8110, 8210, 8310 and 8410 Tractors - Operation and Test

8110, 8210, 8310
and 8410 Tractors -

Operation and Test
DIAGNOSIS AND TESTS SERVICE MANUAL
8110, 8210, 8310, 8410 (SN: 000000-010000, 010001-)
TM1797 27JUN08 (ENGLISH)
For complete service information also see:

8110, 8201, 8310 and 8410 Tractors -
tm1796
Diagnostic
8100, 8200, 8300, 8400, 8110, 8210, 8310,
tm1575
and 8410 Tractors Repair
Series 450, 6081 Diesel Engines CTM86
Alternators and Starting Motors CTM77
PowerTech 6.8L and 8.1L, 6068 and 6081
Diesel Engines (Level 3 Electronic Fuel CTM134
Systems with Bosch In-Line Pump)
John Deere Agriculture

tm1797-DIAGNOSIS AND TESTS SERVICE MANUAL (g) by Belgreen v2.0
Table of contents
FOREWORD
Section 210 - GENERAL
Group 05 - Safety
Group 15 - General References
Section 220 - ENGINE
Group 10 - Operational Checks
Group 15 - Tests and Adjustments
Group 20 - Theory of Operation
Section 230 - FUEL AND AIR
Section 240 - ELECTRICAL
Group 25 - Schematics and Diagrams
Section 245 - CONTROL UNITS
Group 05 - Codes and Addresses
Group ACU - ACU References
Group CCU - CCU References
Group ECU - ECU References
Group GSS - GREENSTAR™ SYSTEMS
Group HCU - HCU References
Group ICU - ICU References
Group IMS - Implement Management System (IMS) References
Group PCU - PCU References
Group SCU - SCU References
Group SCO - SCo References
Group SSU - SSU References
Group SUP - SUP References
Section 246B - AG MANAGEMENT SOLUTIONS (AMS)—JDLINK™
Group 10A - Accessing Diagnostic Addresses and Codes
Group 10B - Diagnostic Trouble Codes
Group 10C - Diagnostic Addresses
Group 15A - JDLINK™ Machine Messenger Diagnostics
Section 246C - AG MANAGEMENT SOLUTIONS (AMS) — AUTOTRAC
Group 5A - How to Use This Diagnostic Information
Group 15A - AutoTrac Identification
Group 15B - AutoTrac Diagnostics - 8000 Series Field Installed
Group 15C - GREENSTAR™ Parallel Tracking Identification
Group 15D - Parallel Tracking Diagnostics - 8000 Series Field Installed
Group 15E - GREENSTAR™ Display Diagnostics
Group 15F - GREENSTAR™ Mobile Processor Diagnostics
Group 15G - STARFIRE™ Receiver Diagnostics
Group 15H - GREENSTAR™ KeyCard Diagnostics
Group 15I - AutoTrac CAN Bus Identification
Group 15J - AutoTrac CAN Bus Diagnostics - 8000 Series Field Installed
Group 15K - AutoTrac CCD Bus Identification
Group 15L - AutoTrac CCD Bus Diagnostics - 8000 Series Field Installed
Group 15M - AutoTrac Power Identification
Group 15N - AutoTrac Power Diagnostics - 8000 Series Field Installed
Group 15O - AutoTrac Status Identification
<- Go to Global Table of contents tm1797-DIAGNOSIS AND TESTS SERVICE MANUAL
Group 15P - AutoTrac Status Diagnostics - 8000 Series Field Installed

Group 15Q - AutoTrac Steering Response Identification
Group 15R - AutoTrac Steering Response Diag. - 8000 Series Field Installed
Group 15S - AutoTrac Steering Control Unit Identification
Group 15T - AutoTrac Steering Control Unit Diag - 8000 Series Field Installed
Group 15U - STARFIRESTARFIRE is a trademark of Deere & Company Receiver w/TCM Diagnostics
Group 15V - STARFIRESTARFIRE is a trademark of Deere & Company Receiver w/TCM & RTK
Diagnostics
Group 20A - Circuit Code Listing
Group 20B - Connector Information
Section 246D - AG MANAGEMENT SOLUTIONS (AMS) —FIELD DOC™
Group 15A - GREENSTAR™ FIELD DOC™ Diagnostics
Group 15B - GREENSTAR™ GPS Receiver Identification
Group 15C - GREENSTAR™ GPS Receiver - L-Band Diagnostics
Section 250 - POWER SHIFT TRANSMISSION
Section 256 - DRIVE SYSTEMS
Section 260 - STEERING AND BRAKES
Group 05 - Preliminary Checks
Section 270 - HYDRAULICS
Section 290 - OPERATOR STATION
Section 299 - TOOLS
Group 10 - Fabricated Tools
Group 15 - Test Kits

GENERAL (g) by Belgreen v2.0
Foreword
This manual is written for an experienced technician. Essential tools required in performing certain service work are identified
in this manual and are recommended for use.
Live with safety: Read the safety messages in the introduction of this manual and the cautions presented throughout the text
of the manual.
CAUTION:
This is the safety-alert symbol. When you see this symbol on the machine or in this manual, be alert to the potential for
personal injury.
Technical manuals are divided in two parts: repair and operation and tests. Repair sections tell how to repair the components.
Operation and tests sections help you identify the majority of routine failures quickly.
Information is organized in groups for the various components requiring service instruction. At the beginning of each group are
summary listings of all applicable essential tools, service equipment and tools, other materials needed to do the job, service
parts kits, specifications, wear tolerances, and torque values.
Technical Manuals are concise guides for specific machines. They are on-the-job guides containing only the vital information
needed for diagnosis, analysis, testing, and repair.
Fundamental service information is available from other sources covering basic theory of operation, fundamentals of
troubleshooting, general maintenance, and basic type of failures and their causes.
<- Go to Section TOC Section 210 page 1 tm1797-DIAGNOSIS AND TESTS SERVICE MANUAL
Section 210 - GENERAL

Table of contents
Group 05 - Safety ..................................................................................................................................... 1
Reference 210-05-001 Safety Information ........................................................................................... 1
Group 15 - General References ............................................................................................................ 18
Reference 210-15-001, General Reference List .................................................................................. 18
Reference 210-15-002, Bolt and Cap Screw Torque Values ............................................................... 19
Reference 210-15-003, Glossary of Terms ......................................................................................... 21
Reference 210-15-004, JIC Hydraulic Symbols ................................................................................... 24
Reference 210-15-005, Wiring Diagram and Schematic Information ................................................. 27
Reference 210-15-006, Electrical Schematic Symbols ....................................................................... 28
Reference 210-15-007, Reading Wiring Schematics and Drawings .................................................... 30
Reference 210-15-008, Visually Inspect Electrical System ................................................................. 33
Reference 210-15-009, Seven Step Electrical Procedure With probe light or multimeter .................. 35
Reference 210-15-010, Using a Probe Light ....................................................................................... 36
Reference 210-15-011, Circuit Types ................................................................................................. 38
Reference 210-15-012, Circuit Malfunctions ....................................................................................... 40
Reference 210-15-013, Troubleshooting Circuit Malfunctions ............................................................ 43
Reference 210-15-014, Understanding Electrical vs. Electronic Circuits ............................................ 47
Reference 210-15-015, Intermittent Electronic Problems ................................................................... 49
Reference 210-15-016, Using a Digital Multimeter ............................................................................. 53

Section 210 - GENERAL Group 05: Safety
Group 05 - Safety
Reference 210-05-001 Safety Information
Recognize Safety Information
Safety-alert symbol
This is a safety-alert symbol. When you see this symbol on your machine or in this manual, be alert to the potential for personal
injury.
Follow recommended precautions and safe operating practices.
Prevent Machine Runaway
Machinery Runaway
Avoid possible injury or death from machinery runaway.
Do not start engine by shorting across starter terminals. Machine will start in gear if normal circuitry is bypassed.
NEVER start engine while standing on ground. Start engine only from operator’s seat, with transmission in neutral or park.
Handle Fluids Safely—Avoid Fires
Avoid Fires
When you work around fuel, do not smoke or work near heaters or other fire hazards.
Store flammable fluids away from fire hazards. Do not incinerate or puncture pressurized containers.
Make sure machine is clean of trash, grease, and debris.
Do not store oily rags; they can ignite and burn spontaneously.
Prevent Battery Explosions
Battery Explosions
Keep sparks, lighted matches, and open flame away from the top of battery. Battery gas can explode.
Never check battery charge by placing a metal object across the posts. Use a volt-meter or hydrometer.
Do not charge a frozen battery; it may explode. Warm battery to 16°C (60°F).
Prepare for Emergencies
First Aid Kit
Be prepared if a fire starts.
Keep a first aid kit and fire extinguisher handy.
Keep emergency numbers for doctors, ambulance service, hospital, and fire department near your telephone.
Handle Starting Fluid Safely
Store Safely
Starting fluid is highly flammable.
Keep all sparks and flame away when using it. Keep starting fluid away from batteries and cables.
To prevent accidental discharge when storing the pressurized can, keep the cap on the container, and store in a cool, protected
location.
Do not incinerate or puncture a starting fluid container.
Prevent Acid Burns
Acid Burns
Sulfuric acid in battery electrolyte is poisonous. It is strong enough to burn skin, eat holes in clothing, and cause blindness if
splashed into eyes.
Avoid the hazard by:
1. Filling batteries in a well-ventilated area.

2. Wearing eye protection and rubber gloves.
3. Avoiding breathing fumes when electrolyte is added.
4. Avoiding spilling or dripping electrolyte.
5. Use proper jump start procedure.
If you spill acid on yourself:
1. Flush your skin with water.

2. Apply baking soda or lime to help neutralize the acid.
3. Flush your eyes with water for 15—30 minutes. Get medical attention immediately.
If acid is swallowed:
1. Do not induce vomiting.

2. Drink large amounts of water or milk, but do not exceed 2 L (2 quarts).
3. Get medical attention immediately.
Service Cooling System Safely
Cooling System
Explosive release of fluids from pressurized cooling system can cause serious burns.
Shut off engine. Only remove filler cap when cool enough to touch with bare hands. Slowly loosen cap to first stop to relieve
pressure before removing completely.
Handle Chemical Products Safely
Material Safety Data Sheet
Direct exposure to hazardous chemicals can cause serious injury. Potentially hazardous chemicals used with John Deere
equipment include such items as lubricants, coolants, paints, and adhesives.
A Material Safety Data Sheet (MSDS) provides specific details on chemical products: physical and health hazards, safety
procedures, and emergency response techniques.
Check the MSDS before you start any job using a hazardous chemical. That way you will know exactly what the risks are and
how to do the job safely. Then follow procedures and recommended equipment.
(See your John Deere dealer for MSDS’s on chemical products used with John Deere equipment.)
Avoid High-Pressure Fluids
High-Pressure Fluids
Escaping fluid under pressure can penetrate the skin causing serious injury.
Avoid the hazard by relieving pressure before disconnecting hydraulic or other lines. Tighten all connections before applying
pressure.
Search for leaks with a piece of cardboard. Protect hands and body from high pressure fluids.
If an accident occurs, see a doctor immediately. Any fluid injected into the skin must be surgically removed within a few hours
or gangrene may result. Doctors unfamiliar with this type of injury should reference a knowledgeable medical source. Such
information is available from Deere & Company Medical Department in Moline, Illinois, U.S.A.
Park Machine Safely
Remove the Key
Before working on the machine:
Lower all equipment to the ground.

Stop the engine and remove the key.
Disconnect the battery ground strap.
Hang a "DO NOT OPERATE" tag in operator station.
Stay Clear of Rotating Drivelines
Rotating Drivelines
Entanglement in rotating driveline can cause serious injury or death.
Keep tractor master shield and driveline shields in place at all times. Make sure rotating shields turn freely.
Wear close fitting clothing. Support Machine Properly
Support Machine Properly
Support Properly
Always lower the attachment or implement to the ground before you work on the machine. If you must work on a lifted
machine or attachment, securely support the machine or attachment. If left in a raised position, hydraulically supported
devices can settle or leak down.
Do not support the machine on cinder blocks, hollow tiles, or props that may crumble under continuous load. Do not work
under a machine that is supported solely by a jack. Follow recommended procedures in this manual.
When implements or attachments are used with a tractor, always follow safety precautions listed in the implement operator′s
manual.
Wear Protective Clothing
Protective Clothing
Wear close fitting clothing and safety equipment appropriate to the job.
Prolonged exposure to loud noise can cause impairment or loss of hearing.
Wear a suitable hearing protective device such as earmuffs or earplugs to protect against objectionable or uncomfortable loud
noises.
Operating equipment safely requires the full attention of the operator. Do not wear radio or music headphones while operating
machine.
Service Machines Safely
Moving Parts
Tie long hair behind your head. Do not wear a necktie, scarf, loose clothing, or necklace when you work near machine tools or
moving parts. If these items were to get caught, severe injury could result.
Remove rings and other jewelry to prevent electrical shorts and entanglement in moving parts.
Work In Ventilated Area
Engine exhaust fumes
Engine exhaust fumes can cause sickness or death. If it is necessary to run an engine in an enclosed area, remove the exhaust
fumes from the area with an exhaust pipe extension.
If you do not have an exhaust pipe extension, open the doors and get outside air into the area
Work in Clean Area
Clean Work Area
Before starting a job:
Clean work area and machine.

Make sure you have all necessary tools to do your job.
Have the right parts on hand.
Read all instructions thoroughly; do not attempt shortcuts.
Remove Paint Before Welding or Heating
Toxic Fumes
Avoid potentially toxic fumes and dust.
Hazardous fumes can be generated when paint is heated by welding, soldering, or using a torch.
Remove paint before heating:
Remove paint a minimum of 101 mm (4 in.) from area to be affected by heating. If paint cannot be removed, wear an
approved respirator before heating or welding.
If you sand or grind paint, avoid breathing the dust. Wear an approved respirator.
If you use solvent or paint stripper, remove stripper with soap and water before welding. Remove solvent or paint stripper
containers and other flammable material from area. Allow fumes to disperse at least 15 minutes before welding or
heating.
Do not use a chlorinated solvent in areas where welding will take place.
Do all work in an area that is well ventilated to carry toxic fumes and dust away.
Dispose of paint and solvent properly.
Avoid Heating Near Pressurized Fluid Lines
Flammable Spray
Flammable spray can be generated by heating near pressurized fluid lines, resulting in severe burns to yourself and
bystanders. Do not heat by welding, soldering, or using a torch near pressurized fluid lines or other flammable materials.
Pressurized lines can be accidentally cut when heat goes beyond the immediate flame area.
Illuminate Work Area Safely
Work Area Safely
Illuminate your work area adequately but safely. Use a portable safety light for working inside or under the machine. Make sure
the bulb is enclosed by a wire cage. The hot filament of an accidentally broken bulb can ignite spilled fuel or oil.
Replace Safety Signs
Safety Signs
Replace missing or damaged safety signs. See the machine operator’s manual for correct safety sign placement.
Use Proper Lifting Equipment
Proper Lifting Equipment
Lifting heavy components incorrectly can cause severe injury or machine damage.
Follow recommended procedure for removal and installation of components in the manual.
Keep ROPS Installed Properly
Roll-Over Protective Structure
Make certain all parts are reinstalled correctly if the roll-over protective structure (ROPS) is loosened or removed for any
reason. Tighten mounting bolts to proper torque.
The protection offered by ROPS will be impaired if ROPS is subjected to structural damage, is involved in an overturn incident,
or is in any way altered by welding, bending, drilling, or cutting. A damaged ROPS should be replaced, not reused.
Service Tires Safely
Explosive Tire and Rim Parts
Explosive separation of a tire and rim parts can cause serious injury or death.
Do not attempt to mount a tire unless you have the proper equipment and experience to perform the job.
Always maintain the correct tire pressure. Do not inflate the tires above the recommended pressure. Never weld or heat a
wheel and tire assembly. The heat can cause an increase in air pressure resulting in a tire explosion. Welding can structurally
weaken or deform the wheel.
When inflating tires, use a clip-on chuck and extension hose long enough to allow you to stand to one side and NOT in front of
or over the tire assembly. Use a safety cage if available.
Check wheels for low pressure, cuts, bubbles, damaged rims or missing lug bolts and nuts.
Avoid Harmful Asbestos Dust
Asbestos Dust
Avoid breathing dust that may be generated when handling components containing asbestos fibers. Inhaled asbestos fibers
may cause lung cancer.
Components in products that may contain asbestos fibers are brake pads, brake band and lining assemblies, clutch plates, and
some gaskets. The asbestos used in these components is usually found in a resin or sealed in some way. Normal handling is
not hazardous as long as airborne dust containing asbestos is not generated.
Avoid creating dust. Never use compressed air for cleaning. Avoid brushing or grinding material containing asbestos. When
servicing, wear an approved respirator. A special vacuum cleaner is recommended to clean asbestos. If not available, apply a
mist of oil or water on the material containing asbestos.
Keep bystanders away from the area.
Protect Against High Pressure Spray
High Pressure Spray
Spray from high pressure nozzles can penetrate the skin and cause serious injury. Keep spray from contacting hands or body.
If an accident occurs, see a doctor immediately. Any high pressure spray injected into the skin must be surgically removed
within a few hours or gangrene may result. Doctors unfamiliar with this type of injury should reference a knowledgeable
medical source. Such information is available from Deere & Company Medical Department in Moline, Illinois, U.S.A.
Practice Safe Maintenance
Keep Area Clean
Understand service procedure before doing work. Keep area clean and dry.
Never lubricate, service, or adjust machine while it is moving. Keep hands, feet , and clothing from power-driven parts.
Disengage all power and operate controls to relieve pressure. Lower equipment to the ground. Stop the engine. Remove the
key. Allow machine to cool.
Securely support any machine elements that must be raised for service work.
Keep all parts in good condition and properly installed. Fix damage immediately. Replace worn or broken parts. Remove any
buildup of grease, oil, or debris.
On self-propelled equipment, disconnect battery ground cable (-) before making adjustments on electrical systems or welding
on machine.
On towed implements, disconnect wiring harnesses from tractor before servicing electrical system components or welding on
machine.
Use Proper Tools
Proper Tools
Use tools appropriate to the work. Makeshift tools and procedures can create safety hazards.
Use power tools only to loosen threaded parts and fasteners.
For loosening and tightening hardware, use the correct size tools. DO NOT use U.S. measurement tools on metric fasteners.
Avoid bodily injury caused by slipping wrenches.
Use only service parts meeting John Deere specifications.
Dispose of Waste Properly
Recycle Waste
Improperly disposing of waste can threaten the environment and ecology. Potentially harmful waste used with John Deere
equipment include such items as oil, fuel, coolant, brake fluid, filters, and batteries.
Use leakproof containers when draining fluids. Do not use food or beverage containers that may mislead someone into drinking
from them.
Do not pour waste onto the ground, down a drain, or into any water source.
Air conditioning refrigerants escaping into the air can damage the Earth’s atmosphere. Government regulations may require a
certified air conditioning service center to recover and recycle used air conditioning refrigerants.
Inquire on the proper way to recycle or dispose of waste from your local environmental or recycling center, or from your John
Deere dealer.
Section 210 - GENERAL Group 15: General References
Live With Safety
Safety Systems
Before returning machine to customer, make sure machine is functioning properly, especially the safety systems. Install all
guards and shields.
Group 15 - General References

Reference 210-15-001, General Reference List
This is a list of additional references that may be of benefit to the technician during machine diagnosis.
Safety
Safety Information (See Reference 210-05-001)
General
Bolt and Cap Screw Torque Values (See Reference 210-15-002)

Glossary of Terms (See Reference 210-15-003)
Hydraulic
Hydraulic Circuit Symbols (See Reference 210-15-004)
Electrical
Wiring Diagram and Schematic Information (See Reference 210-15-005)

Electrical Schematic Symbols (See Reference 210-15-006)
Reading Wiring Schematics and Diagrams (See Reference 210-15-007)
Visually Inspect Electrical System (See Reference 210-15-008)
Seven Step Electrical Test Procedure (See Reference 210-15-009)
Using a Probe Light (See Reference 210-15-010)
Circuit Types (See Reference 210-15-011)
Circuit Malfunctions (See Reference 210-15-012)
Troubleshooting Circuit Malfunctions (See Reference 210-15-013)
Understanding Electrical vs. Electronic Circuits (See Reference 210-15-014)
Intermittent Electronic Problems (See Reference 210-15-015)
Tractor Schematic List (SE1 through SE15) (See Reference 240-25-001)
Control Unit Information
Recall, Record and Clear Codes (See Reference 245-05-001)

Access Control Unit Addresses (See Reference 245-05-002)
Service Code Descriptions (See Reference 245-05-003)
Control Unit Addresses (See Reference 245-05-004)
ISO Diagrams
Tractor ISO Diagram List (See Reference 270-25-001)
Tools
Test Kits (See Reference 299-15-001)
Reference 210-15-002, Bolt and Cap Screw Torque Values
Inch Torque Values
Metric Torque Values
Reference 210-15-003, Glossary of Terms

Glossary of Terms—A through D
ITEM ABBREVIATION DESCRIPTION
Accessory ACC Secondary electrical system
Air Conditioning A/C System used conditioning the air in the cab
Air Quality System AQS System used to control conditioned air in the cab
Alternating Current AC Electrical current that reverses its direction at regularly recurring intervals
Armrest Control Unit ACU Armrest control used to control tractor functions
Battery Bat A device used to furnish electrical current
Brakes BR Abbreviation
Brake Load Sense BRL Reference—Brake load sense
Central Control Unit CCU Computerized system for tractor monitoring
Chrysler Collision Detection CCD A communication system linking on-board electronics
Circuit CCT A complete path of an electrical current
Circulator Motor Symbols for circulator motor speeds
O Medium Speed
+ Fastest Speed
Clean Oil Reservoir COR Reservoir used to contain oil for the tractor hydraulic system
Clockwise CW Direction in which the hands of a clock rotate
Cold Cranking Amperes CCA Refers to a battery′s capability to perform during cold weather operation
Component Technical Manual CTM Technical manual developed for the servicing of major components
Counterclockwise CCW Direction opposite the rotation of the hands of a clock
Control Flow (Steering Pressure) CF Reference—Steering pressure control flow
Control Flow DR CFD Reference—Control flow diagnostic receptacle
Corner Post Display CPD Display for system control units
Diagnostic Receptacle DR A connection where hydraulic pressure can be measured
Digital Multi-Meter DMM An electrical multi-functional measuring device
Direct Current DC Electrical current flowing in one direction only
Displacement Control Valve DCV Controls hydraulic pump stroke
Glossary of Terms—E through L
Electronic Displacement Control EDC Senses and communicates to the Displacement Control Valve demand for hydraulic pump stroke
Electro-hydraulic EH Refers to a hydraulic valve function that is controlled electrically
Electro-hydraulic Depth Control EHDC Abbreviation
Electro-hydraulic Selective Control Valve EH SCV Selective control valve operated with electrical solenoids
Electronic Components Relay ELX Refers to the relay powering most of the electronic components
Engine Control Unit ECU Computerized system used to govern engine speed
Evacuation Diagnostic Receptacle EVAC Diagnostic receptacle port used for prelubrication of the pump drive gears
Excess Flow (SCV/Hitch Flow) EF Reference—SCV/Hitch flow
Excess Flow Load Sense (SCV/Hitch Flow) EFL Reference—SCV/Hitch load sense
Forward FWD Refers to direction of movement
Gallons Per Minute gpm Amount of fluid over a period of one minute
Ground-Driven Pump GDP Pump used to operate steering and brakes during emergency conditions
Heating-Ventilating and Air Conditioning HVAC Abbreviation
Hitch Control Unit HCU Computerized system used to control hitch functions
Housing Hsg Abbreviation
Ignition IGN Control for starting and stopping the tractor
Inside Diameter ID Abbreviation
Instrument Control Unit ICU Computerized system controlling tractor warning functions
International Standards Organization ISO Standards organization
Joint Industry Council Organization JIC Standards organization
Lateral Hitch Position LHP Refers to hitch positioning for a row guidance hitch application
Left-Hand LH or L-H Abbreviation
Liquid Crystal Display LCD A technology used for displaying information
Glossary of Terms—M through R
Manifold Air Pressure MAP Abbreviation
Mechanical Shift Transmission MST Abbreviation
Negative Neg (—) Refers to a part of an electrical circuit
Number No. Abbreviation
ORFS
O-Ring Face Seal A type of seal used in making hydraulic connections
ORS
Outside Diameter OD Abbreviation
Perf Mon
Performance Monitor Abbreviation
(PrF)
Positive Pos (+) Refers to a part of an electrical circuit
Potentiometer POT A device used to vary electrical voltage
Power Shift Control Unit PCU Computerized system used to control transmission shift functions
Power Shift Transmission PST Abbreviation
Power Take-Off PTO Abbreviation
Pressure Control Valve PCV Valve used to control pressure within a system
Pressure Regulating Valve PRV A device used to regulate pressure in a system
Product Identification Number PIN Serial number relating to tractor identification
Pulse-Width-Modulation PWM Method of controlling electrical signals
Pump DR PD Reference—Pump diagnostic receptacle
Pump Load Sense PLD Reference—Pump load sense
Reverse Rev Refers to direction of movement
Revolutions Per Minute rpm Abbreviation
RH or
Right-Hand Abbreviation
R-H
Rockshaft RS Abbreviation
Glossary of Terms—S through W
Selective Control Option SCo Controller for Selective control valve 4 and 5
Selective Control Unit SCU Computerized system used to control selective control valve functions for selective control valves 1, 2, and 3
Selective Control Valve SCV Device used to control remote hydraulic functions
Set-Up Panel SUP Operator control panel used to set selective control valve function
Slow Moving Vehicle SMV Warning sign on the rear of the tractor
Society of Automotive Engineers SAE Engineering Standards Organization
Specification SPEC Abbreviation
Steering System Control Unit SSU Computerized system controlling tractor steering
Steering Load Sense STL Reference—Steering load sense
Switch SW Abbreviation
Tachometer Tach Abbreviation
Tail Light TL Abbreviation
Temperature Temp Abbreviation
Transmission Trans Abbreviation
Transient Voltage Protection TVP An electrical device used to protect a circuit from voltage surge
Voltage (Volts) V Abbreviation
Voltage Detector V Det Abbreviation
Warning Lamp WL Abbreviation
Without W/O Abbreviation
Wide-Open Throttle WOT Full throttle
Reference 210-15-004, JIC Hydraulic Symbols
JIC Hydraulic Symbols
LEGEND:
A Pumps
A1 Fixed Displacement - Unidirectional
A2 Fixed Displacement - Bidirectional
A3 Variable Displacement - Unidirectional

