage regulator has probably already been
damaged.
2. Set the unit for continuous run operation and place the
On-Off switch in the OFF position.
3. Check the battery voltage. If the battery voltage is less
than 12 volts, the battery must be charged or tested to
determine if it should be replaced.
4. Check the voltage at the B+ terminal on the alternator.
Battery voltage must be present. If not, check the 2A
circuit.
5. Disconnect the alternator harness from the voltage reg-
ulator by carefully pushing on the spring clip to release
the plug lock.
6. Set the unit for continuous run operation and place the
main On-Off switch in the ON position.
7. Check the voltage at the A pin and at the B pin in the
two pin connector on the alternator harness.
a. The A pin is the battery sense circuit and should be
at battery voltage. If not, check the sense circuit (2
or equivalent) in the alternator harness and in the
main wire harness.
40
b. The B pin is the excitation circuit and should be at
10 volts or higher. If not, check the excitation cir-
cuit (7K or equivalent) in the alternator harness
and in the main wire harness.
8. If battery voltage is present on the sense and excitation
circuits, connect the alternator harness to the voltage
regulator and check the voltage on the B pin in the two
pin connector on alternator harness. The voltage should
be 1 to 3 volts.
a. No voltage or a voltage reading below 1 volt indi-
cates that the rotor or the voltage regulator may be
shorted. Perform the field current test to further
isolate the problem.
b. A voltage reading above 3 volts indicates that the
field circuit may be open or have high resistance.
The brushes or the rotor are probably defective.
9. Attach a clamp-on ammeter to the 2A wire connected
to the B+ terminal on the alternator.
10. Connect a voltmeter between the B+ terminal and a
chassis ground.
11. Start the unit and run it in high speed.
12. Connect a jumper wire between the F2 terminal and a
chassis ground. This will full field the alternator.
CAUTION: DO NOT full field the alternator
for more than seven seconds while checking the
meter readings, or the electrical system may be dam-
aged.
13. Check the amperage in the 2A wire and record the read-
ing. Check the voltage at the B+ terminal and continue
to observe this voltage for a few seconds to see if it
increases, decreases, or stays the same. Note the change
in voltage and record the voltage reading.
Amperage in the 2A wire =____amps.
Voltage at the B+ terminals =___volts.
 Electrical Maintenance (Rev 6/98)

The voltage at the B+ terminal should be 13 to 18 volts 2. Connect a jumper wire between the F2 terminal on the
and the amperage in the 2A wire should be at least as alternator and a chassis ground, and note the ammeter
high as the rated output of the alternator. reading.

NOTE: An alternator can easily exceed its rated out- 3. The ammeter reading indicates field current. The fol-
put. An alternator MUST at least reach its rated out- lowing chart shows the field current for each alternator
put when full fielded. An alternator that has a with 12 volts applied to the field:
defective rectifier diode may reach 75% of its rated
output with a full field.
Field Current
14. Stop the unit. Alternator Rating @ 12 Volts
15. Use the readings obtained previously to determine the 23 Amp 1.0 to 3.0 Amps
problem by referring to the Diagnosis Chart. 37 Amp 3.5 to 4.5 Amps
65 Amp 4.0 to 5.0 Amps
NOTE: This assumes that the alternator did not
charge properly prior to the full field test. a. No field current or a low field current indicates an
open circuit or excessive resistance in the field cir-
Field Current Test (Checks the field windings,
cuit. Replace the voltage regulator and brush
brushes and slip rings)
assembly, inspect the slip rings and repeat the test.
Perform this test with the On-Off switch in the OFF posi- If the brushes are not the problem, replace the rotor
tion. or the alternator.
1. Attach a clamp-on ammeter to the 2A wire near the B+ b. High field current indicates a short in the field cir-
terminal on the alternator. cuit. Repair or replace the alternator.

Amperage in 2A
At or above rated output
Approximately 60% of
rated output
Low or no output
Diagnosis Chart
Voltage at B+ Problem/Solution
At or above battery voltage and Voltage regulator defective / Replace volt-
increasing age regulator and brush assembly
Approximately equal to battery voltage Receiver diode defective / Repair or
and does not change, or rises slightly replace alternator
Less than or equal to battery voltage Stator windings, field windings, brush or
and decreasing diode defective / Perform Field Current Test
to check brushes and field coil, or replace
alternator

41
Electrical Maintenance (Rev 6/98)

aea694

1. Check Point for 2A Amperage

2. Position for Full Fielding Jumper
Full Field Test

42

BATTERY
NOTE: The PROCESSOR On-Off switch must be placed
in the OFF position before connecting or disconnecting
the battery terminals. The PROCESSOR On-Off switch is
located on the side of the control box inside the engine
compartment.
Inspect/clean the battery terminals and check the electrolyte
level during scheduled maintenance inspections. A dead
or low battery can be the cause of an ammeter indicating
discharge due to lack of initial excitation of the alternator
even after the unit has been boosted for starting. The mini-
mum specific gravity should be 1.235. Add distilled water
as necessary to maintain the proper water level.
UNIT WIRING
Inspect the unit wiring and the wire harnesses during sched-
uled maintenance inspections for loose, chaffed or broken
wires to protect against unit malfunctions due to open or
short circuits.
CHARGING SYSTEM
Immediately after start-up, the ammeter may show a dis-
charge condition on systems with brush type alternators.
This is due to light film build-up on the alternator slip rings.
The film build-up occurs primarily on units that have been
sitting unused for long periods of time. The film should dis-
appear after a minute or two, and the ammeter should show
a high charge rate that will continue until the battery voltage
is brought back to normal.
Under normal running conditions, the ammeter will show a
slight charge condition. If the ammeter shows a discharge
after start-up, check the alternator belt tension and all charg-
ing circuit connections including the battery.
43
Electrical Maintenance (Rev 6/98)
GLOW PLUGS
Glow plugs heat the combustion chamber to aid in quick
starting. The glow plugs are energized when the Preheat-
Start switch is held in the PREHEAT or START position or
when the microprocessor initiates unit start-up.
An open glow plug (burned out) can be detected with the
unit ammeter. The unit ammeter should show 28 to 30 amps
discharge while the unit is preheating. A discharge of 28 to
30 amps means all four glow plugs are working. If the dis-
charge rate drops below 28 amps on PREHEAT, at least one
glow plug is bad.
To isolate an open glow plug, remove the jumper bar and
test each glow plug individually with an ohmmeter or a
jumper wire and ammeter. Each glow plug should have a
resistance of approximately 1.8 ohms or a current draw of
about 7.1 amps.
A shorted glow plug will be indicated by the ammeter
showing full discharge when the preheat switch is pressed,
by CB2 tripping or by a burnt out fuse link. Check each
glow plug. A shorted glow plug will have very low resis-
tance.
FUSES
A number of fuses, located on the relay board, protect vari-
ous circuits and components. The relay board is located
inside the control box. Refer to the appropriate THERMO-
GUARD Microprocessor Controller Operation & Diagnosis
Manual for a complete list of the size and function of the
fuses.
A 40 amp fuse (F9#2 Circuit) protects the 2AA cir-
cuit, which is the main power circuit.
A 15 amp fuse (F3Damper) protects the 29F circuit,
which supplies power to the damper solenoid.
Electrical Maintenance (Rev 6/98)
A 15 amp fuse (F18High Speed Solenoid) protects
the 7D circuit, which supplies power to the high speed
solenoid.
A 15 amp fuse (F21#8F Circuit) protects the 8F cir-
cuit, which supplies power to various control relays and
components.
A number of three amp fuses protect microprocessor
circuits, control relay circuits, remote light circuits
(optional) and various components.
aea803
Relay Board
FUSE LINK
The fuse link is located on the left side of the engine near
the compressor. The fuse link protects the electric system
from a short in the 2 circuit. If the fuse link burns out, check
for a grounded 2 wire before replacing the fuse link.
44
Engine Low Oil Pressure Switch
Engine oil pressure should rise immediately on starting. The
switch will trip the reset switch and stop the engine if the oil
pressure drops below 103-138 kPa (15-20 psi). A continuity
tester is needed to check the oil pressure switch.
1. Remove the 20A wire from the switch.
2. The continuity tester should indicate a complete circuit
between each terminal and ground.
3. Start the engine. The tester should show an open circuit
between each terminal and ground.
NOTE: The engine low oil pressure switch cannot be
repaired. It must be replaced.
THERMOGUARD P IV+
MICROPROCESSOR CONTROLLER
Refer to the appropriate THERMOGUARD Microprocessor
Controller Operation & Diagnosis Manual for complete ser-
vice information about the Microprocessor Controller and
the related components.
DEFROST SYSTEM
The unit should be run through a defrost cycle during unit
pre-load operation and every 1000 operating hours to test
defrost system components. To check the defrost cycle, run
the unit on COOL and adjust the microprocessor setpoint to
drop the evaporator coil temperature below 7.2 C (45 F).
Press the manual defrost switch. The unit should shift from
COOL to the defrost cycle.
If the unit continues on cooling, double check the evapora-
tor coil temperature and refer to the Defrost Check Out
Procedure, in this chapter.
NOTE: When the unit is in DEFROST, it will operate on
low speed.

Defrost Components
Manual Defrost Switch
The manual defrost switch is located on the control panel.
Pressing the manual defrost switch initiates a defrost cycle
when the evaporator coil sensor temperature is below 7.2 C
(45 F).
Evaporator Coil Sensor
The evaporator coil sensor is mounted in the evaporator and
senses the evaporator coil temperature to control defrost. If
the evaporator coil temperature is below 7.2 C (45 F), a
defrost cycle may be initiated by the microprocessor, the air
switch, or the manual defrost switch. The microprocessor
terminates the defrost cycle when the evaporator coil tem-
perature rises to 13.9 C (57 F).
Air Switch
The air switch automatically places the unit on defrost when
ice accumulation on the evaporator coil builds up to a point
where the air flow across the coil is restricted.
Restricted air flow results in a pressure difference between
the evaporator coil inlet and outlet. The air switch senses the
pressure differential across the coil and initiates the defrost
cycle.
The air switch is preset at the factory to 35.6 2mm (1.4
0.08) H2O. Normally readjustment is not necessary unless
the switch has been tampered with or does not function
properly due to factors affecting air circulation, such as
bulkhead construction and duct work.
Microprocessor Temperature Controller
Automatic Defrost Initiation By Defrost Timer
An internal defrost timer in the microprocessor automati-
cally places the unit on defrost. The defrost intervals are
every 4 hours when the trailer temperature is not in-range,
and every 6 hours when the temperature is in-range.
45
Electrical Maintenance (Rev 6/98)
NOTE: If the return air sensor temperature goes out of
range during unit operation, defrost cycles again are initi-
ated on the 4-hour interval. Even if the return air sensor
temperature returns to in-range in just 2-3 minutes, the
next defrost cycle will be initiated based on the 4-hour
interval.
The defrost interval will then return to the 6-hour in-
range defrost interval as long as the return air sensor tem-
perature remains in-range. However, the microprocessor
will not respond to an out-of-range condition for 45 min-
utes after the termination of a defrost cycle.
Automatic Defrost Termination By Evaporator Coil
Sensor
When the evaporator coil sensor temperature rises to 13.9
C (57 F), the microprocessor terminates defrost.
Automatic Defrost Termination By Defrost Timer
The defrost timer in the microprocessor will terminate
defrost after 30 or 45 minutes if the evaporator coil sensor
temperature has not risen to 13.9 C (57 F). The defrost
timer will terminate a defrost cycle initiated by the manual
defrost switch, the air switch or the microprocessor. The
microprocessor will also record an alarm.
NOTE: If the evaporator coil sensor fails during the
defrost mode, the microprocessor will terminate defrost
after 30 minutes.
Defrost Cycle
The defrost cycle may be initiated by the manual defrost
switch, the air switch or the microprocessor when the evap-
orator coil temperature is below 7.2 C (45 F). Immedi-
ately upon initiating defrost, the three-way valve should
shift to heat, the damper should close, the unit should run on
low speed and the defrost light should come on.
Electrical Maintenance (Rev 6/98)

NOTE: The unit will not defrost during normal unit oper-
ation unless the defrost cycle is initiated while the evapo-
rator coil temperature is below 7.2 C (45 F).
When the frost has melted and the evaporator coil tempera-
ture reaches 13.9 C (57 F), the defrost cycle should termi-
nate. Immediately, the defrost light should go out, and the
unit should shift to the mode of operation determined by the
microprocessor setpoint and the air temperature sensors.
4.
Defrost Cycle Checkout Procedure
CAUTION: Remove jumper wires from the unit
after checking or testing unit components.
cessor will not initiate a defrost cycle. A faulty evapo-
rator coil sensor is reported on the fault indication
readout display as code 02 (evaporator coil sensor),
when the CODE key is depressed.
If the unit fails to defrost and coil sensor fault 02
occurs, check the evaporator coil sensor voltage to
determine if the sensor is faulty.
MICROPROCESSOR. If the evaporator coil sensor is
good and the fault indication readout displayed code
02, the microprocessor is defective and should be
replaced.

To check the defrost cycle, run the unit on COOL until the
evaporator coil temperature is below 7.2 C (45 F). Push
the manual defrost button. If the unit continues to operate on
COOL, proceed to Unit Does Not Defrost, in this chapter.
If the unit shifts to DEFROST but the evaporator coil tem-
perature fails to rise, proceed to Defrost Terminated On
Time Limit, in this chapter.
Unit Does Not Defrost
If the unit continues on cooling, proceed to step 1.
1. EVAPORATOR COIL SENSOR TEMPERATURE. If
the unit will not defrost, ensure that the evaporator coil
sensor temperature is actually below 7.2 C (45 F).
2. MANUAL DEFROST AND DEF WIRE. If the unit
will not defrost, no alarm signal is displayed and the
evaporator return air temperature is below 7.2 C (45
F, place a jumper wire from the DEF wire to the 8 wire
at the manual defrost switch. If the unit shifts to
DEFROST, the manual defrost switch is defective.
Replace the defective switch.
CAUTION: Remove jumper wires from the unit
after checking or testing unit components.
3. EVAPORATOR COIL SENSOR. If the evaporator coil
sensor fails, the alarm light will flash and the micropro-
Defrost Terminated On Time Limit
If the unit shifts to DEFROST but the evaporator tempera-
ture fails to rise, the defrost timer in the microprocessor will
automatically terminate defrost after 30 or 45 minutes. If the
evaporator temperature fails to rise, proceed to step 1 below.
1. EVAPORATOR COIL TEMPERATURE. If the unit
will not come out of DEFROST, check to see if the
evaporator temperature is above 13.9 C (57 F). Use a
test thermometer to check the temperature. If the evap-
orator temperature does not rise enough to bring the
unit out of defrost, the condenser seal in the three-way
valve may be leaking, or the unit may be low on refrig-
erant.
To check the condenser seal in the three-way valve or
the condenser check valve, refer to the procedures
described in Diagnosing TK Refrigeration System
(TK 5984).
2. Check the 26 circuit and the pilot solenoid.
3. Check the damper relay, the 29 circuit and the damper
solenoid.
4. FAULT INDICATION CODES. If the interval timer
terminates defrost, depress the CODE key to view and
write down any additional faults.

46
 Electrical Maintenance (Rev 6/98)

A code 02 (coil sensor fault) is a faulty evaporator coil sen-

sor. If the evaporator coil sensor fails during defrost, the
microprocessor defrost timer automatically terminates
DEFROST in 30 or 45 minutes. Test the evaporator coil
sensor. Repair or replace the evaporator coil sensor or
microprocessor.

Air Switch Testing And Adjustment

Before testing or adjusting the air switch, check the clear
plastic tubing and black plastic tubing to the evaporator coil.
Be sure they are not obstructed or crushed. Check the
probes in the evaporator housing to be sure they are in the
proper position and make sure they are not obstructed.

1. Remove the spastic sensing tubing from both sides of

the air switch.

2. Disconnect one wire at the switch terminal. Connect a

test light or continuity tester to the two terminals used
on the switch.

3. Connect the test equipment (TK 204-442 and TK 204-

494) to the hose fitting on the side of the air switch
stamped BLACK.
1. Continuity Tester
2. Adjustment Screw
3. Squeeze Bulb (P/N 204-494)
4. Pressure in Inches of Water (P/N 204-442)

Air Switch Test

4. Pressurize the hose until the continuity tester indicates
a completed circuit. Now read the dial of the test gauge.
This is the setpoint of the air switch (correct reading is
35.6 2 mm (1.4 0.08 in.) H20. Release the pressure.

