Chapter 9 Other Equipment Reduced

CONTENS 9.0.
OTHER EQUIPMENT - CONTENTS
* FLAME START SYSTEM

* SPEEDOMETER
* TACHOGRAPH
* AIR CONDITIONER
SHOP MANUAL MT 30 - 07.97

Note
STRUCTURE & FUNCTION 9.1.1
OTHER EQUIPMENT - STRUCTURE AND FUNCTION
9.1. 2 AIR CONDITION - General description

9.1. 4 - Components
9.1. 7 FLAME START - Description
9.1. 8 - Installation description inside the cab
9.1. 9 - Installation description on engine
9.1. 10 - Electrical system diagram
SHOP MANUAL MT 30 - 07-97

9.1.2 STRUCTURE & FUNCTION
GENERAL DESCRIPTION

In an air conditioning system the refrigerant is circulated under pressure through the five
major components in a closed circuit. At these points in the system the refrigerant undergoes
predetermined pressure and temperature changes.
The compressor takes in low pressure refrigerant gas through the suction valve (low side), and
as the name indicates, pressurizes the heat laden refrigerant and forces it through the discharge
valve (high side) on to the condenser.
Ambient air passing through the condenser removes the heat from the circulating refrigerant
resulting in the conversion of the refrigerant from a gas to a liquid.
The liquid refrigerant moves on to the filter receiver drier where impurities are filtered out,
and moisture removed. This component also serves as a temporary storage tank for the liquid
refrigerant. The liquid refrigerant, still under high pressure, then flows to the expansion valve.
This valve meters the amount of refrigerant entering the evaporator.
As the refrigerant passes through the valve it becomes a low temperature low pressure liquid
and saturated vapour. The low pressure liquid immediately starts to boil and vaporizes as it
enters the evaporator.
The hot, humid air of the car interior is drawn or blown through the evaporator by evaporator
blowers. Since the refrigerant is colder than the air, it absorbs the heat from the air, producing
cool air which is pushed into the car’s interior. The moisture in the air condenses upon
movement into the evaporator and drops into the drain pan from which it drains out of the car.
The cycle is completed when the heated low pressure gas is again drawn into the compressor
through the suction side.

COMPONENTS
THE COMPRESSOR is a pump which raises the pressure of the refrigerant for heat
movement through the condenser and evaporator. To create high pressure concentration, the
compressor pistons, draw in refrigerant through the suction valve and force it out through the
discharge valve. With the piston on the down side, the suction valve is opened to allow low
pressure gas to enter. With the piston in the upstroke, refrigerant is forced through the
discharge valve which divides the high side of the system from the low side of the system.
THE CONDENSER receives the high pressure, high temperature refrigerant vapour from the
compressor and condenses it to a high temperature liquid. Condensing of the refrigerant is the
change of state of the refrigerant from a vapour to a liquid. The action is affected by the
pressure of the refrigerant in the coil and air flow through the condenser. Condensing pressure
in an air conditioner system is the controlled pressure of the refrigerant which affects the
temperature at which it condenses to a liquid, giving off large quantities of heat in the process.
The condensing point is sufficiently high to create a wide temperature differential between the
hot refrigerant vapour and the air passing over the condenser fins and tubes. This difference
permits rapid heat transfer from refrigerant to air. There are two types of condensers; front
condensers and complete condenser units. FRONT CONDENSER is usually located in front
of the vehicle’s radiator and is depending on vehicle movement to force a large volume of air
past the fins and tubes of the condenser. When installing a front condenser it is of great
importance that the radiator fan is of suction type and that the condenser is installed at the start
of the air flow. A CONDENSER UNIT is, simply explained, a box containing a condenser coil
and electrical fans. Refrigerant temperature in the condenser varies from +50°C to +75°C,
with pressures ranging from 12 to 20 bar, depending on the temperature in the surrounding
area and the air flow through the condenser.
THE RECEIVER DRIER is an important part of the air conditioning system. The drier
receives the liquid refrigerant from the condenser and removes any moisture and foreign
matter present which may have entered the system. The receiver section of the tank is designed
to store extra refrigerant until it is needed by the evaporator. A sight glass is placed on top of
the receiver drier so one easily can check if there is enough refrigerant in the system.
THE EXPANSION VALVE controls the amount of refrigerant entering the evaporator coil.
The expansion valve is located near the inlet of the evaporator and provides the functions of
throttling, modulating and controlling the liquid refrigerant to the evaporator coil. The
refrigerant flow is restricted creating a pressure drop across the valve. Since the expansion
valve also separates the high side of the system from the low side, the state of the refrigerant
entering the valve is high pressure liquid; exiting it as low pressure liquid. The amount of
refrigerant metered into the evaporator varies with different heat loads. The valve modulates
from wide open to fully closed position, seeking a point between for proper metering of
refrigerant. The expansion valve is controlled by both the temperature of the power element
bulb (or pigtail) and the pressure of the liquid in the evaporator. As the load increases, the
valve responds by opening wider to allow more refrigerant to pass into the evaporator. As the
load decreases, the valve reacts and allows less refrigerant into the evaporator. It is this
controlling action that provides the proper pressure and temperature control in the evaporator.