A4 Variable Displacement - Bidirectional
B Motors and Cylinders
B1 Hydraulic Motor - Fixed Displacement - Unidirectional
B2 Hydraulic Motor - Fixed Displacement - Bidirectional
B3 Hydraulic Motor - Variable Displacement - Unidirectional
B4 Hydraulic Motor - Variable Displacement - Bidirectional
B5 Cylinder, Single Acting
B6 Cylinder, Double Acting, Single End Rod
B7 Cylinder, Double Acting, Double End Rod
B8 Adjusting Cushion Advance Only
B9 Differential Piston
C Miscellaneous Units
C1 Electric Motor
C2 Accumulator, Spring Loaded
C3 Accumulator, Gas Charged
C4 Heater
C5 Cooler
C6 Temperature Controller
C7 Filter, Strainer
C8 Pressure Switch
C9 Pressure Indicator
C10 Temperature Indicator
C11 Direction of Shaft Rotation (Assume Arrow on Near Side of Shaft)
D Valves
D1 Check
D2 On-Off (Manual Shut-Off)
D3 Pressure Relief
D4 Pressure Reducing
D5 Flow Control, Adjustable Non-Compensated
D6 Flow Control, Adjustable (Temperature and Pressure Non-Compensated
D7 Two Position, Two Connection
D8 Two Position, Three Connection
D9 Two Position, Four Connection
D10 Three Position, Four Connection
D11 Two Position, In Transition
D12 Valves Capable of Infinite Positioning (Horizontal Bars Indicate Infinite Positional Ability)
E Methods of Operation
E1 Spring
E2 Manual
E3 Push Button
E4 Push-Pull Lever
E5 Pedal or Treadle
E6 Mechanical
E7 Detent
E8 Pressure Compensated
E9 Solenoid, Single Winding
E10 Reversing Motor
E11 Pilot Pressure - Remote Supply
E12 Pilot Pressure - Internal Supply
F Lines
F1 Line, Working (Main)
F2 Line, Pilot (For Control)
F3 Line, Liquid Drain
F4 Direction of Hydraulic Flow
F5 Direction of Pneumatic Flow
F6 Lines Crossing
F7 Lines Crossing
F8 Lines Joining
F9 Lines with Fixed Restriction
F10 Line, Flexible
F11 Station, Testing, Measurement of Power Take-Off
F12 Variable Component (Run Arrow Through Symbol at 45 Degrees)
F13 Pressure Compensation Units (Arrow Parallel to Short Side of Symbol)
F14 Temperature Cause of Effect
F15 Reservoir - Vented
F16 Reservoir - Pressurized
F17 Line to Reservoir - Above Fluid Level

F18 Line to Reservoir - Below Fluid Level
Reference 210-15-005, Wiring Diagram and Schematic Information

All vehicle wires are shown by a wire number which indicates the circuit number and wire color.
Example:
A wire with a number 226 would be found in an accessories circuit (22X), and it would be a light blue (XX6) wire.
Wiring Circuit Number and Wire Color
Circuit No Function Color No Wire Color
000—099 Power XX0 Black
100—199 Lighting XX1 Brown
200—299 Accessories XX2 Red
300—499 Engine XX3 Orange
500—699 Transmission XX4 Yellow
700—799 Hydraulics XX5 Dk. Green
800—899 Hitch XX6 Lt. Blue

[ Wire numbers may be machine specific. ]
900—999 Other XX7 Purple
XX8 Gray
XX9 White
System Functional Schematic
The System Functional Schematic will show individual circuits, wire numbers, color and a schematic symbol for each
component (electrical device). Each schematic symbol will have an identification letter (indicating the type of device) and
number assigned to it. For example, the key switch is designated as S1. The "S" designates a switch and the "1" designates the
first switch to be assigned a number.
System Wiring Diagram
The System Wiring Diagram shows each individual wiring harness and main connectors on each harness. The Wiring Diagram
will show wire number, color and a schematic symbol for each component (electrical device). Each device will have the same
number as on the Functional Schematic. The main connectors will have an identification letter/number assigned to it (X1, X2
etc.).
System Component Location Drawing
The System Component Location Drawing is a pictorial view of all components (electrical devices) and all connectors used on
the machine by harness location. Each electrical device and connector will have the same identification number as the
Functional Schematic and Wiring Diagram.
Sub-System Circuit Schematic
Sub-system circuit schematics are sectional divisions (e.g. SE1, SE2 etc.) of the System Functional Schematic. The Sub-system
Circuit Schematic shows each circuit individually with all components represented by a schematic symbol. The schematic
shows wire colors and all electrical devices have the same identification letter/number as the previous drawings.
Reference 210-15-006, Electrical Schematic Symbols
Electrical Schematic Symbols
LEGEND:
1 Chassis Ground
2 Single Point Ground
3 Case Ground
4 Circuit Connecting Dot

5 Twisted Wires
6 Male Terminal (Pin)
7 Female Terminal (Socket)
8 Connector Pin and Socket (Mated)
9 Multiple Pin Connector
10 Multiple Socket Connector
11 Connector Assembly (Male Terminals)
12 Connector Assembly (Female Terminals)
13 Operated Mechanically
14 Operated by Pushing
15 Operated by Pulling
16 Operated by Turning
17 Operated by Lever
18 Operated by Pedal
19 Operated by Key
20 Operated by Pressure
21 Operated by Temperature
22 Thermal Effect
23 Detent
24 Mechanical Position
25 Battery (Cell)
26 Generator
27 Motor
28 Starter Motor
29 Pump Motor
30 Blower Motor
31 Wiper Motor
32 Single Filament Lamp
33 Dual Filament Lamp
34 Antenna
35 Non-Ionizing Radiation
36 Radar Speed Sensor
37 Electronic Control System
38 Clock
39 Horn
40 Loudspeaker
41 Lighter with Indicator Lamp
42 Single Pole, Single Throw, Normally Open Switch
43 Single Pole, Single Throw, Normally Closed Switch
44 Single Pole, Single Throw, Normally Closed Switch
45 Pushed Button Switch
46 Lever Operated Switch
47 Pedal Operated Normally Closed Switch
48 Pressure Operated Normally Open Switch
49 Normally Closed Limit Switch
50 Fuse
51 Fixed Resistor
52 Variable Resistor
53 Heating Element
54 Capacitor
55 Polarized Capacitor
56 Speed Sensor
57 Solenoid
58 Valve Operating Solenoid
59 Clutch Operating Solenoid
60 Diode
61 Zener Diode
62 Relay
63 Key Switch
Reference 210-15-007, Reading Wiring Schematics and Drawings

Reading a System Functional Schematic
Functional Schematic
LEGEND:
A Main Power Leads
B Component Schematic Symbol
C Component Identification Code
D Component Name
E Ground Wires
F Circuit Name
G Section Number
The System Functional Schematic is made up of sections which contain one or more Subsystem Functional Schematic laid out
side by side in a logical sequence of related functions. Each Subsystem is a major group of components like the wiper circuit or
seat control circuit (G). Sections are named to reflect that group of components (F). The System Functional Schematic is
formatted with power supply wires (A) shown across the top of the drawing and ground wires (E) across the bottom. The
diagram contains no harness or connector information. Each electrical component is shown by a schematic symbol (B), the
component name (D), and a component identification code (C). The same names and identification letter codes are used on all
machine drawings—the System Functional Schematic, System Wiring and Harness Diagram, and the System Component
Location Drawing. Components and connectors can easily be cross-referenced from one drawing to another. See Group 10 for
Component Identification Legend.
Reading a Wiring Diagram
Wiring Diagram
The wiring diagram consists of three dimensional wiring harness drawings that show harness routing, component location and
identification information.
The location of each component that is connected to the harness is shown and identified by its alpha/numeric identification
number. Harness routing is also shown.
Each wiring diagram is followed by CIRCUIT routing information for each component (each component covered separately) on
the HARNESS.
Each CONNECTOR that joins one harness to another is identified by an "X" component identification number and a name, and,
its location is also shown.
The same names and identification numbers are used on all machine schematic and harness drawings throughout the technical
manual. As a result, components and connectors can easily be cross-referenced from one drawing to another.
See the "Component Identification Legend" in this group.
Reading a Diagnostic Schematic
Diagnostic Schematic
LEGEND:
A Power Source
B Connector Symbol
C Ground Symbols
D Section (SE) Number
The diagnostic schematic is a schematic representation of each "SE" section (D) with any relevant connector (B) information
added for each circuit. Each circuit in the subsection can be traced from power source (A) to ground (C). If the circuit passes
through any harness connectors (B), they are shown, with their "X" identification number given, as well as connector terminal
number and circuit number.
Reference 210-15-008, Visually Inspect Electrical System

Visually inspect the electrical system prior to starting the tractor, after receiving customer complaint:
[1] - Look for bare wires that could ground a component or short across to another component.
[2] - Look for missing or worn conduit. This could indicate a wire problem.
[3] - Look for loose or broken connectors and wires.
[4] - Inspect batteries for:
Corroded terminals
Loose terminals or battery posts
Dirty condition
Damp condition
Cracked case
Proper electrolyte level
[5] - Check alternator belt tension.
[6] - After machine has been shut down for five minutes inspect for overheated parts. Parts will often smell like burned
insulation. Place hand on the alternator. Heat in these parts when the unit has not been operated for some time is a sure clue
to charging circuit problems.
[7] - If visual inspection does not indicate the possible malfunction, but inspection does indicate that the machine can be run,
turn the key switch to the IGN position. Operate the accessory circuits, indicator lights, gauge lights, etc. How does each of
these components work? Look for sparks or smoke which might indicate shorts.
[8] - Start machine. Check all gauges for good operation and check to see if system is charging or discharging.
[9] - In general, look for anything unusual.
Many electrical failures cannot be detected even if the machine is started. Therefore, a systematic and complete inspection of
the electrical system is necessary.
Reference 210-15-009, Seven Step Electrical Procedure

[ With probe light or multimeter ]
Electrical Test Procedure
LEGEND:
A Circuit Breaker Battery Side
B Circuit Breaker Load Side
C Component Battery Lead
D Component Ground Lead
E Component Battery Lead Disconnected
Seven Step Electrical Procedure
Results a
Step Sequence
Probe—Multimeter Conditions
Check battery side of circuit breaker (A) for

1-Switch On b Bright Light—Battery voltage. Normal - GO TO 2.
battery voltage. c
Dim Light—Low voltage - Repair high resistance.
No Light—No voltage - Repair open circuit from battery.
Check load side of circuit breaker (B) for battery

2-Switch Off Bright light—Battery voltage - normal - GO TO 4
voltage.
Dim Light—Low voltage - Replace circuit breaker
No light—No voltage - GO TO 3
Check load side of circuit breaker (B) for

3-Switch Off continuity to ground. (Clip of tester at battery Bright Light—Continuity to ground - Repair grounded circuit at or before switch.
voltage ).
No Light—no continuity to ground - replace circuit breaker.
Check load side of circuit breaker (B) for battery

4-Switch On Bright Light—Battery voltage - Normal - GO TO 6
voltage.
Dim Light—Low voltage - Replace circuit breaker.
No Light—No voltage - GO TO 5
5-Disconnect lead to component

Check lead at (E) for battery voltage. Bright Light—Battery voltage - Repair component
at (C) d . Switch on.
No light—No voltage - Repair grounded circuit at or after switch.
a
Disregard probe light condition when using a multimeter.
b
Controlling switch or relay for component (load).
c
Use DFRW26 Test Lead when testing circuits with fuses. See Section 299, Dealer Fabricated Tools.
d
Multimeter will not apply a load to circuit at Step 5. Use probe light.
Seven Step Electrical Procedure
a
Results
Step Sequence
Probe—Multimeter Conditions
6-Switch On Check lead to component at (C) for battery voltage. Bright Light—Battery voltage normal - GO TO 7.
Dim Light—Low voltage - Repair high resistance in circuit between circuit breaker and component
No Light—Repair high resistance in circuit between circuit breaker and component
7-Switch On Check ground lead of component at (D) for voltage. Bright Light—High voltage - Open ground circuit. Repair open circuit.
Dim Light—Voltage - Poor continuity to ground. Repair high resistance circuit.
No Light—No voltage - Good continuity to ground. Repair component.
Reference 210-15-010, Using a Probe Light
Check Voltage From Battery
The above example shows how to connect a probe light to check an electrical circuit for voltage. When checking a circuit for
battery voltage, connect the probe light clip to ground as shown.
Check Continuity to Ground
When checking a circuit for continuity to ground, connect the probe light to a known source of battery voltage as shown.
The controlling switches MUST BE “ON” and the circuit connected to the component to locate high resistance (0.5 to 5.0 ohms)
in the load circuit or ground circuit of a component.
The seven-step procedure is for use on ELECTRICAL circuits only. Review the description for electrical and electronic circuits in
this group. The procedure can be used to locate opens, grounds, high resistance or faulty components with the use of the
electrical wiring schematics. The simple circuit above can be used as a reference for each step but you must refer to the wiring
schematics for additional components that may be connected in parallel.
You may want to start at step “6” as your first step for diagnosing any malfunctioning electrical circuit where the component is
easily accessible. If battery voltage is not present at step “6”, it will be necessary to go to step “1” to isolate the malfunction.
IMPORTANT:
This sequence CANNOT be used in electronic circuits.
→NOTE:
After any repair, always return to Operational Check, to be certain another circuit has not been affected
during the repair.
Reference 210-15-011, Circuit Types

The diagnosis in this section will be broken down into individual electrical circuits or subsystems (groups of individual circuits
such as the overall lighting circuit) and into electronic circuits.
To understand what we are calling electrical circuits and electronic circuits, see the following circuit definitions.
IMPORTANT:
Complete electrical schematics are located in this group.
Electrical Circuit
Electrical Circuit
LEGEND:
A Source Voltage
B Source Voltage at Load
This circuit provides source voltage (A) to the load (B) and does not pass through electronic components. An electrical circuit is
considered to end when the source voltage enters an electronic module or electronically controlled device. Heater-type, wire-
wound resistors are not considered electronic components, for example, blower motor speed resistor or ceramic-covered wire
resistors are not electronic components.
Electronic Circuit
Electronic Circuit
LEGEND:
A Source Voltage
B End of Electrical Circuit, Beginning of Electronic Circuit
C Electronic Module
D Load
This circuit begins where the source voltage (A) of an electrical circuit enters an electronic module (B) or electronic control
device (C).
Usually, source voltage has been changed with electronic components by decreasing the voltage and current flow to the load
(D). The voltage can also be increased.
Secondary Electronic Circuit
Electronic Circuit
LEGEND:
A Source Voltage
B End of Electrical Circuit, Beginning of Electronic Circuit
C Electronic Module
D Source of Voltage at Load
E Solenoid No. 1
F Solenoid No. 2
G Indicator Lamp ON, Solenoid No. 1 Disengaged
H Indicator Lamp ON, Solenoid No. 2 Engaged
I Temperature Sensor
Even though electronic circuits use small amounts of current to operate electronic components, a secondary circuit of source
voltage (D) to electrical components can pass through an electronically controlled relay inside a module. This secondary circuit
is still considered to be part of the electronic circuit.
Reference 210-15-012, Circuit Malfunctions

There are four major electrical circuit malfunctions:
1. High resistance circuit

2. Open circuit
3. Grounded circuit
4. Shorted circuit
Each is explained separately below.
High Resistance Circuit
High Resistance Circuit
LEGEND:
A Battery
B Fuse
C Switch
D Unwanted Resistance
E Lamp (Load)
F Ground
A high resistance circuit is a circuit having unwanted resistance (D) that causes a voltage drop and reduces current flow.
Open Circuit
Open Circuit
LEGEND:
A Battery
B Fuse
C Switch
D Open Circuit
E Lamp (Load)
F Ground
An open circuit is a circuit having a break or separation (D) that prevents current from flowing in the circuit.
Grounded Circuit
Grounded Circuit
LEGEND:
A Battery
B Fuse
C Switch
D Grounded Circuit
E Lamp (Load)
F Ground
A grounded circuit is a circuit where a voltage wire is in contact with the machine frame (D), providing continuity with the
battery ground terminal.
Shorted Circuit
Shorted Circuit
LEGEND:
A Battery
B Fuse F1
C Switch
D Voltage-to-Voltage Short
E Voltage-to-Signal Short
F Voltage-to-Ground Short
G Lamp (Load)
H Ground-to Ground Short
I Ground
J Sensor
K Control Unit
L Fuse F2
A shorted circuit is a circuit where a wire-to-wire contact of two adjacent wires (D, E, F & H) providesunwanted continuity
between the two wires. The following are types of shorted circuits.
1. Voltage wire shorted to another voltage wire (D) (wires of equal or unequal voltage).
2. Voltage wire shorted to a sensor signal wire (E) (wires of unequal voltage).
3. Voltage wire shorted to a ground wire (F) (wires of battery voltage or regulated voltage, shorted to a ground wire
connecting a component to the battery negative terminal).

4. Ground wire shorted to another ground wire (H) (wires of zero voltage).
→NOTE:
This type of short does not create an observable malfunction.
Locations of Circuit Malfunctions
Circuit Malfunction
LEGEND:
A Battery
B Fuse
C Switch
D Lamp (Load)
E Ground
In a “simple” electrical circuit, the circuit malfunctions occur at only three possible locations:
1. Before a controlling switch (C).

2. Between a controlling switch (C) and the load (D).
3. After the load (D).
Electrical components can become faulty with the same four circuit malfunctions. Sometimes a component malfunction can
easily be confused with a circuit malfunction. Therefore, care must be exercised when isolating the cause of the problem.
Example: A component may not operate before disconnecting an electrical connection, but it operates after reconnecting the
connector.
Reason: Oxidation of the terminals created “high resistance” and a voltage drop that prevents the proper amount of current
flow to the component. Disconnecting and reconnecting the connector, removed some oxidation and reestablished good
continuity through the connector.
Reference 210-15-013, Troubleshooting Circuit Malfunctions

High Resistance or Open Circuit
LEGEND:
A Battery
B Fuse
C Switch
D Unwanted Resistance
E Open Circuit
F Lamp (Load)
G Ground
H Component Terminal
I Circuit Connector
J Circuit Connector
K Component Terminal
AHigh Resistance Circuit (D) can result in slow, dim or no component operation (for example: loose, corroded, dirty or oily
terminals, gauge of wire too small or broken strands of wire).
AnOpen Circuit (E) results in no component operation because the circuit is incomplete (for example: broken wire, terminals
disconnected, open protective device or open switch).
Do the following to isolate the location of a “high resistance” (D) or “open” (E) circuit.
[1] - With the controlling switch (C) closed (on) and the load (F) connected into the circuit, check for proper voltage at a
location easily accessible between (K) and (H).
a. If voltage is low, move toward the voltage source (A) to locate point of voltage drop.
b. If voltage is correct, move toward the load (F) and ground terminal (G) to locate voltage drop.
→NOTE:
The example shows high resistance (D) between (K) and (J) and open circuit (E) between (J) and (I).
[2] - Repair the circuit as required.
[3] - Perform an operational check-out on the component after completing the repair.
Grounded Circuit
Grounded Circuit
LEGEND:
A Battery
B Fuse
C Switch
D Component Terminal
E Wire Terminal
F Grounded Circuit
G Component Terminal
H Lamp (Load)
I Ground
Grounded Circuit
AGrounded Circuit (F) results in no component operation and the fuse or circuit breaker opens (for example: a power wire
contacting the machine frame, chassis or component housing).
Do the following to isolate the location of a “grounded” circuit.
[1] - Switch (C) must be open (off). Check for continuity to ground between (B) and (C).
a. If there is continuity, there is a grounded circuit between (B) and (C). Repair the circuit
b. If there is no continuity, go to step 2.
[2] - Disconnect the load (H) from component terminal (G).
[3] - With the controlling switch (C) open (off), check for continuity to ground between (D) and (E).
a. If there is continuity, there is a grounded circuit between (D) and (E). Repair the circuit.
→NOTE:
In the example, the circuit is grounded between (D) and (E) at (F).
If there is no continuity, check the component for shorts and grounds.
[4] - Perform an operational check-out on the component after completing the repair.
Shorted Circuit
Shorted Circuit
LEGEND:
A Battery
B Fuse F1
C Voltage-to-Voltage Short
D Switch S1
E Voltage-to-Voltage Short
F Voltage-to-Ground Short
G Lamp E1 (Load)
H Lamp E2 (Load)
I Voltage-to-Sensor Ground Short
J Voltage-to-Sensor Signal Short
K Voltage-to-Sensor Voltage Short
L Switch S2
M Fuse F2
N Fuse F3
O Control Unit
P Sensor Voltage-to-Signal Short
Q Sensor Voltage-to-Ground Short
R Sensor
S Sensor Signal-to-Ground Short
T Ground
Shorted Circuit
Machines equipped with several electronic control devices contain wiring harnesses that can become shorted by one of the
following ways shown above.
1. Battery wire from fuse F1 (B) is shorted at (C) to another battery wire after switch S2 (L).Result: Lamp E2 (H) is on all the
time.
2. Battery wire from fuse F1 (B) is shorted at (E) to another battery wire after switches S1 and S2 (D & L).Result: Both lamps
E1 and E2 (G & H) operate on either switch.
3. Battery wire from fuse F1 (B) is shorted at (F) to a ground wire.Result: Fuse F1 (B) opens after switch S1 (D) is closed.
4. Battery wire from switch S2 (L) is shorted at (K) to a regulated voltage wire.Result:
[ The controller may shut down or provide limited operation for its function and a diagnostic code may be displayed or stored. ]
Sensor signal voltage goes out of range.
5. Battery wire from switch S2 (L) is shorted at (J) to the sensor signal voltage wire.Result:
Sensor signal voltage goes out of range.
6. Battery wire from switch S2 (L) is shorted at (I) to the sensor ground wire.Result:
Fuse F2 (M) opens after closing switch S2 (L) and the sensor signal voltage goes out of range.
7. Controller regulated voltage wire is shorted at (P) to the sensor signal voltage wire.Result:
The sensor signal voltage wire goes out of range.
8. Controller regulated voltage wire is shorted at (Q) to the sensor ground wire.Result:

9. Sensor signal voltage wire is shorted at (S) to the sensor ground wire.Result:
Do the following to isolate a “shorted circuit”:
[1] - Review the machine electrical schematic to identify the circuits for the component that does not operate and identify all
components attached to the circuits.
[2] - Disconnect all components attached to the circuits, to single out the affected wires.
[3] - To prevent damage to connector terminals, obtain mating connector terminals from repair parts. DO NOT force meter
probes into connector terminals.
[4] - Connect the meter leads across two of the affected circuits. The meter should show no continuity between the two
circuits. Repeat the check across another combination of two circuits until all affected circuits have been checked.
[5] - Then connect a meter lead to each affected circuit one at a time and touch the other meter lead to all terminals in the
connector. The meter should show no continuity between any two circuits unless the schematic shows a connection to another
circuit (wires connecting a single point ground).
For Example: A 37 pin connector contains three wires to a sensor. With one meter probe attached to each of the three wires,
one at a time, touch the other meter probe to the remaining 36 wires. If there is continuity between any two wires, the circuit is
shorted. Repair the circuit.
[6] - Additional check for a shorted circuit: With all components disconnected from the suspected circuits, turn the key switch
and other necessary switches on. Connect one meter lead to a good frame ground. With the other meter probe, touch each of
the suspected circuits one at a time. If there is a voltage reading, the circuit is shorted to another voltage wire. Repair the
circuit.
Repairing Shorted Circuits
Repair a “shorted circuit” as follows:
Wires NOT in a Loom: Wrap individual wires with electrical tape or replace the damaged wire and band as required.
Wires in a Loom: If hot spots exist in shorted area of the harness, replace the harness. If hot spots are not noticeable, install
a new wire of proper gauge between the last two connections. Use tie bands to secure the wire to outside of the harness.
→NOTE:
Perform an operational check-out on the component after completing the repair.
Reference 210-15-014, Understanding Electrical vs. Electronic Circuits
Electrical vs Electronic Testing
LEGEND:
A Battery
B Fuse
C Key Switch
D Circuit Resistance (5 Ohms)
E Test Point
F Headlamp
G Air Filter Restriction Switch
H Electronic Control Module
I Circuit Resistance (20 Ohms)
J Test Point
K Air Filter Restriction Indicator
Test Light Versus Multimeter
Both multimeters and test lights may be used to check for voltage in a circuit. Both draw current, from the circuit that is being
tested, to operate.
A typical multimeter (digital or analog) draws 0.05 milliamps to operate and a test light will draw 250—300 milliamps during
operation. This makes the current draw of the test light 5,000 times higher than the multimeter.
Differences between the two test instruments are shown in examples "A" and "B".
Example A—Electrical Circuit
Refer to the above circuit.
The headlamp (F) will not operate with 5 ohms of resistance (D) in the circuit. If the headlamp is disconnected at point "E" and
is checked for voltage at that point, using a multimeter, the meter would indicate battery voltage.
→NOTE:
The meter does not draw enough current to create a voltage drop and place a load on the circuit. This
gives a false indication of a good circuit to that point.
If the same check was made using a test light, the result would be either no light or a very dim light.
→NOTE:
The test light draws enough current to place a load on the circuit. This gives a more realistic indication of
the condition of the circuit.
Results were different for each test instrument for the following reasons:
The type of circuit being tested (ELECTRICAL)

The amount of current draw each test instrument requires to operate
The type of circuit malfunction (high resistance)
Example B—Electronic Circuit
Refer to the above circuit.
The air filter restriction indicator (K) will not operate with 20 ohms resistance (I) in the circuit when the air filter restriction
switch (G) is closed (with 25 inches water vacuum at the switch).
If point "J" is checked for voltage, (with air filter restriction switch (G) closed), using a test lamp, the result would be no light.
The electronic module (H) could be replaced in error.
→NOTE:
The test light overloads the circuit because the control module cannot meet the high current demands of
the test light, thus it gives a false test result.
However, if a multimeter had been used to check point "J", it would have read correct voltage, indicating the air filter restriction
indicator should be replaced.
→NOTE:
The multimeter does not overload the circuit because of its low current draw.
Results were different for each test instrument for the following reasons:
The type of circuit being tested (ELECTRONIC)