5. If the switch is out of calibration, pressurize the hose

again until the tester indicates 35.6 mm (1.4 in.) H20.
Turn the adjustment screw clockwise or counterclock-
wise until the switch closes and the continuity tester

47
Electrical Maintenance (Rev 6/98)
indicates a completed circuit with the gauge reading
35.6 mm (1.4 in.) H20. Release the pressure.
Repeat the procedure several times to be sure the set-
ting is correct.
Remove the test equipment. Connect the wire and air
sensing tubes to the switch. The BLACK hose from the
high pressure or air inlet side of the evaporator coil
connects to the hose fitting on the side of the air switch
stamped BLACK. The CLEAR hose from the low pres-
sure or air outlet side of the evaporator coil connects to
the hose fitting on the side of the air switch stamped
CLEAR.
NOTE: Route hoses for continuous slope to avoid
condensate traps.
If too much frost continues to accumulate before defrosting,
decrease the pressure setting. Turn the adjustment screw
counterclockwise.
If defrost action occurs with too little frost accumulation,
increase the pressure setting. Turn the adjustment screw
clockwise.
OIL LEVEL SWITCH
The oil level switch is located in the oil pan on the back side
of the engine. The switch is open when the oil level is above
the actuation point. The switch is closed when the oil level
is below the actuation point.
To test the switch on the unit:
1. Make sure that the unit is turned off.
2. Connect a continuity tester to the OLS circuit (pin J2)
and the 8F circuit (pin M3) at the relay board.
3. Check the oil level with the dipstick and make sure that
it is between the low mark and the full mark. Add oil if
necessary.
48
4. The switch should open and there should be no continu-
ity between the OLS and the 8F circuits with the oil
level between the low mark and the full mark on the
dipstick.
Bench test the oil level switch if there is continuity
between the OLS and the 8F circuits and there are no
short circuits in the OLS and the 8F wires.
5. Drain the oil from the engine and observe the continu-
ity tester. The switch should close and the continuity
tester should indicate a complete circuit when the oil
level falls below the actuation level of the switch.
Bench test the oil level switch if there is no continuity
between the OLS and the 8F circuits and there are no
open circuits in the OLS and the 8F wires.
Switch Removal and Installation
1. Disconnect the switch wires from the main wire har-
ness before removing the switch.
2. Remove the push-in style switch by carefully prying
the switch out of the oil pan.
3. Install the push-in switch by carefully pushing the
switch into the oil pan.
4. Connect the switch wires to the main wire harness after
installing the switch.
Bench Test
1. Disconnect the oil level switch wires from the main
wire harness and remove the switch from the oil pan.
2. Use a small container partially filled with engine oil to
check the float and make sure that it floats in engine oil
and that it slides freely between the upper and lower
stops.
 Electrical Maintenance (Rev 6/98)

3. Slide the float up to the upper stop and check the conti-
nuity through the switch (between the 8F wire and the
OLS wire). The switch should be open.
4. Slide the float down to the lower stop and check the
continuity through the switch (between the 8F wire and
the OLS wire). The switch should be closed.
5. Replace the switch if the float sinks or does not slide
freely, or if the switch does not open and close properly.
Diode Test
The sensor can be tested with a Fluke multimeter set on the
diode test.
With the red lead of the multimeter connected to the red
wire of the sensor and the black lead of the multimeter con-
nected to the black wire of the sensor, the voltage drop
across the sensor should be 1.6-1.8 Vdc. A very high read-
ing such as OL 9open circuit) indicates that the sensor has
failed by becoming an open circuit. A very low reading
9below 1 Vdc) indicates that the sensor has failed by
becoming a short circuit. This is the normal polarity used on
the sensor in the circuit.

With the black lead of the multimeter connected to the red

wire of the sensor and the red lead of the multimeter con-
nected to the black wire of the sensor, the voltage drop
across the sensor should be 0.5-0.7 Vdc. The voltage drop
3.625 in. NC across the sensor is inversely proportional to the tempera-
ture of the sensor. At a sensor temperature of approximately
3 21 C (70 F), the voltage drop should be approximately
0.61 Vdc. At a sensor temperature of approximately 0 C
2
(32 F), the voltage drop should be approximately 0.65 Vdc.
AEA1360 1 4 This is the reverse polarity and is not used on the sensor in
the circuit.

If the results of this test are inconclusive, perform an actual

1. Lower Stop
voltage drop test.
2. Float
3. Upper Stop Actual Voltage Drop Test
4. Actuation Level
The actual voltage drop across the sensor can be determined
Push-in Style Oil Level Switch by connecting the sensor to the sensor circuit and measuring
the voltage drop across the sensor with a voltmeter.

Sensor Tests NOTE: The sensor circuit must be functioning normally

The sensors can be tested using one or both of the following
methods. The test using the diode test may be easier to per-
form and take less time, but it may produce ambiguous
results. The test that measures the actual voltage drop across
the sensor is more accurate and dependable.
with a voltage of 4.95-5.05 Vdc between the white and
black wires when the sensor is disconnected.
The sensor can be connected to the sensor circuit with
jumper wires and the voltage drop can be checked between
the jumper wires.

49
Electrical Maintenance (Rev 6/98)

The voltage drop across the sensor should be 2.3-3.4 Vdc.
The voltage drop across the sensor is directly proportional
to the sensor temperature. At a sensor temperature of
approximately 21 C (70 F), the voltage drop should be
approximately 2.95 Vdc. At a sensor temperature of approx-
imately 0 C (32 F), the voltage drop should be approxi-
mately 2.73 Vdc. The voltage drop across a sensor may vary
up to 5 percent from these examples. Voltage drops out of
this range indicate a failed sensor.
Sensor Replacement
1. Remove the old sensor from the clamp or mesh tube
that holds it in position.
Discharge Air Sensor
Access the discharge air sensor by opening the right side
door and removing the upper access cover. The discharge
air sensor is connected to the sensor harness with a 3 pin
connector at the DTP and DTN wires.
NOTE: If the discharge air sensor is replaced, the micro-
processor must be programmed to match the grade of the
new sensor being installed. The grade number is stamped
on the new sensor. Refer to Guarded Access for calibra-
tion procedures. The sensor grade decal on the control box
must also be remarked with the new return air sensor
grade.

2. Disconnect the old sensor from the sensor harness. Coil Temperature Sensor
3. Connect the new sensor to the sensor harness. Access the coil temperature by opening the right side door
and removing the upper access cover. The coil temperature
4. Place the new sensor in the clamp or mesh tube from
sensor is connected to the sensor harness with the 2 pin con-
which the old sensor was removed.
nector at the CTP and CTN wires.
NOTE: Steps 5 and 6 must also be performed when replac-
ing return or discharge air sensors. Ambient Air Sensor
5. Calibrate the sensor (see Guarded Access). Access the ambient air sensor by opening the right side
6. Remark the sensor grade decal (located on the control door. The ambient air sensor is located in a hole in the frame
box) with the new sensor grade. in front of the expansion tank. The ambient air sensor is
connected to the sensor harness with a 2 pin connector at the
ATP and ATN wires.
Return Air Sensor
Access the return air sensor by opening the right side door
and removing the lower access cover. The return air sensor
is connected to the sensor harness with a 3 pin connector at
the RTP and RTN wires.

NOTE: If the return air sensor is replaced, the micropro-

cessor must be programmed to match the grade of the new
sensor being installed. The grade number is stamped on
the new sensor. Refer to Guarded Access for calibration
procedures. The sensor grade decal on the control box
must also be remarked with the new return air sensor
grade.

50
Engine Maintenance

ENGINE LUBRICATION SYSTEM

1. Rocker Arm Shaft

2. Camshaft
3. Crankshaft
4. Oil Pump
5. Oil Filter
sp2008

5
4 Lubrication System

The se 2.2 diesel engine has a pressure lubrication system. Oil passes from the main bearings, through drilled passages
Oil is circulated by a gear-type oil pump driven off a gear on in the crankshaft, to the connecting rod bearings. The tap-
the camshaft. The pump has several times the capacity pets and cylinder walls are lubricated by oil thrown from
required by the engine; excess oil is returned to the crank- connecting rod bearings as the crankshaft rotates.
case. The oil pump extends down into the oil pan, but is
From the rear camshaft bearing passageway, oil passes
positioned far enough away from the bottom of the oil pan
through an oil gallery inside the engine to the rocker arm
that any residue that settles to the bottom is not picked up by
shaft where the surplus drains back into the crankcase.
the screened inlet.
Oil at the camshaft idler gear support lubricates the idler
From the oil pump, the oil passes through the oil supply
bushing and passes through the transfer pump cam oil feed
pipe to the oil filter assembly. The oil filter assembly con-
line to lubricate the transfer pump cam and the injection
tains the oil pressure relief valve, the bypass valve and the
pump idler gear.
oil filter. The oil is forced through the oil filter into the main
oil gallery. The main oil gallery supplies oil to the main
bearings, camshaft, and camshaft idler gear support.

51
Engine Maintenance (Rev 6/98)
Engine Oil Change
The engine oil should be changed according to the Mainte-
nance Inspection Schedule. Drain the oil only when the
engine is hot to ensure that all the oil drains out. When
changing oil, keep unit and trailer level so all the oil can
flow from the oil pan. It is important to get as much of the
oil out as possible because most of the dirt particles are in
the last few quarts of oil to drain out. Refill the pan with
15.1 liters (16 quarts) and check the dipstick level. Run the
unit, and then recheck the oil level. Add oil as necessary to
reach the full mark. See Specifications chapter for correct
type of oil.
Oil Filter Change
The oil filter should be changed along with the engine oil.
1. Remove the filter.
2. Apply oil to the rubber ring of the new filter and install
the filter.
3. Tighten the filter until the rubber ring makes contact,
then tighten 1/2 turn more.
4. Start the unit and check for leaks.
ENGINE COOLING SYSTEM
The engine employs a closed, circulating type, pressurized
cooling system. Correct engine temperatures are controlled
and maintained by a radiator, fan and thermostat. The cool-
ant is circulated through the system by a belt driven centrif-
ugal pump. The pump draws the coolant from the side of the
radiator, circulates it through the cylinder block and head,
then back to the radiator. A thermostat mounted in the cool-
ant outlet line from the cylinder head to the radiator auto-
matically maintains coolant temperature within the
specified temperature range.
52
All water cooled engines are shipped from the factory with
a 50% permanent type antifreeze concentrate and 50%
water mixture in the engine cooling system.
This provides the following:
1. Prevents freezing down to-34 C (-30 F).
2. Retards rust and mineral scale that can cause engine
overheating.
3. Retards corrosion (acid) that can attack accumulator
tanks, water tubes, radiators and core plugs.
4. Provides lubrication for the water pump seal.
Antifreeze Maintenance Procedure
As with all equipment containing antifreeze, periodic
inspection on a regular basis is required to verify the condi-
tion of the antifreeze. After one year of service, inhibitors
become worn out and must be replaced by changing the
antifreeze.
Every year, drain, flush and replace the total antifreeze mix-
ture to maintain total cooling system protection. When the
antifreeze is replaced, use ethylene glycol type engine cool-
ant concentrate meeting the GM 6038-M specification. The
factory recommends the use of a 50/50 antifreeze mixture in
all units even if they are not exposed to freezing tempera-
tures. Even in summer, the economizer can get cold enough
to freeze the water in the heat transfer coil. This antifreeze
mixture will provide the required corrosion protection and
lubrication for the water pump.
Checking the Antifreeze
Check the solution concentration by using a temperature
compensated antifreeze hydrometer or a refractometer
designed for testing antifreeze. Maintain a minimum of 50%
permanent type antifreeze concentrate and 50% water solu-
tion to provide protection to -30 F (-34 C). Do not mix anti-
freeze stronger than 68% permanent type coolant
concentrate and 32% water for use in extreme temperatures.
 Engine Maintenance (Rev 6/98)

2
3

4
1

AEA1361

1. Radiator 4. Expansion Tank

2. Radiator Cap 5. Thermostat Housing
3. Coolant Level Sensor 6. Accumulator Tank

CAUTION: Avoid direct contact with hot cool-

Changing the Antifreeze
1. Run the engine until it is up to its normal operating
temperature. Stop the unit.
2. Open the engine block drain and completely drain the
coolant. Observe the coolant color. If the coolant is
dirty, proceed with a, b and c. Otherwise go to 3.
ant.
a. Run clear water into the radiator and allow it to
drain out of the block until it is clear.
b. Close the block drain and install a commercially
available radiator and block flushing agent, and

53
Engine Maintenance (Rev 6/98)

operate the unit in accordance with instructions of CAUTION: IF YOU SUSPECT THAT AIR IS
the flushing agent manufacturer. TRAPPED IN THE BLOCK, DO NOT START
THE ENGINE WITHOUT BLEEDING THE AIR OUT
c. Open the engine block drain to drain the water and
OF THE BLOCK.
flushing solution.
NOTE: If an engine runs with air trapped in the block, the
CAUTION: Avoid direct contact with hot
engine may be damaged. The high water temperature
coolant.
switch may not protect an engine that has air trapped in
3. Run clear water into the radiator, and allow it to drain the block, because the high water temperature switch is
out of the block until it is clear. designed to protect an engine from overheating due to fail-
ures in the cooling system and the loss of coolant.
4. Inspect all hoses for deterioration and hose clamp tight-
ness. Replace if necessary. 1. Disconnect the bypass hose from the thermostat hous-
ing before pouring the coolant into the cooling system.
5. Loosen the water pump belt. Check the water pump
bearing for looseness. 2. Slowly pour coolant into the system until you see cool-
ant at the bypass hose fitting on the thermostat housing.
6. Inspect the radiator cap. Replace the cap if the gasket
shows any signs of deterioration. 3. Connect the bypass hose to the thermostat housing.

7. Mix one gallon of permanent type antifreeze concen- 4. Pour coolant into the system until it appears to be full.
trate meeting GM 6038-M specification and one gallon
5. Make sure that the amount of coolant that goes back
clean water in a container to make a 50/50 mixture.
into the system is approximately equal to the amount of
NOTE: Do not add antifreeze and then add water to coolant that came out of the system.
the unit. This procedure may not give a true 50/50
6. Start the unit, let it run for one minute, and then shut it
mixture because the exact cooling system capacity
off.
may not always be known.
7. Check the coolant level and add coolant if necessary.
8. Refill the radiator with the 50/50 antifreeze mixture and
make sure to bleed the air from the cooling system as 8. Repeat steps 5 and 6 until the coolant level stabilizes.
needed.

Bleeding Air from the Cooling System

Normally, when the cooling system is drained, approxi-
mately 7.6 liters (8 qt.) of coolant drains out. If approxi-
mately 3.8 liters (4 qt.) of coolant seems to fill the cooling
system after it has been drained, air has been trapped in the
block. Bleed the air out of the block using the following
procedure:

54
 Engine Maintenance (Rev 6/98)

1
2 3

AEA1362 5 4
6

1. Air Cleaner 5. Starter

2. Throttle Solenoid 6. Flywheel Sensor
3. Alternator 7. Fuse Link
4. Oil Filter

Engine Compartment

55
Engine Maintenance (Rev 6/98)

Engine Thermostat Transfer pump

For the best engine operation, use a 180 F (82 C) thermostat Injection pump
year-round.
Injection nozzles

The hand fuel pump is used to manually draw fuel from the
tank up to the transfer pump if the unit should run out of
fuel.

Operation
Fuel is drawn from the tank by the transfer pump. The trans-
fer pump delivers fuel to the water separator and then to the
fuel filter. The fittings at the top and bottom of the filter
base each contain an orifice. The orifices control the pres-
sure in the fuel system by allowing a certain amount of fuel
1 to return to the tank. Filtered fuel passes through a line from
the outlet fitting on the filter base to the injection pump.
AEA1363
2 Fuel enters the injection pump and then a fuel supply pump.
Pressure in the injection pump is set by a relief valve
1. Jiggle Pin located in the output of the fuel supply pump and a small
drilled orifice in the outlet banjo bolt on the top of the
2. This End Toward Engine
pump. Excess fuel is recycled back through the fuel supply
Thermostat pump. As the engine speed increases, so does the internal
injection pump fuel pressure. The increased pressure moves
ENGINE FUEL SYSTEM a piston which in turn advances the timing of the engine.
The banjo fitting also acts as a transfer point for overflow
The fuel system used on the Thermo King se 2.2 diesel
fuel coming from the nozzles and a point to bleed air from
engine is a high pressure distributor (VE type) injection
the system.
pump. The governor, timing device, fuel supply and other
components are located within the pump itself. Injection pump leakage, injection nozzle overflow and
excess fuel from the fuel filter orifice are then all sent back
The components of the fuel system are:
to the fuel tank in the return line.
Fuel tank
CAUTION: Do not switch banjo bolts from one
Fuel strainer injection pump to another. When calibrating an
injection pump, use the banjo bolt that belongs to that
Fuel filter
pump. Using a different banjo bolt after calibration can
Water separator affect engine timing.