SUPERHEAT
The liquid refrigerant admitted to the evaporator coil is usually completely vaporized before
reaching the coil outlet. Since liquid refrigerant vaporizes at relatively low temperature, it can
be seen that vapour remains cold, even though the liquid is completely vaporized. The cold
vapour flowing through the remainder of the coil continues to absorb heat, becoming super
heated. This means that the temperature of the refrigerant has been raised above the point at
which it evaporated without an increase in pressure. An evaporator operating at a suction
pressure of 2 bar would have a saturated liquid temperature of -1,1°C. As the refrigerant
vaporizes through the absorption of the heat in the evaporator, the temperature of the vapour
rises until the vapour temperature at the coil outlet reaches +1,6°C - a difference of 2,7°C
between the vaporizing temperature and outlet refrigerant temperature. The difference in this
temperature is called superheat. All expansion valves are adjusted at the factory to operate
under superheat conditions present in the particular type of unit for which they are designed.
EXTERNAL EQUALIZING EXPANSION VALVE

To overcome the effect of an excessive pressure drop in the larger sized evaporator coils, the
external equalizing expansion valve is used. The external equalizer tube is connected to the
outlet of the evaporator and runs to the underside of the diaphragm in the expansion valve.
This tube balances the pressure and temperature at the outlet coil allowing the expansion valve
to meter the proper amount taken from the outlet.
THE EVAPORATOR cools and dehumidifies the air before it enters the cabin. Cooling a
large area requires that large volumes of air be passed through the evaporator coil for heat
exchange. Therefore, a blower becomes a vital part of the evaporator assembly. It not only
draws heat laden air into the evaporator, but also forces this air over the evaporator fins and
coils where the heat is surrendered to the refrigerant. The blower forces the cooled air out of
the evaporator into the cabin. Heat exchange, as explained under condenser operation, depends
upon a temerature differential of the air and the refrigerant. The greater the temperature
differential, the greater will be the amount of heat exchanged between the air and the
refrigerant. A high heat load condition, as is generally encountered when the air conditioning
system is turned on, will allow rapid heat transfer between the air and the cooler refrigerant.
The change of state of the refrigerant in the evaporator coil is as important as that of the
airflow over the coil. When low pressure liquid refrigerant enters the evaporator, it boils
(expands) and vaporizes immediately. The latent heat of evaporation is the heat absorbed by
the expanding refrigerant in the evaporation process. Some liquid refrigerant must be supplied
throughout the total length of the evaporator coil for full capacity of the evaporator. As the
process of heat loss Tom the air to the evaporator coil surface is taking place, any moisture
(humidity) in the air condenses on the outside surface of the evaporator coil and is drained off
as water. At atmospheric pressure, refrigerant boils at -30°C and water freezes at 0°C.
Therefore, the temperature in the evaporator must be controlled so that the water collecting on
the coil surface does not freeze on and between the fins and restrict the airflow.

THE THERMOSTAT. An electro magnetic clutch is used on the compressor to provide a

means of constant temperature control of the vehicle’s interior. The clutch is controlled by a
thermostat in the evaporator which is set initially by the driver to a predetermined point. Coil
temperature is then maintained by the cycling action of the clutch. The thermostat is simply a
thermal device which controls an electrical switch. When warm the switch is closed; when
cold, it is open. Most thermostats have a positive off position as a means to turn the clutch of
regardless of temperature. The bellows type thermostat has a capillary tube connected to it
which is filled with refrigerant and extends into the evaporator core to sense temperature. The
capillary tube is attached to the bellows inside of the thermostat. Expansion of the gases inside
the capillary tube exerts pressure on the bellows, which in turn closes the points at a
predetermined temperature.