The amount of current draw each test instrument requires to operate
The type of circuit malfunction (high resistance)
The next step would be to check for high resistance between the electronic module (H) and the indicator lamp (K).
Reference 210-15-015, Intermittent Electronic Problems

Volt Drop Method
Checking For High Resistance Using the Volt Drop Method
LEGEND:
A Component, First
B Wire Terminal to First Component (A)
C Isolated Wire
D Wire Terminal to Second Component (E)
E Component, Second
F DFRW51, Dual Bulb Test Lamp
G Battery Positive Terminal
H Battery Negative Terminal
I Battery Ground to Frame
J Battery
K Digital Multimeter
L Frame Ground
M Jumper Wire
Checking a circuit for voltage drop is a method of identifying high resistance in the wire. Voltage drop checks on electrical
circuit can performed by using the electrical function as the load.
→NOTE:
Review “Understanding Electrical Vs. Electrical Circuits” (See Reference 210-15-014 ).
The following method is basically for checking wires in electronic circuits but can also be used in electrical circuits.
[1] - Disconnect all components (A and E), from the circuit, including diodes and resistors when possible, to isolate the circuit
to a single wire (C), so that the wire is open at all ends.
[2] - Ground one end of wire (C) with a jumper wire (M) to the machine frame (L).
[3] - Connect DFRW51 Dual Bulb Test Lamp (F) at wire terminal (D) and battery positive (+) terminal (G). The current draw of
the test lamp is 3.8 to 4.2 amps at 12.2 to 12.6 volts.
[4] - Connect a multimeter across battery terminals (G & H). Red to positive (G) and black to negative (H). Record baseline
voltage.
[5] - Move black multimeter lead to each point (I, L, B, and D) and record voltage.
→NOTE:
Each connection should cause a 0.1 to 0.2 voltage drop. There are five connections in the example (H, I,
L, B, and D) which will cause a total of 0.5 to 1.0 voltage difference between H and D as compared to as
compared to the voltage across G and H.
[6] - When the voltage drop between any two adjacent test points is greater than 0.4 volts, there is excessive resistance in the
circuit (C) between those two points. Example: G to H = 12.4 volts, G to I = 12.2 volts, G to L = 12.1 volts, G to B = 12.0 volts
and G to D = 10.8 volts would indicate high resistance between points B and D. The minimum expected voltage between G and
D is 11.8 volts.
Dual Bulb Test Lamp
DFRW51
Electrical Tests
Current Draw Method
Checking For High Resistance Using the Volt Drop Method
LEGEND:
A Component, First
B Wire Terminal to First Component (A)
C Isolated Wire
D Wire Terminal to Second Component (E)
E Component, Second
F DFRW51, Dual Bulb Test Lamp
G Battery Positive Terminal
H Battery Negative Terminal
I Battery Ground to Frame
J Battery
K Digital Multimeter
L Frame Ground
M Jumper Wire
N Black Lead to Battery Ground (Step 4)
O Black Lead to Component Terminal (Step 5)
This Current Draw method can be used as an alternate method to check for excessive resistance in a circuit when the problem
is intermittent and difficult to isolate.
The amount of current required for most electronic circuits to operate is commonly milliamps (1 ma is one thousandth of an
amp). Sudden changes in circuit resistance can generate and send a false signal to the electronic control module causing
intermittent operation. Digital multimeters also operate on very small amounts of current.
When the normal voltage and resistance (ohms) checks indicate the electronic circuit is normal, but the system fails to provide
continuous, uninterrupted operation, loading the circuit with 3-5 amps as follows may help to isolate unwanted resistance in
the circuit.
[1] - Disconnect all components (A and E), from the circuit, including diodes and resistors when possible, to isolate the circuit
to a single wire (C), open at all ends.
[2] - Ground one end of wire (C) with a jumper wire (M) to the machine frame (L).
[3] - Connect DFRW51 Dual Bulb Test Lamp (F) at battery positive (+) terminal (G). The current draw of the test lamp is 3.8 to
4.2 amps at 12.2 to 12.6 volts.
[4] - Set multimeter (K) dial and test leads for amperage test. Connect red meter lead to second lead of the test lamp (F).
Connect black lead (N) to battery (-) terminal (H). Record the current (amps) after 30 seconds.
[5] - Move black multimeter lead (O) to terminal (D). Record the current (amps) and compare the current recorded at Step 4.
Item Measurement Specification
Wire Gauge Current Draw

16 Gauge Wire Amperage 75 ma Max per 4 m (16 ft.)
14 Gauge Wire Amperage 50 ma Max per 4 m (16 ft.)
a. If the current draw is more than specification and the circuit does not have diodes or resistors, there is excessive
resistance in the circuit. Isolate the point of resistance and repair.
→NOTE:
The resistance can be a terminal that is dirty, loose, deformed, corroded, eroded or improperly
crimped. The wire may be broken or contain several broken strands.
It is difficult to determine the conductivity of terminals when harness connectors are connected.
Obtain the necessary connector terminals (pins and sockets) to be used as a troubleshooting tool to
determine adequate frictional contact of mating terminals on the machine.
b. If the current draw is within specification, instruct another person to apply a moderate push-pull or twisting effort along
the harness and at connectors as you observe the multimeter for a change in current draw.
c. When this current draw method does not identify resistance in the circuit, the harness circuit should be considered
normal and the electronic components should be thoroughly checked. Also check for intermittent operation by performing
several operational checks of the electronic system.
Dual Bulb Test Lamp
DFRW51
Electrical Tests
Reference 210-15-016, Using a Digital Multimeter

It is recommended that a digital multimeter (JT05791 or equivalent with an analog display) be used to make the required
electrical measurements in the diagnostics procedures. A knowledge of the operation of the particular meter used is assumed.
→NOTE:
When using multimeters always refer to operation instructions supplied by manufacturer the descriptions
below are specific to the JT05791.
The Positive test lead from the volt-ohm input of the meter should be connected to Point A and the negative test lead from the
common input of the meter should be connected to Point B.
Unless otherwise stated, all voltage measurements are direct current (D.C.).
In making a resistance measurement, be careful to use the correct resistance range on the meter. Disconnect appropriate
connectors or turn off key switch, as directed by diagnostic procedures later in this manual.
Digital Display --The digital display reads values of variables measured. It is updated 2 1/2 times a second. In normal
operation the meter selects the range which will show the most accurate reading. When the value being measured is too large
for the meter to display, an “OL” (overload) will be shown. Position of decimal point will change, depending upon range in use.
The display also verifies the type and size of measurement being made.
Analog Display --This is a bar graph located below the digital display. The analog display is updated 25 times per second. It is
more responsive to help see trends developing in variable readings. The polarity indicator is also part of this display. The full
bar graph indicates the maximum reading for a scale. The arrowhead indicates OL.
Selector --The selector is the rotary switch which allows the operator to select the type of variable to be measured; i.e.-
current measurements, diode test, continuity test, autoranging, manual ranging, and touch hold.
Digital Multimeter
JT05791
Digital Multimeter
Check electrical components/circuits
Digital Multimeter Tests
Current Measurements --For amperage readings, the red (+) contact must also be moved to the desired terminal on the
meter.
Diode Test --The “diode test” position can be used to test diodes. A single tone will sound in the forward bias direction along
with a display of forward voltage drop.
Continuity Test --The meter also can be used to test continuity. If the circuit is open, there will be no tone. If the circuit made
has continuity (less than 150 ohms) a continuous tone will sound.
Autoranging -- The meter powers up in the autorange mode. Range is selected automatically. The digital display indicates the
ENGINE (g) by Belgreen v2.0
range.
Manual Ranging --When the button in the middle of the selector knob is pressed with the meter on, the range is selected
manually. You can “dial” through ranges by repeatedly depressing the button. As in the autorange mode, range in use will be
shown in the digital display. To return to autorange mode, press range button for 1 second. Meter will “chirp” once and return
to autorange mode.
Touch Hold --If the button in the selector is depressed and held down while the meter is being turned on, and held until the
display reaches full brightness the meter is in the “touch hold” mode. In touch hold, any reading which is constant for a
minimum of 1/2 second and differs from the previous reading by at least one bar of the analog display will be “captured” by the
meter. A tone (beep) will sound when the reading has been held. The operator can then remove the probes and the reading will
be retained. Touch hold is always in autorange mode. Turn the selector switch to “OFF” to deactivate touch hold.
Section 220 - ENGINE

Table of contents
Group 10 - Operational Checks .............................................................................................................. 1
Reference 220-10-001, Engine Cooling Operational Check .................................................................. 1
Group 15 - Tests and Adjustments ........................................................................................................ 2
Specifications ....................................................................................................................................... 2
Reference 220-15-001, Engine Coolant Quality Check ......................................................................... 2
Reference 220-15-002, Radiator and Radiator Cap Test ...................................................................... 2
Reference 220-15-003, Engine Oil Pressure Test ................................................................................. 3
Reference 220-15-004, Engine Coolant Temperature Circuit Test ....................................................... 3
Reference 220-15-005, Intake Manifold Air Temperature Circuit Test .................................................. 4
Group 20 - Theory of Operation ............................................................................................................. 6
Reference 220-20-001, Engine Cooling System Operation (8.1L Engine) ............................................. 6
Reference 220-20-002, Engine Lubrication System Operation (8.1L Engine) ....................................... 8

Section 220 - ENGINE Group 15: Tests and Adjustments

Reference 220-10-001, Engine Cooling Operational Check
Perform the following steps in the order listed:
1. With vehicle in Park, start engine and set throttle to 1500 RPM.
2. AccessCCU Address 34 and monitor coolant temperature sensor reading on display. (See Reference 245-05-002 , Access
Control Unit Addresses.)
3. Let engine run until a steady operating temperature is reached or until coolant temperature reaches 110 °C (230 °F).
4. If display reaches 110 °C (230 °F), the Service Alert, Engine System and Temperature Function Indicators will flash and
the warning horn will beep five times. CCU Service Code 010 will also be stored.
5. If display reaches 112 °C (234 °F), the Stop Engine, Engine System and Temperature Function Indicators will flash and the
warning horn will sound steady. CCU Code 011 will also be stored.
6. Stop engine. Return to diagnosis in process.

Specifications
Radiator Pressure 80 kPa (0.8 bar) (12 psi)
Radiator Cap Pressure 60-80 kPa (0.6-0.8 bar) (9-12 psi)
Engine Oil Pressure Minimum No Load (Idle)....................100 kPa (1.0 bar) (15 psi)
Maximum Full Load (Rated Speed).....450 kPa (4.5 bar) (65 psi)
Reference 220-15-001, Engine Coolant Quality Check

Maintaining adequate concentrations of glycol and inhibiting additives in the coolant is critical to protect the engine and cooling
system against freezing, corrosion, and cylinder liner erosion and pitting.
Test the coolant solution at intervals of six months or less and whenever excessive coolant is lost through leaks or overheating.
Coolant Test Strips
Coolant Test Strips are available from a John Deere dealer. These test strips provide a simple, effective method to check the
freeze point and additive levels of the engine coolant.
Compare the results to the supplemental coolant additive (SCA) chart to determine the amount of inhibiting additives in the
coolant and whether more John Deere COOLANT CONDITIONER should be added.
COOLSCAN
For a more thorough evaluation of the coolant, perform a CoolScan ™ analysis. Consult a John Deere dealer for more
information.
Reference 220-15-002, Radiator and Radiator Cap Test

Test Procedure
→NOTE:
This procedure pressure tests the Radiator and Radiator Cap.
( 1 ) Radiator Check
Action:
Raise hood. Open side shields and front grille screen.
Remove pressure cap from coolant recovery tank.
Attach D05104ST, Radiator Pressure Tester, to filler neck.
Pressurize system to 80 kPa (0.8 bar) (12 psi).
Pressure should hold steady and not decrease.
Radiator Pressure 80 kPa (0.8 bar) (12 psi)
Radiator Pressure Tester
D05104ST
Tests Radiator Leaks

Result:
YES:Pressure held steady. GO TO (2) .
NO:Pressure drops, repair system. GO TO (2) .
( 2 ) Radiator Cap Check
Action:
Install Radiator Cap on D05104ST Radiator Pressure Tester
Pressurize cap to 60-80 kPa (0.6-0.8 bar) (9-12 psi).
Pressure should hold steady and not decrease.
Radiator Cap Pressure 60-80 kPa (0.6-0.8 bar) (9-12 psi)
Result:
YES:Cap holds pressure. Return to diagnosis in process.
NO:Cap DOES NOT hold pressure, replace. Return to diagnosis in process.
Reference 220-15-003, Engine Oil Pressure Test

Check Engine Oil pressure:
1. Remove pipe plug from main oil galley using JDG782, Oil Galley Plug Tool.
2. Attach JT07034,100 psi pressure gauge, to oil galley.
IMPORTANT: To achieve an accurate oil pressure reading, warm engine oil to 105 °C (220 °F).
3. Start engine, run at speeds given below, measure oil pressure and compare readings.
Engine Oil Pressure Minimum No Load (Idle)....................100 kPa (1.0 bar) (15 psi)
Maximum Full Load (Rated Speed).....450 kPa (4.5 bar) (65 psi)
→NOTE:
The oil pressure regulating valve is designed so that adjustment of oil pressure should not be required.
Oil Galley Plug Tool
JDG782
Removes Oil Plug
100 PSI Pressure Gauge
JT07034
Measures Pressure
Reference 220-15-004, Engine Coolant Temperature Circuit Test
Reference
→NOTE:
This procedure will test the circuits between the central control unit (CCU) and the engine coolant
temperature sensor located in the thermostat housing.
( 1 ) Connector Checks
Action:
There are three connectors between the engine coolant temperature sensor (B28) and the CCU (A7).
1. 2-way between the engine coolant temperature sensor and the chassis / engine harness, located on the thermostat
housing.
2. Cab harness-to-chassis harness connector (78-Way), located at right rear corner of cab.
3. 18-way (A7X2) CCU to chassis / engine harness, located at CCU behind cab.
Locate and inspect connectors for condition and contact.
Result:
YES: GO TO (2) .
NO:Repair as necessary.
( 2 ) Circuit Test
Action:
Refer to CCU Wiring Diagram (Reference 245-CCU-300 ) and performSeven Step Electrical Test Procedure (Reference
210-15-009 ) on the following circuits between the CCU (A7) and engine coolant temperature sensor (B28).
Circuit 359
Circuit 314
Result:
YES:Return to diagnosis in progress.
NO:Isolate problem and repair. After repair, repeat this check.
Reference 220-15-005, Intake Manifold Air Temperature Circuit Test

Reference
→NOTE:
This procedure will test the circuits between the Central Control Unit (CCU) and the intake manifold air
temperature sensor located on top side of intake.
( 1 ) Connector Checks
Action:
There are three connectors between the intake manifold air temperature sensor (B27) and the CCU (A7).
1. 2-way between the intake manifold air temperature sensor and the chassis / engine harness, located on top side of
intake.
Section 220 - ENGINE Group 20: Theory of Operation
2. Cab harness-to-chassis harness connector (78-Way), located at right rear corner of cab.
3. 18-way (A7X2) CCU to chassis / engine harness, located at CCU behind cab.
Locate and inspect connectors for condition and contact.
Result:
YES: GO TO (2) .
NO:Repair as necessary.
( 2 ) Circuit Test
Action:
Refer to CCU Wiring Diagram (Reference 245-CCU-300 ) and performSeven Step Electrical Test Procedure (Reference
210-15-009 ) on the following circuits between the CCU (A7) and intake manifold air temperature sensor (B27).
Circuit 303
Circuit 314
Result:
NO:Isolate problem and repair. After repair, repeat this check.

Reference 220-20-001, Engine Cooling System Operation (8.1L Engine)
Engine Lubrication System (8.1 L)
LEGEND:
A Radiator
B Bypass Tube
C Water Pump
D Thermostats
E Thermostat Housing
F Cylinder Block with Coolant Cavities
G Lower Inlet Manifold
H Oil Cooler
I Low Temperature Engine Coolant
J High Temperature Engine Coolant
K Deaeration Tank
L Coolant Recovery Tank
Internal combustion engines produce heat during fuel combustion. Adequate cooling is essential to engine life. The pressurized
cooling system controls the engine temperature within the range of highest operating efficiency.
The cooling system consists of a conventional radiator (A), Bypass Tube (B), Water Pump (C), Thermostats (D), Thermostat
Housing (E), Cylinder Block with Coolant Cavities (F), Lower Inlet Manifold (G), Oil Cooler (H), Low Temperature Engine Coolant
(I), High Temperature Engine Coolant (J), Deaeration Tank Coolant (K), Recovery Tank (L).
Hoses connect the deaeration tank (K) to the top of the cylinder head, the coolant recovery tank (L) and top and bottom of the
radiator (A). The deaeration tank provides a low velocity area where added coolant is maintained and air is allowed to separate
from the coolant. The initial coolant fill is made at the deaeration tank by removal of the radiator cap. The radiator cap is
designed to relieve at 10 psi.
The coolant recovery tank captures coolant released by the pressurized cooling system as the coolant heats up and expands.
When the system cools, after the engine is shut down, the coolant is drawn back into the system. This allows the system to
consistently operate with the maximum of coolant. A sight glass on the recovery tank indicates tank coolant level. A cap
provides access for adding coolant.
The water pump (C) circulates the coolant flow accordingly to the engine speed. The pump draws low temperature coolant (I)
from the radiator bottom and discharges it through the lower inlet manifold (G) on the left side of the engine block. The inlet
directs high temperature engine coolant (J) to the engine oil cooler (H) and provides coolant flow. Coolant passes through the
oil cooler and enters the upper coolant manifold. Then, coolant flow moves in one of these directions.
The main coolant circuit flows through a rectangular port and around the cylinder liner, then exits through a vertical passage
into the right side of the cylinder head. A second circuit involves flowing coolant from the upper coolant manifold through a
small vertical passage into the left side of the cylinder head. Them, a “directed cooling” system flows through a small port
entering a groove at the top of the cylinder liner. Coolant passes around this groove through a vertical passage into the right
side of the cylinder head.
Once the coolant enters the cylinder head, all flow is toward the front. Coolant passes into the thermostat housing, pass the
open thermostats (engine at normal operating temperature), and then returns to the radiator. If the thermostats are closed
(during warn-up periods), coolant is directed through a bypass tube (B) into the pump for recirculation. This provides a faster,
uniform warm-up. Some coolant passes through the bypass tube when the thermostats are open.
Factory engines use John Deere Prediluted Antifreeze/Summer Coolant or John Deere COOL-GARD ™ with 1.5% by volume of
John Deere Liquid Coolant Conditioner. See CTM86 or Operator′s Manual for engine coolant recommendations.
Reference 220-20-002, Engine Lubrication System Operation (8.1L Engine)
Engine Lubrication System (8.1 L)
FUEL AND AIR (g) by Belgreen v2.0
LEGEND:
A Turbocharger Lube Line
B Oil Cooler
C Oil Cooler Bypass Valve
D Rocker Arm Shaft
E Thrust Washer (2 Used)
F Crankshaft Main Bearing
G Drill Oil Passage
H Camshaft Followers
I Oil Pump
J Oil Pressure Regulating Valve
K Oil Pressure Regulating Valve Housing
L Oil Filter Base
M Oil Filter Bypass Valve
N Main Oil Gallery
O Connecting Rod Bearing
P Camshaft Bearings
Q Piston Cooling Orifices
R Pressurized Oil
S Pressure Free Oil
The engine lubrication system consists of a crank-driven oil pump (I), oil cooler (B), oil filter, oil cooler bypass valve (C), oil filter
bypass valve (M), and oil pressure valve (J).
Oil is driven up from the sump through the oil pump and on to the oil cooler cover which houses the oil cooler bypass valve. Oil
proceeds through the oil cooler where it exchanges heat with the engine coolant, unless high restriction is sensed in which
case the oil cooler is bypassed. Oil goes to the oil filter base (L) which houses the oil filter bypass valve. Oil passes through the
oil filter (not shown), unless high restriction is sensed in which case the oil filter is bypassed.
The oil then moves to the oil pressure regulating valve housing (K) where the regulating valve regulates the main oil gallery (N)
pressure and permits excess oil to be returned to the sump. After flowing past the regulating valve, cooled, clean pressurized
oil is supplied to the main oil gallery, then distributed to the crankshaft main bearings (F) and piston cooling orifices (Q)
through drilled passages in the cylinder block.
The main bearings work to send oil to the camshaft bushings (P) while passages in the crankshaft allow pressurized oil to also
lubricate the connecting rod bearings (O). The piston cooling orifices direct oil onto the piston crown and piston/wrist pin
assembly.
Oil from the front camshaft bushing travels through drilled passages in the camshaft nose to lubricate the camshaft thrust
washer (E) and the front drive train.
Oil from the rear camshaft bushing feeds through drilled passages (G) in the cylinder block and cylinder head into passages in
the rocker arm shaft (D) which lube the rocker arms, which in turn provide oil to the other valve train components as well as
the camshaft followers (H).
Some oil is routed from the top of the oil filter base through an external line (A) to the turbocharger and is returned to the
cylinder block crankcase through another external line.
The fuel injection pump is pressure lubed by way of an external line which taps into the main oil gallery.
Section 230 - FUEL AND AIR

Table of contents
Reference 230-20-001, Fuel Supply System Operation (8.1L Engine) .................................................. 1
Reference 230-20-002, Air Intake System Theory of Operation ........................................................... 2
Reference 230-20-003, Turbocharger Operation .................................................................................. 3
Reference 230-20-004, Turbocharger Lubrication ................................................................................ 3

Section 230 - FUEL AND AIR Group 20: Theory of Operation

Reference 230-20-001, Fuel Supply System Operation (8.1L Engine)
Fuel Supply System
LEGEND:
A Fuel Tank
B Low Crossover Tube
C Fuel Supply Transfer Pump
D In-Line Fuel Injection Pump
E Fuel Filter
F Fuel Cooler (Including AC Condenser/Oil Cooler Assembly)
G Fuel Return Line
H Fuel Line to Injection Pump
The fuel system consists of the fuel tank (A), low crossover tube (B), fuel supply transfer pump (C), in-line fuel injection pump
(D), fuel filter (E), fuel cooler (F), (including AC condenser/oil cooler assembly) and four (4) tubes of the AC condenser/oil cooler
assembly.
The fuel tank has been positioned to allow the operator to fill the tank while standing on the ground. The fuel tank (A) has a
right and left side requiring a lower crossover tube (B).
→NOTE:
There is no check valve in the supply crossover tube.
The fuel supply transfer pump (C) is located on an electronically controlled in-line fuel injection pump (D).
Fuel enters the supply pump from the left side of the fuel tank through the rear pump fitting and follows through the front
fitting, pushing fuel through the rectangular fuel filter (E) to the injection pump inlet. the fuel flow into the supply pump is
activated by the fuel injection pump′s cam lobe. Driven by the injection pump camshaft, fuel is pressurized to 1300-1700 kpa
(1.3-1.7 bar) (20-25 psi).
On the way back from the injection pump, fuel is routed to the fuel cooler (F) (including the hydraulic oil cooler/AC condenser
assembly) through four (4) tubes before returning to the right side of the fuel tank. Fuel is returned as far from the pickup point
as possible. This allows the heat stored in the returned fuel to cool before it is reused.
Reference 230-20-002, Air Intake System Theory of Operation
Air Intake System
LEGEND:
A Air Intake Duct
B Precleaner
C Tubes
D Fan Shroud Aspirator
E Air Cleaner
F Turbocharger
G Air-to-Air Intercooling Heat Exchanger
H Intake Manifold
The air intake system supplies clean air for the engine combustion process. Air enters through the grille screens located at the
front of the tractor. This filtered field trash then enters the air intake duct (A) and passes into a precleaner (B).
Tubes (C) are housed in the precleaner compartment directly behind the air intake duct. Air flows through the tubes and passes
over angled fins in the tubes which cause the air to swirl. The swirling air centrifugally separates the dust particles by weight
and speed, and forces the particles toward the outside of the tubes where they are expelled with a portion of the air through a
tube wall opening. The dirty air is aspirated from the precleaner compartment through a hose to the fan shroud aspirator (D).
About 94 percent of the dust, two microns or larger, is separated from the incoming air at the precleaner.
→NOTE:
The aspirator has no check valve.
The bulk of the precleaned air continues through the tubes into the air duct, passing into the air cleaner (E) where the air is
filtered by a treated paper media. This air then continues through a secondary treated paper media element then passes into
the turbocharger compressor (F) inlet.
The turbocharger allows the engine to provide added power without increasing displacement, physical size, or weight. Heat and
volume of exhaust gases drive the turbocharger and basically is an air pump that compresses air in the cylinder permitting a
more optimized air/fuel ratio and complete combustion.
An air-to-air intercooling heat exchanger (G) mounted ahead of the engine fan, cools the compressed air from the turbocharger
before entering the engine intake manifold (H). This cooler, compressed air increases fuel efficiency and minimizes exhaust
emissions.
Reference 230-20-003, Turbocharger Operation

LEGEND:
A Turbine Wheel
B Turbine Housing
C Center Housing
D Compressor Wheel
E Compressor Housing
F Shaft
Turbocharger Operation
The turbocharger, which is basically an air pump that is driven by exhaust gases, allows the engine to produce added power
without increasing displacement.
Turbochargers are specially matched for the power ratio requirements of each specific application.
Exhaust gases from the engine pass through the turbine housing (B) causing the turbine wheel (A) to rotate before the exhaust
gas is discharged to the atmosphere. The turbine wheel is mounted on a shaft (F) to drive the compressor wheel (D) which is
also mounted on the shaft.
As the compressor wheel rotates in the compressor housing (E), an increased volume of compressed inlet air is drawn into the
housing and delivered to the intake manifold (through the aftercooler or heat exchanger, if so equipped.
All rotating components of the turbocharger are lubricated within the center housing (C). (See Reference 230-20-004 ,
Turbocharger Lubrication.)
Reference 230-20-004, Turbocharger Lubrication

LEGEND:
A Bearing
B Thrust Plate
C Thrust Sleeve
D Piston Ring
E Pressure Oil
F Discharge Oil
Turbocharger Lubrication
ELECTRICAL (g) by Belgreen v2.0
Engine oil, under pressure from the engine lubrication system, is pumped through a passage in the bearing housing and
directed to the bearing (A), thrust plate (B), and thrust sleeve (C). Oil is sealed from the compressor and turbine by a piston
ring (D) at both ends of the bearing housing.
The turbocharger contains a single floating bearing. This bearing has clearance between the bearing O.D. and the housing wall
as well as clearance between the bearing I.D. and the shaft Outer Diameter. These clearances are lubricated by the oil supply
and the bearings are protected by a cushion of oil. Discharge oil drains by gravity from the bearing housing to the engine
crankcase.
Section 240 - ELECTRICAL