Hand fuel pump

56
 Engine Maintenance (Rev 6/98)

1. Injection Line 6. Injection Pump

2. Injection Nozzle 7. Transfer Pump
3. Return Fuel Line 8. Hand Pump
4. Fuel Filter 9. Bleed Screw
5. Water Separator

Engine Fuel System

57
Engine Maintenance (Rev 6/98)
Maintenance
The fuel system is relatively trouble-free and if properly
maintained will usually not require major service repairs
between engine overhauls.
Contamination is the most common cause of fuel system
problems. Therefore, to ensure best operating results, the
fuel must be clean and fuel tanks must be free of contami-
nants. Change the fuel filters regularly and clean the fuel
strainer on the inlet side of the transfer pump.
Whenever the fuel system is opened, take the following pre-
cautions to prevent dirt from entering the system:
1. Cap all fuel lines.
2. Work in a clean area whenever possible.
3. Complete the work in the shortest possible time.
Any major injection pump or nozzle repairs should be done
by a quality diesel injection service shop. The necessary ser-
vice equipment and facilities are not found in most engine
rebuild shops because of the large investment required.
The following procedures can be done under field condi-
tions:
Bleeding air from the fuel system.
Fuel tank and filter system maintenance.
Prime pump (hand) replacement or repair.*
Transfer pump replacement or repair.*
Injection line replacement.*
Pump and governor adjustments.
Pump timing.
Nozzle spray pattern testing and adjustment.*
Minor rebuilding of nozzles.*
*These procedures are covered in the di 2.2 and se 2.2
Overhaul Manual TK 8009.
58
Bleeding the Fuel System
If the engine runs out of fuel, repairs are made to the fuel
system, or if air gets into the system for any other reason,
the air must be bled out of the fuel system.
NOTE: MAKE SURE the fuel tank vent is kept open. If
the vent becomes clogged, a partial vacuum develops in
the tank, and this increases the tendency for air to enter
the system.
To bleed air from the fuel system:
1. Loosen the bleed screw on top of the injection pump
about one turn.
2. Unscrew the hand pump handle and manually prime the
fuel system until air bubbles are no longer visible in the
fuel coming out of the bleed screw.
3. Tighten the bleed screw and screw the hand pump
handle back in.
4. Start the engine and observe the engine run for a few
minutes. If the engine fails to start, or starts but stops in
a few minutes, repeat the procedure.
NOTE: If the engine stops due to lack of fuel, the oil pres-
sure will fall to zero and the reset switch will trip. It must
be reset before cranking or restarting the engine.
Water in the System
Water run through the system may damage the injection
pump or nozzles. Damage to the fuel system will subse-
quently cause more expensive damage to the engine. A
large accumulation of water in the bottom of the fuel tank
will stop a diesel engine. Water should be drained off during
scheduled maintenance inspections to prevent breakdowns.
Drain the water off after the fuel tank and unit have
remained idle for an hour.
 Engine Maintenance (Rev 6/98)

Water Separator/Fuel Filter To prevent reduced fuel flow to the engine:

The water separator removes water from the fuel and stores
it. When the stored water reaches the level of the bleed port,
it returns to the fuel tank through the fuel return hose.
Replace the water separator every 3,000 hours.
Replace the fuel filter every 1,500 hours.
If the engine does not come up to full speed or loses speed
under full load conditions, it may be caused by fuel starva-
tion. The fuel line that goes from the outlet fitting on the fil-
ter base to the injection pump may be inserted too far into
the filter base, or the line may be crimped from overtighten-
ing of the compression nut, resulting in reduced fuel flow.
1. Trim the 1/4 in. fuel line at a 45 angle.
2. Do not insert the line more than 19 mm (3/4 in.) into
the filter housing.
3. Do not use an internal metal sleeve as it may drift for-
ward, contact the filter housing wall and block fuel
flow.
4. Do not overtighten the compression nutone or two
turns after contacting the rubber sleeve is sufficient. Do
not tighten the compression nut until it bottoms, or
severe crimping of the line will result.

INCORRECT

8 3
4

CORRECT

5
AEA1364

6
7

1. Do Not Use Metal Sleeve 5. Rubber Sleeve

2. Crimping Caused by Overtightening 6. Insert 3/4 in. (19 mm) Into Housing
3. Compression Nut 7. Cut at 45 Angle
4. Washer 8. to Injection Pump

59
Engine Maintenance (Rev 6/98)

Water Separator/Fuel Filter Replacement

1. Spread the retaining clips.

2. Pull the separator or filter away from the base.

3. Place the new separator or filter on the base, and secure

with the retaining clips.

3 4

AEA1365

1. Retaining Clips
2. Filter Base
3. Fuel Filter
4. Water Separator
Water Separator/Fuel Filter Installation

60
 Engine Maintenance (Rev 6/98)

Engine Speed Adjustments 1. Pull the plunger out of the solenoid enough to loosen
the jam nut. Turn the plunger eye bolt clockwise to
When the diesel engine fails to maintain the correct engine
increase the speed and counterclockwise to decrease
speed, check the following before adjusting the speed:
the speed.
1. Check the fuel inlet and strainer screens. Check the
NOTE: An Allen wrench placed in the hex opening in the
speed.
face of the plunger will keep the plunger from turning.
2. Bleed the air out of the fuel system. Check the speed.
2. Replace the control rod, start the unit and check the
3. Bleed the air out of the nozzles. Check the speed. speed. When the speed is correct, tighten the jam nut
and replace the solenoid boot.
NOTE: Make the engine speed adjustments with the
engine fully warmed up. NOTE: If the correct speed cannot be set close
enough with half turns of the eye bolt, use the Allen
High Speed wrench to turn the plunger in smaller increments.
1. Start the unit and check the high speed rpm.

2. Shut the unit off.

3 4
3. Remove the control rod from the high speed solenoid.

4. Remove the boot from the high speed solenoid. 2

2 3 1

AEA1367
AEA1366

1 4

1. Throttle Solenoid 1. Full Load Adjusting Screw (Factory Set)

2. Boot 2. Low Speed Adjustment Screw
3. Control Rod 3. Maximum Speed Limit Screw (Factory Set)
4. Injection Pump 4. Pump Control Lever

High Speed Adjustment Injection Pump Adjustments

61
Engine Maintenance (Rev 6/98)
Low Speed
1. Loosen the jam nut on the low speed adjustment screw.
2. Run the unit with the throttle solenoid de-energized.
Adjust the screw to the desired speed.
3. Shut the unit off and tighten the jam nut.
Maximum Speed
The maximum speed limit screw is adjusted and sealed at
the factory. It should not need adjustment. If it has been
tampered with, it should be adjusted to give 0.5 mm
(0.02 in.) clearance to the pump control lever when the unit
is in high speed.
Full Load Adjusting Screw
The full load screw is set and sealed at the factory and
should not need adjustment. If the adjustment has been tam-
pered with, the injection pump should be recalibrated by a
diesel injection service.
In an emergency, a rough setting for the screw is approxi-
mately 15.5 mm (0.61 in.) from the tip of the screw to the
face of the nut.
CAUTION: The adjustment of the full load screw
can damage the engine and may void the warranty.
62
Injection Pump Service
NOTE: The procedure outlined will assume the pump is
being removed and replaced on the engine. If the pump
has not been removed, only the last portion of the proce-
dure is used for timing.
Injection Pump Removal
1. Remove the fuel injection lines. Cover all injection
lines and fuel lines with plastic covers or tape. The
smallest amount of dirt can damage the fuel system.
2. Remove inlet and outlet fuel lines from the transfer
pump. Cap all lines.
3. Remove the high speed linkage.
4. Remove the five mounting bolts that fasten the timing
cover to the pump mount flange.
NOTE: Do not remove the two bolts that fasten the
pump to the pump mount flange.
5. If necessary, remove the two block-to-bracket bolts on
the lower injection pump mounting bracket.
6. Remove the injection pump.
Injection Pump Installation & Timing
1. Remove the rocker arm cover and rotate the engine in
the direction of rotation, clockwise from the front, until
both push rods on the No. 1 cylinder are loose and the
injection timing mark on the flywheel lines up with the
pointer in the bellhousing.
An alternative method is to remove both access covers
from the timing gear cover and rotate the engine in the
direction of rotation until the O on the cam gear lines
up with the pointer in the cam gear access hole, and the
injection timing mark lines up with the pointer in the
bellhousing.
 Engine Maintenance (Rev 6/98)

TC Mark on Flywheel
Injection Timing Mark
NOTE: The injection timing mark is a line scribed in The engine now has the No. 1 cylinder at the fuel injec-
the flywheel approximately 1-3/8 in. (35 mm) from the tion mark of its compression stroke.
TC mark. The injection timing mark has no identifi-
cation markings.

AEA1368

1. Access Cover
2. Pump Gear Access Hole
3. Cam Gear Access Hole
Timing Marks

63
Engine Maintenance (Rev 6/98)

1. Before installing the pump, rotate the gear until the O rotate the engine back and forth no more than 13 mm
marked on the gear is approximately in the 10 oclock (0.5 in.). The dial indicator should stay at zero.
position as you face the gear end of the pump.

2. Remove the access cover from the timing gear cover.

3. Install the pump in the engine, lining up the O with

the timing mark cast into the access hole.

4. Install and torque the injection pump mounting bolts.

Dial Indicator Installation

1
4. Rotate the engine forward, clockwise from the front, to
the injection timing mark.

NOTE: The injection timing mark is a line scribed in

the flywheel approximately 35 mm (1-3/8 in.) from the
TC mark. The injection timing mark has no identifi-
AEA1369 cation markings.

5. The dial indicator should now show the pump plunger

is at 0.02 in. (0.5 mm) from the bottom of its stroke and
1. Timing Mark
ready to inject fuel.
Injection Pump Timing Mark
6. If the timing position is not correct, loosen the three
1. Remove the 8 mm bolt located at the back of the injec- bolts on the front flange of the pump.
tion pump in the middle of the injection lines. Install
7. If the dial indicator shows a figure larger than 0.5 mm
the special dial indicator, P/N 204-589 in its place.
(0.02 in.), rotate the top of the pump away from the
Make sure the adapter bottoms out tightly on the pump
engine until the dial indicator reads the correct value. A
housing. Insert the dial indicator into the adapter until
smaller figure requires the pump be turned in towards
the dial indicator contacts the pump plunger. Preload
the engine until the correct value is reached. Tighten
the dial indicator at least 2 mm (0.08 in.) and lock the
the three bolts and lock the pump in position.
dial indicator in place by tightening the locking collar.
8. Perform a final check by turning the engine backwards,
2. Rotate the engine backwards, counterclockwise from
counterclockwise from the front, beyond the injection
the front, to approximately 89 mm (3.5 in.) from the TC
timing mark and then clockwise back to the injection
mark on the flywheel.
timing mark. The dial indicator should now read 0.5
3. Adjust the dial indicator to zero. The pump plunger mm (0.02 in.). Slight adjustments may be necessary.
should be at the bottom of its stroke. To check this,
9. Remove the dial indicator and replace the timing bolt.

64
 Engine Maintenance (Rev 6/98)

ADJUSTING ENGINE VALVE CLEARANCE

1. Remove the rocker arm cover. Torque the cylinder head
bolts to 85 Nm (63 ft-lb) before adjusting the valves.
The valve clearance should be checked after the first
500 hours of engine operation.

It is very important that the valves be adjusted to the

correct specifications for satisfactory engine operation.
Insufficient valve clearance will result in compression
loss and misfiring resulting in burned valves and seats.
Excessive valve clearance will result in noisy valve
operation and abnormal wear of the valves and rocker
arms. The intake and exhaust valves are adjusted with
the valves closed.

2. The valves are adjusted to 0.4 mm (0.016 in.). When

the right gap is obtained, MAKE SURE to tighten the
lock nut while holding the adjusting screw in position. Valve Adjustments

Turn the engine using a wrench on the front crankshaft CAUTION: Remove the wire from the fuel
bolt. solenoid to prevent the engine from starting.

Front Rear

Cylinder No. 1 2 3 4
Valve arrangement E I E I E I E I

Piston in No. 1 cylinder is at

TDC on compression stroke

Piston in No. 4 cylinder is at

TDC on compression stroke

Valve Adjustments and Cylinder Configurations

65
Engine Maintenance (Rev 6/98)
a. Turn the crankshaft clockwise from the front, until
the TC mark on the flywheel aligns with the
pointer on the flywheel housing.
Top Dead Center Marks
b. Wiggle the push rods on the No. 1 intake and
exhaust valves. If both push rods are loose enough
to turn freely, the No. 1 piston is at TDC on the
compression stroke. This is the first adjusting posi-
tion.
If instead, the No. 1 push rods are tight and the No.
4 push rods are loose, the No. 4 piston is at TDC in
the compression stroke. Turn the crankshaft clock-
wise from the front, until the TC mark on the fly-
wheel is aligned. Now both No. 1 push rods should
be loose, and the No. 1 piston is at TDC of the
compression stroke.
66
An alternate method is to remove the camshaft
gear access cover and rotate the engine until the
O on the cam gear lines up with the pointer and
the TC mark on the flywheel lines up with the
pointer on the bellhousing.
Adjust both valves on the No. 1 cylinder, the intake
valve on the No. 2 cylinder, and the exhaust valve
on the No. 3 cylinder.
c. Turn the crankshaft one full turn, clockwise from
the front, and align the TC mark. This is TDC of
the No. 4 cylinder compression stroke. Adjust the
No. 2 exhaust valve, the No. 3 intake valve, and
the No. 4 intake and exhaust valves.
d. Make sure to tighten each lock nut while holding
the adjusting screw in position.
e. Install the rocker arm cover making sure that the
gasket is in position.
FRONT PULLEY BOLT
The front crankshaft pulley bolt should be torqued during
scheduled maintenance inspections. The bolt should be
torqued to 218 Nm (161 ft-lb).
NOTE: The crankshaft bolt requires a special hard steel
washer. Substituting or eliminating this washer could lead
to premature crankshaft bolt failure due to the bolt bot-
toming out or inadequate bolt head load distribution.
 Engine Maintenance (Rev 6/98)

CRANKCASE BREATHER ENGINE AIR CLEANER (Filter)

The crankcase breather system ducts gases formed in the
Dry Type
crankcase directly to the intake elbow. Harmful vapors that
would otherwise collect in the crankcase and contaminate A heavy duty, dry air cleaner filters all of the air entering the
the oil, or escape to the outside, are now drawn back into the engine. Excessive restriction of the air intake system
engine and burned. reduces the flow of air to the engine affecting horsepower
output, fuel consumption and engine life.
To prevent the crankcase from drawing into a deep vacuum,
fresh air is drawn into the engine through an air inlet
mounted on the engine block.

Air Restriction Indicator

AEA1370 1

1. Air Inlet
Crankcase Breather System

67
Engine Maintenance (Rev 6/98)

AEA1371

1. Air Cleaner
2. Intake Manifold
3. Air Restriction Indicator
Dry Air Cleaner System

68
 Engine Maintenance (Rev 6/98)

BELTS will engage the belt. Make sure the hook is on the face of
the belt, not in a notch. Release the plunger with a quick
Belts should be regularly inspected during unit pre-trip for
motion and without pulling on the belt. Then read the dial.
wear, scuffing or cracking. Belt tension should also be
Use an average of three readings.
checked during scheduled maintenance inspections. Belts
that are too loose will whip and belts that are too tight put NOTE: Do not attempt to remove or install belts without
too much strain on the belt fibers and bearings. loosening adjustments. Belts that are installed by prying
over pulleys will fail prematurely due to internal cord
Using belt tension gauge, P/N 204-427, is the best method
damage.
of checking belts for tightness. Install the belt gauge in the
center of the longest belt span. Press the plunger so the hook

5
4
6

3
7

AEA1372
2 1

1. Fan Belt 5. Belt Guide

2. Alternator Belt 6. Upper Belt Guard
3. Lower Idler 7. Lower Belt Guard
4. Upper Idler

Belt Arrangement

69
Engine Maintenance (Rev 6/98)

CAUTION: Do not attempt to adjust belts with the

unit running. 1.6 mm
CAUTION: With the On-Off switch in the ON (1/16 in.)
position, the unit may start operation at any time
without prior warning. Switch the unit On-Off switch to
the OFF position before performing maintenance or
1.6 mm
repair procedures.
(1/16 in.)
Alternator Belt Adjustment
The alternator belt tension should read 35 on the belt ten-
sion gauge.