FLAME START
DESCRIPTION:
Introduction.
Utilize in cold climate to ease engine cold start.
At very low temperatures below -10 °C use of flame start (or electrical
engine heater where there is access to el. power, which also are to be found
in our optional list) can be necessary to avoid staring difficulties.
The system consist of one glow plug for MT 27/30 fitted in the inlet
manifold.
Heating of inlet air takes place by burning engine fuel.
A preheating switch and cancellation switch is place on the dash board.
How to operate the flame start
1. Set the gear selector in neutral position.

2. Push the preheating switch and keep it down for 15 sec to activate the
flame start system.
3. Start the engine while the preheating switch is kept down.
the control light will then light.
4. When the engine has started the preheating switch can be released
and the time relay will automatically keep the system going for 5
minutes, as long as no in terruption is done.
The control light will light as long as the flame start is activated.
Interruption of the connection to the glow plug can be done in three

different ways:
1. Push the cancellation switch.

2. Move the gear selctor from neutral to forward or reverse gear.
3. Switch off the ignition after the engine has stopped.
The circuit to the time relay will then be broken.

Installation of switches in the cab.
The kit 156238 consist of a new instrumentplate and switches for the flame start.
1. Remove the existing instrumentplate.
2. Install the el. central inside the instrument panel as shown in the picture below. (fig. 2)
3. Install and connect the switches and control light. (fig.1 and 3)
4. Install the new instrumentplate.
Fig. 1
Fig. 2 Fig. 3
Note!
The electrical wirings are prepared for flame start system from serial no. 353691.
Prior to these serial no. the electrical wirings have to be modified.

Installation description of the flame

start on engine.


TESTING & ADJUSTING 9.2.1
OTHER EQUIPMENT - TESTING AND ADJUSTING
9.2. 2 AIR CONDITION - Gauge testing

9.2. 4 - Refrigerant charging instructions
9.2. 7 - Performance test
9.2. 8 SPEEDOMETER - Type 1
9.2. 10 SPEEDOMETER - Type 2
9.2. 11 TACHOGRAPH

9.2.2 TESTING & ADJUSTING
GAUGE TESTING THE AIR CONDITION SYSTEM
LOW SIDE HIGH SIDE In order to test and diagnose an air conditioning
SUCTION PRESSURE system, it is necessary to use test gauges and manifold
set. Two gauges are required.
One gauge (to the right) is used on the high side of

the system and the other (to the left) is used on the
low side.
The high side gauge measures pressure on the

discharge side of the compressor.
The low side gauge registers both pressure and

vacuum.
INTERPRETING GAUGE READINGS
Gauge reading should not be interpreted on a unit that has not been charged with the proper
amount of refrigerant. Check the sight glass to make sure the system is not working on a low
charge. Normal gauge readings will vary somewhat with various makes of units and ambient
temperatures. The following reading are general rules of thumb. In a normal system the head
pressure will generally be around eight times greater than the suction pressure. Therefore,
when interpreting abnormal readings, always consider the relationship of the two reading as
well as the overall pressures.
Indication Possible Cause
Low suction pressure 1. Thermostat defective

Head pressure normal 2. Screen in expansion
valve clogged (if used)
3. Restriction between
receiver and expansion
valve
4. Moisture in system
5. Expansion valve closed
if low pressure gauge
reads a vacuum

Indication Possible Cause
High suction pressure 1. Improper operation of

Head pressure normal expansion valve
2. Sensing element of
expansion valve
defective or not making
contact.
3. Defective compressor
High suction pressure 1. Compressor defective

Low head pressure 2. Expansion valve
defective
Excessive head pressure 1. Air in system or