Table of contents
Specifications ....................................................................................................................................... 1
Reference 240-15-001, Charging System Voltage Test ........................................................................ 2
Reference 240-15-002, Internal Alternator Tests ............................................................................... 13
Reference 240-15-003, Battery Inspection ......................................................................................... 16
Reference 240-15-004, Lights-Road Position, Low Beam Test (NA) .................................................... 22
Reference 240-15-005, Lights-Road Position, High Beam Test (NA) ................................................... 27
Reference 240-15-006, Lights-Field 1 Position Test (NA) .................................................................... 30
Reference 240-15-007, Lights-Field 2 Position Test (NA) .................................................................... 35
Reference 240-15-008, Lights-Delay Position Test ............................................................................. 39
Reference 240-15-009, Turn Signal Switch Test ................................................................................. 41
Reference 240-15-010, Display Units Power Supply Test ................................................................... 47
Reference 240-15-011, Lights-Road Position, Low Beam, (Eur) .......................................................... 50
Reference 240-15-012, Lights-Road Position, High Beam, (Eur) ......................................................... 53
Reference 240-15-013, Lights-Flood 1 Position, (Eur) ......................................................................... 56
Reference 240-15-014, Lights-Flood 2 Position, (Eur) ......................................................................... 63
Reference 240-15-015, Lights-Park Position, (Eur) ............................................................................. 67
Reference 240-15-016, Seat Electrical Test (Air Seat) ........................................................................ 71
Group 20 - Theory of Operation ........................................................................................................... 74
Reference 240-20-001, List of Theories .............................................................................................. 74
Reference 240-20-002, Charging Circuit Theory Of Operation ........................................................... 74
Reference 240-20-003, Starting Circuit Theory Of Operation ............................................................. 74
Reference 240-20-004, Convenience Outlet/Auxiliary Power Strip Theory Of Operation .................... 76
Reference 240-20-005, Vehicle Horn Circuit Theory Of Operation ..................................................... 77
Reference 240-20-006, Seven Pin Outlet Theory Of Operation .......................................................... 78
Reference 240-20-007, European Lighting System Theory Of Operation ........................................... 81
Reference 240-20-008, Hazard Lights Theory of Operation (Eur) ....................................................... 81
Reference 240-20-009, Hazard Lights Theory Of Operation (NA) ....................................................... 82
Reference 240-20-010, Lighting Circuit Theory Of Operation (NA) ..................................................... 83
Group 25 - Schematics and Diagrams ................................................................................................ 84
Reference 240-25-001, Tractor Schematic List SE1—SE15 ................................................................ 84
Reference 240-25-001a, SE1- Power, Starting and Charging , SE2- Wiper, Seat Control and Lighter
Schematic .................................................................................................................................... 93
Reference 240-25-001b, SE3- Air Conditioning and Ventilation, SE4- Radio, Dome Lamp and Multi-
Function Switch Schematic .......................................................................................................... 95
Reference 240-25-001c, SE5A- Lighting System (N.A.) Schematic ..................................................... 97
Reference 240-25-001d, SE5B- Lighting System (European) Schematic ............................................ 99
Reference 240-25-001e, SE6- Accessory Connectors, SE7- Hitch / SCV Control Circuits (HCU)
Schematic .................................................................................................................................. 101
Reference 240-25-001f, SE8- Central Control Unit / Powershift Control Unit (CCU/PCU) Schematic
................................................................................................................................................... 103
Reference 240-25-001g, SE9- Vehicle Monitor (ICU) and SCV Setup Panel (SUP), SE10- Engine Control
Unit Schematic .......................................................................................................................... 105
Reference 240-25-001h, SE11- Diagnostic / Program Connector, SE12- Corner Post, Performance
Monitor Display, andGREENSTAR GREENSTAR is a trademark of Deere & Company System
(Factory Installed) Schematic .................................................................................................... 107
Reference 240-25-001i, SE13- SCV 4 and 5 Control Circuits (SCo), SE14- Armrest Control Unit
Schematic .................................................................................................................................. 109
Reference 240-25-001j, SE16- Wagon Tilt Timer Schematic ............................................................ 111
Reference 240-25-001k, SE17- Implement Ready Harness (Factory Installed), Active Terminator

Schematic .................................................................................................................................. 114

Reference 240-25-001l, SE18- GREENSTAR GREENSTAR is a trademark of Deere & Company Cab
Harness (Field Installed), Implement Ready Harness (Field Installed) Schematic ..................... 116
Reference 240-25-001m, Climatrak Climatrak Is A Trademark Of Deere & Company (ATC) Schematic
(—012296) ................................................................................................................................. 118
Reference 240-25-001n, Climatrak Climatrak Is A Trademark Of Deere & Company (ATC) Schematic
(012297—) ................................................................................................................................. 120
Reference 240-25-001o, SE15 Steering System Control Unit Schematic .......................................... 122
Reference 240-25-002, SE1 Power, Starting and Charging Wiring Diagram ..................................... 124
Reference 240-25-003, SE2 Wiper, Seat Control and Lighter Wiring Diagram ................................. 126
Reference 240-25-004a, SE3 Air Conditioning and Ventilation Wiring Diagram (—012296) ............. 128
Reference 240-25-004b, SE3 Air Conditioning and Ventilation Wiring Diagram (012297—) ............ 130
Reference 240-25-005, SE4 Radio, Dome Lamp and Multi-Function Switch Wiring Diagram ........... 132
Reference 240-25-006, SE5A Lighting System (N.A.) Wiring Diagram .............................................. 134
Reference 240-25-007, SE5B Lighting System (European) Wiring Diagram ..................................... 139
Reference 240-25-008, SE6 Accessory Connectors Wiring Diagram ................................................ 144
Reference 240-25-009, SE11 Diagnostic / Service ADVISOR SERVICE ADVISOR is a trademark of Deere
& Company Connector Wiring Diagram ..................................................................................... 146
Reference 240-25-010, Fuse Panel (N.A.) ......................................................................................... 147
Reference 240-25-011, Load Center Relay Panel (N.A.) ................................................................... 149
Reference 240-25-012, Fuse Panel (European) ................................................................................ 151
Reference 240-25-013, Load Center Relay Panel (European) ........................................................... 153
Reference 240-25-014, Cab Harness (N.A.) ...................................................................................... 155
Reference 240-25-015, Cab Harness (European) ............................................................................. 158
Reference 240-25-016, Cab Connecting Harnesses ......................................................................... 161
Reference 240-25-017, Chassis Harness .......................................................................................... 164
Reference 240-25-018, Ground Point Locations ............................................................................... 166
Reference 240-25-019, Harness Connector Locations ...................................................................... 167
Reference 240-25-020, Road Light Switch Operation (NA) ............................................................... 169
Reference 240-25-021, Combined Road, Turn and Warning Light Switch Operation (NA) ................ 170
Reference 240-25-022, Road Light Switch Operation (Eur) .............................................................. 171
Reference 240-25-023, Field Light Switch Operation (Eur) ............................................................... 172
Reference 240-25-024, SE3 Climatrak Climatrak Is A Trademark Of Deere & Company (ATC) Air
Conditioning and Ventilation Wiring Diagram (012297—) ......................................................... 173
Reference 240-25-025, SE3 Climatrak Climatrak Is A Trademark Of Deere & Company (ATC) Air
Conditioning and Ventilation Wiring Diagram (—012296) ......................................................... 175

Section 240 - ELECTRICAL Group 15: Tests and Adjustments

Specifications
Alternator Output Voltage

Alternator Output Voltage Voltage 13.2-14.2 at 90°C (194°F) on alternator surface
Voltage 13.7-14.8 at 50°C (122°F) on alternator surface
Alternator Output Current

Alternator Output Capacity Amperage 140 (min) at 13.2 volts
System Current Leakage Milliampere less than 100
Field Current Draw Amperage with battery at 12.3-12.6 volts 3.3 to 4.3 amps
Reference 240-15-001, Charging System Voltage Test

Test Procedure
→NOTE:
This procedure covers testing the alternator and the circuits to/from the battery and key switch.
Voltage tests/checks should always be made with respect to the tractor frame ground, that is, the meter
common lead (black) should be connected to the tractor frame. Make sure the meter lead makes good
contact with the tractor frame and that paint, dirt or oil, etc. does not interfere with the connection.
( 1 ) Check Alternator Output Voltage
Action:
With engine above 1500 rpm the warning horn service alert and alternator indicator light should be OFF.
Connect red lead of digital multi-meter to alternator output terminal and ground black lead. Alternator output voltage should
be:

Alternator Output Voltage Voltage 13.2-14.2 at 90°C (194°F) on alternator surface
Voltage 13.7-14.8 at 50°C (122°F) on alternator surface
Result:
YES:Warning devices OFF and volts in spec. GO TO (3) .
NO:Warning devices ON or OFF and volts above spec. GO TO (2) .
NO:Warning devices ON or OFF and volts below spec. GO TO (4) .
( 2 ) Alternator Overcharging
Action:
Operator reports frequent addition of water to batteries or batteries boil dry.
[1] - Replace voltage regulator.
[2] - Clear alternator codes from CCU.
[3] - Recheck alternator output voltage with new regulator.
Result:
NO:Replaced regulator. GO TO (6) .
( 3 ) Alternator High Voltage and Warning Test
Action:
IMPORTANT:
DO NOT allow alternator voltage to exceed 16.5 volts in following test.
Connect digital multi-meter to output terminal. Bypass voltage regulator through 5 mm (3/16 in.) hole in rear cover of
alternator with a small screwdriver. When readout of multi-meter reaches 15.5 volts, the yellow service alert lamp should be
ON. Remove the screwdriver.
Result:
YES:If service alert lamp and warning horn come ON at correct voltage and regulated voltage returns to 13.2-14.2 volts,
operation is normal. GO TO (6) .
NO:If service alert lamp and warning horn do not come ON at 15.4-15.6 volts, replace the CCU module, calibrate the CCU and
repeat “Alternator High Voltage and Warning Check”. (See Reference 245-CCU-001 , CCU Calibration.)
NO:If alternator voltage does not decrease to 13.2-14.2 volts after removal of screwdriver, replace voltage regulator, clear
code 47 and repeat “Alternator High Voltage and Warning Check”.
( 4 ) Battery- Alternator Circuit Check
Action:
Charging Circuit Check
Check system voltage at ICU display on right hand console. Press distance and code (#) switches at same time to display
current system voltage.
Engine MUST be OFF. Disconnect voltage regulator connector. Using a digital multi-meter, check voltage at batteries, alternator
output terminal (A) and voltage regulator connector “S” terminal (B).
Voltage at ICU display and voltage on measured terminals should be 0.2 volts maximum below battery voltage.
→NOTE:
If battery voltage is below 12.3 volts, charge batteries. (See Reference 240-15-003 , Battery Inspection.)
Result:
YES:In Spec. GO TO (5) .
NO:Out of Spec, repair circuit from battery. GO TO (5) .
( 5 ) Alternator “IG” Circuit Check
Action:
With key switch ON, connect digital multi-meter to IG (A) of voltage regulator connector.
Voltage should be zero with key switch OFF. Voltage should be 12.3 volts minimum with key switch ON.
→NOTE:
Using a probe light when checking IG terminal voltage will slightly load circuit.
Reconnect voltage regulator after testing or repair.
Result:
NO:Out of Spec, repair circuit 022 from key switch to fuse F11 pin A and / or circuit 082 from fuse F11 pin B to alternator “IG”
terminal. GO TO (6) .
( 6 ) Alternator Output Voltage Check (Regulated)
Action:
Connect digital multi-meter to alternator output terminal (A).
Check output terminal VOLTS before starting engine.
Run engine above 1500 rpm.
Output voltage should increase 1.5-2.5 volts above battery voltage.
→NOTE:
Voltage increase will be greater if battery level of charge is below 12.3 volts.
Result:
NO:Out of Spec. GO TO (7) .
( 7 ) Alternator Output Voltage Check (Non-Regulated)
Action:
IMPORTANT:
DO NOT allow alternator voltage to exceed 16.5 volts for the following test.
Engine above 1500 rpm and multi-meter connected to alternator output terminal. Bypass voltage regulator through 5 mm
(3/16 in.) hole in rear cover of alternator with a small screwdriver.
Readout of alternator should increase above 15.5 volts and code 47 will be stored in the CCU memory indicating high voltage.
Result:
YES:Output voltage exceeds 15.5 volts NORMAL.Replace regulator. GO TO (5) .
NO:Output voltage less than 15.5 volts. GO TO (8) .
( 8 ) Causes for Low Alternator Output Are
Action:
Loose alternator belt or pulley. Inspect parts for wear and torque.
→NOTE:
To prevent rounding of rotor shaft hex or socket breakage, a six point, 10 mm drive deep well impact
socket must be used for removal and installation of the pulley nut. Tighten pulley nut to 93—128 N˙m
(69—94 lb-ft).
Loose hardware or connections for rectifier, regulator, stator or brushes.
Worn brushes or faulty rotor field circuit.
Rectifier diodes shorted or open.
Stator winding shorted.
If repairing the alternator is desired, see Reference 240-15-002 , Internal Alternator Tests.
Result:
NO:Repair / replace alternator then return to diagnosis in process to perform operational check.
( 9 ) Alternator Output Capacity Test
Action:
Alternator Output
→NOTE:
Electrical lead connections for bench testing alternator are:
1. Output—"S" and "L" terminals to battery positive (+) source.

2. Alternator housing grounded (-) to battery.
A
Output amperage test: Attach JT02153 current gun around alternator output lead. Connect multi-meter to output terminal.
With engine at 2000 rpm, turn all lights and accessories ON (except windshield wiper motor). Apply a 50-70 amp load on
batteries with JT28001 tester. Record alternator output, release load and remove test equipment.
→NOTE:
If alternator output volts fall below the normal regulator range of 13.2 volts, the alternator is overloaded.
Decrease load to get 13.2—13.4 volt range and continue.
Alternator Output Current

Alternator Output Capacity Amperage 140 (min) at 13.2 volts
→NOTE:
A
Part of Technicians Tool Kit, JT07232
Technicians Tool Kit
JT07232
Technicians Tool Kit
Attach JT05832 battery load tester to battery terminals.
Battery Load Tester
JT05832
Battery Load Tester
Result:
( 10 ) Electrical System Leakage Check
Action:
Electrical System Leakage
IMPORTANT:
All switches must be OFF and cab door closed.
Disconnect battery ground cable (only) from frame. All other ground leads must remain connected. Connect red lead of digital
multi-meter to frame and black lead to battery cable.
Select 10 amp meter jacks first. Select lower meter range if current draw is within a lower range.
Current draw (system leakage) should be less than 100 milliampere (mA) or test light should be OFF.
System Current Leakage Milliampere less than 100
Result:
YES:In Spec. Return to diagnosis in process.
( 11 ) System Leak Check (Continued)
Action:
Electrical System Leakage
LEGEND:
A Alternator
B Starter
C Start Circuit Relay
Connect multi-meter as in Step 10. Follow numbers in sequence, disconnecting components one at a time until leakage is less
than 100 mA or light goes OUT. Reconnect each lead after check.
Leak check sequence (meter in series with battery (-) cable).
1. Alternator regulator
2. Alternator Output Terminal
3. Starter Solenoid
4. Starter Circuit Relay
5. Fuse F13
6. Fuse F14
7. Fuse F15
8. Fuse F16
9. Fuse F17
10. Fuse F28 (NA)
11. Fuse F30
12. Fuse F31
13. Fuse F32
14. Fuse F33 (EV)
15. K13 Relay
16. K14 Relay
17. K15 Relay
18. K16 Relay

19. K23 Relay
When the leak is interrupted, follow lead that was last disconnected to component it supplies and disconnect lead at that
component. If the leak still exists, the problem is a grounded or shorted circuit. If the leak does not exist, the problem is at the
component.
Result:
YES:Repair circuit. GO TO (10) .
Reference 240-15-002, Internal Alternator Tests
→NOTE:
This procedure covers testing the internal components of the alternator if repairing the alternator is
desired. Field current draw, rectifier diodes and stator assembly continuity are checked. CTM77 is a
source of more detailed information.
Field Current Draw Check
Alternator Draw
IMPORTANT:
Disconnect battery ground cable to prevent damage to alternator, harness and other parts from electrical
arcing.
Disconnect alternator output terminal. Connect red lead of multi-meter to eyelet of harness and black lead to output terminal.
Position meter leads and selector switch for 10 amp range.
Reconnect battery ground cable. Bypass voltage regulator through 5 mm (3/16 in.) hole in rear cover of alternator with a small
screwdriver and observe meter reading.
Current draw should be 3.3-4.3 amps with battery at 12.3-12.6 volts. Continuity across rotor slip rings should be 3.0-3.5 ohms
and no continuity from one slip ring to housing.
Field Current Draw Amperage with battery at 12.3-12.6 volts 3.3 to 4.3 amps
Reconnect alternator output terminal after testing or repair with battery disconnected.
Repair field circuit if necessary.
Rectifier Diodes Check
Diode Check
Remove rectifier assembly from alternator. Check diodes as follows:
Using a digital multi-meter set selector switch at diode test position.
[1] - Attach black meter lead to output terminal. With red meter lead contact A-B-N-C. There should be continuity. Reverse
polarity of meter leads and repeat check. There should not be continuity.
[2] -
→NOTE:
Continuity in both directions, diode is shorted. No continuity in either direction, diode is open.
File terminals of each diode (1 through 8) for test probe contact. Connect red meter lead to output terminal. With black lead
contact each diode terminal. There should not be continuity. Reverse polarity of meter leads and repeat check. There should be
continuity.
→NOTE:
Continuity in both directions, diode is shorted. No continuity in either direction, diode is open.
Replace rectifier diodes if necessary.
Stator Assembly Continuity Check
Stator Check
Remove rectifier assembly.
→NOTE:
If stator windings are burned, replace stator.
Using a digital multi-meter, connect one lead to any eyelet. With other lead probe other eyelets of stator. Continuity should be
less than 0.2 ohms. There should not be continuity from any eyelet to stator housing.
→NOTE:
Touch meter leads together and subtract meter reading from continuity reading of stator.
Replace stator if necessary.
Reference 240-15-003, Battery Inspection

Test Procedure
This procedure covers voltage, electrolyte and specific gravity checks as well as charging the batteries.
( 1 ) Visual Battery Check
Action:
Battery Inspection
LEGEND:
A Cracked Case?
B Corroded Terminals?
C Dirty Battery?
D Damp Battery?
E Loose Terminals or Battery Posts?
CAUTION:
Review safety precautions before testing or charging batteries.
Result:
YES: GO TO (2) .
NO:Correct all abnormal conditions. GO TO (2) .
( 2 ) Check Electrolyte Level of All Cells
Action:
Check Electrolyte Level of All Cells
→NOTE:
Cut and remove decal over center section of maintenance-free batteries for access to cell plugs.
If level is below top of plates, add water to approximately 6 mm (1/4 in) above plates.
→NOTE:
Add water to correct level just before releasing battery. Do NOT over-fill batteries.
Result:
YES:Electrolyte level 6 mm (0.25 in) above plates: GO TO (3) .
NO:Electrolyte level below plates: GO TO (5) .
( 3 ) Check Specific Gravity of Each Cell
Action:
Check Specific Gravity of Each Cell
→NOTE:
If any cell is at or above 1.175 points, see result column. If all cells are below 1.175 points, GO TO (5) .
Result:
YES:ALL cells 1.225 or above and less than 50 points variation between cells. GO TO (8) .
NO:ANY cell below 1.225 and less than 50 points variation between cells. GO TO (4) .
NO:More than 50 points variation between cells.Replace battery. GO TO (1) .
( 4 ) Check Individual Battery Voltage
→NOTE:
Batteries connected in series can remain connected.
Action:
Check Individual Battery Voltage
Batteries connected in parallel must be disconnected and surface charge removed before checking voltage of each battery.
To remove surface charge, ground each battery negative terminal one at a time and turn light switch to "F" (Field) position for
one minute. Then turn light switch OFF, wait one minute and check battery voltage.
Result:
YES:If 6V battery=6.2V or more, or 12V battery=12.4V or more; GO TO (8) .
NO:If 6V battery=less than 6.2V or 12V battery=less than 12.4V; GO TO (5) .
( 5 ) Charge Batteries
Action:
Batteries connected in series can be charged together if their voltages are within 0.1V for 6V battery (0.2V for 12V battery) or
specific gravity is within 20 points. Otherwise charge batteries individually.
→NOTE:
Batteries connected in parallel can be charged together without disconnecting, when battery voltage is
6.0V (for 6V), 12.0V (for 12V) or above. If battery voltage is below 6.0V (for 6V) or 12.0V (for 12V) the
batteries may be Sulfated. Charging each battery individually will break down the oxide and revive the
batteries quicker than charging all batteries together in parallel connection.
When replacing battery or after cleaning battery terminals, use AR94760 an electrical sealant, or
equivalent, around base of terminals.
[1] -
IMPORTANT:
Charger clamps must have a solid connection. Use 3/8 x 2 in. coupling nuts if battery is equipped with
stud terminals.
Connect a charger of 30 to 300 amp rating.
[2] -
IMPORTANT:
The maximum charging time at the boost selection is 10 minutes for 1 conventional battery (20 minutes
for maintenance-free battery). Allow 5 minutes additional charging time for each -12°C (10°F) below 21°C
(70°F). If the charging rate is obtained before the specified time, see RESULTS.
Start charger at a slow or low charging rate. Increase charging rate one selection at a time. Observe ammeter after 1 minute of
each selection for a 10-amp charging rate. If necessary, select boost.
Result:
YES:If battery did not require water at step 2 and is accepting charge of 10 amps: GO TO (7) .
NO:If battery required water at step 2 or all cells were below 1.175 points but battery is accepting a charge of 10 amps: GO TO
(8) .
NO:If battery is not accepting the required 10-amp charging rate of the specified time, REPLACE the battery. Return to
diagnosis in process.
( 6 ) Select Charging Rate
Action:
Select Charging Rate
Charge at 15 to 30 amps for 12V battery.
Charge at 30 to 60 amps for 6V battery.
→NOTE:
Decrease charging rate if battery gases or bubbles excessively or the temperature of battery case is
uncomfortable to hold.
Select Charging Rate
Check specific gravity after 30 minutes for a conventional battery (60 minutes for a maintenance-free battery).
Result:
YES:Variation less than 50 points: GO TO (7) .
NO:Variation is 50 points or more: REPLACE battery. Return to diagnosis in process.
( 7 ) Charge Batteries (Continued)
Action:
Charge batteries as specified to obtain a specific gravity reading of 1.230 to 1.265 points.
→NOTE:
Decrease charging rate if battery gases or bubbles excessively or the temperature of the battery case is
uncomfortable to hold.
If battery was discharged at a slow rate or discharged rate is unknown, adjust charging rate to 10-15 amps for 12-volt battery
(20-30 amps for 6-volt battery). Charging of conventional batteries may require 6 to 12 hours (maintenance free batteries may
require 12 to 24 hours).
If battery was discharged at a fast rate, adjust charging rate to 20-30 amps for 12-volt battery (40-60 amps for 6-volt battery).
Charging of conventional batteries may require 2 to 4 hours (maintenance free batteries may require 4 to 8 hours.
Result:
YES: GO TO (8) .
( 8 ) Check Battery Condition
Action:
Check battery condition using load tester.
Connect load tester to one battery at a time
IMPORTANT:
Tester clamps must have a solid connection. Use T57553 Nut if battery is equipped with stud terminals.
Adjust load (amp draw) to 1/2 the CCA Rating of the battery (see following Temperature Correction Chart).
Observe voltage at 15-20 seconds and release load.
Battery Test Results
RESULTS
[ Refer to following Temperature Correction Chart ]
Twelve (12) Volt Batteries Battery Condition
9.6 volts or higher Battery is serviceable
Below 9.6 volts

Replace battery
[ If battery was previously charged and all cells are 1.225 or higher. ]
Below 9.6 volts

[ If battery has not been charged. ]
TEMPERATURE CORRECTION CHART
TEMPERATURE CORRECTION CHART
Battery
Temperature 12V [ Battery Load Test Voltage Temperature Correction Chart (For Step 8 ]
Volts
°C (°F) Battery
CCA Rating
21 (70) & above 9.6V 925 (AT116401) 12
16 (60) 9.5V 700 (TY6095) 12
10 (50) 9.4V 950 (TY6128) 12
4 (40) 9.3V
-1 (30) 9.1V
-7 (20) 8.9V
-12 (10) 8.7V
-18 (0) 8.5V
Result:
YES:See “Battery Condition” in RESULTS chart. Return to diagnosis in process.
Reference 240-15-004, Lights—Road Position, Low Beam Test (NA)