1. Loosen the alternator pivot bolt and the adjusting arm

AEA1373
bolt.

2. Move the alternator on the adjusting arm slot to adjust

the belt to 35 on the belt tension gauge.
Proper Belt Guide Position
3. Tighten the adjusting arm bolt and alternator pivot bolt.
Fan Belt Replacement
Fan Belt Adjustment 1. For better access to the fan belt, remove the grille and
The fan belt tension should read 72 on the belt tension orifice assembly.
gauge.
2. Remove the lower belt guard.
1. Remove the lower belt guard.
3. Loosen (or remove) the lower idler pulley.
2. Loosen the lower idler assembly.
4. Swing the control box assembly out to access the
3. To increase the belt tension, pry upward on the idler engine pulley.
pulley. Hold the tension on the pulley and torque the
5. Remove the fan belt (through the notch in the fan spin-
bolt to 54 Nm (40 ft-lb).
ning).
NOTE: Make sure to position the belt guide properly
6. Install and adjust the new fan belt.
when tightening the lower idler.
7. Fasten the control box back in place.
4. Install the lower belt guard.
8. Install the belt guard.

9. Install the grille and orifice assembly.

70
 Engine Maintenance (Rev 6/98)

4
6

2
AEA1374

1. Engine Pulley
2. Lower Belt Guard
3. Lower Idler
4. Grille and Orifice Assembly
5. Belt Guide
6. Control Box
Fan Belt Replacement

71
72
Refrigeration Maintenance
REFRIGERANT CHARGE
Testing the Refrigerant Charge with an Empty
Trailer
If the unit has an insufficient charge of refrigerant, the evap-
orator will be starved and the box temperature will rise
even though the unit is operating. The suction pressure will
drop as the refrigerant charge decreases. If the unit has an
overcharge of refrigerant, the unit may not cool properly
and the suction and discharge pressure may be high. The
charge may be determined by inspection of the refrigerant
through the receiver tank sight glass with the following con-
ditions established:
1. Place a test box over the evaporator.
2. Install a gauge manifold.
3. Use the Service Test Mode to run the unit in high speed
cool. Refer to the appropriate Operation and Diagnosis
Manual for specific information abut the Service Test
Mode.
4. Use the microprocessor thermometer to monitor the
return air temperature.
5. Run the unit on high speed cool until the air in the box
is at -18 C (0 F). By allowing the box to leak a small
amount, you will be able to maintain -18 C (0 F).
6. The suction pressure should be 90 to 124 kPa
(13 to 18 psi).
7. The discharge pressure should be at least 1896 kPa
(275 psi).
If the pressure is below this, it can be raised by cover-
ing a portion of the condenser grille with a piece of
cardboard to block condenser airfoil.
8. Under these conditions, the ball should be floating in
the receiver tank sight glass.
73
Testing the Refrigerant Charge with a Loaded
Trailer
1. Install a gauge manifold.
2. Use the Service Test Mode to run the unit in high speed
cool. Refer to the appropriate Operation and Diagnosis
Manual for specific information abut the Service Test
Mode.
3. Build up and maintain 1896 kPa (275 psi) of head pres-
sure. If the pressure is below this, it can be raised by
covering the left side condenser grille with a piece of
cardboard to block condenser air flow.
4. Cool the compartment to the lowest temperature
required.
5. Check suction pressure. It should be 90 to 172 kPa
(13 to 25 psi).
6. Under these conditions, the ball should be floating in
the receiver tank sight glass.
Testing for an Overcharge
Use the following procedure to identify a Thermo King unit
with an excessive refrigerant charge:
1. Install a calibrated gauge manifold on the compressor.
2. Use the Service Test Mode to run the unit in high speed
cool. Refer to the appropriate Operation and Diagnosis
Manual for specific information abut the Service Test
Mode.
3. Operate the unit in high speed cool long enough to sta-
bilize system pressures and reduce the box temperature
to approximately 16 C (60 F) or colder.
4. Observe discharge pressure and cover the condenser to
increase the discharge pressure approximately 500 to
690 kPa (75 to 100 psi) above observed pressure.
Refrigeration Maintenance (Rev 6/98)

NOTE: If the ball and liquid level in the receiver sight
glass drops during step 4, the unit is not overcharged
and it is not necessary to complete the procedure.
5. Remove the condenser cover to rapidly reduce dis-
charge pressure.
6. Observe the receiver tank sight glass and the unit dis-
charge pressure.
Moisture Indicating Sight Glass
The receiver tank is equipped with a moisture indicating
sight glass. The outer edge of each sight glass has a colored
ring approximately 2.5 mm (0.1 in.) thick. The color of the
ring indicates the moisture content of the refrigerant, but it
is not completely reliable.
Green = Dry

7. By the time the discharge pressure drops approximately Chartreuse = Caution

345 kPa (50 psi), the ball in the receiver tank sight glass Yellow = Wet
should begin to move and the liquid level should drop.

a. When the discharge pressure stabilizes, the ball

and liquid level will rise.
2
b. If the ball will not begin to move or the liquid level
will not drop, the unit most likely has an over-
1
charge of refrigerant. The refrigerant level should aea672

be adjusted.

To adjust the refrigerant level: 1 Colored Ring

1. With the unit operating in high speed cool, use a gauge
manifold set to pump refrigerant from the RECEIVER
TANK into an approved container.
2. When the liquid level begins to drop in the receiver
tank sight glass, close the hand valve on the gauge
manifold immediately. Allow new level to stabilize (1
to 2 minutes).
3. If the liquid level is less than a full sight glass, adjust by
adding vapor through the suction service valve. With
the unit running in high speed cool, add vapor until the
ball is near the top of the sight glass. Allow to stabilize
(1 to 2 minutes).
NOTE: When adding refrigerant, maintain a dis-
charge pressure of at least 1896 kPa (275 psi).
2 Floating Ball
Moisture Indicating Sight Glass
A system has to run for at least 15 minutes to change the
color of the indicator ring after the moisture content of the
system has been changed. For example, evacuating a system
to remove the moisture will not change the color of the indi-
cator ring until the system has been recharged and then
operated for at least 15 minutes.
REFRIGERANT LEAKS
Use a reliable leak detector (e.g., electronic detector or
Halide torch) to leak test the refrigeration system. Inspect
for signs of oil leakage which is the first sign of a leak in the
refrigeration system.

4. Repeat overcharge test.

74

CHECKING COMPRESSOR OIL
The compressor oil should be checked when there is evi-
dence of oil loss (oil leaks) or when components in the
refrigeration system have been removed for service or
replacement.
1
1. Sight Glass
Checking Compressor Oil
To check compressor oil level with an ambient air
temperature above 10 C (50 F):
Install a gauge manifold on the compressor.
Operate the unit on Cool with a 138 kPa (20 psi) minimum
suction pressure and a 1275 kPa (185 psi) minimum dis-
charge pressure for 15 minutes or more.
After the unit has maintained the above conditions for 15
minutes, observe the oil level. The oil should be 1/4 to 1/2
up in the sight glass.
75
Refrigeration Maintenance (Rev 6/98)
To check compressor oil level with an ambient air
temperature below 10 C (50 F):
Run the unit through a complete defrost cycle. After com-
pleting the defrost cycle, run the unit on Cool for ten min-
utes. Observe the oil level. The oil should be 1/4 to 1/2 up in
the sight glass.
If the box is empty, you can run the unit on the heat cycle
instead of the defrost cycle.
NOTE: Use refrigeration compressor oil ONLY. Polyol
Ester type P/N 203-413 is required for R-402B, R-404A,
and R-134a.
HIGH PRESSURE CUTOUT SWITCH
(HPCO)
The HPCO is located on the compressor discharge mani-
fold. If the discharge pressure rises above 3103 kPa
(450 psi) [2068 kPa (300 psi) for R-12 and R-134a sys-
tems], the HPCO opens the 8D circuit to shutdown the unit.
To test the HPCO, rework a gauge manifold following the
High Pressure Cutout Manifold illustration.
1. Connect the gauge manifold to the compressor dis-
charge service valve with a heavy duty, black jacketed
thick wall #HCA 144 hose with a 6204 kPa (900 psi)
working pressure rating.
2. Run the unit in high speed cool.
Refrigeration Maintenance (Rev 6/98)

3. Raise the discharge pressure of the compressor first by

blocking the condenser coil air flow by covering the
condenser grille with a piece of cardboard. If this does
not raise the discharge pressure to the cutout level of
the HPCO, increase the engine speed by overriding the
throttle solenoid. This should increase the discharge
pressure enough to cause the HPCO to cut out.

NOTE: The discharge pressure should never be

allowed to exceed a pressure of 3103 kPa (450 psi).

4. Failure of the HPCO system to stop unit operation

should be investigated first by checking the control cir-
cuit operation and secondly by HPCO switch replace-
ment.

THREE-WAY VALVE CONDENSER

PRESSURE BYPASS CHECK VALVE
A three-way valve condenser pressure bypass check valve is
used in this unit. This check valve controls the bypass flow
of refrigerant gas between the condenser inlet line and the
compressor discharge line.
1. Relief Valve (66-2202)
The check valve is closed when the unit is running on cool,
2. O-Ring (33-1015)
or whenever the discharge pressure is higher than the con-
3. Adapter Tee Weather Head
(No. 552X3) denser pressure.

High Pressure Cutout Manifold When the unit is running on defrost or heat, if the condenser
pressure is higher than the discharge pressure, the check
valve opens and the condenser pressure is bled off until it
drops to the level of the discharge pressure. The purpose of

AEA671

1 2 3 2
1. Cooling Position
2. Check Valve
3. Heating/Defrost Position

Three-way Valve Condenser Pressure Bypass Check Valve

76
 Refrigeration Maintenance (Rev 6/98)

the valve is to improve heating/defrosting ability and three- MODULATION VALVE

way valve response.
To check the operation of the valve:
1. Remove the condenser pressure bypass check valve cap
from the three-way valve.
2. Using a screwdriver, gently turn the check valve stem
in until the valve is front seated.
3. Install a gauge manifold set on the compressor.
4. Close (front seat) the receiver tank outlet valve.
5. Operate the unit on cool and pump down the low side to
-68 kPa (20 in. Hg) of vacuum.
6. Stop the unit. The condenser and suction pressures
should remain stable, indicating no leaks.
7. Shift the three-way valve to the heat position. Low side
gauge will raise slightly. High side gauge will drop to
approximately zero. Gauges will equalize.
The modulation valve is normally open. As a controlled
electrical signal is applied to the coil the armature over-
comes spring pressure and the valve moves a precise
amount in the closed direction. As the signal strength is
increased, the valve closes more. This controls the flow of
refrigerant to the compressor. The controller monitors the
return and discharge air temperature to control the signal
and the position of the modulation valve.
Unlike other valves, the pressure from the flow of fluid
going past the valve has no opening or closing force
because of the valve and seat design. The forces cancel each
other. The operation of this valve allows a very exact tem-
perature to be maintained in the box by controlling the
pumping ability of the compressor.
The modulation valve is not repairable but the electric coil
can be replaced.

8. Gauges will remain in this position approximately zero

if the three-way valve seals properly toward the con-
denser and the condenser pressure bypass check valve
seals properly.

9. Back seat condenser pressure bypass check valve stem

against snap ring. Both gauges should rise indicating
the condenser pressure bypass check valve is properly
releasing condenser pressure into the discharge tube
and evaporator.

10. Replace the cap on the condenser pressure bypass

check valve.

NOTE: Valve stem MUST be back seated during nor-

mal unit operation.

11. Open the receiver tank return outlet valve, remove the
gauges and return the unit to normal operation.

77
Refrigeration Maintenance (Rev 6/98)

1 4

5
6

1. Outlet 4. Inlet
2. Armature 5. Opening Spring
3. Electric Coil 6. Seats

Modulation Valve Test 3. Check the suction pressure while the unit is in modula-
tion. The suction pressure should be 0 to 69 kPa
1. Make sure that the unit has a modulation valve and that
(0 to 10 psi).
the jumper is in the active position.
4. Remove fuse F31 from the relay board. The suction
2. Use the Service Test Mode to run the unit in Test Mode
pressure should rise 69 to 138 kPa (10 to 20 psi). If the
MB1.0 (Modulation Cool Bypass Mode with modula-
suction pressure does not rise, check the modulation
tion valve set for 100% modulation).
valve and the associated circuitry.

78

5. Place fuse F31 back in the relay board. The suction
pressure should drop 69 to 138 kPa (10 to 20 psi). If the
suction pressure does not drop, check the modulation
valve and the associated circuitry.
HOT GAS SOLENOID VALVE (HG)
The hot gas solenoid valve (HG) is used in conjunction with
the modulation valve to reduce the capacity of the unit dur-
ing modulation. This normally closed solenoid valve is
located in the refrigeration line that connects the discharge
line to the hot gas line. The HG valve is energized (opened)
at full modulation. The HG valve is de-energized (closed)
when modulation is discontinued.
Hot Gas Solenoid Valve Test
1. Check the electrical circuit by running a full Unit Self
Check.
2. Pump down the low side with the unit running in cool
and the setpoint at least 5.6 C (10 F) below the return
air temperature.
If the low side pumps down, the HG is closed and is not
leaking.
If the low side will not pump down, diagnose the prob-
lem using the procedures in Diagnosing Thermo King
Refrigeration Systems TK 5984-7. Do not prematurely
assume that the HG is faulty if the low side will not
pump down.
3. With the low side in a vacuum, disconnect the connec-
tor that connects the HGS and HGG wires to the main
wire harness. Use jumpers to energize the HG by apply-
ing 12 volts to the HGS wire and grounding the HGG
wire.
79
Refrigeration Maintenance (Rev 6/98)
If the pressure in the low side rises, the HG is opening.
If the pressure in the low side does not rise, the HG is
not opening. Perform further diagnosis using the
procedures in Diagnosing Thermo King Refrigeration
Systems TK 5984-7.
4. Reconnect the HGS and HGG wires to the main wire
harness before returning the unit to service.
See the Refrigeration Service Operations chapter of this
manual for removal and installation procedures.
THERMAX-V SYSTEM (TF+ ONLY)
The Thermax-V system differs from the standard 3-way
valve system only in the method by which the liquid refrig-
erant is metered into the heat/defrost circuit. The Thermax-
V system uses an expansion valve to meter liquid refriger-
ant into the suction line when the unit is in the heat/defrost
cycle.
Thermax-V Operation
When in the cool cycle (see page 82) the Thermax-V expan-
sion valve (item 33) will be closed because of the cool suc-
tion line. The unit operates the same as a standard unit.
NOTE: The Thermax-V expansion valve does not have a
bleed port in it.
When in the heat/defrost cycle the Thermax-V expansion
valve will be open because of the warm suction line. It will
remain open until the suction line pressure rises enough to
overcome the power element force. When the Thermax-V
expansion valve is open, refrigerant will be pulled out of the
receiver tank and condenser because of the lower pressure
in the low side. The Thermax-V system accurately controls
the amount of refrigerant in the heat/defrost cycle and deliv-
ers consistent heat/defrost capacity under all ambient condi-
tions.
80
Refrigeration Service Operations

NOTE: It is generally good practice to replace the filter drier whenever the high side is opened or when the low side is
opened for an extended period of time.