High suction pressure overcharged system
2. Condenser air passages
clogged
3. Restriction in condenser
drier or any high
pressure line
4. Excessive oil in
compressor
Suction pressure and head 1. Clutch not operating

pressure equal 2. Compressor not pumping
3. Worn or damaged
Note!
When taking gauge readings, be sure that both valves on the service gauge manifold are closed
tightly.
Normal gauge readings at 26,7°C (80°F)-37,8°C (100°F) should be: Low pressure gauge
should be between 0,71 - 1,75 kg/cm2(10-25 PSI), high side pressure should indicate between
12,2-15,8 kg/cm2 (175-225 PSI).
REFRIGERANT CHARGING INSTRUCTIONS
Note! System shall be serviced by qualified personnel only.
PROCEDURE WHEN CHARGING REFRIGERANT IN CLIMATE SYSTEM.
The charging operation is initiated, when all the equipment in the cooling unit have been
installed and connected with a refrigerant hose (except the receiver drier and compressor who
should be installed but not connected).
The receiver drier contains humidity absorbent and should not be exposed to air unnecessarily,
as air contains humidity. A receiver drier without the protective caps is used within 1-2 hours.
The compressor oil is hygroscopic, i.e. it absorbs humidity. Therefore should the protective
caps remain on the compressor connections, until the system is to be charged. The charging
operation should not be interrupted but completed to the last point when working.
The compressor is, when delivered, charged with cooling oil. When changing the compressor,
the compressor oil should be replaced as follows:
- Empty and measure the oil from the defect compressor.
- Empty the oil from the new compressor and refill with the same quantity as emptied
from the defect one. Regarding the quantity of oil in the system, check the installation
instruction enclosed the compressor. Check which type of oil to be used.
Blue
Red
Yellow

1 CONNECTIONS WHEN CHARGING.
1.1 Connect the hoses at the receiver drier and the compressor.
1.2 Connect the low side (blue) suction manometer hose to the service valve on the suction
terminal marked S, SUC or SUCTION on the compressor
1.3 Connect the high side (red) pressure manometer hose to the service valve on the
pressure terminal marked D, DIS, or DISCHARGE on the compressor.
1.4 Connect the yellow vacuum hose to the vacuum pump. Start the vacuum pump and open
its ballast valve. Open the low side (blue) and the high side (red) manometer valve. Close
the ballast valve after vacuum pumping approx. 1 minute. Vacuum pump 15 minutes.
Close the low side (blue) and the high side (red) manometer valve, turn off the vacuum
pump.
2 TEST THE SYSTEM FOR LEAKAGE.
2.1 Connect the yellow refilling hose to the refrigerant can. Open the can valve and then the
valve on the pressure side. Now, the gas runs forward through the system and back to the
suction side on the compressor, shown by the blue manometer which slowly indicates a
pressure similar to the pressure inside the refrigerant can (see the red manometer). If the
blue manometer not is moving, the system is clogged. Charge max. 200 gram
refrigerant in the system. Close the refrigerant can valve and then the red valve on the
pressure side.
2.2 The system now contains a minor volume refrigerant. This volume is sufficient for
indicating leakage,
2.3 Check for leakage, search all fittings and other connections by guiding the microphone
of the scanner along the faces of sealing joints. As the gas is more heavy than air, it flows
down to the lower parts, it is therefore recommended to scan at the low side of fittings
and connections, and the lower edge of the compressor pulley.
3 FINAL CHARGING OF THE SYSTEM
3.1 Disconnect the yellow hose from the refrigerant can and connect it to the recycling unit
at the fitting marked Suction.
3.2 Connect a hose between the fitting marked “to can” on the recycling unit and the
refrigerant can.
3.3 Run the recycling unit and open the blue and the red valve on the manifold set.
3.4 Air the hose at the refrigerant can by loosen the connection until plain gas runs out.
Afterwards, tighten the connection.