Test Procedure
→NOTE:
This procedure will Test lights and circuits when Light Switch (S17) is in ROAD position and HI/LO Beam
Switch (S16) is in LOW beam position.
→NOTE:
Light Switch (S17) in the ROAD position also activates the hazard light circuit.
Service code diagnosis may resolve this observable symptom and must be performed first. Consult with
customer for resolution of unrelated codes. See additional references for code descriptions.
( 1 ) Light Switch Check (LOW Beam Position)
Action:
Put Light Switch (S17) in ROAD position, and HI/LO Beam Switch (S16) in Low Beam position.
Check light operation against tables and note which lights do not light.
→NOTE:
See Road Light Switch Operation (NA), (Reference 240-25-020 ) and Combined Light, Turn and Hazard
Switch Operation (NA), (Reference 240-25-021 ).
Road Position—Low Beam
POSITION LIGHTS ACTIVATED
ROAD (Low Beam) Head Lights (2)
Tail Lights (2)
Turn Indicators (2) (flashing)
Roof Hazard Lights (4) (flashing)
Extremity Lights (2) (flashing)
Trailer Lighting and Accessory Outlet (7 Pin)—terminal 6 (12V)
Trailer Lighting and Accessory Outlet (7 Pin)—terminals 3 and 5 ("pulsing "12 V)
Console Lights
Result:
YES:All lights work.Return to diagnosis in progress.
NO:No Head Lights. GO TO (2) .
NO:No Tail Lights or no/low voltage at Trailer Lighting and Accessory Outlet (7 Pin)—terminal 6. GO TO (5) .
NO:Turn Indicators, Roof Hazard Lights, Extremity Lights do not flash and Trailer Lighting and Accessory Outlet (7 Pin) does not
have “pulsing” 12 V on terminals 3 and 5. GO TO (7) .
NO:No Console Lights. GO TO (9) .
( 2 ) Check Head Light Fuse F20
Action:
→NOTE:
See SE5A Lighting System (N.A.) Wiring Diagram, (See Reference 240-25-006 ).
Put Light Switch (S17) in ROAD position.
Remove and check fuse F20 (30A).
Check terminal A of F20 socket for battery voltage.
Result:
YES:F20 good and battery voltage at terminal A. GO TO (3) .
NO:No or low voltage at terminal A. Repair circuit 002 B+ as necessary. GO TO (1) .
NO:F20 open. Replace F20. F20 opens repeatedly. Check circuits downstream for shorts to ground. Repair as necessary. GO TO
(1) .
( 3 ) Check Low and High Beam Relays
Action:
→NOTE:
High and Low beam relays (K1 and K2) are used when HI/LO beam switch (S16) is in Low beam position.
1. Put Light Switch (S17) in ROAD position and HI/LO beam switch (S16) in LOW beam position.
2. Remove High beam relay (K1) and install DFRW130 in relay panel K1 position.
3. Install K1 in DFRW130 and check for battery voltage at terminals 30 and 87A of DFRW130.
4. Remove DFRW130 from relay panel and re-install K1 in panel.
5. Remove Low beam relay (K2) and install DFRW130 in relay panel K2 position.
6. Check DFRW130 terminals 30 and 86 for battery voltage and terminal 85 for continuity to ground.
7. Install K2 in DFRW130 and check terminal 87 for battery voltage.
→NOTE:
See Circuit Types (Reference 210-15-011 ) and Relay Circuit Test Lead (Reference DFRW130 ).
Relay Circuit Test Lead
DFRW130
Test relays and circuits
Result:
YES:All terminal checks good. GO TO (4) .
NO:Relay K1. No or low voltage on terminal 30. Repair circuit 163 as necessary. GO TO (1) .
NO:Relay K1. No or low battery voltage at terminals 30 and 87A. Replace relay K1. GO TO (1) .
NO:Relay K2. No continuity to ground at terminal 85. Repair circuit 050 (SPG) as necessary. GO TO (1) .
NO:No or low voltage at terminal 30 of K2. Repair circuit 101 as necessary. GO TO (1) .
NO:No or low voltage at terminal 86 of K2. Repair circuit 158 as necessary. GO TO (1) .
NO:No or low voltage at terminal 87 of K2. Replace K2. GO TO (1) .
( 4 ) Check Low Beam Head Lamp Harness
Action:
→NOTE:
Put Light Switch (S17) in ROAD position, HI/LO Beam Switch (S16) in LOW beam position.
Disconnect head lamps (E19/E20) (2) from harness.
Check for battery voltage at terminal C of harness. Check for continuity to ground at terminal A of harness.
Result:
YES:Battery voltage at terminal C and continuity to ground at terminal A. Replace head lamp(s) as necessary. GO TO (1) .
NO:No or low voltage at terminal C. Repair circuit 114 from light harness to relay K2. GO TO (1) .
NO:No continuity to ground. Repair circuit 010 as necessary. GO TO (1) .
( 5 ) Check Tail Light Fuses
Action:
Remove and inspect fuse F35 (20A) and F36 (20A).
Check terminal A of fuse sockets for battery voltage.
Result:
YES:F35 and F36 good and battery voltage at terminal A. GO TO (6) .
NO:F35 and/or F36 open. Replace fuse(s). Fuse(s) opens repeatedly. Check circuits downstream from fuse(s) for shorts to
ground. Repair as necessary. GO TO (1) .
NO:No or low voltage at terminal(s) A. Repair circuit 103 from terminal A to (S17) as necessary. GO TO (1) .
( 6 ) Check Left and Right Tail Light (E5/E6) and Trailer Lighting and Accessory Outlet (7 Pin)
Action:
→NOTE:
1. Put Light Switch (S17) in ROAD position.

2. Check for battery voltage at terminal 6 of Trailer Lighting and Accessory Outlet (7 Pin) (X26).
3. Disconnect harness from Left Tail Light (E5) and check for battery voltage at terminal B of harness.
4. Disconnect harness from Right Tail Light (E6) and check for battery voltage at terminal B of harness.
5. Check terminal C of both harnesses for continuity to ground.
Result:
YES:Battery voltage at terminal B of Left and Right Tail Light harness and continuity to ground at terminal C. Replace lamp. GO
TO (1) .
NO:No or low voltage at terminal B of tail light and/or terminal 6 of 7 Pin Outlet. Repair circuit 118 as necessary. GO TO (1) .
NO:No or low voltage at terminal B of Right Tail Light. Repair circuit 128 as necessary. GO TO (1) .
NO:No continuity to ground. Repair/replace circuit 010 as necessary. GO TO (1) .
( 7 ) Check Hazard Lights
Action:
Put hazard switch (S20) in ON position.
→NOTE:
Result:
YES:Hazard Lights flashing. GO TO (8) .
NO:Hazard Lights do not flash.See Observable Symptom: Hazard Lights Malfunction and then return to diagnosis in progress.
( 8 ) Check Hazard Light Switch
Action:
→NOTE:
Disconnect hazard switch (S20) harness. Check for battery voltage at terminal A of harness.
Put hazard switch in OFF position. Check continuity between terminals A and B of hazard switch.
Put hazard switch in ON position. Check continuity between terminals B and C of hazard switch.
Result:
YES:Battery voltage at terminal A of harness and continuity between terminals A and B of hazard switch. GO TO (1) .
NO:No or low voltage at terminal A of harness. Repair circuit 103 from terminal A to Light Switch (S17) terminal 2. GO TO (1) .
NO:Switch fails continuity check. Replace hazard switch. GO TO (1) .
( 9 ) Check Console Light Fuse F24
Action:
Remove and inspect fuse F24 (10A).
Check terminal B of F24 socket for battery voltage.
Result:
YES:F24 good and battery voltage at terminal B. GO TO (10) .
NO:F24 open. Replace fuse. F24 opens repeatedly. Check circuit 158 downstream from F24 for shorts to ground. Repair as
necessary. GO TO (1) .
NO:No or low voltage at terminal B. Repair circuit 134 from F24 to Light Switch as necessary. GO TO (1) .
( 10 ) Check Console Lights
Action:
Remove non-lighting Console Lamps.
Check terminal A of cab harness for battery voltage.
Check terminal B of cab harness for continuity to ground.
Result:
YES:Battery voltage on terminal A and continuity to ground on terminal A. Replace lamp(s). GO TO (1) .
NO:No or low voltage on terminal A. Repair circuit 134 from terminal A to F24 terminal B as necessary. GO TO (1) .
Reference 240-15-005, Lights—Road Position, High Beam Test (NA)

Test Procedure
→NOTE:
Light Switch (S17) in the ROAD position also activates The Hazard Light Circuit.
( 1 ) Light Switch Check (HIGH Beam Position)
Action:
Put Light Switch (S17) in ROAD position, and HI/LO Beam Switch (S16) in High Beam position.
Check light operation against table and note which lights do not light.
→NOTE:
See Road Light Switch Operation (NA) (Reference 240-25-020 ) and Combined Light, Turn and Hazard
Switch Operation (NA) (Reference 240-25-021 ).
→NOTE:
This section will check High Beam Indicator and High beam Head Lights only. For problems with other
lights in this switch position see Lights—Road Position, Low Beam Test (Reference 240-15-004 ).
Road Position—High Beam
ROAD (High Beam) High Beam Indicator
Head Lights (2)
Tail Lights (2)
Turn Indicators (2) (flashing)
Roof Hazard Lights (4) (flashing)
Extremity Lights (2) (flashing)
Trailer Lighting and Accessory Outlet (7 Pin)—terminal 6 (12 V)
Trailer Lighting and Accessory Outlet (7 Pin)—Terminals 3 and 5 ("pulsing" 12 V)
Console Lights
Result:
YES:High Beam Indicator and High Beam Headlights ON.Return to diagnosis in progress.
NO:No High Beam Indicator and High Beam Headlights. GO TO (2) .
NO:No High Beam Indicator. Replace Indicator lamp.Return to diagnosis in progress.
( 2 ) Check HI/LO Beam Switch
Action:
Put Light Switch (S17) in ROAD position. Put HI/LO Beam Switch (S16) in HIGH beam position.
→NOTE:
SE3, SE4 Radio, Dome Lamp and Multi-Function Switch Schematic, (See Reference 240-25-001B , SE3- Air
Conditioning and Ventilation, SE4- Radio, Dome Lamp and Multi-Function Switch Schematic).
Disconnect Steering Column Module (A3) harness.
Check terminal 2 of cab harness for battery voltage.
Check continuity between terminals 1 and 2 of Steering Column Module harness.
Result:
YES:Battery voltage at terminal 2 of cab harness and continuity between terminals 1 and 2 of Steering Column Module harness
connector. GO TO (3) .
NO:No or low voltage at terminal 2 of cab harness. Repair circuit 158 As necessary. GO TO (1) .
NO:No continuity at terminals 1 and 2 of Steering Column Module harness connector harness plug. Replace HI/LO Beam switch.
GO TO (1) .
( 3 ) Check Head Light Fuse F20
Action:
Check terminal B of F20 socket for continuity to terminal 30 of High Beam Relay.
Result:
YES:F20 good, continuity to High Beam Relay and battery voltage at terminal A. GO TO (4) .
NO:42 open. Replace F20. F20 opens repeatedly. Check circuits downstream for shorts to ground. Repair as necessary. GO TO
(1) .
( 4 ) Check High Beam Relay K1
Action:
→NOTE:
1. Put Light Switch (S17) in ROAD position. Put HI/LO Beam Switch (S16) in HIGH beam position.
2. Remove High beam relay (K1) and install DFRW130 in relay K1 position.
3. Check for battery voltage on terminals 30 and 86 and continuity to ground on terminal 85 of DFRW130.
4. Install K1 in DFRW130 and check for battery voltage on terminal 87 of DFRW130.
5. Remove DFRW130 from relay panel and re-install K1.
Result:
NO:No or low voltage at terminal 30 of K1. Repair circuit 163. GO TO (1) .
NO:No or low voltage at terminal 86 of K1. Repair circuit 113. GO TO (1) .
NO:No continuity to ground at terminal 85 of K1. Repair circuit 050 (SPG) as necessary. GO TO (1) .
NO:No or low voltage at terminal 87. Replace relay. GO TO (1) .
( 5 ) Check High Beam Head Lamp Harness
Action:
→NOTE:
Disconnect head lamps (E19/E20) (2) from harness.
Check for battery voltage at terminal B of harness. Check for continuity to ground at terminal A of harness.
Result:
YES:Battery voltage at terminal B and continuity to ground at terminal A. Replace head lamp(s) as necessary. GO TO (1) .
NO:No or low voltage at terminal B. Repair circuit 119 from light harness to relay K1. GO TO (1) .
Reference 240-15-006, Lights—Field 1 Position Test (NA)

Test Procedure
→NOTE:
This procedure will Test lights and circuits activated when Light Switch (S17) is in FIELD position and
HI/LO Beam Switch (S16) is in HIGH beam position.
→NOTE:
( 1 ) Light Switch Check (Field 1 Position)
Action:
Tractor has (2) Front Flood Lights and (1) Center Spotlight.
Put Light Switch (S17) in FIELD 1 position and HI/LO beam switch (S16) in HIGH beam position.
→NOTE:
See Road Light Switch Operation (NA) ( Reference 240-25-020 ) and Combined Light, Turn and Hazard
Switch Operation (Reference 240-25-021 ).
→NOTE:
This section will check Front Flood Lights (E18), Rear Fender Flood Lights (E13) Front Grill Spotlight and
Trailer Lighting and Accessory Outlet (7 Pin) (X26). For problems with other lights in this switch position
see Lights—Road Position, Low Beam Test (Reference 240-15-004 ).
Field 1 Position
FIELD 1 Front Floods (2)
Rear Fender Floods (2)
Trailer Lighting and Accessory Outlet (7 Pin)—terminal 2 (12 V)
Head Lights (2) (High and Low Beam positions)
High Beam Indicator
Console Lights
Result:
YES:All lights work.Return to diagnosis in progress.
NO:No lights work. GO TO (2) .
NO:Some Floods and/or terminal 2 of X26 (7 Pin) do not light. GO TO (3) .
( 2 ) Check Diode V1
Action:
Diode V1 is used to direct voltage to flood lights in both FIELD 1 and FIELD 2 positions.
→NOTE:
See SE5A Lighting System Schematic (N.A.), (Reference 240-25-001C ).
Remove Diode V1 from relay panel.
Put Light Switch (S17) in FIELD 1 position. Check for battery voltage on terminal 4 of Diode V1 socket.
Put Light Switch in FIELD 2 position. Check for battery voltage on terminal 6 of Diode V1 socket.
Perform diode Test on Diode V1 between terminals 4 and 5 and between terminals 6 and 5. Reverse meter leads and retest.
→NOTE:
Reading should be between .3 to .7 voltage drop in one position and “OL” in the other.
Result:
YES:Diode Test ok. Battery voltage on terminals 4 and 6 of socket. GO TO (6) .
NO:No or low voltage on terminal 4 of socket. Repair circuit 124 from terminal 4 to terminal 3 of Light Switch. GO TO (1) .
NO:Diode V1 failed Test. Replace Diode. GO TO (1) .
( 3 ) Check FIELD 1 Fuses
Action:
Put Light Switch (S17) in FIELD 1 position.
Remove and inspect fuses F29 (30A), F31 (30A) and F44 (30A).
Check terminal A of all fuse sockets for battery voltage.
Fuse to Light Table
Fuse Lights
F29 Front Grill Flood Lights (2)
F31 Trailer Flood Lights (X26) terminal 2
F44 Rear Fender Flood Lights (4) (E13)
Result:
YES:All fuses good and battery voltage at all terminal A. GO TO (4) .
NO:Fuse(s) open. Replace fuse(s). Fuse(s) opens repeatedly. Check circuit(s) downstream from fuse(s) for shorts to ground.
Repair as necessary. GO TO (1) .
NO:No or low voltage at any terminal A. Repair circuit 002 B+ as necessary. GO TO (1) .
( 4 ) Check FIELD 1 Relays
Action:
Put (S1) in FIELD 1 position.
→NOTE:
Check only relays of lights not working. See table below.
Check one relay at a time.
FIELD 1 Lighting Relays
LIGHTS RELAY
Front Floods K3
Rear Fender Floods K5
7 Pin Outlet K12
1. Remove a relay and install DFRW130 in relay panel.

2. Check terminals 30 and 86 of socket for battery voltage and check terminal 85 for continuity to ground.
3. Install relay in DFRW130 and check for battery voltage at terminal 87.
4. Remove DFRW130 from relay panel and reinstall relay in panel.
Result:
YES: GO TO (1) .
NO:All relays. No or low voltage on terminal 86. Repair circuit 145 from terminal 86 to terminal 5 of Diode V1 as necessary. GO
TO (1) .
NO:All relays. No continuity to ground on terminal 85. Repair circuit 050 (SPG) as necessary. GO TO (1) .
NO:All relays. No voltage on terminal 87. Replace relay. GO TO (1) .
( 5 ) FIELD 1, Flood Light and Seven Pin Outlet Check
Action:
→NOTE:
1. Put Light Switch (S17) in FIELD 1 position.

2. Disconnect harness from Flood lights that are not lighting.
3. Check for battery voltage at terminal A of Light harness and terminal B of Light harness for continuity to ground.
4. Check for battery voltage at terminal 2 of seven pin outlet (X26).
Result:
YES:All checks good. Replace lamps as necessary. GO TO (1) .
NO:No or low voltage at front flood lights. Repair circuit 138 as necessary. GO TO (1) .
NO:No or low voltage at rear fender flood lights. Repair circuit 108 as necessary. GO TO (1) .
NO:No or low voltage at terminal 2 at X26. Repair circuit 109 as necessary. GO TO (1) .
NO:No continuity to ground at terminal B. Repair circuit 010 as necessary. GO TO (1) .
( 6 ) Check FIELD 1 Fuses
Action:
Remove and inspect fuses F41 (30A), F31 (30A) and F44 (30A).
Check terminal A of all fuse sockets for battery voltage.
Fuse to Light Table
Fuse Lights
F41 Front Grill Flood Lights (2)
F31 Trailer Flood Lights (X26) terminal 2
F44 Rear Fender Flood Lights (4) (E13)
Result:
YES:All fuses good and battery voltage at all terminal A. GO TO (7) .
NO:Fuse(s) open. Replace fuse(s). Fuse(s) opens repeatedly. Check circuit(s) downstream from fuse(s) for shorts to ground.
Repair as necessary. GO TO (1) .
NO:No or low voltage at any terminal A. Repair circuit 002 B+ as necessary. GO TO (1) .
( 7 ) Check FIELD 1 Relays
Action:
Put (S1) in FIELD 1 position.
→NOTE:
Check only relays of lights not working. See table below.
Check one relay at a time.
FIELD 1 Lighting Relays
LIGHTS RELAY
Front Floods K3
Rear Fender Floods K5
7 Pin Outlet K12
1. Remove a relay and install DFRW130 in relay panel.

2. Check terminals 30 and 86 of socket for battery voltage and check terminal 85 for continuity to ground.
3. Install relay in DFRW130 and check for battery voltage at terminal 87.
4. Remove DFRW130 from relay panel and reinstall relay in panel.
Result:
YES: GO TO (1) .
NO:All relays. No or low voltage on terminal 86. Repair circuit 145 from terminal 86 to terminal 5 of Diode V1 as necessary. GO
TO (1) .
NO:All relays. No continuity to ground on terminal 85. Repair circuit 050 (SPG) as necessary. GO TO (1) .
NO:All relays. No voltage on terminal 87. Replace relay. GO TO (1) .
Reference 240-15-007, Lights—Field 2 Position Test (NA)

Test Procedure
→NOTE:
This procedure will Test lights activated when Light Switch (S17) is in FIELD 2 position.
→NOTE:
( 1 ) Light Switch Check (FIELD 2 Position)
Action:
→NOTE:
→NOTE:
This section will check Roof Flood Lights (E14 / E18) only. For problems with other lights in this switch
position see Lights—Field 1 Position Test (Reference 240-15-006 ) and Lights—Road Position, Low Beam
Test (Reference 240-15-004 ).
Field 2 Position
FIELD 2 Roof Floods (4)
Front Floods (2)
Center Spotlight
Trailer Lighting and Accessory Outlet—terminal 2 (12 V)
Head Lights (2) (High and Low Beam positions)
High Beam Indicator
Console Lights
Result:
YES:Roof floods work.Return to diagnosis in progress.
NO:Roof floods do not work. GO TO (2) .
( 2 ) Check Diode V1
Action:
→NOTE:
Diode V1 is used to direct voltage to flood lights in both FIELD 1 and FIELD 2 positions.
Remove Diode V1 from relay panel.
Put Light Switch (S17) in FIELD 1 position. Check for battery voltage on terminal 4 of Diode socket.
Put Light Switch (S17) in FIELD 2 position. Check for battery voltage on terminal 6 of Diode socket.
Perform diode Test on Diode V1 between terminals 4 and 5 and between terminals 6 and 5. Reverse meter leads and retest.
→NOTE:
Reading should be between .3 to .7 voltage drop in one position and “OL” in the other.
Result:
YES:Diode Test ok. Battery voltage on terminals 4 and 6 of socket. GO TO (6) .
NO:Diode V1 failed check. Replace Diode. GO TO (1) .
( 3 ) Check Roof Flood Lights Fuse F30
Action:
Result:
NO:Fuse open. Replace fuse. Fuse opens repeatedly. Check circuit 157 down stream from fuse for shorts to ground. Repair as
( 4 ) Check Roof Floods Relay K3
Action:

2. Remove Roof Floods Relay (K3) and install DFRW130 in relay panel.Check for battery voltage on terminals 30 and 86 and
check terminal 85 for continuity to ground.
→NOTE:
Result:
NO:No or low voltage on terminal 30. Repair circuit 167 as necessary. GO TO (1) .
NO:No continuity to ground on terminal 85. Repair circuit 050 (SPG) as necessary. GO TO (1) .
NO:No or low voltage on terminal 87. Replace relay. GO TO (1) .
( 5 ) Check Roof Flood Lights
Action:
→NOTE:
Disconnect harness from non-lighting Roof Flood Lights (E14 / E18) (4).
Check for battery voltage at each harness socket terminal A.
Check for continuity to ground at each harness socket terminal B.
Result:
YES:Battery voltage at each harness terminal A and continuity to ground at each terminal B. Replace lamp(s). GO TO (1) .
NO:No or low voltage at any terminal A. Repair circuit 157 as necessary. GO TO (1) .
NO:No continuity to ground at any terminal B. Repair circuit 010 as necessary. GO TO (1) .
( 6 ) Check Roof Flood Lights Fuse F29
Action:
Result:
NO:Fuse open. Replace fuse. Fuse opens repeatedly. Check circuit 168 down stream from fuse for shorts to ground. Repair as
( 7 ) Check Roof Floods Relay K16
Action:

2. Remove Roof Floods Relay (K16) and install DFRW130 in relay panel.Check for battery voltage on terminals 30 and 86
and check terminal 85 for continuity to ground.
→NOTE:
Result:
NO:No continuity to ground on terminal 85. Repair circuit 050 (SPG) as necessary. GO TO (1) .
NO:No or low voltage on terminal 87. Replace relay. GO TO (1) .
( 8 ) Check Roof Flood Lights
Action:
→NOTE:
Disconnect harness from non-lighting Roof Flood Lights (E14 / E18) (4).
Check for battery voltage at each harness socket terminal A.
Check for continuity to ground at each harness socket terminal B.
Result:
YES:Battery voltage at each harness terminal A and continuity to ground at each terminal B. Replace lamp(s). GO TO (1) .
NO:No or low voltage at any terminal A. Repair circuit 147 as necessary. GO TO (1) .
NO:No continuity to ground at any terminal B. Repair circuit 010 as necessary. GO TO (1) .
Reference 240-15-008, Lights—Delay Position Test

Test Procedure
→NOTE:
This procedure will test lights and circuits activated when Light Switch (S17) is in DELAY position.
→NOTE:
customer for resolution of unrelated codes.
( 1 ) Check Delay Switch Position Egress Lighting
Action:
The DELAY position controls the egress lighting which is an option included with Climatrak ™ (ATC). The DELAY position may
not be on all tractors.
Put Light Switch (S17) in DELAY position and release. Switch should return to OFF position. Lights should come ON for 90
seconds. Check light operation against table and note which lights do not light.
→NOTE:
Delay Position—Egress Lighting
POSITION LIGHTS ACTIVATED —90 Seconds
DELAY Front Floods (2)
Trailer Lighting and Accessory Outlet—terminal 2 (Battery voltage)
Result:
YES:Front Floods and Rear Fender Flood lamps light and battery voltage at terminal 2 of 7 Pin for 90 seconds.Return to
diagnosis in progress.
NO:Light Switch does not return to OFF position. Replace switch and retest. GO TO (2) .
NO:No lights and no or low voltage at terminal 2. GO TO (2) .
NO:Lights do not shut off after 90 seconds. GO TO (2) .
NO:Some lights come on. See Lights—FIELD 1 Position Test (Reference 240-15-006 ).
( 2 ) Check Delay Timer
Action:
Disconnect Delay Timer (A20) from harness.

Check for battery voltage at terminal A1 of harness.
Hold Light Switch (S17) in DELAY position. Check for battery voltage at terminal B1 of harness.
Check for continuity to ground at terminal B2 of harness.
Jumper between terminals A1 and C1 of harness. Field Lights should light.
→NOTE:
Result:
YES:All Ok. Replace Delay Timer. GO TO (1) .
NO:No or low voltage at terminal A1. Repair circuit 062 as necessary. GO TO (1) .
NO:No or low voltage at terminal B1 with Light Switch held in DELAY position. Repair circuit 159 as necessary. GO TO (1) .
NO:No continuity to ground at terminal B2. Repair circuit 050 as necessary. GO TO (1) .
NO:Field lights do not light with jumper between terminals A1 and C1. Repair circuit 145 as necessary. GO TO (1) .
NO:Lights do not go OFF after 90 seconds. Replace Delay Timer. GO TO (1) .
Reference 240-15-009, Turn Signal Switch Test

Test Procedure
→NOTE:
This procedure covers Testing the Turn Signal circuits.
The Turn Signal Switch operates the turn signals by sending a signal to the ICU. The ICU signals the CCU
(via CCD network) that a specific turn signal has been commanded. The CCU then activates the
appropriate relay (K8- right turn relay or K9-left turn relay).
→NOTE:
(See Reference 240-25-001b , SE3- Air Conditioning and Ventilation, SE4- Radio, Dome Lamp and Multi-Function Switch
Schematic)
(See Reference 240-25-001c , SE5A- Lighting System (N.A.) Schematic)
(See Reference 240-25-001f , SE8- Central Control Unit / Powershift Control Unit (CCU/PCU) Schematic)
(See Reference 240-25-001g , SE9- Vehicle Monitor (ICU) and SCV Setup Panel (SUP), SE10- Engine Control Unit Schematic)
( 1 ) Identify Condition
Action:
→NOTE:
Steps one through five cover components common to both left and right turn signals. Step six and
beyond isolates the problem to the left or right turn signal circuit.
Operate both left and right turn signals.
Identify which of the following condition exists:
Problems with left and right turn signal lamps not working.
Left side works, some or all of right does not.
Right side works, some or all of left does not.
Roof and extremities work, left or right fender turn signals do not.
Result:
YES:All lamps work. Return to diagnosis in process.
NO:Problems with left and right turn signal lamps not working. GO TO (2) .
NO:Left side works, some or all of right does not. GO TO (7) .
NO:Right side works, some or all of left does not. GO TO (7) .
NO:Roof and extremities work, left or right fender turn signals do not. GO TO (11) .
( 2 ) Check Related Functions
Action:
If the Horn (B9), Dome Lamp (E2) and the Clock Radio do not work, check fuse F19.
Check circuit 032 for short to ground from F19 pin B to circuits 010, 050.
Check F19 pin A for 12 volts from circuit 002 (B+).
Schematic)
Result:
YES:Fuse OK and battery voltage on pin A. GO TO (3) .
NO:Replaced fuse / repaired circuit. GO TO (1) .
( 3 ) Turn Signal Relay Voltage Check
Action:
Remove relays K8 and K9 from the load center.
With Key Switch ON, check for battery voltage on pins 30 and 86 of both relay sockets.
If no voltage on any of the pins, check fuse F32.
Turn Key Switch OFF and check circuit 102 for short to ground.
Check continuity of circuit 102 from F32 pin B to K8 and K9 pins 30 and 86.
Check for open circuit or high resistance for those pins that do not have battery voltage.
Result:
YES:Voltage present at both relays. GO TO (4) .
NO:Replaced fuse / repaired circuit. GO TO (1) .
( 4 ) Steering Column Module Harness Check
Action:
With Key Switch OFF, disconnect Steering Column Module harness from chassis harness.
Turn Key Switch ON. Check for 12 volts on Steering Column Module harness connector between pins 7 & 8 and 5 & 8.
If no voltage, turn key switch OFF and check continuity of circuit 050 from pin 8 to SPG and circuit 032 from pins 5 and 7 to
fuse F19 pin B.
Schematic)
Result:
YES:Harness check OK. GO TO (5) .
NO:Repaired circuit. GO TO (1) .
( 5 ) Turn Signal Switch Check
Action:
With Key Switch OFF and Steering Column Module harness disconnected from chassis harness;
1. Place Turn Signal Switch (S15) in left turn position.