Removal Installation
1. Pump down the low side and equalize the pressure to 1. Slide the compressor into the unit.
slightly positive.
2. Place the compressor in position and install the mount-
2. Front seat the discharge and suction service valves. ing bolts.
Recover the remaining refrigerant pressure from the
3. Install the service valves using new gaskets soaked in
compressor.
compressor oil. Connect the high pressure cutout
3. Unbolt the discharge and suction service valves from switch and the pilot solenoid valve line.
the compressor.
4. Pressurize the compressor and test for refrigerant leaks.
4. Disconnect the high pressure cutout switches and the
5. If no leaks are found, evacuate the compressor.
pilot solenoid line.
6. Back seat the suction and discharge service valves.
5. Support the compressor and remove the compressor
mounting bolts from the flywheel housing. 7. Operate the unit at least 30 minutes and then inspect the
oil level in the compressor. Add or remove oil if neces-
6. Lift the service valves out of the way.
sary.
7. Slide the compressor to the left until the coupling pins
8. Check the refrigerant charge and add refrigerant if
are clear.
needed.
8. Remove the compressor from the front of the unit.
Keep the compressor ports covered to prevent dust, CONDENSER COIL
dirt, etc., from falling into the compressor.
Removal
NOTE: When the compressor is removed from the
unit, the oil level should be noted, or the oil removed 1. Recover the refrigerant charge.
from the compressor should be measured so that the
2. Remove the top screen.
same amount of oil can be added before placing the
replacement compressor in the unit. 3. Remove the mounting bolts.

4. Unsolder the inlet line and liquid line connections. Lift

the coil from the unit.

Installation
1. Clean the fittings for soldering.

2. Place the coil in the unit and install the mounting bolts.

3. Solder the inlet line and liquid line connections.

4. Pressurize the refrigeration system and test for leaks. If

no leaks are found, evacuate the system.

81
Refrigeration Service Operations (Rev 6/98)

5. Recharge the unit with proper refrigerant and check

2
compressor oil.
1 3
6. Install the top screen.

DISCHARGE VIBRASORBER

Removal
1. Recover the refrigerant charge.

2. Heat the connections on the vibrasorber until the vibra- 4

sorber can be removed.

CAUTION: Use a heat sink, P/N 204-584 or 1. Valve

wrap the vibrasorber with wet rags to prevent 2. Neoprene Seal
damaging the vibrasorber. 3. Valve Seat
4. Spring
Installation
Cross Section of In-line Condenser Check Valve
1. Prepare the vibrasorber and tubing fittings by cleaning
thoroughly. CONDENSER CHECK VALVE
2. Solder the vibrasorber connections. REPLACEMENT
CAUTION: Use a heat sink, P/N 204-584 or Removal
wrap the vibrasorber with wet rags to prevent
1. Recover the refrigerant charge.
damaging the vibrasorber.
2. Place a heat sink on the check valve.
3. Pressurize the system and test for leaks. If no leaks are
found, evacuate the system. 3. Unsolder the lines and remove the check valve.

4. Charge the unit with the proper refrigerant and check

Installation
the compressor oil level.
NOTE: A heat sink must be used on the in-line check
IN-LINE CONDENSER CHECK VALVE valve when it is being soldered in place to prevent damage
to the neoprene seal.
This unit uses an in-line condenser check valve. The in-line
1. Clean the tubes for soldering.
check valve is not repairable and must be replaced if it fails.
A heat sink must be used on the in-line check valve when it 2. Place the check valve in position. The arrow on the
is being soldered in place to prevent damage to the neoprene valve body indicates the direction of refrigerant flow
seal. through the valve.

3. Place a heat sink on the check valve.

4. Solder the inlet and outlet connections.

82
 Refrigeration Service Operations (Rev 6/98)

5. Pressurize the refrigeration system and test for leaks. RECEIVER TANK
6. If no leaks are found, evacuate the system.
Removal
7. Recharge the unit with proper refrigerant and check the 1. Recover the refrigerant charge.
compressor oil.
2. Unsolder the condenser check valve line from the
BYPASS CHECK VALVE receiver tank. Disconnect the filter drier inlet and the
bypass check valve lines. Remove the check valve from
Removal the receiver tank.

1. Pump down the low side and equalize the pressure to 3. Unbolt the mounting brackets and remove the receiver
slightly positive. tank from the unit.

2. Close the bypass service valve. Installation

3. Unscrew the flare nut from the check valve.
4. Unscrew the check valve from the bypass valve.
CAUTION: The receiver tank outlet tube may be
bent if a back-up wrench is not used on the fitting.
Installation
1. Coat the fittings on the bypass check valve with com-
pressor oil and install on the service valve fitting.
Tighten it securely, and use a back-up wrench.
1. Coat the bypass check valve fittings with compressor
oil. Install the check valve on the receiver tank outlet
tube. Tighten securely, holding the hex on the receiver
tank outlet tube with a back-up wrench.
2. Place the receiver tank in the unit and install the mount-
ing bolts and nuts loosely. Position the receiver tank so
that the sight glass is clearly visible.
3. Solder the condenser check valve line to the receiver
tank.

2. Install and tighten the bypass flare nut on the check 4. Connect the bypass check valve and filter drier inlet
valve outlet. Hold the check valve with a back-up lines.
wrench on the hex.
5. Tighten the receiver tank mounting hardware securely.
3. Pressurize the low side and test for leaks. If no leaks are
6. Pressurize the refrigeration system and check for leaks.
found, evacuate the system.
If no leaks are found, evacuate the system.
4. Open the bypass service valve and place the unit in
7. Recharge the unit with proper refrigerant.
operation.

83
Refrigeration Service Operations (Rev 6/98)

FILTER DRIER 6. Remove the expansion valve mounting bolt and remove
the expansion valve from the unit.
Removal
Installation
1. Pump down the refrigeration system and equalize the
pressure to slightly positive. 1. Install and bolt the expansion valve assembly in the
unit.
2. Disconnect the nuts at the ends of the drier.
2. Connect the inlet liquid line and solder the distributor
3. Loosen the mounting hardware and remove the drier.
to the expansion valve.

Installation 3. Connect the equalizer line to the suction line.

1. Place the new O-rings in the ORS fittings on the ends 4. Clean the suction line to a bright polished condition.
of the drier. Install the feeler bulb clamps and the feeler bulb on the
2. Install the new drier and tighten the mounting screws side of the suction line in its former position. The feeler
and nuts. bulb must make good contact with the suction line or
operation will be faulty. Wrap with insulating tape.
3. Install and tighten the inlet nut. Hold the drier with a
back-up wrench on the hex behind the inlet fitting. 5. Pressurize the low side and test for leaks. If no leaks are
found, evacuate the low side.
4. Release a small amount of refrigerant to purge the air
through the drier. Then tighten the outlet nut. 6. Replace the evaporator access doors.

5. Pressurize the system and inspect for leaks. If no leaks 7. Open the refrigeration valves and place the unit in oper-
are found, open the refrigeration valves and place the ation.
unit in operation. 8. Test the unit to see that the expansion valve is properly
installed.
EXPANSION VALVE ASSEMBLY

Removal
1. Pump down the low side and equalize the pressure to
slightly positive.

2. Open the left side door and remove both evaporator

access doors.

3. Remove the feeler bulb from the clamp. Note the posi-
tion of the feeler bulb on the suction line.

4. Disconnect the equalizer line from the suction line.

5. Disconnect the inlet liquid line and unsolder the distrib-

utor from the expansion valve. Location of Expansion Valve Bulb

84
 Refrigeration Service Operations (Rev 6/98)

HEAT EXCHANGER 2. Remove the rear panel from the evaporator housing.

3. Disconnect and remove the sensors.

Removal
1. Pump down the low side and equalize the pressure to 4. Remove the feeler bulb from the suction line clamp.
slightly positive. Note the position of the feeler bulb on the suction line.

2. Remove the grille and both idler pulleys. 5. Disconnect the distributor from the expansion valve.

3. Remove the fan belt. 6. Unsolder the hot gas line and suction line from the
evaporator coil.
4. Remove the fan module mounting hardware and
remove the fan module from the front of the unit. 7. Remove the mounting bolts, lift and remove the evapo-
rator coil from the housing.
5. Remove the heat exchanger mounting bolts.
Installation
6. Unsolder the suction and liquid line connections.
1. Place the evaporator coil in the evaporator housing and
7. Remove the heat exchanger from the unit.
install the mounting bolts.

Installation 2. Solder the hot gas line and suction line connections to
1. Place the heat exchanger in the unit, and install the the evaporator coil.
mounting bolts. 3. Connect the distributor to the expansion valve.
2. Solder the liquid and suction line connections. 4. Replace and connect the sensors.
3. Pressurize the low side and check for leaks. If no leaks 5. Pressurize the low side and test for leaks. If no leaks are
are found, evacuate the low side. found, evacuate the low side.
4. Place the fan module in the unit and install mounting 6. Clean the suction line to a bright polished condition.
hardware. Install the feeler bulb on the side of the suction line in
5. Install the idler pulleys. the former position. The feeler bulb must make good
contact with the suction line or the operation will be
6. Install the fan belt and tighten it to the proper tension. faulty. Wrap with insulating tape.
7. Install the grille. 7. Install the rear panel on the evaporator.
8. Open the refrigeration valves and place the unit in oper- 8. Open the refrigeration valves and place the unit in oper-
ation. ation. Check the refrigerant charge and compressor oil.
Add as required.
EVAPORATOR COIL

Removal
1. Pump down the low side and equalize the pressure to
slightly positive.

85
Refrigeration Service Operations (Rev 6/98)

ACCUMULATOR SUCTION VIBRASORBER

Removal Removal
1. Pump down the low side and equalize the pressure to 1. Pump down the low side and equalize the pressure to
slightly positive. slightly positive.

2. Disconnect the coolant lines from the accumulator tank. 2. Unsolder the suction hose from the suction service
valve. Unsolder the connection to the accumulator and
CAUTION: The coolant may be hot.
remove the vibrasorber from the unit.

CAUTION: Use a heat sink or wrap the vibra-

3. Unsolder the inlet and outlet suction lines from the sorber with wet rags to prevent damaging the
accumulator. vibrasorber.

CAUTION: Use a heat sink or wrap the vibra- Installation

sorber with wet rags to prevent damaging the
vibrasorber. 1. Prepare the suction hose and tube fittings for soldering
by cleaning thoroughly.
4. Unbolt and remove the accumulator from the unit.
2. Solder the vibrasorber to the suction service valve.
Installation 3. Solder the suction hose connection to the accumulator.
1. Place the accumulator in the unit and tighten the
CAUTION: Use a heat sink or wrap the vibra-
mounting bolts and nuts.
sorber with wet rags to prevent damaging the
2. Solder the inlet and outlet suction lines to the accumu- vibrasorber.
lator.
4. Pressurize the low side and check for leaks. If no leaks
CAUTION: Use a heat sink or wrap the vibra- are found, evacuate the system.
sorber with wet rags to prevent damaging the
5. Open the refrigeration valves and place the unit in oper-
vibrasorber.
ation.
3. Connect the coolant lines to the accumulator tank.

4. Pressurize the low side and test for refrigerant leaks. If

no leaks are found, evacuate the low side.

5. Open the refrigeration valves and place the unit in oper-

ation. Check the refrigerant charge and the compressor
oil and add as required.

86

THREE-WAY VALVE REPAIR
NOTE: The three-way valve can be repaired in the unit if
leakage or damage to the Teflon seals should occur. There
is usually enough give in the copper tubing to separate the
three sections of the valve without unsoldering any tubes.
Removal/Disassembly
1. Recover the refrigerant charge.
2. Clean the exterior surface of the valve.
3. Remove the line from the three-way valve to the pilot
solenoid.
4. Loosen the four 1/4 in. Allen head screws (DO NOT
REMOVE); use tool P/N 204-424 to break the gasket at
each side of the center section.
CAUTION: Do not force the tool into the brass
or against the bolts.
5. Remove the four bolts from the valve.
6. Remove the top cap and spring.
7. Remove the spring clip. Observe the slot in the piston
and slide piston off the stem.
8. Remove the seat and stem assembly.
9. Inspect the following parts for wear or damage:
Bottom cap, sealing and support area.
Seat, sealing surface.
Top cap, sealing and support surface.
The following parts will be discarded:
Stem assembly.
All gaskets
Teflon seal and O-ring.
Refrigeration Service Operations (Rev 6/98)
10. Remove the screen. If any particles drop from the
screen into the discharge line, the discharge line must
be removed at the compressor.
NOTE: The valve body cannot be reconditioned. Seat
positions change and improper sealing will result.
Assembly/Installation
NOTE: Three-way valve Kit P/N 60-156 is supplied to
repair the three-way valves.
After cleaning/inspecting all parts, reassemble the valve.
1. Install the screen in the bottom cap.
2. Install the new stem in the bottom cap.
3. Install new gaskets on both sides of the seat. Dip the
gaskets in compressor oil before installing.
4. Place the piston on the stem and attach with spring clip.
5. Install a new O-ring on the piston, and then place the
Teflon seal over the O-ring.
NOTE: The Teflon seal will stretch when it is
installed. To prevent this stretch from becoming per-
manent (and possibly malfunction), the top cap must
be installed immediately.
6. Install the spring and top cap.
7. Line up the passageways in the cap and body. Failure
to line up the holes will result in improper operation of
the valve.
8. Install the bolts and tighten in rotating sequence.
9. Install the pilot line and pressurize the system with
refrigerant to check for leaks.
10. If there are no leaks, evacuate the system and recharge
with the proper refrigerant.
11. Run the unit to check for proper three-way valve
operation.
87
Refrigeration Service Operations (Rev 6/98)

1 1. Cap
2. Check Valve Assembly

2 3. Top Cap
3 4. Spring
5. Piston
4
6. O-ring
7. Teflon seal
5
8. Gasket (2)
6 9. Clip
7 10. Seat
8 11. Stem
12. Screen
9
13. Bottom Cap

Three-Way Valve

10

11

12
AEA1375

13

Three-way Valve

88
 Refrigeration Service Operations (Rev 6/98)

THREE-WAY VALVE CONDENSER Installation

PRESSURE BYPASS CHECK VALVE 1. Coat the O-ring with compressor oil and install it on the
REPAIR check valve stem.

Removal 2. Insert the spring into the hole in the check valve stem
and then install the Teflon check valve on the other end
1. Recover the refrigerant charge.
of the spring with the hole in the valve towards the
2. Unscrew the condenser pressure bypass check valve spring.
cap from the three-way valve.
3. Coat the entire assembly with compressor oil and
3. Remove the snap ring. install the assembly into the Teflon check valve seat in
the three-way valve.
4. Unscrew the check valve stem by using a screwdriver
in the slot provided. CAUTION: The Teflon check valve must be
inserted with the flat side against the valve seat
NOTE: The spring and valve are held in by the stem.
to ensure proper sealing.
While removing the stem, use care so the spring and
valve are not lost. 4. Screw the check valve stem into the three-way valve
until the snap ring can be installed.
5. Remove the spring and Teflon check valve.
5. Install the snap ring.
6. Inspect the check valve seat in the three-way valve.
6. Unscrew (back seat) the check valve stem against the
7. If replacement parts are needed, a kit P/N 60-163 must
snap ring.
be used which includes the Teflon check valve, spring,
O-ring, valve stem and snap ring. NOTE: The valve stem must be back seated during
normal unit operation.

7. Coat sealing area in the cap with compressor oil, install

and tighten the cap on the three-way valve.

8. Pressurize the refrigeration system and test for leaks. If

no leaks are found, evacuate the system.

9. Recharge the unit.

aea715

1. Check Valve 4. Stem

2. Snap Ring 5. O-ring
3. Cap 6. Spring

Teflon Check Valve Assembly

89
Refrigeration Service Operations (Rev 6/98)

PILOT SOLENOID 2. Install and tighten the high pressure cutout switch and
reconnect the wires.
Removal
3. Pressurize the refrigeration system and test for leaks.
1. Remove the refrigerant.
4. If no leaks are found, open the refrigeration service
2. Disconnect the wires. Remove the coil from the valve. valves and place the unit in operation.
3. Unsolder the refrigeration lines.
HIGH PRESSURE RELIEF VALVE
4. Remove the mounting bolts and remove the valve.
Removal
Installation
1. Recover the refrigerant charge.
1. Replace the coil from the valve.
2. Unscrew and remove the high pressure relief valve.
2. Place the valve in the unit and install the mounting
bolts. Installation
3. Solder the refrigeration lines to the valve. 1. Apply a refrigerant oil to the O-ring of the high pres-
sure relief valve.
4. Install the coil and connect the wires.
2. Install and tighten the high pressure relief valve.
5. Pressurize the refrigeration system and test for leaks. If
no leaks are found, evacuate the system. 3. Pressurize the refrigeration system and test for leaks. If
no leaks are found, evacuate the system.
6. Recharge the unit with the proper refrigerant and check
the compressor oil. 4. Recharge the unit with the proper refrigerant and check
the compressor coil.
HIGH PRESSURE CUTOUT SWITCH
THROTTLING VALVE
Removal
1. Pump down the low side and equalize the pressure to Removal
slightly positive. 1. Pump down the low side and equalize the pressure to
slightly positive.
2. Front seat the discharge and suction service valves.
Remove the remaining pressure. 2. Front seat the discharge and suction service valves.
Release the remaining pressure.
3. Disconnect the wires and remove the high pressure cut-
out switch from the compressor discharge manifold. 3. Remove the suction service valve and line from the
compound gauge.
Installation
4. Unbolt and remove the throttling valve from the unit.
1. Apply a refrigerant locktite to the threads of the high
pressure cutout switch.