3.5 Open the valve on the refrigerant can and let the recycling unit dry the system until the
manometer on the manifold set shows 0 bar or lower.
3.6 Close the valves on the manifold set and then on the refrigerant can. Turn off the
recycling unit.
3.7 Air the non condensable gases gathered in the recycling unit, by pushing the orange
coloured switch and keep it down for approx. 5 seconds
3.8 Disconnect the yellow hose from the fitting marked “suction” on the recycling unit and
connect it to the refrigerant can
3.9 Start the vacuum pump and open the ballast valve. Open the blue and the red valve on
the manifold set. Close the ballast valve after approx. 1 minute vacuum pumping.
Vacuum pump 45 minutes. Use a two-stage vacuum pump.
3.10 Close both valves and then stop the vacuum pump. It is important that it is done in this
order or the air will flow back.
3.11 Open the refrigerant can valve. Air the yellow hose by lighten the service connection at
the manifold set until plain gas runs out.
3.12 Open the red pressure side valve and let the gas circulate until the blue suction
manometer indicates the same pressure as in the refrigerant can (see red manometer),
then close the red pressure side valve.
3.13 Start the vehicle’s engine, adjust it to at least 1000 rpm. or more. Turn on the climate
system and set the thermostat and the fan at max. position. Turn on the cooling.
3.14 Open the blue valve on the suction side for the compressor to suck gas from the can.
Observe the sightglass. From the beginning the liquid is strongly mixed with bubbles.
The longer the compressor is sucking, the less bubbles and more bright liquid. Charge
max. 1200 gram refrigerant in the system. The system pressure should be
approximately 14 bar at 20°C (68°F) and 50% humidity. It is likely the thermostat has
disconnected if the bubbles suddenly disappears while charging. Bypass the thermostat
with a cable, or wait until the thermostat operates again.
3.15 When the system is filled with the right weight of refrigerant, close the valve on the
refrigerant can and then the blue valve on the suction side. Remove the service hoses
from the compressor and put on the caps.
3.16 Adjust thermostat to maximum cooling capacity.
Note!
If the system is filled sufficiently or at lack of refrigerant, there are bubbles in the
sightglass and the cooling effect fails to come off. Fill the system again according to
moment 1.2, 1.3, 2.3-3.15.

PERFORMANCE TEST
When an air conditioner unit has been repaired or recharged, it is necessary to run a
performance test to determine if the unit is ready for service.
Preparations
1. Connect the manifold hoses to the compressor. Blue hose to the service valve marked S
or Suc, and red to the valve marked D or Dis.
2. Check that both of the valves on the manifold are closed. Note! The service valves on the
compressor are of type Schrader, therefore, check that these hoses have valve depressors
at the connecting end.
3. Run the vehicles engine and adjust it to 1200-1500 rpm.
4. Turn on the air conditioner and set control to maximum cooling.
5. Set blower on high speed.
6. Place a thermometer in duct or louvre closest to evaporator core. The temperature should
be under 10°C after 5-10 minutes.
Inspect system for even temperature as follows:
l. Feel hoses and components by hand, in high or discharge side for even temperature.
Note!
Some malfunctions will cause high side components to become extremely hot. Take care
in handling these components to prevent serious burns. Check inlet and outlet
temperatures of drier assembly. Any change of temperature indicates a clogged receiver
drier. (The hose from the condenser should be connected to the side of the receiver drier
marked in or inlet.
2. All line components on the high or discharge side (from the compressor to the expansion
valve) should be warm to touch.
3. All lines and components on the low side (from the evaporator to the compressor) should
be cool to touch.
4. Check the expansion valve. If frosted or cold on the inlet side, a defective valve may be
indicated.
Make sure that the thermostat will engage and disengage the clutch. There should be about a
6-7°C (12°F) temperature rise between the cut out and cut in point of the thermostat.
Return the vehicle’s engine speed to normal and remove the manifold hose set from the service
valves.

SPEEDOMETER TYPE 1.
SPESIFICATION
Odometer: 6 digit, display in km.
Tolerance: +/- 2 % over entire display range.
Codability: Codable from 1980 to 42210 pulses/km via dip-switches.
TESTING
- Measure a straight distance e.g. 1000 m on a road.
- Drive through this distance in e.g. 20 km/h and measure the time.
- Calculate the speed with the formula, v = s / t. This is the right speed and if the
speedometer differ more than 10 % from calculated speed, adjustment is needed.

ADJUSTING
Note!
Adjusting of the speedometer is done with dip-switches at the back of the speedometer.
Settings of the switches is dependent on:
- wheel dimension
- transmission control unit, EST-2 OR EST-25.
- Determine what type of EST is in the machine. The EST is placed under the right
dashbord panel and type is printed on a plate outside the EST.
- Find out the wheel dimension.
- From table below, pick out the right dip-switch code.
- Loosen middle dashboard panel and adjust dip-switches according to the code.
WHEEL DIM. EST-2
20,5 x R25 00011101 10
23,5 x R25 00111101 01
25/65 R25 11101101 11
Note!
This is standard settings. If you need more accurate settings, please contact MOXY
company.