2. Check continuity between Steering Column Module pin 3 and 7.
3. Place Turn Signal Switch (S15) in right turn position.
4. Check continuity between Steering Column Module pin 4 and 7.
Schematic)
Result:
YES:Continuity checks OK. GO TO (6) .
NO:Turn signal switch not working. Replace Steering Column Module. GO TO (1) .
( 6 ) Common Components to Left and Right Turn Signals
Action:
Steps one through five cover components common to both left and right turn signals. Steps seven and beyond isolate the
problem into specific left and right turn signal circuits.
The only other components that affect both left and right are the ICU (A8), CCU (A7) and the CCD Network. The Turn Signal
Switch sends a signal to the ICU. The ICU tells the CCU (via CCD network) that a specific turn signal has been commanded. The
CCU sends out two signals to operate the relays / circuits properly (Right Turn Relay-K8, Left Turn Relay-K9).
For neither the left or right to work implies four things:
There is a control unit problem.

Both circuits from the Turn Signal Switch (S15) to the ICU (A8) are faulty.
Both left and right turn circuits from the CCU (A7) to the turn relays (K8, K9) are faulty.
CCD Network problem.
Schematic)
Result:
NO:Exit this diagnostic and resolve any CCD related codes before proceeding.
NO:Begin Left Turn Signal portion of test. GO TO (7) .
NO:Begin Right Turn Signal portion of test. GO TO (7) .
NO:Replace and calibrate control units one at a time.(See Reference 245-CCU-001 , CCU Calibration)(See Reference 245-
ICU-001 , ICU Calibration) GO TO (1) .
( 7 ) Turn Signal Switch to ICU Check
Action:
ForLeft Turn , check circuit 149:
for continuity from Steering Column Module harness connector pin 3 to ICU pin A8 pin 16.
for short to ground.
ForRight Turn , check circuit 151:
for continuity from Steering Column Module harness connector pin 4 to ICU pin A8 pin 17.
for short to ground.
Schematic)
Result:
YES:No problems found. GO TO (8) .
NO:Repaired circuits. GO TO (1) .
( 8 ) CCU to Turn Signal Relay Check
Action:
ForLeft Turn , check circuit 133;
for continuity from CCU A7X2 pin A2 to Left Turn Relay (K9) pin 85.
for short to voltage source.
ForRight Turn , check circuit 141;
for continuity from CCU A7X1 pin H2 to Right Turn Relay (K8) pin 85.
for short to voltage source.
→NOTE:
The CCU is grounding relays K8 & K9 and not providing a voltage to energize. That voltage comes from
circuit 102. This is why a check for short to voltage source is called for.
Result:
( 9 ) Turn Relay Jumper Check
Action:
ForLeft Turn , remove K9. Place jumper across pins 30 and 87 of relay socket K9. The Roof Warning / Turn and Roof Extremity
Lamps should light.
The Fender Turn Lamp should light because there is a path to ground through circuit 154 and the lamps on the right side.
ForRight Turn , remove K8. Place jumper across pins 30 and 87 of relay socket K8. The Roof Warning / Turn and Roof Extremity
Lamps should light.
The Fender Turn Lamp should light because there is a path to ground through circuit 154 and the lamps on the left side.
→NOTE:
For this check, the opposite rear fender turn lamp will light when jumping across the relay socket. For
instance, jumping across the left turn relay (K9) will light the right rear fender lamp.
Result:
YES:Lamps light. Replace bad relay. GO TO (1) .
NO:Lamps do not light. GO TO (10) .
( 10 ) Turn Lamp Circuit Check
Action:
Check the following circuits for opens, high Resistance and shorts to ground.
ForLeft Turn ;
Circuit 125 from K9 relay socket pin 87 to:
Left Fender Turn Lamp (E7)

Left Roof Turn/Warning Lamp (E9)
Left Roof Extremity (E24)
Left Turn Indicator (H2)
Trailer Lighting / Accessory Outlet (X26) pin 3
ForRight Turn ;
Circuit 115 from K8 relay socket pin 87 to:
Right Fender Turn Lamp (E8)

Right Roof Turn/Warning Lamp (E10)
Right Roof Extremity (E23)
Right Turn Indicator (H3)
Trailer Lighting / Accessory Outlet (X26) pin 5
Result:
( 11 ) Fender Turn Lamp Relay Check
Action:
Remove Fender Turn Lamp Relay (K10) from load center.
With Key Switch ON, check for 12 volts on pin 86 of K10 relay socket (circuit 102).
With Key Switch OFF, check for continuity and high resistance from K10 socket pin 30 to both Fender Turn Lamps (E7, E8) pin
D.
Check relay socket pin 87 for good ground (circuit 010).
Result:
( 12 ) Circuit 143 Check
Action:
With Key Switch OFF, check circuit 143 for continuity or high resistance from K10 socket pin 85 to CCU A7X2 pin A3.
Also check this circuit for a short to voltage. This would prevent K10 from working.
Result:
YES:No circuit problems found. Replace and calibrate CCU (A7). (See Reference 245-CCU-001 , CCU Calibration) GO TO (1) .
Reference 240-15-010, Display Units Power Supply Test

Test Procedure
→NOTE:
This procedure covers the power and ground circuits of each display unit. These include the Corner post
Display, Vehicle Monitor (ICU), SCV Set-Up Panel (SUP) and Performance Monitor.
( 1 ) Power Check
Action:
Turn Key Switch ON. Observe Corner post Display, Vehicle Monitor (ICU), SCV Set-Up Panel (SUP) and Performance Monitor, if
equipped.
Each display unit should go through a five second start-up check where all digital segments and lights appear. After this, each
device should have its normal display.
Check the following list for the circumstances that match the observed condition on the tractor.
No lights in any of the listed devices.

Corner post Display and/or Performance Monitor do not light.
ICU and SUP will not light.
ICU will not light.
SUP will not light.
→NOTE:
The ICU, SUP and Corner post Display backlighting bulbs are replaceable.
Result:
YES:All display units functioning correctly. Return to diagnosis in process.
NO:No lights in any of the listed devices. GO TO (2) .
NO:Corner post Display and/ or Performance Monitor do not light. GO TO (3) .
NO:ICU and SUP will not light. GO TO (4) .
NO:ICU will not light. GO TO (5) .
NO:SUP will not light. GO TO (6) .
( 2 ) No lights in any of the listed devices
Action:
1. Remove and check fuses F2 and F4 and turn Key Switch ON. Check for 12V on pin A of each fuse position (circuit 072 to
ELX relay K15, pin 87). Repair circuit or replace fuses.
2. With Key Switch ON and K15 removed from its socket, check for 12V on pin 30 of the relay socket (circuit 002 to Fuse
Link, F50). Repair circuit or replace Fuse Link (F50).
3. With Key Switch ON and K15 removed from its socket, check for 12V on pin 86 of the relay socket (circuit 112 to Key
Switch S1 pin 4). Repair circuit or replace Key Switch.
4. Check Fuse F18. Replace as necessary.
5. Check for continuity between K15 socket, pin 85 to V1, pin 1 (circuit 111).
6. Perform diode check on diode block No. 1 (V1) between pins 1 (+) and 2 (-).
7. Check for continuity between V1 pin 2 and SPG (050).
8. If there was no voltage at fuses F2 and F4 but all other checks were OK, replace relay K15.
(See Reference 240-25-001 , Tractor Schematic List SE1—SE15)
Result:
YES:Check for intermittent problems. GO TO (1) .
NO:Make necessary repairs. GO TO (1) .
( 3 ) Corner post Display and/or Performance Monitor do not light.
Action:
1. Check Fuse F4. Replace as necessary.

2. Check circuit 982 from F4 pin B to Corner post Display connector (A15) pin 3 and to Performance Monitor connector (A14)
pin 10.
3. Check Circuit 050 from Corner post Display connector (A15) pin 6 and Performance Monitor connector (A14) pin 5 to
Single Point Ground.
See Reference 240-25-001h , SE11- Diagnostic / Program Connector, SE12- Corner Post, Performance Monitor Display, and
GREENSTAR ™ System (Factory Installed) Schematic.)
Result:
( 4 ) ICU and SUP will not light.
Action:
1. Check fuse F2. Replace as necessary.

2. Check circuit 972 from F2 pin B to both ICU connector (A8) pin 13 and SUP connector (A9) pin 3.
3. Check Circuit 050 from ICU connector (A8) pin 12 and SUP connector (A9) pin 6 to Single Point Ground.
(See Reference 240-25-001g , SE9- Vehicle Monitor (ICU) and SCV Setup Panel (SUP), SE10- Engine Control Unit Schematic.)
Result:
( 5 ) ICU will not light.
Action:
1. Check bulbs in ICU.

2. Check circuit 972 from F2 pin B to ICU connector (A8) pin 13.
3. Check Circuit 050 from ICU connector (A8) pin 12 to Single Point Ground.
4. Replace ICU if all checks OK.
Result:
( 6 ) SUP will not light.
Action:
1. Check bulbs in SUP.

2. Check circuit 972 from F2 pin B to SUP connector (A9) pin 3.
3. Check Circuit 050 from SUP connector (A9) pin 6 to Single Point Ground.
4. Replace SUP if all checks OK.
Result:
Reference 240-15-011, Lights—Road Position, Low Beam, (Eur)

Test Procedure
→NOTE:
This procedure will Test the lights and circuits activated when the Road Light Switch is in the ROAD
position-LOW Beam.
→NOTE:
( 1 ) Light Switch Check (ROAD position)
Action:
Put Road Light Switch (S17) in ROAD position, and HI/LO Beam Switch (S16) in low beam position.
→NOTE:
See Road Light Switch Operation (Eur), (Reference 240-25-022 ).
Road Position Low Beam
ROAD POSITION Low Beam Headlights (2)
Console Lights
License Plate Light
Front Clearance Lights (2) (yellow)
Rear Tail Lights (2) (red)
7 Terminal connector, terminals 5 and 7 (left and right tail lights)
→NOTE:
This procedure will only Test the Low Beam Light circuit. For problems with other lights in this switch
position See Lights—PARK Position, (Eur) Test, (Reference 240-15-015 .
Result:
YES:All lights work. Return to diagnosis in progress.
NO:No LOW Beam Headlamps light. GO TO (2) .
NO:One LOW Beam Headlamp does not light. GO TO (3) .
NO:Lights other than LOW Beam Lights do not light. GO TO—Lights—PARK Position, (Eur) Test, (See Reference 240-15-015 .
( 2 ) Low Beam Relay Check
Action:
→NOTE:
See Circuit Types (Reference 210-15-011 ).

1. Put Road Light Switch (S17) in ROAD position, and HI/LO Beam Switch (S16) in LOW beam position.
2. Remove Low Beam Relay (K2) from relay panel and install DFRW130 in K2 position.
5. Remove DFRW130 from relay panel and reinstall K2.
Result:
YES: GO TO (3) .
NO:No or low voltage on terminal 30. GO TO (5) .
NO:No continuity to ground on terminal 85. Repair circuit 050 as necessary. GO TO (1) .
NO:Battery voltage at terminals 30 and 86 and continuity to ground at terminal 85, no voltage at terminal 87. Replace relay.
GO TO (1) .
( 3 ) LOW Beam Lamp Check
Action:
→NOTE:
Reference 240-25-007 , SE5B Lighting System (European) Wiring Diagram
2. Disconnect HI/LO beam lamps (E19/E20) harness.
3. Check for battery voltage at terminal C and continuity to ground at terminal A of harness connector.
Result:
YES:Battery voltage at terminal C and continuity to ground at terminal A. Replace headlamp(s). GO TO (1) .
NO:No continuity to ground at terminal A of harness connector(s). Repair circuit 010 as necessary. GO TO (1) .
NO:No battery voltage at terminal C on harness connector(s). Repair circuit 114. GO TO (1) .
( 4 ) High Beam Relay Check
Action:
→NOTE:
2. Remove High Beam Relay (K1) from relay panel and install DFRW130 in (K1) position.
3. Install relay (K1) in DFRW130 and check terminals 30 and 87A for battery voltage.
Result:
YES:Battery voltage at terminals 30 and 87A. Repair circuit 101 as necessary. GO TO (1) .
NO:Voltage at terminal 30. NO voltage at terminal 87A. Replace Relay (K1). GO TO (1) .
NO:No voltage at terminal 30. GO TO (6) .
( 5 ) Fuse F20 Check
Action:
Check terminal A of fuse socket for battery voltage.
Result:
YES:Repair circuit 163 as necessary. GO TO (1) .
NO:No or low voltage at terminal A. Repair circuit 002 as necessary. GO TO (1) .
NO:F20 open. Replace fuse. F20 opens repeatedly. Check circuits down stream for shorts. Repair as necessary. GO TO (1) .
( 6 ) Diode Block 1 Check
Action:
1. Remove Diode Block 1 (V1) from relay panel.

2. Check for battery voltage at terminal 4 of diode socket.
3. Perform diode Test between terminals 4 and 5 of V1.
→NOTE:
Reading should be between .3 to .7 voltage drop in one position and “OL” in reverse position.
Result:
YES:Battery voltage at terminal 4 and V1 Tests good. Repair circuit 153 as necessary. GO TO (1) .
NO:No or low voltage at terminal 4. Repair circuit 124 as necessary. GO TO (1) .
NO:V1 failed diode Test. Replace V1. GO TO (1) .
Reference 240-15-012, Lights—Road Position, High Beam, (Eur)

Test Procedure
→NOTE:
This procedure will Test the lights and circuits activated when the Light Switch is in the ROAD position
and the HI/LO Beam Switch is in HIGH Beam position.
→NOTE:
( 1 ) Light Switch Check (ROAD position)
Action:
Put Road Light Switch (S17) in ROAD position, and HI/LO Beam Switch (S16) in HIGH beam position.
→NOTE:
Road Position High Beam
ROAD POSITION High Beam Headlights (2)
High Beam Indicator
Console Lights
License Plate Light
→NOTE:
This procedure will only test the High Beam Lights (E19, E20) and High Beam Indicator (H1). For problems
with other lights in this switch position, See Lights—PARK Position, (Eur), Test, (Reference 240-15-015 ).
Result:
NO:High Beam Headlamps do not light. GO TO (2) .
NO:High Beam Indicator does not light. GO TO (6) .
NO:One High Beam Headlamp does not light. GO TO (4) .
NO:Lights other than HIGH Beam Lights do not light. GO TO Lights—PARK Position, (Eur) Test, (See Reference 240-15-015 ).
Action:
Check terminal A of fuse socket for battery voltage.
Result:
YES: GO TO (3) .
NO:F20 open. Replace fuse. F20 opens repeatedly. Check circuits down stream for shorts. Repair as necessary. GO TO (1) .
( 3 ) High Beam Relay Check
Action:
→NOTE:
1. Put Road Light Switch (S17) in ROAD position, and HI/LO Beam Switch (S16) in HIGH beam position.
2. Remove High Beam Relay (K1) from relay panel and install DFRW130 in (K1) position.
4. Install (K1) in DFRW130 and check terminal 87 for battery voltage.
5. Remove DFRW130 from relay panel and reinstall (K1).
Result:
YES: GO TO (4) .
NO:Battery voltage at terminals 30 and 86 and continuity to ground at terminal 85, no voltage at terminal 87. Replace relay.
GO TO (1) .
( 4 ) HIGH Beam Lamp Check
Action:
→NOTE:
2. Disconnect HI/LO beam lamps (E19/E20) harness.
3. Check for battery voltage at terminal B and continuity to ground at terminal A of harness connector.
Result:
YES:Battery voltage at terminal B and continuity to ground at terminal A. Replace headlamp(s). GO TO (1) .
NO:No continuity to ground at terminal A of harness connector(s). Repair circuit 010 as necessary. GO TO (1) .
NO:No battery voltage at terminal B on harness connector(s). Repair circuit 119 as necessary. GO TO (1) .
( 5 ) HI/LO Beam Switch Check
Action:
→NOTE:
2. Disconnect Steering Column Module (A3) harness connector.
3. Check for battery voltage at terminal 2 of cab harness connector.
4. Check for continuity between terminals 1 and 2 of A3 harness.
Result:
YES:Battery voltage at terminal 2 of cab harness and continuity between terminals 1 and 2 of A3 harness. Repair circuit 113 as
NO:No or low voltage at terminal 2. Repair circuit 158 as necessary. GO TO (1) .
NO:No continuity between terminals 1 and 2 of Steering Column Module harness connector. Replace Steering Column Module.
GO TO (1) .
( 6 ) High Beam Indicator Light Check
Action:
→NOTE:
2. Remove High Beam Indicator (H1) light.
3. Check printed circuit board for battery voltage and continuity to ground.
Result:
YES:Battery voltage and continuity to ground at circuit board. Replace H1 light. GO TO (1) .
NO:Low or no voltage and/or continuity to ground. Replace Steering Column Module (A3). GO TO (1) .
Reference 240-15-013, Lights—Flood 1 Position, (Eur)

Test Procedure
→NOTE:
This procedure will test the lights and circuits activated when the Field Lights Switch is in the FLOOD 1
position.
→NOTE:
( 1 ) Field Light Switch Check (FLOOD 1 Position)
Action:
Put Road Lights Switch (S17) in FIELD position, HI/LO beam switch in HIGH beam position and Field Light Switch in FLOOD 1
position.
Check lights operation against table and note which lights do not light.
→NOTE:
See Field Light Switch Operation (Eur) (Reference 240-25-023 ).
Flood 1 Position
Field Switch, FLOOD 1 Position Left/Right Grill Flood Lights (2)
Left/Right Rear Fender Flood Lights (4)
Battery Voltage at Trailer Flood Light Connector (X12)
Battery Voltage at 7 Way Trailer Lighting and Accessory Outlet (X12)
Console Lights
License Plate Light
Front Roof Clearance Lights (2)
Rear Tail Lights (2)
Low Beam Head Lights (2) (HI/LO Beam Switch in LOW beam position)
High Beam Lights (2) (HI/LO Beam Switch in HIGH beam position)
→NOTE:
This procedure will only test Grill Flood Lights, Left/Right Rear Fender Flood Lights and Trailer Flood Light
Connector and circuits. For problems with other lights in this switch position, see tests for Road Light
Switch.
Result:
NO:Front Grill Flood Light(s) (E21) do not light. GO TO (2) .
NO:Left/Right Fender Flood Light(s) do not light. GO TO (5) .
NO:No or low battery voltage at Trailer Flood Light Connector. GO TO (12) .
NO:Front Head lights (High and Low beam) do not light. GO TO (11) .
( 2 ) Grill Flood Lights Fuse Check
Action:
→NOTE:
See SE5B Lighting System (European) Wiring Diagram, (Reference 240-25-007 ).
Remove and inspect fuse F29.
Check for battery voltage at terminal A of F29 socket.
Result:
NO:F29 open. Replace F29. F29 opens repeatedly. Check circuits downstream for shorts. GO TO (1) .
( 3 ) Grill Flood Lights Relay Check
Action:
→NOTE:
1. Put Road Light Switch (S17) in FIELD position and Field Light Switch (S18) in FLOOD 1 position.
2. Remove Grill Flood Light Relay (K10) from relay panel and install DFRW130 in K10 position.
5. Remove DFRW130 from relay panel and reinstall K10 in panel.
Result:
YES:All check good. GO TO (4) .
NO:Battery voltage at terminals 30 and 86 and continuity to ground at terminal 85, no battery voltage at terminal 87. Replace
relay. GO TO (1) .
( 4 ) Grill Flood Light Lamp Check
Action:
→NOTE:
Reference 240-25-007 , SE5B Lighting System (European) Wiring Diagram.
2. Disconnect nonlighting Front Grill Flood lamps (E21).
3. Check for battery voltage at terminal B and continuity to ground at terminal A of harness connectors.
Result:
YES:Battery voltage at terminal B and continuity to ground at terminal A. Replace lamp(s). GO TO (1) .
NO:No or low voltage at terminal B. Repair circuit 138 as necessary. GO TO (1) .
NO:No continuity to ground at terminal A. Repair circuit 010 as necessary. GO TO (1) .
( 5 ) Rear Fender Flood Lights Fuse Check
Action:
→NOTE:
See SE5B Lighting System (European) Wiring Diagram, (Reference 240-25-007 ) .
Remove and inspect Rear Fender Flood Lights Fuse (F31).
Result:
( 6 ) Rear Fender Flood Lights Relay Check
Action:
→NOTE:
Result:
relay. GO TO (1) .
( 7 ) Rear Fender Flood Light Lamp Check
Action:
→NOTE:
2. Disconnect nonlighting rear fender flood lamps (E13).
3. Check for battery voltage at terminal A and continuity to ground at terminal B of harness connectors.
Result:
YES:Battery voltage at terminal A and continuity to ground at terminal B. Replace lamp(s). GO TO (1) .
NO:No continuity to ground at terminal B. Repair circuit 010 as necessary. GO TO (1) .
( 8 ) Trailer Flood Light Connector Fuse Check
Action:
→NOTE:
Remove and inspect fuse Trailer Flood Light Connector Fuse (F31).
Result:
( 9 ) Trailer Flood Light Connector Relay Check
Action:
→NOTE:
2. Remove Trailer Flood Light Connector Relay (K12) from relay panel and install DFRW130 in K12 position.
Result:
relay. GO TO (1) .
( 10 ) Trailer Flood Light Connector Check
Action:
→NOTE:
Check Trailer Flood Light Connector (X12) for battery voltage.
Result:
YES:Battery voltage at X12. GO TO (1) .
NO:No or low voltage at X12 connector. Repair circuit 109 as necessary. GO TO (1) .
( 11 ) Diode V2 Check
Action:
→NOTE:
Diode V2 is used to direct voltage to the headlights in both FLOOD 1 and FLOOD 2 switch positions.
Remove V2 from relay panel.
Put Road Light Switch (S17) in FIELD position and Field Light Switch (S18) in FLOOD 1 position.
Check for battery voltage on terminal 1 of diode socket.
Perform diode test on V2 between terminals 1 and 2. Reverse meter leads and retest. reading should be between .3 to .7
voltage drop in one position and “OL” in the other.
Result:
YES:Diode tests good and battery voltage on terminal 1.GO TO Lights—ROAD Position, LOW Beam, (Eur) (See Reference
240-15-011 ).
NO:No or low voltage on terminal 1 of socket. Repair circuit 117 as necessary. GO TO (1) .
NO:Diode V2 failed test. Replace diode. GO TO (1) .
( 12 ) Grill Flood Lights Fuse Check
Action:
→NOTE:
Result:
( 13 ) Grill Spot Light Fuse Check
Action:
→NOTE:
Remove and inspect Grill Spot Light fuse (F30).
Result:
( 14 ) Rear Fender Flood Lights Relay Check
Action:
→NOTE:
Result:
relay. GO TO (1) .
Reference 240-15-014, Lights—Flood 2 Position, (Eur)

Test Procedure
→NOTE:
This procedure will test the lights and circuits activated when the Field Lights Switch is in the FLOOD 2
position.
( 1 ) Field Light Switch Check (FLOOD 2 Position)
Action:
Put Road Lights Switch (S17) in FIELD position and Field Light Switch in FLOOD 2 position.
Check lights operation against table and note which lights do not light.
→NOTE:
See Field Light Switch Operation (Eur), (Reference 240-25-023 ).
Flood 1 Position
Field Switch, FLOOD 2 Position Roof Flood Lights (Optional)
Left/Right Grill Flood Lights (2)
Center Grill Spot Light (HI/LO Beam Switch in HIGH Beam Position
Left/Right Rear Fender Flood Lights (4)
Battery Voltage at Trailer Flood Light Connector (X26)
Battery Voltage at 7 Way Trailer Lighting and Accessory Outlet (X26)
Console Lights
License Plate Light
Front Roof Clearance Lights (2)
Rear Tail Lights (2)
Low Beam Head Lights (2) (HI/LO Beam Switch in LOW beam position)
High Beam Lights (2) (HI/LO Beam Switch in HIGH beam position)
→NOTE:
This procedure will only test Roof Flood Lights and circuit. For problems with other lights in this switch
position see Lights—Flood 1 Position, (Eur) (Reference 240-15-013 ).
Result:
NO:Roof Flood Light(s) do not light. GO TO (5) .
( 2 ) Roof Flood Lights Fuse Check
Action:
→NOTE:
Result:
( 3 ) Roof Flood Lights Relay Check
Action:
→NOTE:
Result:
YES:All checks good. GO TO (4) .
NO:No or low voltage on terminal 30. Repair circuit 167 Put Road Light Switch (S17) in FIELD position and Field Light Switch
(S18) in FLOOD 2 position. as necessary. GO TO (1) .
relay. GO TO (1) .
( 4 ) Roof Flood Lamps Check
Action:
→NOTE:
2. Disconnect non-lighting Roof Flood lamps (E14 / E18).
Result:
( 5 ) Roof Flood Lights Fuse Check
Action:
→NOTE:
Result:
( 6 ) Roof Flood Lights Relay Check
Action:
→NOTE:
Result:
YES:All checks good. GO TO (7) .
relay. GO TO (1) .
( 7 ) Roof Flood Lamps Check
Action:
→NOTE:
2. Disconnect non-lighting Roof Flood lamps (E14 / E18).
Result:
Reference 240-15-015, Lights—Park Position, (Eur)

Test Procedure
→NOTE:
This procedure will Test the lights and circuits activated when the Road Light Switch is in the PARK
position.
→NOTE:
( 1 ) Road Light Switch Check (PARK position)
Action:
Put Road Light Switch (S17) in PARK position.
→NOTE:
Park Position
PARK POSITION Console Lights
License Plate Light
Result:
NO:No console lights. GO TO (2)
NO:Left rear tail light and/or right front clearance lights does not light and/or no battery voltage at 7 pin connector terminal 5.
GO TO (4)
NO:Right rear tail light and/or left front clearance lights and/or license plate does not light. GO TO (6)
Action:
→NOTE:
Remove and inspect fuse F24. Check terminal B of F24 socket for battery voltage.
Result:
YES:F24 good and battery voltage at terminal B. GO TO (3)
NO:No or low voltage at terminal B. Repair circuit 158 from light switch (terminal 1) to F24 (terminal B). GO TO (1)
NO:F24 open. Replace F24. F24 opens repeatedly. Check circuit 134 for shorts. Repair as necessary. GO TO (1)
( 3 ) Console Light Check
Action:
→NOTE:
1. Put Road Light Switch (S17) in PARK position.