90
Refrigeration Service Operations (Rev 6/98)

1. SCREW - mtg plate 10. GASKET - piston housing

2. FLATWASHER 11. PISTON
3. PLATE - bellows end 12. SPRING - piston
4. GASKET - end plate 13. NUT - adjusting
5. WASHER - adjusting 14. PIN - cotter
6. SPRING - bellows 15. HOUSING - piston
7. BELLOWS & SHAFT - assy 16. O-RING - valve to compressor
8. O-RING 17. CAP - rubber
9. HOUSING
Throttling Valve Assembly

91
Refrigeration Service Operations (Rev 6/98)

Disassembly Bellows end cap for damage in the pilot hole.

1. Remove the piston end cap (round end). NOTE: The bellows is normally replaced.
2. Remove the cotter pin from the castle nut and remove 9. Clean the parts that will be reused.
the nut.

3. Remove the spring and piston.

4. Loosen all the bolts on the bellows end cap.

CAUTION: This end cap is under slight spring

pressure.

5. Break the gasket free and remove the end cap.

6. Note the number of shims next to the cap. These can be

reused.

1. Inspect for Wear

1. Inspect Cap
2. Inspect Spring
3. Shims
7. Remove the bellows. 1. Inspect for Damage
8. Inspect all the parts.
Reassembly
Piston and cap for wear (scuff marks).
1. Install the bellows with the O-ring in the housing.
Body for stripped threads.
2. Center the spring on the bellows shoulder.

92
 Refrigeration Service Operations (Rev 6/98)

3. Oil the gasket, install it on the housing, and place the Installation
shims in the end cap (use same number as removed).
1. Install the throttling valve using a new O-ring soaked in
Tighten the end cap in place with the vent hole closest
compressor oil. Bolt the throttling valve to the com-
to the outlet opening of the valve housing.
pressor.

2. Install the suction valve and the line from the com-
pound gauge.

3. Pressurize the low side and check for leaks. If no leaks

are found, evacuate the low side.

4. Open the refrigeration valves and place the unit in oper-

ation.

MODULATION VALVE

Removal
1. Pump down the low side and equalize pressure to
slightly positive.

2. Remove the grille, both idler pulleys, the fan belt, and
the fan module.
1. Tighten the Castle Nut to the Bottom
Then Back Off 1 Turn Only 3. Remove the clamps from the suction line assembly.
Insert the Cotter Pin
4. Disconnect the modulation valve wire harness connec-
4. Install the piston, spring and tighten the castle nut until tor and remove the modulation valve coil.
it is firmly seated against the bottom of the piston.
5. Disconnect the Thermax-V expansion valve line from
5. Back off the castle nut, one full turn only. the suction line assembly.
6. Insert the cotter pin. 6. Note the position of the feeler bulbs on the side of the
7. Oil the gasket and install the end cap. suction line. Remove the expansion valve feeler bulbs
from the suction tube.
8. The throttling valve will have to be recalibrated on
operating unit. (Refer to the Specification chapter for 7. Unsolder the suction line assembly at the evaporator
setting.) coil end.

9. Adjust by adding or removing shims under the spring. 8. Unsolder the suction line assembly from the heat
exchanger.

9. Remove the suction line assembly from the evaporator

housing.

93
Refrigeration Service Operations (Rev 6/98)

10. Unsolder and remove modulation valve from the suc- HOT GAS SOLENOID VALVE
tion line assembly.
Removal
CAUTION: Use a heat sink or wrap the valve
with wet rags to prevent damaging the valve. 1. Recover the refrigerant charge.

2. Disconnect the wires and remove the coil from the

Installation
valve.
1. Clean the tubes for soldering.
3. Unsolder the lines and remove the valve.
2. Remove the coil from the modulation valve.
Installation
3. Properly position the modulation valve, the tube, and
the elbow between the evaporator outlet and the heat 1. Clean the tubes for soldering.
exchanger inlet. 2. Remove the coil and place the valve in position.
4. Install the suction line assembly clamps. 3. Solder the inlet and outlet connections. After the valve
5. Solder the suction line assembly connections. cools, install the coil and connect the wires.

CAUTION: Use a heat sink or wrap the valve 4. Pressurize the refrigeration system and test for leaks.
with wet rags to prevent damaging the valve. 5. If no leaks are found, evacuate the system.
6. Connect the Thermax-V expansion valve line to the 6. Recharge the unit with proper refrigerant and check the
suction line. compressor oil.
7. Pressurize the low side and test for leaks. If no leaks are
found, evacuate the low side. LIQUID LINE CHECK VALVE REPAIR
8. Clean suction tube to bright polished condition. Install Removal
the feeler bulb clamps and feeler bulbs on the side of
the suction line in their former positions. The feeler 1. Pump down the low side and then equalize pressure to
bulbs must make good contact with the suction line or slightly positive.
operation will be faulty. Wrap with insulating tape. 2. Remove the grille, both idler pulleys, the fan belt, and
9. Install the coil on the modulation valve and connect the the fan module.
wires. 3. Remove the cap nut from the check valve and remove
10. Install the fan module, the fan belt, and both idler pul- the spring and seat.
leys. Tighten the fan belt to the proper tension, and
install the grille.

11. Open the refrigeration valves and place the unit in oper-
ation.

94
 Refrigeration Service Operations (Rev 6/98)

5. Install the fan module, the fan belt, and both idler pul-
5 leys. Tighten the fan belt to the proper tension, and
4 install the grille.

6. Open the refrigeration valves and run the unit. Check

the refrigerant charge and compressor oil.
3
LIQUID LINE CHECK VALVE
2
REPLACEMENT
1
Removal
1. Pump down the low side and equalize the pressure to
slightly positive.

2. Remove the grille, both idler pulleys, the fan belt, and
the fan module.
AEA1376
3. Unsolder the lines and remove the check valve.

NOTE: Disassemble the valve before unsoldering.

1. Body Installation
2. Seat
3. Spring 1. Clean the tubes for soldering.
4. Gasket 2. Place the disassembled check valve in position. The
5. Cap
arrow on the valve body indicates the direction of
Liquid Line Check Valve refrigerant flow through the valve.

Installation 3. Solder the inlet and outlet connections. After the valve
cools, reassemble the valve.
1. Inspect the inside of the check valve body for damage
or foreign particles which might adhere to the seat and 4. Pressurize the low side and test for leaks.
damage the new seat. If the body is damaged, replace 5. If no leaks are found, evacuate the system.
the check valve.
6. Install the fan module, the fan belt, and both idler pul-
2. Install the new seat and spring. Place a new gasket on leys. Tighten the fan belt to the proper tension, and
the cap and tighten the cap. install the grille.
3. Pressurize the low side and test for leaks. 7. Open the refrigeration valves and run the unit. Check
4. If no leaks are found, evacuate the system. the refrigerant charge and compressor oil.

95
Refrigeration Service Operations (Rev 6/98)

THERMAX-V EXPANSION VALVE

Removal
1. Pump down the low side and equalize the pressure to
slightly positive.

2. Remove the grille, both idler pulleys, the fan belt, and
the fan module.

3. Remove the feeler bulb from the clamp. Note the posi-
tion of the feeler bulb on the suction line.

4. Remove the U-bolt that fastens the expansion valve to

the mounting bracket.

5. Unsolder the inlet and outlet connections and remove

the expansion valve from the unit.

Installation
1. Place the expansion valve in position and fasten it in
place with the U-bolt.

2. Solder the inlet and outlet connections.

3. Clean the suction line to a bright polished condition.

Install the feeler bulb clamps and the feeler bulb on the
side of the suction line in its former position. The feeler
bulb must make good contact with the suction line or
operation will be faulty. Wrap with insulating tape.

4. Pressurize the low side and test for leaks. If no leaks are
found, evacuate the low side.

5. Install the fan module, the fan belt, and both idler
pulleys. Tighten the fan belt to the proper tension, and
install the grille.

6. Open the refrigeration valves and place the unit in oper-

ation.

7. Test run the unit to check the operation of the expan-

sion valve.

96
Structural Maintenance

UNIT AND ENGINE MOUNTING BOLTS

Check and tighten all unit and engine mounting bolts during
scheduled maintenance inspections. Torque the unit mount-
ing bolts to 81.3 Nm (60 ft-lb). Torque the engine mount-
ing bolts to 203 Nm (150 ft-lb). 5

4
3
2
1
6

AEA1378

1. Thick Washer Plate

2. Standard Washer
3. Nyloc Hex Locking Nut
4. Mounting Bolt
5. Unit Frame
6. Trailer Wall
Washer Plate Installation

UNIT INSPECTION
During the unit pre-trip inspections and during scheduled
maintenance inspections, check the unit for loose or broken
wires or hardware, compressor oil leaks, or other physical
damage which might affect unit performance and require
AEA1377 repair or replacement of parts.

Unit and Engine Mounting Bolts

97
Structural Maintenance (Rev 6/98)

CONDENSER, EVAPORATOR, AND

RADIATOR COILS
Check the coils during scheduled maintenance inspections.
Remove any debris (e.g., leaves or plastic wrap) that
reduces the air flow. Clean dirty coils with compressed air
or a pressure washer. Be careful not to bend the fins when
cleaning a coil. If possible, blow the air or water through the
coil in the direction opposite the normal airflow. Repair bent
fins and any other noticeable damage.

DEFROST DRAINS
Clean the defrost drains during scheduled maintenance
inspections to be sure the lines remain open.

DEFROST DAMPER
Check the defrost damper during scheduled maintenance
inspections for shaft wear and to make sure that the damper
blade seals properly. AEA1379

Position the damper so that air flow is stopped top and bot-
tom with the solenoid plunger bottomed. Defrost Damper

98
 Structural Maintenance (Rev 6/98)

FAN MODULE Installation

1. Place the fan module in the frame and loosely install all
Removal
of the mount bolts.
1. Remove the condenser grille.
2. Tighten the fan module mount bolts.
2. Remove the condenser screen.
3. Install the upper idler.
3. Remove the condenser frame mount bolts and remove
4. Install the lower idler but do not tighten the idler.
the condenser frame and orifice.
5. Install the fan belt, adjust the belt to the proper tension
4. Loosen the lower idler and remove the belt.
and tighten the lower idler.
5. Remove both idlers.
6. Install the condenser orifice and frame, loosely install
6. Remove the fan module mount bolts and remove the the mount bolts and center the fan module in the orifice
fan module. opening.

7. Check the radial clearance by passing a 3.8 mm

(0.15 in.) gauge wire completely around the circumfer-
ence of the orifice and tighten the mount bolts.

8. Install the condenser screen.

9. Install the condenser grille.

99
Structural Maintenance (Rev 6/98)

1. Condenser Grille
2. Condenser Screen
3. Condenser Frame
4. Condenser Orifice
5. Condenser Fan
6. Fanshaft Assembly
9
7. Bulkhead
8. Evaporator Blower

8 9. Evap. Inlet Orifice

3
2
AEA1380
1

Fan Module Assembly

100
 Structural Maintenance (Rev 6/98)

FAN SHAFT ASSEMBLY 8. With the roll pin removed, place a pipe over the shaft
and drive one bearing down until the opposite bearing
The unit is equipped with a one-piece fan shaft assembly
and bearing spacer release from the shaft.
that contains tapered roller bearings in a sealed oil reservoir.
This assembly does not require any maintenance. The fan 9. After removing one bearing and the bearing spacer,
shaft has is a level plug and a fill plug, but they are not nor- turn the shaft upside down, and using the pipe drive the
mally used except after the removal and repair of the fan other bearing off.
shaft assembly. The condenser end oil seal and the evapora-
10. The bearing races can be driven out with a punch and
tor end oil seal should be checked during the pre-trip
replaced in the same manner.
inspection for oil leakage. If there is any sign of leakage, the
fan shaft assembly should be removed and repaired. Reassembly
NOTE: The fan shaft assembly requires a special lubri- 1. Install the new bearings on the shaft with a pipe in the
cant, P/N 203-278. same way they were removed.

2. When replacing the bearing race on the evaporator end

Fan Shaft Assembly Overhaul
of the assembly, the splash guard will come out with the
race. Reinstall the splash guard after replacing the bear-
Disassembly
ing race.
1. Remove the fan shaft assembly from the fan module.
Remove both oil plugs and drain the oil from the hous- 3. Install a new oil seal on the evaporator end of the
ing. assembly after replacing the bearing race and splash
guard.
2. After draining the oil from the housing, remove the
four retaining bolts from the retainer cap. 4. Place the shaft in the housing. Install a new seal in the
retainer cap. Use the original shims and replace the O-
3. To remove the shaft from the assembly, tap the opposite ring if necessary.
end of the shaft with a soft hammer. After the shaft has
been removed, clean all parts in clean solvent. 5. Place the retainer cap assembly over the shaft, and then
install the bolts.
4. Using a punch, remove the oil seal from the retainer
cap and from the evaporator end of the assembly. With 6. Torque the bolts in a criss-cross pattern in equal steps to
the seals removed, clean the housing and cap in clean 9 Nm (6.7 ft-lb).
solvent.

5. Check the condition of the vent. If it is loose or dam-

aged, it must be repaired or replaced.

6. After all the parts are cleaned, inspect the bearings and
bearing races for wear or damage.

7. To replace the bearings, first remove the roll pin that is

in the center of the shaft.

101
Structural Maintenance (Rev 6/98)

8
10

7
6

4
3
2

11

1 16
12
14
13
15 AEA1381

1. Seal 9. Plug
2. Retainer Cap 10. Seal
3. O-ring 11. Plug
4. Bearing 12. Spacer
5. Shims 13. Roll Pin
6. Splash Guard 14. Key
7. Bearing 15. Shaft
8. Air Vent 16. Key

Fanshaft Assembly

102
 Structural Maintenance (Rev 6/98)

7. Lock the assembly in a vise and set up a dial indicator to Condenser Fan Positioning
read the end play. To measure the end play, rotate the
When installing the condenser fan on the fan shaft, the fan
shaft while pushing in one direction, and set the dial
must be positioned correctly.
indicator to 0. Now rotate the shaft and pull in the oppo-
site direction while reading the dial indicator. The end 1. Fasten the condenser fan hub and pulley together.
play should be 0.025 to 0.127 mm (0.001 to 0.005 in.).
2. Place the taper hub and the fan on the condenser hub
If the end play is incorrect, use different shims to obtain
and install the taper hub bolts loosely.
the correct end play.
3. Slide the fan assembly on the fan shaft until there is
Shims available from the Service Parts Department:
only enough clearance between the pulley and the bulk-
0.500 mm (0.020 in.)P/N 99-4231
head to allow the fan to rotate. This will assure mini-
0.177 mm (0.007 in.)P/N 99-2902
mum clearance when the taper hub bolts are tightened.
0.127 mm (0.005 in.)P/N 99-2901
4. Tighten the taper hub bolts in a criss-cross pattern to 20
8. After the correct end play is obtained, add oil for the
to 23 Nm (15-17 ft-lb).
bearings.
5. Check the clearance between the taper hub and the fan
NOTE: Use ONLY Thermo King special fan shaft oil
hub. A minimum clearance of 2.5 mm (0.10 in.) assures
P/N 203-278 in this assembly. the taper hub is properly seated.
Lock the assembly in a vise with the vent facing up.
Pour oil through the top plug until it runs out of the side
hole. The assembly holds 65 ml (2.2 oz). Check the
condition of the O-ring used on the plugs and replace if
necessary. Install top and side plugs. Clean up any spill-
age.

9. Place the assembly on the workbench with the vent up.

Rotate the shaft by hand. The shaft should be free
enough to rotate without having to hold the housing.

CAUTION: When installing the fan shaft assembly,

make sure that the vent is mounted facing up.