SPEEDOMETER TYPE 2.
bUttOn
StArt
P 50000
t 1768
After selection of function " AUtOCL the display changes to "bUttON" after three seconds:
CAUTION:
* Ask the passenger to do the calibration!
* No speed is displayed the measuring drive!
ADJUSTING:
Start the vehicle and drive to measuring track. Exactly at the beginning of the track push the button
shortly, the flashes "StArt". Drive the test track with as constant speed as possible. Exactly at the end of
the measuring track again shortly push the button. The determined pulse/distance ratio is displayed if it
is between 500 and 399 990 pulses (e.g. P 50 000, which corresponds to pulse/distance ration 50 000).
The calibration is completed if display changes to total or partial distance display.
Note!
Repeat the calibration if the display flashes "F00" (no pulses). The sequence is the same as described
above.

TACHOGRAPH
The tachograph is tested and adjusted equally as the speedometer but due to national regulations the
tachograph shall be approved and sealed by an approved workshop.

Note
TROUBLE SHOOTING 9.5.1
OTHER EQUIPMENT - TROUBLE SHOOTING

9.5. 2 AIR CONDITION
9.5. 4 GEAR DISPLAY

9.5.2 TROUBLE SHOOTING
TROUBLE SHOOTING
NO COOLING
Check:
— Fuses, electrical connections, grounding of compressor, clutch, switch and pressure
switch.
— V-belt
— Compressor
— Expansion valve
— Regulating valve
— Cooling hoses
BAD COOLING
Check:
— Blower
— V-belt
— The air, it should not go around the evaporator in the unit
— Evaporator and condenser should not be clogged
— Filter in the air inlet should not be clogged
— The capillary tube from the expansion valve should bear against the outlet tube of the
evaporator.
— The thermostat should not disconnect too soon
IRREGULAR COOLING
Check:
— That there is no electrical loose at the switch, clutch or pressure switch.
— Expansion valve should not be clogged
— The system should be appropriate filled
— The thermostat should not be defective

TROUBLE SHOOTING 9.5.3
ABNORMAL NOISE
Check:
— The tension of the V-belt
— If the bolts of the compressor is appropriate tightened
— If the system is appropriate filled
Many of the noise complaints can be traced to mount and drive and other related component
problems. Normally if the unit is noisy at one speed, and this noise clears up at another, it is
not usually due to the compressor. Each vehicle has critical frequencies where all vibrations
get into the correct harmony to generate sound or noise. The speed at which these critical
points are found will vary with each vehicle and each mount and drive arrangement.
Many times noise generated due to this condition can be eliminated or greatly reduced by
changing belt adjustment to a different tension. Excessive belt tension tends to destroy
bearings, belts and idlers, so refrain from overtightening of belts.
Replacement of a compressor which produces noise at the same time that the belt seems to
“dance” or “jump”, will not usually correct the noise problem. Usually mounts, addition of
idlers or changing belt adjustment and/or length are more successful in removing or reducing
this type of noise level.
The differential between the suction pressure and the discharge pressure is also an important
part for the sound level. A compressor with a low suction pressure will be more noisy than one
with a higher back pressure. Likewise high head pressures tend to make compressors noisy
because of the additional loading on bearings. Things which should be taken into consideration
are whether the system is properly charged with refrigerant, whether the expansion valve is
feeding properly to use the evaporator efficiently, and whether sufficient air is being
maintained over the evaporator coil.
On the high side we should check for non-condensables in the system as well as cleanliness of
the condenser, amount of air that can flow through it and overcharge of refrigerant.
Since a compressor has many moving parts, it is normal for it to generate some noise when it
is operated. The refrigerant gases, as they are moved by the compressor pistons, also produce
noises and vibrations as a normal situation.