2. Remove non-lighting console light(s).
3. Check for battery voltage at terminal A of light socket.
4. Check for continuity to ground at terminal B of light socket.
Result:
YES:Battery voltage at terminal A and continuity to ground at terminal B. Replace light(s). GO TO (1)
NO:No or low voltage at terminal A. Repair circuit 134 as necessary. GO TO (1)
NO:No continuity to ground. Repair circuit 050 as necessary. GO TO (1)
Action:
→NOTE:
Remove and inspect fuse F35. Check terminal A of F35 socket for battery voltage.
Result:
NO:No or low voltage at terminal A. Repair circuit 158 from light switch (terminal 1) to F35 (terminal A) as necessary. GO TO
(1)
NO:F35 open. Replace F35. F35 opens repeatedly. Check circuit 118 for shorts. Repair as necessary. GO TO (1)
( 5 ) Fuse F35 Lights Check
Action:
→NOTE:
Left Rear Tail Light (E5) and Right Front Clearance Lights (E5) (2) should be ON and terminal 5 of 7 Way Accessory Outlet (X26)
should have battery voltage.
Note which lights are not ON.
Check for battery voltage at terminal 5 of 7 Way Accessory Outlet and at terminal 4 of right front clearance light harness and
terminal B of left rear light harness.
Check for continuity to ground at terminal 6 of front harness and terminal D of rear harness.
Result:
YES:Battery voltage at terminal 5 and at each lamp terminal and continuity to ground at each lamp. Replace non-lighting
lamps. GO TO (1)
NO:No or low voltage at terminal 4 (front) or B (rear) of light(s) or terminal 5 of 7 Way Accessory Outlet. Repair circuit 118 as
necessary. GO TO (1)
NO:No continuity to ground at terminal 6 (front) or D (rear) of light(s). Repair circuit 010 as necessary. GO TO (1)
Action:
→NOTE:
Remove and inspect fuse F36. Check terminal A of F36 socket for battery voltage.
Result:
NO:No or low voltage at terminal A. Repair circuit 158 from light switch (terminal 1) to F36 (terminal A) as necessary. GO TO
(1)
NO:F36 open. Replace F36. F36 opens repeatedly. check circuit 128 for shorts. Repair as necessary. GO TO (1)
( 7 ) Fuse F36 Lights Check
Action:
→NOTE:
Right Rear Tail Light (E6), Left Front Clearance Lights (E6) (2), and the License Plate Light (E3) should be ON.
Note which lights are not ON.
Check for battery voltage at terminal 4 left front clearance light harness, terminal B of right rear light harness and terminal of
license plate light harness.
Check for continuity to ground at terminal 6 of front harness, terminal D of rear harness and terminal B of license plate light
harness.
Result:
YES:Battery voltage at terminal 5 of each lamp and continuity to ground at terminal of each lamp. Replace non-lighting lamps.
GO TO (1)
NO:No or low voltage at terminal 4 (front), B (rear) of light(s) or terminal A of license plate light. Repair circuit 128 as
NO:No continuity to ground at terminal 6 (front), D (rear) of light(s) or terminal B of license plate. Repair circuit 010 as
Reference 240-15-016, Seat Electrical Test (Air Seat)

Test Procedure
→NOTE:
This procedure covers testing the seat electrical circuits. See Reference 240-25-001a , SE1- Power,
Starting and Charging , SE2- Wiper, Seat Control and Lighter Schematic for additional information.
( 1 ) Check Fuse Circuits
Action:
1. Turn key switch (S1) to “RUN” position.

2. Check for voltage at terminal “A” of fuses F18, F38 and F45.
Result:
YES: GO TO (2) .
NO:No voltage at fuse(s) F18 or F38. Repair circuit 002 as necessary and return to diagnosis in progress.
NO:No voltage at fuse F45. Repair circuit 202 as necessary and return to diagnosis in progress.
( 2 ) Seat Height Control Switch and Circuit Check
Action:
1. Remove Seat Height Control Switch (S4) from the armrest.

2. Test for voltage at terminal “B”.
3. Disconnect switch from harness.
4. Hold switch in the UP position and check for continuity between switch terminals “C” and “B”.
5. Hold switch in the DOWN position and check for continuity between switch terminals “A” and “B”.
Result:
YES: GO TO (3) .
NO:Voltage not present at terminal “B”. Repair circuit 092 and return to diagnosis in progress
NO:Switch open in one or both positions. Replace switch and return to diagnosis in progress.
( 3 ) Compressor Motor / Bleed Valve Check
Action:
CAUTION:
USE JDG1424 Support Block to keep seat assembly from lowering and causing injury.
IMPORTANT:
Leaving power applied to the motor or solenoid for more than 30 seconds could cause damage. Only
apply power long enough to determine if the motor or solenoid works.
→NOTE:
See Reference 240-25-001a , SE1- Power, Starting and Charging , SE2- Wiper, Seat Control and Lighter
Schematic.
See TM1575, Section 90, Group 15 for more information on servicing the seat mechanical assembly.
1. Disconnect Compressor Motor / Bleed Valve Solenoid harness connector.

2. Ground terminal “D” of the connector.
3. Briefly apply 12V power to terminal “C” of the connector. The compressor (M2) should run and seat should rise. Motor
should draw 14 Amps.
4. Ground terminal “B” of the connector.
5. Briefly apply 12V power to terminal “A” of the connector. The bleed valve should vent and seat should lower.
6. Reconnect Compressor Motor / Bleed Valve Solenoid harness connector and remove JDG1424 support block.
Support Block
JDG1424
Support Block
Supports seat mechanism during service
Result:
YES: GO TO (4) .
NO:Compressor Motor (M2) / Bleed Valve Solenoid (Y2) does not operate. Repair or replace as necessary and return to
diagnosis in progress.
( 4 ) Circuit 976 and 979 Check
Action:
1. Turn key switch to “RUN” position.

2. Cycle Seat Height Control Switch (S4) UP and DOWN.
Result:
YES: GO TO (5) .
NO:Seat does not go up. Repair circuit 976 as necessary and repeat step.
NO:Seat does not go down. Repair circuit 979 as necessary and repeat step.
( 5 ) Seat Harness Diode Check
Action:
Section 240 - ELECTRICAL Group 20: Theory of Operation
CAUTION:
Use JDG1424 Support Block to keep seat assembly from lowering and causing injury.
Check seat harness diode for a short by connecting meter leads to Seat Harness connector terminals “A” and “E”. Check for
continuity, reverse leads and check again. If meter indicates continuity (low resistance) in only one direction, diode is good. If
resistance is indicated both directions, diode is faulty.
Result:
NO:Replace as necessary and return to diagnosis in progress.

Reference 240-20-001, List of Theories
Reference 240-20-002, Charging Circuit Theory Of Operation
Reference 240-20-003, Starting Circuit Theory Of Operation
Reference 240-20-004, Convenience Outlet/Auxiliary Power Strip Theory Of Operation
Reference 240-20-005, Vehicle Horn Circuit Theory Of Operation
Reference 240-20-006, Seven Pin Outlet Theory Of Operation
Reference 240-20-007, European Lighting System Theory Of Operation
Reference 240-20-002, Charging Circuit Theory Of Operation

LEGEND:
A Alternator
Alternator
The alternator (G2) produces a three phase, alternating current, voltage regulated output. Its alternating current is rectified by
internal circuitry to produce a direct current output for tractor operation and charging the batteries (G1).
When the key switch (S1) is in the START or RUN position, current is routed to the alternator field windings to “initialize” or
start the charging process.
Once the field winding has been energized by the key switch (S1), the charging process provides the field current necessary to
maintain the output voltage high enough to recharge the batteries (G1). The voltage regulator senses the output of the
alternator (G2) and controls the field current to regulate the output of the alternator (G2). When the batteries (G1) are
discharged, the field current will be high and when the batteries (G1) are close to full charge, the field current will be low.
→NOTE:
(See Reference 240-25-002 for Power, Starting and Charging Circuits schematic.)
Reference 240-20-003, Starting Circuit Theory Of Operation
LEGEND:
A Starter
Starter
The starting motor (M1) uses a very high draw of current to crank the engine for starting. This high amount of current is carried
through a positive battery cable directly linked to the batteries (G1). The positive battery cable circuit is completed by the
starter solenoid, which is controlled by the starter relay (K32). Operational voltage to the starter relay (K32) is provided by the
key switch (S1) when it is turned to the start position.
When in the START position, current from the key switch (S1) is routed through the cab harness to chassis harness connector
(X11), then through the armrest control unit connector (X24), and through the neutral start switch (S3) to the starter relay
(K32). Once current reaches the starter relay (K32) it closes the switch in the relay to complete the power circuit to the starter
solenoid. When activated the starter solenoid will connect the positive battery cable directly to the starter motor (M1) providing
enough cranking amperage for the engine. Starter will only crank when the neutral start switch (S3) senses that the
transmission is in NEUTRAL or PARK.
Reference 240-20-004, Convenience Outlet/Auxiliary Power Strip Theory

Of Operation
LEGEND:
A SERVICE ADVISOR ™ Connector
B Accessory Outlet
C Optional Accessory Outlet
D Wiring for Additional Outlet
E Auxiliary Power Strip
Accessory Outlet
Optional Accessory Outlet
Wiring for Additional Outlet
Auxiliary Power Strip
8010 series tractors are equipped with up to three convenience outlets (X38), and an auxiliary power strip (X49). Both the
outlets and the power strip can be set up for constant 12 volt power supply or for switched power supply, for use only when
tractor key switch (S1) is in ACCESSORY or RUN position.
The standard convenience outlet 1 (X38), optional convenience outlet 2 (X38), FIELD OFFICE ™ optional outlet 3 (X38), and
auxiliary power strip (X49) are all provided with constant 12 volt supply by circuit 262, and are protected by fuse F40 (30A).
Accessory 12 volt supply (or switched power) is provided by the key switch (S1) to the standard convenience outlet 1 (X38),
optional convenience outlet 2 (X38), and auxiliary power strip (X49) through circuit 192 and protected by fuse F48 (30A). FIELD
OFFICE™ optional outlet 3 (X38) accessory 12 volt supply (or switched power) is provided by circuit 272, and protected by fuse
F47 (30A).
The accessory 12 volt supply (or switched power) to any of the 3 convenience outlets (X38) or the auxiliary power strip (X49) is
controlled by the key switch (S1). The key switch (S1) provides the accessory relay (K27) with operational power to complete
the power supply circuits to the outlets and the power strip.
Standard convenience outlet 1 (X38), optional convenience outlet 2 (X38), and the auxiliary power strip (X49) are all grounded
by the same chassis ground circuit (010). The optional FIELD OFFICE™ convenience outlet (X38) is grounded by a separate
chassis ground circuit (010).
Reference 240-20-005, Vehicle Horn Circuit Theory Of Operation

LEGEND:
A Horn
Horn
With the key switch (S1) in ANY position, push the turn signal lever toward the center of the steering column. The horn (B9) will
sound with the switch held in, and will stop when the switch is released. The horn (B9) is mounted in front of the radiator.
The horn (B9) is protected by fuse F19 (10A) and the fusible link (F50). The horn switch (S14) is part of the multi-function
switch assembly, located in the steering column module (A3). The switch has electrical power to it all the time. Pushing in the
horn switch (S14) provides operational power for the horn relay (K23). Operation of this relay completes the power circuit to
the horn (B9). The horn (B9) is grounded through its mounting stud, to a terminal on the horn. The horn relay (K23) is grounded
through the harness to the chassis single point ground next to the batteries.
Reference 240-20-006, Seven Pin Outlet Theory Of Operation

LEGEND:
A Seven Pin Outlet
7-Pin Outlet
North American
Tractors equipped with North American lighting, the seven pin outlet (X26) can be connected to implements to provide battery
voltage for implement lights, turn signals and other accessory functions. The seven pin outlet allows for towed implements to
use auxiliary lighting when rear tractor signals are obscured. Seven pin outlet functions are listed as follows:
Seven Pin Outlet Functions (North American)
North American Lighting
Terminal Function
1 Ground
2 Flood Light
3 Left Turn Signal
4 Accessory
5 Right Turn Signal
6 Tail Light
7 Accessory
Pins 4 and 7 provide voltage for accessory functions. When the key switch (S1) is in the accessory or run position the accessory
outlet relay (K12) is energized by circuit 212. Energizing this relay allows for battery voltage to reach pins 4 and 7 through
circuit 222. Pins 4 and 7 are protected by fuse F39 (30A).
Pin 6 provides voltage for tail lights. Voltage is provided to pin 6 by the light switch (S17) when in the road position, which is
protected by fuse F20 (30A) and provided voltage by circuit 002 (b+). Circuit 118 feeds pin 6 and is protected by fuse F35
(20A).
Pin 2 provides voltage for flood lights. When the light switch (S17) is in the field 1 position, voltage is routed through the diode
block (V1), and then on to the rear fender/midbody flood lights relay (K5). Voltage is then provided through fuse F31 (30A) from
circuit 002 (b+) through the rear fender / midbody flood lights relay (K5) to circuit 109 which energizes pin 2.
Pins 3 and 5 are the left and right turn signal pins respectively. These pins serve a dual purpose. The first function provides
voltage through two separate relays for each turn signal. Left turn signal is routed through the left turn lamps relay (K9), and
the right turn signal is routed through the right turn lamps relay (K8). Both relays are provided voltage by circuit 102, and are
protected by fuse F32 (30A). Both the left and right turn relays are grounded within the CCU (A7). By opening and closing the
ground circuit, the turn signal relays receive their on / off signal.
The ICU (A8) receives a signal from the turn signal switch (S15), which is part of the steering column module (A3) that a turning
signal has been activated. The ICU then sends that signal via the CCD +/- network, circuits 925 and 924, to the CCU. The CCU
then opens and closes the grounding circuit for the appropriate turn signal relay, creating the “pulsing”, or on/off signal. The
opposite side relay, that is not activated, is provided with a constant ground within the CCU.
The second function of pins 3 and 5 is to act as flashing warning lights for towed implements. When the warning switch (S20) is
activated, voltage travels from fuse F32 (30A) through circuit 102 to the warning switch (S20). The voltage is then routed
through circuit 126 to the CCU. The CCU then continuously grounds and opens the left (K9) and right (K8) turn signal relay
ground circuits to create the on/off signal. This signal will repeat continuously until the warning switch is turned off.
European
LEGEND:
A Seven Pin Outlet
7 Pin Outlet
Tractors equipped with European lighting, pin functions are listed as follows:
Seven Pin Outlet Functions (European)
European Lighting
Terminal Function
1 Left Turn Signal
2 Accessory
3 Ground
4 Right Turn Signal
5 Left Tail Light
6 Brake
7 Right Tail Light
Pin 2 is the accessory pin of the seven pin outlet (X26). Pin 2 is energized when the key switch (S1) is in the accessory or run
position. The key switch (S1) energizes accessory outlet relay (K12) through circuit 212. The accessory outlet relay is then fed
battery voltage through circuit 242 and is protected by fuse F39 (30A). Energizing this relay allows pin 2 to become energized
by circuit 222.
Pin 6 is the brake pin of the seven pin outlet. Pin 6 is energized when the key switch (S1) is in run position. Voltage is routed
from pin 4 of the key switch through the elx relay (K15), through circuit 072 to fuse F2 (10A). From fuse F2 voltage is routed
through circuit 972 to the brake switch assembly. Both the left (S27) and / or right (S28) brake switch will energize circuit 116.
This energizes the brake light relay (K11) which allows voltage from circuit 002 to pass fuse F37 (20A) to circuit 136 which
energizes pin 6.
Pins 5 and 7 are the left and right tail light pins respectively. Pins 5 and 7 are energized when the road light switch (S17) is in
the park, road, or field position. Voltage is supplied through circuit 002 to fuse F20 (30A) to the road light switch. Circuit 123
carries voltage to both fuse F35 (20A) and F36 (20A). Fuse F35 protects circuit 118, which energizes pin 5. And fuse F36 (20A)
protects circuit 128, which energizes pin 7.
Pins 1 and 4 are the left and right turn signal pins respectively. Both of these pins have two separate functions. The first
function is to allow for towed implements to utilize turn signals when rear tractor signals are obscured. Voltage is provided
through two separate relays for each turn signal. Left turn signal is routed through the left turn lamps relay (K9), and the right
turn signal is routed through the right turn lamps relay (K8). Both relays are provided voltage by circuit 102, and are protected
by fuse F32 (30A). Both the left and right turn relays are grounded within the CCU (A7). By opening and closing the ground
circuit, the turn signal relays receive their on/off signal.
The ICU (A8) receives a signal from the turn signal switch (S15), which is part of the steering column module (A3) that a turning
signal has been activated. The ICU then sends that signal via the CCD +/-, circuits 925 and 924, to the CCU. The CCU then
opens and closes the grounding circuit for the appropriate turn signal relay, creating the “pulsing”, or on/off signal.
The second function of pins 1 and 4 is to act as flashing warning lights for towed implements. When the warning switch (S20) is
activated, voltage travels from fuse F32 (30A) through circuit 102 to the warning switch. The voltage is then routed through
circuit 126 to the CCU. The CCU then continuously grounds and opens the left (K9) and right (K8) turn signal relay ground
circuits to create the on/off signal. This signal will repeat continuously until the warning switch is turned off.
This function works identically to the turn signal circuit function, however both signals work in unison and voltage is routed
through the turn signal/warning flasher module (A4) which coordinates the on/off signal with the CCU to flash the indicators.
Warning light operation takes precedence over turn signal operation in tractors with the European light package.
Reference 240-20-007, European Lighting System Theory Of Operation

The vehicle lighting circuit consists of the road light switch (S17), field light switch (S18), warning light switch (S20), and a
multi-function switch which includes the high / low beam switch (S16), turn signal switch (S15), and flash-to-pass switch (S16).
The lighting circuit also includes an optional roof beacon light switch (S19). Both the road and field light switches are rotary
switches.
The road light switch is a standard four position switch with an optional fifth position added to accommodate delayed egress
lighting. The field light switch is a four position switch. The road light switch positions are delay, off, park, road, and field. The
field light switch positions are 0, 1, 2, and 3. The field light switch lighting functions will only operate when road light switch is
in the field position. The warning light switch (S20) and the optional beacon light switch (S19) are both rocker switches, with on
/ off positions. The high / low switch (S16), turn signal switch (S15), and flash-to-pass switches (S16) are all part of the multi-
function switch located in the steering column module (A3).
The high / low function of the high / low beam switch is activated by moving the switch lever from it′s rearward detent (low
beam position) forward to it′s high beam position. When the switch lever is in the rearward detent position, the flash-to-pass
function can be activated by pulling the lever towards the operator. As long as the flash-to-pass switch is engaged, the high
beam head lights (E20) will illuminate.
The road light switch is protected by fuse F20 (30A). The field light switch receives operational power from terminal 4 of the
road light switch. The warning light switch is protected by fuse F32 (30A). The flash-to-pass / high / low beam switch and the
turn signal switch are all part of the multi-function switch in the steering column module. The turn signal switch in the steering
column module is protected by fuse F19 (10A) whereas the flash-to-pass / high / low beam switch is protected through the road
light switch by fuse F20 (30A).
High / low beam switch operation
When the road light switch is in the road position placing the high / low beam switch in high beam position draws current
through diode block V1. Current is then routed through the steering column module, through the high beam terminal switch
connection to complete the high beam head lights circuit. This energizes the high beam head lights relay (K1), which allows
battery voltage to reach the high beam head lights. The battery voltage supplied side of the high beam head lights relay is
protected by fuse F42 (10A). Using the flash-to-pass function of this same switch energizes the high beam head lights relay for
as long as the high / low beam / flash-to-pass switch is held in the flash-to-pass position.
Turning signal / warning light switch operation
When the turn signal switch (S15) is placed in the right or left position, a voltage signal is sent from the steering column
module to the ICU (A8). The ICU determines which signal is being activated and sends a message along the CCD+/- network
(circuit 924 / 925) to the CCU (A7). The CCU reads the CCD+/- message and provides an intermittent ground for the direction
indicated. It also provides a constant ground circuit for the opposite side tail lights.
The operation of the turn signal lights is also governed by the turn signal/warning flasher module (A4). This turn signal /
warning flasher module is a load-sensitive component. In it′s at-rest, normal state, it creates an open circuit to both turn signal
relays (K8/K9). However when the ground circuit for the right turn relay, and/or the left turn relay are completed by the CCU for
turn signal or warning light operation, it pulls an internal terminal shut in the turn signal / warning flasher module to complete
the battery power supply circuit to each relay.
The warning lights switch operates the warning lights similarly. When in the on position, the warning light switch sends a
voltage signal to the CCU which determines that both turn signal relays ground circuits should be cycled open and closed. The
CCU can differentiate between the turning signal from the ICU and the warning lights signal from the warning light switch
because when the warning lights are activated, turn signal operation will be overridden by a warning light operation command
from the warning light switch.
Reference 240-20-008, Hazard Lights Theory of Operation (Eur)

The Hazard Light Switch provides a separate battery voltage input signal to the CCU whenever it is turned ON. The CCU
provides the ground circuit for the Hazard Lights of the left and right Turn Signal Relays.
Battery voltage flows through Fuse Link F50 to Fuse F32. Fuse F32 protects circuit 102 and provides battery voltage to Hazard
Switch, Right Turn Signal Relay, Left Turn Signal Relay and Turn Signal/Hazard Flasher. Right and Left Turn Signal Relays
receive “pulsed” battery voltage from Turn Signal/Hazard Flasher. Left Turn Relay turns on the Front and Rear Left Turn
Signals, the Left Indicator Light and “pulse” voltage to terminal 1 of the Trailer Lighting and Accessory Outlet (7 Pin). Right Turn
Relay turns on the Front and Rear Right Turn Signals, the Right Indicator Light and “pulse” voltage to terminal 4 of the Trailer
Lighting and Accessory Outlet (7 Pin). Both Turn Signal relays are grounded in the CCU.
Reference 240-20-009, Hazard Lights Theory Of Operation (NA)
→NOTE:
The Turn Signal Circuit has priority over Hazard Lights Circuit.
The Hazard Light Switch provides a separate battery voltage input signal to the CCU whenever it is turned ON. The CCU
provides the flasher timing function for the Hazard Lights by “pulsing” the ground circuit of the left and right Turn Signal
Relays.
The turn signal circuit has priority over the hazard circuit. If the hazard lights are ON and the turn signal switch is activated, the
CCU ignores the battery voltage input from the Hazard Light Switch and turns on the appropriate turn signal. The opposite side
will be on steady.
The Hazard Light Circuit is also energized whenever the Light Switch is in the road position.
Battery voltage flows through Fuse Link F50 to Fuse F32. Fuse F32 protects circuit 102 and provides battery voltage to Hazard
Switch, Right Turn Signal Relay and Left Turn Signal Relay. Right and Left Turn Signal Relays have continuous battery voltage.
Right Turn Relay turns on the right Extremity Light, right roof Turn/Hazard Lights (2), the right Indicator Light and “pulse”
voltage to terminal 5 of the Trailer Lighting and Accessory Outlet (7 Pin). Left Turn Relay turns on the left Extremity Light, left
roof Turn/Hazard Lights (2), the left Indicator Light and “pulse” voltage to terminal 3 of the Trailer Lighting and Accessory
Outlet (7 Pin). Both Turn Signal relays are grounded in the CCU. When the CCU receives the signal from Hazard Switch, the CCU
“pulses” the ground of relays to complete the circuits and flash the hazard lights.
Section 240 - ELECTRICAL Group 25: Schematics and Diagrams
Reference 240-20-010, Lighting Circuit Theory Of Operation (NA)

The lighting circuit consists of the Light Switch, Hazard Light Switch, and a multi-function switch which includes the HI/LO Beam
Switch. The light switch is a rotary switch and has four or five positions, DELAY (optional), OFF, ROAD, FIELD 1, and FIELD 2.
The hazard switch is a rocker switch and has an ON and OFF position. The HI/LO Beam Switch is part of the multi-function
switch on the left side of the steering column module. It is activated by pulling the turn signal lever rearward toward the
operator. With the lever in its rearward detent (low beams) pulling the lever toward the operator activates a momentary switch
for the flash-to-pass feature. Pushing the HI/LO Beam Switch forward, away from the operator, activates the high beams.
Power is provided to the lighting circuit directly from the battery through the Fusible Link F50. The light switch is protected by
fuse F20. The hazard switch is protected by fuse F32 which is connected directly to the battery through the fusible link. The
HI/LO Beam Switch is protected by fuse F20 and powered by the Light Switch. The flash-to-pass switch is protected by fuse F19
and is powered directly by the battery, through the fusible link. The Turn Signal Switch is protected by fuse F19 which is
powered directly by the battery, through the fusible link.
Two diodes in the lighting circuit provide enhanced operation of the light circuit switch. They are located in diode block 1 at the
relay load center.
If the HI/LO Beam Switch is in the “flash-to-pass” position or the Headlight Switch is ON and the HI/LO Beam switch is in the
“high beam” position, the High Beam Indicator will be on.
The Turn Signal Switch sends battery voltage signals to the ICU which “tells” the CCU, via the CCD network, that the left or
right turn signal switch is ON. The CCU then provides the timing function for the turn signal circuit and intermittently grounds
relays K8, K9 and K19 to operate the turning signals lights and hazard lights.
The DELAY position (optional) on Light Switch provides egress lighting for the operator. When it is activated, the DELAY position
turns on the front and rear fender flood lights for 90 seconds. This allows the operator to exit the tractor safely in the dark.
The lighting circuit also provides lighting power to the Trailer Lighting and Accessory (7 Pin) connector at the rear of the
tractor. The connector also receives accessory power from relay K12 which is protected by fuse F39.