103
Structural Maintenance (Rev 6/98)

EVAPORATOR BLOWER ALIGNMENT

When mounting the evaporator blower assembly on the fan
5
shaft, the blower and inlet orifice must be properly aligned
6 for proper air flow and to prevent damage to the blower.

1. Slide the blower onto the fan shaft.

4 7
2. Shim the inlet orifice to position it 198.1 1.3 mm
(7.8 0.05 in.) from the bulkhead panel.

3. Center the inlet orifice in the blower orifice. Check the

radial clearance with a 2.3 mm (0.09 in.) gauge wire
3 and tighten the inlet orifice in position.

4. Position the blower on the fan shaft so the blower over-

2
laps the inlet orifice by 2.5 to 3.8 mm (0.10 to 0.15 in.).
1 Snug the blower hub bolts.

5. Check the radial clearance by passing the gauge wire

completely around the circumference of the inlet orifice
and blower.

6. Adjust the inlet orifice as necessary and torque the

blower hub bolts to 18 Nm (13 ft-lb).

AEA1382

1. Minimum Clearance
2.5 mm (0.10 in.)
after torquing
2. Taper Hub
3. Fan Hub
4. Condenser Fan
5. Bulkhead
6. Pulley
7. Fill Plug must be up

Condenser Fan Positioning

104
 Structural Maintenance (Rev 6/98)

1. Bulkhead Panel
3 2. Check Clearance with 2.3 mm
(0.09 in.) gauge wire
2 4 3. 198.1 1.3 mm (7.8 0.05 in.)
4. Shim as needed
5. Blower to inlet orifice overlap
2.5-3.8 mm (0.10-0.15 in.)
6. Blower Assembly
7. Inlet Orifice
Evaporator Blower Alignment
5

AEA1383

105
106
Electrical Diagnosis
CONDITION
Run relay will not energize
Fuel solenoid will not pull in
Preheat relay will not energize
Start relay will not energize
Starter will not engage
High speed relay will not energize Defective K2 relay
Unit has no high speed
POSSIBLE CAUSE
K7 relay defective
Fault in RRP circuit
No power to pin 85
Faulty microprocessor
Faulty relay logic board
K7 relay not energizing
High pressure cutout switch open
Fault in 7K or 8P circuits
Defective fuel solenoid
Defective K4 relay
Fault in 8F circuit
Fault in PRP circuit
Faulty microprocessor
Faulty relay logic board
Defective K5 relay
Fault in 8P circuit
Fault in SRP circuit
Faulty microprocessor
Faulty relay logic board
K5 relay not energizing
Faulty starter solenoid
Faulty starter
Fault in 8S circuit
Fault in 8F circuit
Fault in 10P circuit
Faulty microprocessor
Faulty relay logic board
K2 relay not energizing
107
REMEDY
Remove and test K7 relay
Test RRP circuit
Check for power on 8F circuit
Replace microprocessor
Replace relay logic board
See (Run relay not energizing)
Test HPCO
Test 7K and 8P circuits
Test fuel solenoid
Remove and test K4 relay
Test 8F circuit
Test PRP circuit
Replace microprocessor
Replace relay logic board
Remove and test K5 relay
Test 8P circuit
Test SRP circuit
Replace microprocessor
Replace relay logic board
See (Start relay will not energize)
Test starter solenoid
Test starter
Test 8S circuit
Remove and test K2 relay
Test 8F circuit
Test 10P circuit
Replace microprocessor
Replace relay logic board
See (High speed relay will not
energize)
Electrical Diagnosis (Rev 6/98)
CONDITION
Unit will not heat
Damper relay will not energize
Damper door will not close
Hot gas solenoid will not energize Fault in 8F circuit
Modulation valve not operating
POSSIBLE CAUSE REMEDY
Faulty high speed solenoid (HSS) Test HSS
Faulty 7D circuit Test 7D circuit
Poor ground to HSS Test CHS circuit
Fault in 26 circuit Test 26 circuit
Faulty pilot solenoid coil Test pilot solenoid coil
Poor power to pilot solenoid coil Test power to pilot solenoid coil
Defective microprocessor Replace microprocessor
Defective relay logic board Replace relay logic board
Fault in 14P circuit Test 14P circuit
Defective K3 relay Remove and test K3 relay
Fault in 8F circuit Test 8F circuit
Fault in 29P circuit Test 29P circuit
Defective microprocessor Replace microprocessor
Defective relay logic board Replace relay logic board
Damper relay not energizing See (Damper relay will not
energize)
Faulty damper solenoid Test damper solenoid
Fault in 29 circuit Test 29 circuit
Fault in damper solenoid ground Test CH ground to solenoid
Test 8F circuit
Fault in HGR circuit Test HGR circuit
Defective microprocessor Replace microprocessor
Defective relay logic board Replace relay logic board
Defective hot gas solenoid Test hot gas solenoid
Fault in HGB circuit Test HGB circuit
Faulty ground to hot gas solenoid Test CHG ground circuit
Fault in 8F circuit to valve Test for voltage on 8F
Fault in MV1 circuit to valve Test MV1 circuit
108
 Electrical Diagnosis (Rev 6/98)

CONDITION POSSIBLE CAUSE REMEDY

Fault in MV circuit Test MV circuit
Faulty modulation valve coil Test modulation valve coil
defective microprocessor Replace microprocessor
Microprocessor Dead Fuse open Test fuse 12
Fault in 2P circuit Test 2P circuit
Fault in CHP circuit Test CHP circuit
Battery dead Test battery

109
110
Fault Indication Diagnosis

The following fault indicator functions will be held in mem- Alarm Code Legend
ory and displayed on the temperature readout display when
(ST) = Stored Alarm
the Alarm [CODE] key is pressed. There are several alarm
types that can be indicated by the controller. (CH) = Check Alarm

(SH) = Shutdown Alarm

SHUTDOWN ALARMS
(*) = Must be repaired by dealer
Shut down alarms will turn the unit off immediately upon
detection. They are indicated by a flashing alarm symbol. (**) = Possibly may be repaired by operator
Shutdown alarms must be corrected and cleared before the
(***)Should be cleared by service personnel only
unit can be restarted.

NOTE: It is possible to clear a shutdown alarm with the Alarm Code Diagnosis
unit switched of]; however the unit will shut down again
when the alarm reoccurs. 00 No Fault

01 (SH) (*) (**) Microprocessor Power Up Reset

CHECK ALARMS
Possible cause: defective microprocessor.
Check alarms act as prompts to take corrective action before
a problem becomes severe. They are indicated by steady Test procedure: replace microprocessor.
alarm symbol. They may be cleared, but will reoccur until
corrected. 02 (CH) (*) Evaporator Coil Sensor
Possible cause: open sensor lead.
STORED ALARMS
Test procedure: test for continuity.
Stored alarms are indicated by a steady alarm symbol that is
Possible Cause: Shorted sensor lead.
displayed for 30 seconds after the On-Off switch is turned
ON. Test Procedure: Test for ground.
After 30 seconds, the Stored Alarm will disappear from the Possible cause: defective sensor.
display.
Test procedure: test sensor voltage.
View and write down each fault code as it is displayed.
When all codes have been viewed and correct (serviced or Possible cause: defective microprocessor.
repaired), press the CLEAR key to clear each alarm from Test procedure: replace microprocessor.
the display.
NOTE: Control changes to discharge air sensor.

111
Fault Indication Diagnosis (Rev 6/98)

03 (CH) (*) Return Air Sensor 05 (ST) (*) Ambient Air Sensor
Possible cause: open sensor lead. Possible cause: open sensor lead.

Test procedure: test for continuity. Test procedure: test for continuity.

Possible cause: shorted sensor lead. Possible cause: shorted sensor lead.

Test procedure: test for ground. Test procedure: test for ground.

Possible cause: defective sensor. Possible cause: defective sensor.

Test procedure: test sensor voltage. Test procedure: test sensor voltage.

Possible cause: defective microprocessor. Possible cause: defective microprocessor.

Test procedure: replace microprocessor. Test procedure: replace microprocessor.

NOTE: Control changes to discharge air sensor. 06 (CH) (*) Engine Water Temperature Sensor

04 (CH) (*) Discharge Air Sensor Possible cause: low coolant level.

Possible cause: open sensor lead. Test procedure: check for low coolant alarm and check
coolant level.
Test procedure: test for continuity.
Possible cause: high coolant temperature.
Possible cause: shorted sensor lead.
Test procedure: check coolant temperature.
Test procedure: test for ground.
Possible cause: faulty high coolant temperature switch.
Possible cause: defective sensor.
Test procedure: test for continuity.
Test procedure: test sensor voltage.
Possible cause: shorted HWT circuit.
Possible cause: defective microprocessor.
Test procedure: test for ground.
Test procedure: replace microprocessor.
Possible cause: defective microprocessor.
NOTE: Control changes to return air sensor. If both sen-
sors are faulty, the unit will shut down. Test procedure: replace microprocessor.

112
 Fault Indication Diagnosis (Rev 6/98)

07 (ST) (*) Engine RPM Sensor 11 (CH) (*) Unit Controlling On Discharge Air
Possible cause: faulty rpm sensor. Possible cause: faulty return air sensor.

Test procedure: test rpm sensor. Test procedure: check return air sensor.

Possible cause: faulty FS1 or F52 wire. Possible cause: defective microprocessor.

Test procedure: check continuity of wires. Test procedure: replace microprocessor.

Possible cause: defective microprocessor.

12 (SH) (*) Sensor Shutdown
Test procedure: replace microprocessor. Possible cause: faulty return and discharge air sensors.

08 (SH) (*) (**) High Evaporator Temperature Test procedure: check sensors.

Possible cause: blocked or dirty evaporator coil. Possible cause: defective microprocessor.

Test procedure: unblock or clean coil. Test procedure: replace microprocessor.

Possible cause: defective K1 relay. 13 (CH) (*) (**) Check Sensor Calibration
Test procedure: test K1 relay. Possible cause: one or more sensors out of calibration.
Possible cause: defective three-way valve. Test procedure: check sensor calibrations.
Test procedure: check three-way valve operation.
15 (ST) (CH) (*) Glow Plug Check
Possible cause: defective pilot solenoid.
Possible cause: one or more faulty glow plugs.
Test procedure: Check pilot solenoid.
Test procedure: test glow plugs.
Possible cause: Defective coil sensor.
16 (SH) (**) Manual Start Not Completed
Test procedure: Check sensor.
Possible cause: On-Off switch ON but unit not running.
Possible cause: Defective microprocessor.
Test procedure: start unit.
Test procedure: Replace microprocessor.

10 (SH) (*) (**) High Discharge Pressure

Possible cause: condenser fan belt broken or slipping.

Test procedure: tighten or replace belt.

Possible cause: dirty condenser coil.

Test procedure: clean condenser coil.

113
Fault Indication Diagnosis (Rev 6/98)

17 (SH) (*) Engine Failed To Crank 21 (CH) (*) Cooling Cycle Check
(CYCLE-SENTRY)
Possible cause: low on refrigerant.
Possible cause: CYCLE-SENTRY system failure.
Test procedure: check refrigerant level.
Test procedure: test CYCLE-SENTRY system.
Possible cause: defective three-way valve.
18 (SH) (*) (**) High Engine Water Temperature Test procedure: check three-way valve operation.
Possible cause: low engine coolant level.
Possible cause: defective pilot solenoid.
Test procedure: check coolant level.
Test procedure: check pilot solenoid operation.
Possible cause: water pump belt broken or slipping.
Possible cause: defective K1 relay.
Test procedure: replace or tighten belt.
Test procedure: Test K1 relay.
Possible cause: dirty or blocked radiator.
Possible cause: compressor inefficient.
Test procedure: clean or unblock radiator
Test procedure: check compressor capacity.

19 (SH) (*) (**) Low Engine Oil Pressure Possible cause: partial obstruction in low side of system.
Possible cause: low engine oil level. Test procedure: locate and remove obstruction.
Test procedure: check engine oil level. Possible cause: iced or dirty evaporator.

20 (SH) (*) (**) Engine Failed To Start Test procedure: inspect/defrost evaporator.
(CYCLE-SENTRY)
Possible cause: faulty expansion valve.
Possible cause: fuel tank low on fuel.
Test procedure: test expansion valve operation.
Test procedure: check fuel supply.
Possible cause: plugged filter drier.
Possible cause: faulty CYCLE-SENTRY system.
Test procedure: Check filter drier.
Test procedure: start unit manually.
Possible cause: defective microprocessor.
Possible cause: low engine oil.
Test procedure: Replace microprocessor.
Test procedure: check engine oil level

Possible cause: engine reset tripped.

Test procedure: push in engine reset button.

114
 Fault Indication Diagnosis (Rev 6/98)

22 (CH) (*) Heating Cycle Check 23 (SH) (*) Cooling Cycle Fault
Possible cause: low on refrigerant. Possible cause: low on refrigerant.

Test procedure: check refrigerant level. Test procedure: check refrigerant level.

Possible cause: defective three-way valve. Possible cause: defective three-way valve.

Test procedure: check operation of three-way valve. Test procedure: check operation of three-way valve.

Possible cause: defective pilot solenoid. Possible cause: defective pilot solenoid.

Test procedure: check pilot solenoid operation. Test procedure: check pilot solenoid operation.

Possible cause: defective K1 relay. Possible cause: defective K1 relay.

Test procedure: test K1 relay. Test procedure: test K1 relay.

Possible cause: compressor inefficient. Possible cause: compressor inefficient.

Test procedure: check compressor capacity. Test procedure: check compressor capacity.

Possible cause: partial obstruction in low side of refrigera- Possible cause: partial obstruction in low side of refrigera-
tion system. tion system.

Test procedure: locate and remove obstruction. Test procedure: locate and remove obstruction.

Possible cause: iced or dirty evaporator. Possible cause: iced or dirty evaporator.

Test procedure: inspect/defrost evaporator coil. Test procedure: inspect/defrost evaporator coil.

Possible cause: fault in 26 circuit. Possible cause: faulty expansion valve.

Test procedure: test 26 circuit. Test procedure: test expansion valve operation.

Possible cause: defective microprocessor. Possible cause: plugged filter drier.

Test procedure: replace microprocessor. Test procedure: check filter drier.

Possible cause: defective microprocessor.

Test procedure: replace microprocessor.

115
Fault Indication Diagnosis (Rev 6/98)

24 (SH) (*) Heating Cycle Fault 26 (CH) (*) Check Refrigeration Capacity
Possible cause: low on refrigerant. Possible cause: low on refrigerant.

Test procedure: check refrigerant level. Test procedure: check refrigerant level.

Possible cause: defective three-way valve. Possible cause: compressor inefficient.

Test procedure: check operation of three-way valve. Test procedure: check compressor capacity.

Possible cause: defective pilot solenoid. Possible cause: partial obstruction in low side of refrigera-
tion system.
Test procedure: check pilot solenoid operation.
Test procedure: locate and remove obstruction.
Possible cause: defective K1 relay.
Possible cause: iced or dirty evaporator.
Test procedure: test K1 relay.
Test procedure: inspect/defrost evaporator coil.
Possible cause: compressor inefficient.
Possible cause: faulty expansion valve.
Test procedure: check compressor capacity.
Test procedure: test expansion valve operation.
Possible cause: partial obstruction in low side of refrigera-
tion system. Possible cause: plugged filter drier.

Test procedure: locate and remove obstruction. Test procedure: check filter drier.

Possible cause: iced or dirty evaporator. Possible cause: defective microprocessor.

Test procedure: inspect/defrost evaporator coil. Test procedure: replace microprocessor.

Possible cause: fault in 26 circuit. 27 (SH) (*) Extended Defrost

Test procedure: test 26 circuit. Possible cause: faulty defrost termination switch.
Possible cause: defective microprocessor. Test procedure: test defrost termination switch.
Test procedure: replace microprocessor. Possible cause: damper door not closing.

25 (CH) (SH) (*) Alternator Check Test procedure: test damper door operation.

Possible cause: loose or broken alternator belt.

Test procedure: check/tighten belt.

Possible cause: faulty alternator.

Test procedure: test alternator.

116
 Fault Indication Diagnosis (Rev 6/98)

28 (SH) (*) (**) Pre-trip Abort 32 (CH) (SH) (*) Refrigeration Capacity Low
Possible cause: defrost damper stuck closed. Possible cause: low on refrigerant.

Test procedure: free defrost damper. Test procedure: check refrigerant level.