9.5.4 TROUBLE SHOOTING
GEAR DISPLAY
28
Pos 1 Shows gear ranges:

1st gear
2nd gear
3rd gear 1 2 3 4
D Automatic modus 1 - 6
Indicates Lock-up is engaged (replaces symbols for automatic/resp. fixed

gears position as long as lock-up is engaged).
Pos 2 Shows driving-direction ("F" for Forward, "R" for Reverse, "N" for Neutral)Whenpre-
selected driving direction gear is not engaged (e.g. overspeed condition), the digit will
flash.
Pos 3 Shows engaged gear 1,2,...etc. (in forward and reverse direction) When the pre-
selected gear and the engaged gear are different (e.g. overspeed condition), the digit
will flash.
Pos 4 Starts flashing when an error has occured. Error can be read when gear lever is
switched to neutral position.
Following error codes can be read:

Code 22 Incorrect gear selector input line combinations
Code 23 Short-circuit of an output to ground
Code 24 Faulty voltage supply
Code 31 Fault in the data field
Code 32 Fault in the program flow
Code 33 Fault in the processor RAM
Code 02 (42*) Failure of turbine speed sensor
Code 10 (50*) Failure of output speed sensor
Code 21 (61*) Cut-off/external power supply (+) to less critical outputs.
* = Error code nos. 02, 10 & 21 will also indicate temporary failure even when eliminated.
The value of actual failure under these circumstances is increased by +40 i.e to 42, 50 or 61.
Special features:"NN" - means "waiting for gear selector neutral position" (Not Neutral) and
will be indicated when ignition is switched on while selector is not in neutral position.
"EE" - is shown when display has time-out, i.e. gets no data from EST. Main reason: EST is in
TOTAL RESET mode (due to output line cut-off or external power supply at lines to the gear
solenoid valves) or is without power or data wire is not properly connected.

Chapter 9 Other Equipment Reduced

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CONTENS 9.0.

OTHER EQUIPMENT - CONTENTS

* FLAME START SYSTEM

SHOP MANUAL MT 30 - 07.97

OTHER EQUIPMENT - STRUCTURE AND FUNCTION

9.1. 2 AIR CONDITION - General description

SHOP MANUAL MT 30 - 07-97

SHOP MANUAL MT 30 - 07-97

SHOP MANUAL MT 30 - 07-97

SHOP MANUAL MT 30 - 07-97

EXTERNAL EQUALIZING EXPANSION VALVE

SHOP MANUAL MT 30 - 07-97

THE THERMOSTAT. An electro magnetic clutch is used on the compressor to provide a

SHOP MANUAL MT 30 - 07-97

How to operate the flame start

1. Set the gear selector in neutral position.

Interruption of the connection to the glow plug can be done in three

1. Push the cancellation switch.

SHOP MANUAL MT 30 - 07-97

Installation of switches in the cab.

SHOP MANUAL MT 30 - 07-97

Installation description of the flame

SHOP MANUAL MT 30 - 07-97

SHOP MANUAL MT 30 - 07-97

OTHER EQUIPMENT - TESTING AND ADJUSTING

9.2. 2 AIR CONDITION - Gauge testing

SHOP MANUAL MT 30 - 07.97

GAUGE TESTING THE AIR CONDITION SYSTEM

One gauge (to the right) is used on the high side of

The high side gauge measures pressure on the

The low side gauge registers both pressure and

INTERPRETING GAUGE READINGS

Indication Possible Cause

Low suction pressure 1. Thermostat defective

SHOP MANUAL MT 30 - 07.97

Indication Possible Cause

High suction pressure 1. Improper operation of

High suction pressure 1. Compressor defective

Excessive head pressure 1. Air in system or

Suction pressure and head 1. Clutch not operating

REFRIGERANT CHARGING INSTRUCTIONS

Note! System shall be serviced by qualified personnel only.

PROCEDURE WHEN CHARGING REFRIGERANT IN CLIMATE SYSTEM.

SHOP MANUAL MT 30 - 07.97

1 CONNECTIONS WHEN CHARGING.

2 TEST THE SYSTEM FOR LEAKAGE.

3 FINAL CHARGING OF THE SYSTEM

SHOP MANUAL MT 30 - 07.97

3.16 Adjust thermostat to maximum cooling capacity.

SHOP MANUAL MT 30 - 07.97

3. Run the vehicles engine and adjust it to 1200-1500 rpm.

4. Turn on the air conditioner and set control to maximum cooling.

5. Set blower on high speed.

Inspect system for even temperature as follows:

SHOP MANUAL MT 30 - 07.97

SHOP MANUAL MT 30 - 07.97

WHEEL DIM. EST-2

20,5 x R25 00011101 10

23,5 x R25 00111101 01

25/65 R25 11101101 11

SHOP MANUAL MT 30 - 07.97

SHOP MANUAL MT 30 - 07.97

SHOP MANUAL MT 30 - 07.97