Possible cause: On-Off switch turned OFF during amps Possible cause: defective three-way valve.
check.
Test procedure: check operation of three-way valve.
Test procedure: leave switch on during amps check.
Possible cause: defective pilot solenoid.
Possible Cause: Fuse blown.
Test procedure: check pilot solenoid operation.
Test Procedure: Check fuses.
Possible cause: defective K1 relay.
29 (CH) (*) Damper Circuit Test procedure: test K1 relay.
Possible cause: faulty damper door solenoid. Possible cause: compressor inefficient.
Test procedure: test solenoid. Test procedure: check compressor capacity.
Possible cause: faulty in 29 circuit. Possible cause: partial obstruction in low side of refrigera-
Test procedure: test 29 circuit. tion system.

Test procedure: locate and remove obstruction.

30 (CH) (SH) (*) Damper Stuck Closed
Possible cause: Iced or dirty evaporator.
Possible cause: object stuck in damper door.
Test procedure: inspect/defrost evaporator coil.
Test procedure: remove object.
Possible cause: faulty expansion valve.
31 (SH) (*) Oil Pressure Switch
Test procedure: test expansion valve operation.
Possible cause: faulty oil pressure switch.
Possible cause: plugged filter drier.
Test procedure: replace oil pressure switch.
Test procedure: check filter drier.

Possible cause: defective microprocessor.

Test procedure: replace microprocessor.

33 (CH) (*) Check Engine RPM

Possible cause: engine running too slow.

Test procedure: check engine rpm.

117
Fault Indication Diagnosis (Rev 6/98)

34 (ST) (CH) (*) (**) Check Modulation Circuit 40 (CH) (*) High Speed Circuit
Possible cause: modulation valve disconnected. Possible cause: defective K2 relay.

Test procedure: reconnect modulation valve. Test procedure: test K2 relay.

Possible cause: open circuit to modulation valve coil. Possible cause: open 7DD and 7D circuit.

Test procedure: test circuits. Test procedure: check fuse.

Possible cause: defective modulation valve. Possible cause: faulty throttle solenoid.

Test procedure: test modulation valve. Test procedure: test solenoid.

Possible cause: defective microprocessor. Possible cause: defective microprocessor.

Test procedure: replace microprocessor. Test procedure: Replace microprocessor.

35 (CH) (SH) (*) Run Relay Circuit 45 (CH) (*) Hot Gas Circuit
Possible cause: faulty run relay. Possible cause: fault in hot gas solenoid circuit.

Test procedure: test relay. Test procedure: test circuit.

Possible cause: faulty hot gas solenoid.

36 (SH) (*) Electric Motor Failed To Run
Possible cause: faulty electric motor. Test procedure: test hot gas solenoid.

Test procedure: check motor.

37 (CH) (*) (**) Check Engine Water Level

Possible cause: engine coolant level low.

Test procedure: check coolant level.

118
 Fault Indication Diagnosis (Rev 6/98)

52 (CH) (*) Heat Circuit
Possible cause: faulty heat relay.
Test procedure: test relay.
55 (CH) (*) No Low Speed
Possible cause: speed solenoid stuck.
Test procedure: check speed solenoid.
61 (CH) (SH) (*) (**) Battery Check
73 (ST) (*) (***) Maintenance Interval Hourmeter #6
Exceeds Set Limit
Possible cause: hourmeter 6 has exceeded its limit.
74 (SH) (*) (***) uP Reverted to Default Setting
CAUTION: All calibrations and setups must be
reset by dealer or service personnel.
75 (*) (ST) Internal Fault CodeMust be reset by
factory or dealer only

Possible cause: battery terminals loose or corroded. 76 (*) (ST) Internal Fault CodeMust be reset by
Test procedure: clean and tighten connections. factory or dealer only

Possible cause: battery voltage not within limits.
Test procedure: check condition of battery and charging
system.
63 (SH) (*) (**) Engine Stopped - Reason Unknown
Possible cause: low engine fuel level.
Test procedure: add fuel as necessary.
77 (*) (ST) Internal Fault CodeMust be reset by
factory or dealer only
78 (*) (ST) Internal Fault CodeMust be reset by
factory or dealer only
79 (*) (ST) Internal Fault CodeMust be reset by
factory or dealer only

Possible cause: low engine oil level.

Test procedure: add oil as necessary.

66 (CH) (*) (**) Low Oil Level

Possible cause: engine oil level low.

Test procedure: check oil level.

71 (ST) (*) (***) Maintenance Interval Hourmeter #4

Exceeds Set Limit
Possible cause: hourmeter 4 has exceeded its limit.

72 (ST) (*) (***) Maintenance Interval Hourmeter #5

Exceeds Set Limit
Possible cause: hourmeter 5 has exceeded its limit.

119
120
Mechanical Diagnosis
CONDITION
Unit switch ONLCD blank or
backlight does not come on
Unit switch ON and LCD backlight Batteries discharged
ON but engine will not crank
Defective Preheat-Start switch
Starter motor turns but engine
does not crank
Engine cranks but fails to start
Engine stops after starting
POSSIBLE CAUSE REMEDY
Battery discharged Charge or replace battery
Faulty battery cable connections Clean battery cables
Fuse blown Check for short circuit in unit wiring
Replace or recharge battery
Replace switch
Defective starter solenoid Replace solenoid
Corroded battery connections Clean and tighten
Defective starter Repair starter
Water in cylinders Check for hydrostatic lock. Remove
glow plugs and turn engine slowly
Starter clutch defective Replace
Fuel solenoid valve defective or Replace
stuck
Fuel injection pump defective Replace pump
Glow plugs defective Replace defective glow plugs
No fuel or wrong fuel Fill with proper fuel
Fuel pump defective Replace pump
Air in fuel system Bleed air
Compression low Overhaul engine
Injection nozzles defective Replace nozzles
Incorrect timing Adjust timing
Air cleaner clogged Replace air filter
Defective HPCO Replace HPCO
Air in injection pump Bleed fuel system
Fuel filter obstructed Replace filter element
High head pressure Eliminate cause of high head
pressure
Vent of fuel tank obstructed Unclog vent
121
Mechanical Diagnosis (Rev 8/97)

CONDITION POSSIBLE CAUSE REMEDY

Engine stops after starting
(Continued)
Engine does not develop full
power
Engine speed too high
Engine fails to stop when unit is
OFF
Fuse blown
Air intake system clogged
Fuel tank vent clogged
Clogged fuel tank or fuel lines
Speed adjustment wrong
Insufficient fuel volume leaving
filters
Delivery of fuel pump insufficient
Injection pump timing off
Nozzles defective
Compression low or unbalanced
Worn injection pump plungers,
delivery valve defective, injection
rate too low, gum formations
Misadjusted high speed solenoid
Control lever sticks
Fuel solenoid valve defective
Injection pump defective
Check for short circuit in unit wiring
Clean air intake system
Unclog vent
Clean fuel tank and fuel lines
Adjust speed
Check for dirty filters or air in system
Repair pump
Adjust timing
Repair or replace nozzles
Overhaul engine
Repair or replace pump
Adjust high speed solenoid
Repair injection pump
Replace
Replace pump

122

CONDITION
Engine knocks heavily
Engine runs hot
Oil pressure too low or drops
suddenly. Minimum oil pressure
for a hot engine is 17 psi (107
kPa), the setting on the low oil
pressure switch
Mechanical Diagnosis (Rev 8/97)
POSSIBLE CAUSE REMEDY
Air in system Bleed fuel system
Injection pump not timed Retime injection pump
Wrong fuel Change fuel
Compression too low Overhaul engine
Injection nozzles fouled or opening Clean, repair or replace injection
pressure too low nozzles
Valve out of adjustment Adjust valves
Fuel return line plugged Remove return line restriction
Rod or main bearing worn Replace rod or main bearings
Dirty radiator Wash radiator
Coolant level is low Add coolant
Cooling system heavily scaled Clean cooling system
Cylinder head gasket leaks Replace cylinder head gasket. Use
correct gasket
Faulty thermostat Check or replace thermostat
Loose or worn water pump belt Replace belt
Condenser shutters do not open Adjust shutters or check power
element
Insufficient oil in pan Add oil
Oil relief valve sticking Disassemble and clean oil pressure
regulator valve
Faulty oil pressure sensor Check oil line to oil pressure sensor
to see if it is blocked. Check oil
pressure sensor. Replace if
necessary
Worn oil pump, camshaft, main or Repair engine
connecting rod bearings, loose oil
gallery plug
123
Mechanical Diagnosis (Rev 8/97)

CONDITION POSSIBLE CAUSE REMEDY

High oil consumption
Battery is not recharging or is
overcharging
Oil leakage
Damaged valve seals
Worn valve stem
Broken piston rings or cylinder bore
worn or scored
Clogged air cleaner system
Clogged crankcase breather
Loose connections in electrical
system
Alternator defective
Voltage regulator faulty
Battery defective
Voltage regulator wire harness
defective
Loose alternator belt
Check and eliminate possible
causes at cylinder head cover, oil
lines, oil filter, front timing cover or
crankshaft seals
Replace seals on valve stem
Replace valves
Have engine repaired and rebored.
Replace broken piston rings
Unclog air cleaner
Clean breather system
Check all electrical connections and
charging system
Repair alternator
Replace regulator
Replace battery
Replace wire harness
Replace alternator belt

ENGINE EMITS EXCESSIVE SMOKE

WHITE SMOKE BLACK SMOKE BLUE SMOKE
Fuel Is Not Burning Excessive Fuel To Air Ratio Oil Consumption
Air or water in fuel Type of fuel used Poor compression
Incorrect timing Cold engine Defective valve seats
Poor compression Excessive load
Faulty injectors Clogged air intake system
Faulty nozzles
Poor compression
Restricted exhaust
Faulty injection pump

124
Refrigeration Diagnosis
Rapid cycling between cool and heat
Unit cools in heat and defrost cycle

Unable to hold vacuum in low side

Unable to pull vacuum in low side
Unit heats in refrigeration cycle

Unable to pump down system

Unit not heating or defrosting

Receiver sight glass empty
Unit operating in a vacuum

SYMPTOM
Suction line frosting back
High suction pressure
Low suction pressure

Unit not refrigerating

No suction pressure
High head pressure
Low head pressure

Noisy compressor
No head pressure

POSSIBLE CAUSES
Overcharge of refrigerant
Shortage of refrigerant
No refrigerant
Air through condenser too hot (ambient)
Air flow through condenser restricted
Air through condenser too cold (ambient)
Air in refrigerant system
Condenser fan blades bent or broken
Air short cycling around evaporator coil
Air through evaporator restricted
Evaporator needs defrosting
Compressor discharge valves leaking
Compressor suction valves leaking
Too much compressor oil in system
Faulty oil pump in compressor
Faulty compressor drive coupling
Compressor bearing loose or burned out
Broken valve plate in compressor
Expansion valve power element lost its charge
Expansion valve feeler bulb improperly mounted
Expansion valve feeler bulb making poor contact

125
Refrigeration Diagnosis (Rev 6/98)

Rapid cycling between cool and heat

Unit cools in heat and defrost cycle

Unable to hold vacuum in low side

Unable to pull vacuum in low side
Unit heats in refrigeration cycle

Unable to pump down system

Unit not heating or defrosting

Receiver sight glass empty
Unit operating in a vacuum

SYMPTOM
Suction line frosting back
High suction pressure
Low suction pressure

Unit not refrigerating

No suction pressure
High head pressure
Low head pressure

Noisy compressor
No head pressure

POSSIBLE CAUSES
Expansion valve open too much
Expansion valve closed too much
Expansion valve needle eroded or leaking
Expansion valve partially closed by ice, dirt or wax
Liquid refrigerant entering compressor
Restricted line on the low side
Restricted line on the high side
Restricted drier
Evaporator shutter open
Evaporator stuck closed
Discharge service valve back seated
Suction service valve back seated
Faulty three-way valve
Faulty pilot solenoid
Loose or broken electrical connections
Thermostat or thermometer out of calibration
Suction pressure gauge out of calibration
Leaky receiver tank outlet valve
Leaky bypass check valve*
Leaky condenser check valve
Faulty three-way condenser pressure bypass check
valve
Modulation valve stuck closed
Hot gas bypass valve stuck open or leaking

126
 Refrigeration Diagnosis (Rev 6/98)

REFRIGERATION CYCLE WITHOUT MODULATION

1. Compressor
2. Discharge Service Valve
3. Discharge Vibrasorber
4. Discharge Line
5. Three-way Valve
6. Three-way Valve Bypass
Check Valve
7. Condenser Coil
8. Condenser Check Valve
9. High Pressure Relief
Valve
10. Receiver Tank
11. Sight Glass
12. Receiver Outlet Valve
13. Liquid Line
14. Dehydrator
15. Heat Exchanger
16. Expansion Valve
17. Feeler Bulb
18. Equalizer Line
19. Distributor
20. Evaporator Coil
21. Suction Line
22. Accumulator
23. Suction Vibrasorber
24. Suction Service Valve
25. Throttle Valve
26. Pilot Solenoid
27. Hot Gas Line
28. Defrost Pan Heater
29. Bypass Check Valve
30 Bypass Service Valve
AEA1384

127
Refrigeration Diagnosis (Rev 6/98)

REFRIGERATION CYCLE WITH MODULATION

1. Compressor
2. Discharge Service Valve
3. Discharge Vibrasorber
4. Discharge Line
5. Three-way Valve
6. Three-way Valve Bypass
Check Valve
7. Condenser Coil
8. Condenser Check Valve
9. High Pressure Relief
Valve
10. Receiver Tank
11. Sight Glass
12. Receiver Outlet Valve
13. Liquid Line
14. Dehydrator
15. Heat Exchanger
16. Expansion Valve
17. Feeler Bulb
18. Equalizer Line
19. Distributor
20. Evaporator Coil
21. Suction Line
22. Accumulator
23. Suction Vibrasorber
24. Suction Service Valve
25. Throttle Valve
26. Pilot Solenoid
27. Hot Gas Line
28. Defrost Pan Heater
29. Bypass Check Valve
30 Bypass Service Valve
31. Modulation Valve AEA1385
32. Hot Gas Bypass Valve

128
 Refrigeration Diagnosis (Rev 6/98)

DEFROST AND HEATING CYCLE WITHOUT MODULATION

1. Compressor
2. Discharge Service Valve
3. Discharge Vibrasorber
4. Discharge Line
5. Three-way Valve
6. Three-way Valve Bypass
Check Valve
7. Condenser Coil
8. Condenser Check Valve
9. High Pressure Relief
Valve
10. Receiver Tank
11. Sight Glass
12. Receiver Outlet Valve
13. Liquid Line
14. Dehydrator
15. Heat Exchanger
16. Expansion Valve
17. Feeler Bulb
18. Equalizer Line
19. Distributor
20. Evaporator Coil
21. Suction Line
22. Accumulator
23. Suction Vibrasorber
24. Suction Service Valve
25. Throttle Valve
26. Pilot Solenoid
27. Hot Gas Line
28. Defrost Pan Heater
29. Bypass Check Valve
30 Bypass Service Valve

AEA1386

129
 Refrigeration Diagnosis (Rev 6/98)

DEFROST AND HEATING CYCLE WITH MODULATION

1. Compressor
2. Discharge Service Valve
3. Discharge Vibrasorber
4. Discharge Line
5. Three-way Valve
6. Three-way Valve Bypass
Check Valve
7. Condenser Coil
8. Condenser Check Valve
9. High Pressure Relief
Valve
10. Receiver Tank
11. Sight Glass
12. Receiver Outlet Valve
13. Liquid Line
14. Dehydrator
15. Heat Exchanger
16. Expansion Valve
17. Feeler Bulb
18. Equalizer Line
19. Distributor
20. Evaporator Coil
21. Suction Line
22. Accumulator
23. Suction Vibrasorber
24. Suction Service Valve
25. Throttle Valve
26. Pilot Solenoid
27. Hot Gas Line
28. Defrost Pan Heater
29. Bypass Check Valve
30 Bypass Service Valve
31. Modulation Valve
32. Hot Gas Bypass Valve
AEA1387

130
Schematic Diagram SBIII/SII/RMNII 30 SR+ MPIV+

131
Wiring Diagram SII/SBIII/RMN30 SR+, MPIV+ Page 1 of 4

132
Wiring Diagram SII/SBIII/RMN30 SR+, MPIV+ Page 2 of 4

133
Wiring Diagram SII/SBIII/RMN30 SR+, MPIV+ Page 3 of 4

134
Wiring Diagram SII/SBIII/RMN30 SR+, MPIV+ page 4 of 4

135