Reference 240-25-001, Tractor Schematic List SE1—SE15
Reference 240-25-001a , SE1- Power, Starting and Charging , SE2- Wiper, Seat Control and Lighter Schematic
Power Supply, Starting and Charging
Wiper, Seat Control and Lighter
Reference 240-25-001b , SE3- Air Conditioning and Ventilation, SE4- Radio, Dome Lamp and Multi-Function Switch
Schematic
Heating, Ventilating and Air Conditioning
Radio, Dome lamp and Multi-Function Switch
Reference 240-25-001c , SE5A- Lighting System (N.A.) Schematic
Lighting System (North American)
Reference 240-25-001d , SE5B- Lighting System (European) Schematic
Lighting System (European)
Reference 240-25-001e , SE6- Accessory Connectors, SE7- Hitch / SCV Control Circuits (HCU) Schematic
Accessory Connectors
Hitch Control Unit (HCU)/SCV 1, 2 & 3 Control Unit (SCU)
Reference 240-25-001f , SE8- Central Control Unit / Powershift Control Unit (CCU/PCU) Schematic
Central Control Unit (CCU)/Powershift Control Unit (PCU)
Reference 240-25-001g , Vehicle Monitor (ICU) and SCV Setup Panel (SUP), SE10- Engine Control Unit Schematic
Vehicle Monitor (ICU)/SCV Set-Up Panel (SUP)
Engine Control Unit (ECU)
See reference 240-25-001h , SE11- Diagnostic / Program Connector, SE12- Corner Post, Performance Monitor Display, and
GREENSTAR ™ System (Factory Installed) Schematic
Diagnostic/Program Connector
Corner Post Display
Reference 240-25-001i , SE13- SCV 4 and 5 Control Circuits (SCo), SE14- Armrest Control Unit Schematic
SCV 4 & 5 Control Unit (SCo) Circuits
Armrest Control Unit (ACU) Circuits
Reference 240-25-001j , SE16- Wagon Tilt Timer Schematic
Wagon Tilt Timer
Reference 240-25-001k , SE17- Implement Ready Harness (Factory Installed), Active Terminator Schematic
GREENSTAR™ Schematics (Factory Installed Implement Ready Harness and Active Terminator Harness)
Reference 240-25-001l , SE18- GREENSTAR ™ Cab Harness (Field Installed), Implement Ready Harness (Field Installed)
Schematic
GREENSTAR™ Schematics (Field Installed Harnesses)
Reference 240-25-001m , CLIMATRAK™ (ATC) Schematic (—012296
CLIMATRAK™ (ATC) Schematic (—012296)
Reference 240-25-001n , CLIMATRAK™ (ATC) Schematic (012297—)
CLIMATRAK™ (ATC) Schematic (012297—)
Reference 240-25-001o , SE15 Steering System Control Unit Schematic
Steering System Control Unit (SSU) circuits.
Reference 240-25-002 , SE1 Power, Starting and Charging Wiring Diagram
Reference 240-25-003 , SE2 Wiper, Seat Control and Lighter Wiring Diagram
Reference 240-25-004a , SE3 Air Conditioning and Ventilation Wiring Diagram (—012296
Reference 240-25-004b , SE3 Air Conditioning and Ventilation Wiring Diagram (012297—)
Reference 240-25-005 , SE4 Radio, Dome Lamp and Multi-Function Switch Wiring Diagram
Reference 240-25-006 , SE5A Lighting System (N.A.) Wiring Diagram
Reference 240-25-007, SE5B Lighting System (European) Wiring Diagram
Reference 240-25-008 , SE6 Accessory Connectors Wiring Diagram
Reference 240-25-009 , SE11 Diagnostic/Program Connector Wiring Diagram
Reference 240-25-010 , Fuse Panel (N.A.)
Reference 240-25-011 , Load Center Relay Panel (N.A.)
Reference 240-25-012 , Fuse Panel (European)
Reference 240-25-013 , Load Center Relay Panel (European)
Reference 240-25-014 , Cab Harness (N.A.)
Reference 240-25-015 , Cab Harness (European)
Reference 240-25-016 , Cab Connecting Harnesses
Reference 240-25-017 , Chassis Harness
Reference 240-25-018 , Ground Point Locations

Reference 240-25-019 , Harness Connector Locations
Component Identification Table
Each component (electrical device) and main connector will have an identification letter assigned to it. A number is added to
the letter to separate and indicate the total components within that letter group.
Component Identification
Identification
Type Examples
Letter
A System, subassembly, parts group Control units, trigger boxes, two-way radios, logic module, FNR logic module
Transducer for conversion of non- Speed sensors, pressure sensors, pressure switches horns, sensors, pickups, limit-value sensors, pulse
B electrical variables to electrical and vice generators, loudspeakers, inductive pickups, probes, air-flow sensors, oil-pressure switches, temperature
versa sensors, ignition-voltage pickups
C Condenser, capacitor Condensers and capacitors, general
D Binary device, memory Digital devices, integrated circuits, pulse counters, magnetic tape recorders
E Various devices and equipment Heating devices, air conditioners, light, headlights, spark plugs, ignition distributors
F Protection device Release mechanisms, polarity protection devices, fuses, current protection circuits
G Power supply, generator Batteries, generators, alternators, charging units
H Monitor, alarm, signalling device Audible alarms, indicator lights, turn-signal lights, brake lights, alarms, warning lights, buzzers
J Connector Tractor PST controller
K Relay Battery relays, turn-signal relays, solenoid switches, starting relays, warning flashers
L Inductor Choke coils, coils, windings
M Motor Blower motors, fan motors, starter motors
N Regulator, amplifier Regulators (electronic or electromechanical), voltage stabilizers
Ammeter, diagnostic connectors, tachometers, fuel gauge, pressure gauges, measuring points, test points,
P Measuring instrument
speedometers
Flame glow plugs, sheathed-element flame glow plugs, glow plugs, heating resistors, NTC resistors, PTC
R Resistor
resistors, potentiometers, regulating resistors
S Switch Switches and push-buttons, general key switch, light switch, horn switch, flasher switch
T Transformer Ignition coil, ignition transformer
U Modulator, converter DC transformers
V Semiconductor, electron tubes Transistors, diodes, electron tubes, rectifiers, semiconductors, thyristors, zener diodes
W Transmission path, conductor, antenna Antennas, shielding components, shielded conductors, cable harnesses, conductors, ground conductors
Terminal, plug, plug and socket Terminal studs, electrical connections, connectors electrical line couplers, line connectors, sockets, plugs,
X
connection terminals, plug-and-socket connections
Permanent magnets, (solenoid-operated) injection valves, electromagnetic clutches and brakes, air valves,
Y Electrically actuated mechanical device
fuel pumps, solenoids, switching valves, start valves, locking systems
Z Electrical filter Interference suppression filters
Electrical Schematic Legend
→NOTE:
Legend entries F1 through F50 designate fuses. The components protected by each fuse are listed
following the fuse number.
DEFINITIONS:
A1 Seat Ride Zone Protection (RZP) Controller (SE2,W22)
A2 Radio (SE4,W4,W6)
A3 Steering Column Module (SE4,W4,W6)
A4 Turn Signal Flasher (European Tractors) (SE5B, W6)
A5 Hitch Control Unit/SCV I, II & III Control Unit (HCU/SCU) (SE7,W3)
A5X1 30-Way HCU/SCU Connector
A5X2 18-Way HCU/SCU Connector
A6 Not Used
A7 Central Control Unit/Power Shift Control Unit (CCU/PCU) (SE8,W3)
A7X1 30-Way CCU/PCU Connector
A8 Instrument Control Unit (ICU) (SE9,W4,W6)
A9 SCV Set-Up Panel (SUP) (SE9,W4,W6)
A10 Engine Control Unit (ECU) (SE10,W3)
A11 Not Used
A12 SCV IV & V Control Unit (SCo) (SE13,W7)
A12X1 30-Way SCo Connector
A13 Not Used
A14 Performance Monitor (PrF) (SE12,W8)
A15 Corner Post Display Unit (SE12,W4,W6,X34)
A16 Armrest Control Unit (ACU) (SE14,W14)
A16X1 6-Way Hitch Control Levers Harness-to-ACU (SE14,W16)
A16X2 10-Way SCV I, II and III Control Levers Harness-to-ACU (SE14,W18)
A16X3 6-Way SCV IV and V Control Levers Harness-to-ACU (SE14,W20)
A16X4 12-Way Armrest Harness-to-ACU (SE14,W20)
A17 CAN Terminator (SE12)
A18 Not Used
A19 Wagon Tilt Timer (SE16, W38)
A20 Light Delay Timer (SE5A, SE5B)
A25 ATC Control Unit (SE16, W6, W7)
A27 Blower Motor Driver
A90 GREENSTAR™ System Display
A91 GPS Receiver
A92 GREENSTAR™ Mobile Processor
A93 Passive Terminator
A94 Active Terminator
A95 Breakaway Terminator Connector
B1 Auxiliary Oil Pressure Switch (Shipping Only) (SE1)
B2 A/C De-Icing Switch (SE3,W4, W6)
B3 A/C High Pressure Switch (SE3,W4,W6)
B4 A/C Low Pressure Switch (SE3,W4,W6)
B5 Left Front Speaker (SE4,W4,W6)
B6 Right Front Speaker (SE4,W4,W6)
B7 Left Rear Speaker (SE4,W4,W6)
B8 Right Rear Speaker (SE4,W4,W6)
B9 Horn (SE4,W3)
B10 Touch-Set Depth Control (TSDC) Position Sensor (Cylinder 1) (SE7,W5)
B11 Touch-Set Depth Control (TSDC) Position Sensor (Cylinder 2) (SE7,W5)
B12 Hitch Draft Sensor (SE7,W3)
B13 Hitch Position Feedback Sensor (SE7,W3)
B14 Not Used
B15 Radar Sensor (SE8,W3
B16 Wheel Speed Sensor (SE8,W3)
B17 Clutch Engaged Pressure Sensor (SE8, W11)
B18 Clean Oil Reservoir Level Sensor (SE8, W3)
B19 Engine Air Filter Restriction Sensor (SE8,W3)
B20 Hydraulic Oil Filter Restriction Sensor (SE8, W3)
B21 Not Used
B22 Not Used
DEFINITIONS:
B23 Not Used
B24 Park Brake Pressure Sensor (SE8, W11)
B25 Rear PTO Speed Sensor (SE8, W3)
B26 Hydraulic Oil Temperature Sensor (SE8, W3)
B27 Engine Intake Manifold Air Temperature Sensor (SE8, W3)
B28 Engine Coolant Temperature Sensor (SE8,W3)
B29 Engine Oil Pressure Sensor (SE8,W3)
B30 Fuel Level Sensor (SE8,W3)
B31 Air Brake Pressure Sensor (European Tractors) (SE9, W3)
B32 Secondary Hand Brake Reservoir Level Sensor (European Tractors) (SE9, W6)
B33 Not Used
B34 Engine Speed Sensor (SE10,W3)
B35 Not Used
B36 Fuel Injection Pump Rack Position Reference Sensor (SE10,W3)
B37 Fuel Injection Pump Rack Position Sensor (SE10,W3)
B38 Fuel Temperature Sensor (SE10,W3)
B44 ATC Dual Pressure Switch (012297— )
B47 Evaporator Temperature Sensor
B48 Inlet Air Temperature Sensor
B49 Outlet Air Temperature Sensor
B50 Cab Temperature Sensor
C1 Antenna Ground Shield Capacitor (SE4,W4, W6)
E1 Cigarette Lighter (SE6, W4, W6)
E2 Dome Lamp (SE4,W4,W6)
E3 License Plate Lamp (European Tractors) (SE5B, W6)
E4 Brake Lamps (European Tractors) (SE5B, W6)
E5 Left Tail Lamp (SE5A, SE5B, W4, W6)
E6 Right Tail Lamp (SE5A, SE5B, W4, W6)
E7 Left Fender Turn (North American Tractors)/Warning (European Tractors) Lamp (SE5A, SE5B, W4, W6)
E8 Right Fender Turn (North American Tractors)/Warning (European Tractors) Lamp (SE5A, SE5B, W4, W6)
Left Roof Turn/Warning Lamp (North American Tractors) (SE5A, W24)/Left Front Turn/Warning Lamp (European
E9
Tractors) (SE5B, W6)
Right Roof Turn/Warning Lamp (North American Tractors) (SE5A, W24)/Right Front Turn/Warning Lamp
E10
(European Tractors) (SE5B, W6)
E11 Left Clearance Lamp (European Tractors) (SE5B, W6)
E12 Right Clearance Lamp (European Tractors) (SE5B, W6)
E13 Rear Fender Flood Lamps (SE5A, SE5B, W4, W6)
E14 Rear Roof Flood Lamps (SE5A, SE5B, W24)
E15 Lower Midbody Flood Lamps (SE5A, SE5B, W3)
E16 Upper Midbody Flood Lamps (SE5A, SE5B, W4,W6)
E17 Roof Beacon Lamp (SE5A, SE5B, W26)
E18 Front Roof Flood Lamps (SE5A, SE5B, W24)
Low Beam Head Lamps (North American Tractors), High/Low Beam Head Lamps (European Tractors) (SE5A,
E19
SE5B, W17, W19)
E20 High Beam Head Lamps (SE5A, SE5B, W17, W19)
E21 Front Chassis Flood Lamps (European Tractors) (SE5B, W17)
E22 Right Console Lamps (SE5A, SE5B, W4, W6)
E23 Right Roof Extremity (North American Tractors) (SE5A)
E24 Left Roof Extremity (North American Tractors) (SE5A)
F1 Central Control Unit / Power Shift Control Unit (CCU PCU) (SE8,)
Instrument Control Unit (ICU), Warning Horn, MFWD Switch, Differential Lock Switch, Air Brake Pressure Sensor
F2 (European Tractors), Hand Brake Switch (European Tractors), Hand Brake Reservoir Level Sensor (European
Tractors), Brake Pedal Switches, SCV Set-Up Panel (SE9)
F3 Armrest Control Unit (ACU) (SE14)
F4 Corner Post Display, Performance Monitor (Optional) (SE12)
F5 Hitch Control Unit (HCU) and SCV I (SE7)
F6 SCV II & III (SE7)
F7 SCV IV & V Control Unit (SCo) (SE13)
F8 Not Used
F9 ′Diag′ Fuse Storage
F10 ′Diag′ Mode Enable (SE8)
F11 Alternator, Fuel Heater, Start Aid (SE1)
F12 Engine Control Unit (ECU), Actuator Solenoid (SE1)
F13 Rear PTO Switch (SE14)
F14 Sensor Power, Radar Sensor (SE8)
F15 Not Used
DEFINITIONS:
F16 Diagnostic Connector (X16) (Switched/Cct 072) (SE11)
F17 Diagnostic Connector (X16) (Unswitched/Cct 002) (SE11)
F18 Key Switch (SE1)
F19 Radio Clock, Dome Lamp, Horn, Hi/Lo Beam Switch, Clock (European Tractors) (SE4)
F20 Light Switch, Road Switch (European Tractors), Delay Timer (SE5A,SE5B)
F21 Not Used
F22 Not Used
F23 Not Used
F24 Radio, Clock (European Tractors), and ICU Backlighting, Right Console Lamp (SE5A,SE5B)
HVAC System, Manual A/C System, Circulator Blower Motor and Switch, K29 & K30 Relay or Climate Control
F25
Option (SE1)
F26 Pressurizer Blower Motor (SE3)
F27 Not Used
F28 Wiper Circuit (K27) (SE2)
F29 Rear Roof Floods, Beacon Light, K4 Relay (SE5A, SE5B)
F30 Not Used
Rear Fender Floods, K5 Relay (European Tractors), Side Floods (European Tractors), 7- Way Accessory Outlet
F31
(SE5A, SE5B)
F32 Warning Lamps and Switch, Turn Signal Lamps, K8 and K9 Relays (SE5A, SE5B)
F33 Not Used
F34 Not Used
Left Tail Lamp, Right Clearance Lamp (European Tractors), Rear License Plate Lamp (European Tractors)
F35
(SE5A,SE5B)
F36 Right Tail Lamp, Left Clearance Lamp (European Tractors) (SE5A,SE5B)
F37 Brake Lamps, K11 Relay (European Tractors) (SE5B)
F38 Operator Presence Switch, RZP Controller (SE2)
F39 7-Way Accessory Outlet, K12 Relay (SE5A,SE5B)
Cigarette Lighter, Convenience Outlets & Junction Blocks, FIELD OFFICE™ Option, Auxiliary Power Strip (SE6) (
F40
Unswitched)
F41 Front Chassis Flood Lamps (European Tractors), K10 Relay (European Tractors) (SE5B)
F42 Head Lamps, K1 and K2 Relays (SE5A, SE5B)
F43 Lower Side Floods, K7 and K6 Relay (European Tractors) (SE5B)
F44 Upper Side Flood Lamps, K6 Relay (North American Tractors) (SE5A)
F45 Seat Compressor Motor/Bleed Valve, Radio Power, Clock (European Tractors) (SE2)
F46 Not Used
F47 Left Junction Block, FIELD OFFICE™ (Switched Cct 272) (SE6)
Convenience Outlets and Junction Blocks (Right Side), Auxiliary Power Strip (Switched Cct 192 only) and Wagon
F48
Tilt (SE6)
F49 Back-up Alarm (Not on load center)
F50 Fusible Link (Not on load center) (SE1, X27)
F90 Implement Ready Harness Fuse
G1 Batteries (SE1)
G2 Alternator (SE1, W3)
H1 High Beam Indicator (SE4,W4,W6)
H2 Left Turn Indicator (SE4,W4,W6)
H3 Right Turn Indicator (SE4,W4,W6)
H4 Warning Lamps Indicator (SE4,W4,W6)
H5 Tractor Lamps Indicator (European Tractors) (SE4,W4,W6)
H6 Trailer 1 Lamps Indicator (European Tractors) (SE4,W4,W6)
H7 Trailer 2 Lamps Indicator (European Tractors) (SE4,W4,W6)
H8 Beacon Indicator (SE5A,SE5B,W26)
H9 Back-up Alarm (SE6, W21)
H10 Warning Horn (SE9,W4,W6)
H11 Wagon Tilt Indicator (SE16, W38)
H12 ATC Diagnostic Lamp Indicator (SE16)
H13 Not Used
K1 High Beam Relay (SE5A,SE5B)
K2 Low Beam Relay (SE5A,SE5B)
K3 Front Roof Floods Relay (SE5A,SE5B)
K4 Rear Roof Floods Relay (SE5A,SE5B)
K5 Rear Fender Floods, Side Floods (SE5A,SE5B)
K6 Upper Side Floods (SE5A,SE5B)
K7- K4 Grounding Relay (North American Tractors), Lower Side Floods (European Tractors) (SE5A,SE5B)
K8 Right Turn Lamps Relay (SE5A,SE5B)
K9 Left Turn Lamps Relay (SE5A,SE5B)
K10 Fender Turn Lamps Relay (North American Tractors), Front Floods Relay (European Tractors) (SE5A,SE5B)
DEFINITIONS:
K11 Brake Lamps Relay (European Tractors) (SE5B)
K12 Accessory Outlet Relay (SE5A,SE5B)
K13 Engine Control Unit (ECU) Relay (SE1)
K14 Not Used
K15 ′ELX′ (Electronics) Relay (SE1)
K16 PST Come Home Relay (SE8)
K17 PST Latch Relay (SE8)
K18 PST Enable Relay (SE8)
K19 Not Used
K20 PST Reverse Relay (SE14)
K21 PST Forward Relay (SE14)
K22 PST Not Neutral Relay (SE14)
K23 Horn Relay (SE4)
K24 Wiper Circuit Relay (SE2)
K25 Intermittent Wiper Pulse Relay (SE2)
K26 Intermittent Wiper Enable Relay (SE2)
K27 Accessory Relay (SE1)
K28 Blower Motor Circuit Relay (SE3)
K29 Not Used
K30 Pressurizer Blower Motor and A/C Clutch Circuit (SE3)
K31 Circulator Blower Motor Purge Relay (Located on wiring harness by circulator blower motor) (SE3, W10)
K32 Start Relay (SE1, W3)
K33 Back-up Alarm Relay (SE6, W30)
K34 Not Used
K35 Auxiliary Starting Relay (Shipping Only) (SE1)
K39 CLIMATRAK™ (ATC) System Diagnostic Relay
K90 Implement Ready Harness Relay
M1 Starter Motor (SE1, W3)
M2 Seat Compressor Motor (SE2,W22)
M3 Front Washer Pump Motor (SE2, W3)
M4 Front Wiper Motor (SE2, W24)
M5 Rear Washer Pump Motor (SE2, W3)
M6 Rear Wiper Motor (SE2, W24)
M7 Circulation Blower Motor (SE3,W4, W6)
M8 Pressurizer Blower Motor (SE3,W4, W6)
M9 Power Mirror Motor
P1 Clock (European Tractors) (SE4, W6)
R1 Fuel Heater (SE1, W3)
R2 Blower Motor Resistor (SE3,W4,W6)
R3 Foot Throttle Potentiometer (Optional) (SE9,W4,W6)
R4 Field Cruise Control (SE9,W4,W6)
R5 Manifold Heater (SE10,W3)
R6 Hitch Rate-of-Drop Control (SE14,W16)
R7 Hitch Raise Limit Control (SE14,W16)
R8 Hitch Load/Depth Control (SE14,W16)
R9 Hitch Control Lever (SE14)
R10 Hand Throttle (SE14)
R11 SCV I Control Lever (SE14,W18)
R12 SCV II Control Lever (SE14,W18)
R13 SCV III Control Lever (SE14,W18)
R14 SCV IV Control Lever (SE14,W20)
R15 SCV V Control Lever (SE14,W20)
R19 ATC Temperature Set Control (SE16, W6, W7)
R20 ATC Blower Set Control (SE16, W6, W7)
S1 Key Switch (SE1, W4, W6)
S2 Start Aid Switch (SE1, W4, W6)
S3 PST Neutral Start Switch (SE1, W14)
S4 Seat Raise/Lower Switch (SE2, W22)
S5 Seat Raise Limit Switch (SE2, W22)
S6 Seat Lower Limit Switch (SE2, W22)
S7 Operator Presence Switch (SE2, W22)
S8 Front Wiper Switch (SE2, W4, W6)
S9 Rear Wiper Switch (SE2, W4, W6)
S10 Blower Motor Switch (SE3, W4, W6)
S11 A/C On-Off Switch (SE3, W4, W6)
S12 Dome Lamp Switch (SE4,W4,W6)
DEFINITIONS:
S13 Door Switch (SE4,W4,W6)
S14 Horn Switch (SE4,W4,W6)
S15 Turn Signal Switch (SE4,W4,W6)
S16 High/Low Beam Switch (SE4,W4,W6)
S17 Light Switch (SE5A, SE5B, W4, W6)
S18 Field Light Switch (European Tractors) (SE5B, W6)
S19 Beacon Light Switch (SE5A, SE5, W26)
S20 Warning Light Switch (SE5A, SE5B, W4, W6)
S21 External Raise/Lower Switch (SE7, W4, W6)
S22 External Raise/Lower Switch (RH) (European Tractors) (SE7, W6)
S23 Clutch Disengaged Switch (SE8, W11)
S24 MFWD Switch (SE9, W4, W6)
S25 Differential Lock Switch (SE9, W4, W6)
S26 Secondary Hand Brake Switch (European Tractors) (SE9, W6)
S27 Left Brake Switch (SE9, W4, W6)
S28 Right Brake Switch (SE9, W4, W6)
S29 Implement Switch (SE12, W28)
S30 Power Mirror Switch
S31 Rear PTO Switch (SE14, W14)
S32 Hitch Raise/Lower Rocker Switch (SE14)
S33 Wagon Tilt Switch (SE16, W38)
S34 Sequence Switch (SE14,W14)
S35 Autoshift Switch (SE14,W14)
S36 ATC On-Off (Mode) Switch (SE16, W6, W7)
V1 Diode Block No. 1 (Located on load center) (SE1, SE5A, SE5B, SE9)
V2 Diode Block No. 2 (Located on load center) (SE5A, SE5B)
V3 Seat Raise Motor and Bleed Valve Diode (SE2, W22)
V4 Seat Compressor Motor Diode (SE2, W223)
V5 Seat Bleed Valve Diode (SE2, W22)
V6 Seat Up-Stop Solenoid Diode (SE2, W22)
V7 A/C Compressor Clutch Diode (SE3, W3)
V8 Not Used
V9 Park Brake Solenoid Diode (SE8, W11)
V10 MFWD Solenoid Diode (SE8, W11)
V11 Differential Lock Solenoid Diode (SE8, W3)
W1 Single Point Ground (SPG) (Cct. 050)
W2 Chassis Ground (Cct. 010)
W3 Chassis Harness
W4 Cab Harness (North American Tractors)
W5 Touch-St Depth Control (TSDC) Harness
W6 Cab Harness (European Tractors)
W7 SCV IV and V Controller Harness
W8 Not Used
W9 Not Used
W10 Circulation Blower Harness
W11 PST Valves Harness
W12 Convenience Outlet Harness (with Eyelet Terminals)
W13 Service ADVISOR ™ Harness
W14 Armrest Control Unit (ACU) Harness
W15 Not Used
W16 Hitch Control Harness
W17 Head Lamps Harness (North American Tractors), Front Floods Harness (European Tractors)
W18 SCV I, II, and III Control Levers Harness
W19 Head Lamps Harness
W20 SCV IV and V Control Levers Harness
W21 Back-Up Alarm Harness
W22 Seat Harness
W23 Not Used
W24 Roof Harness
W26 Beacon Light Harness
W27 Not Used
W28 Performance Monitor Harness
W29 Not Used
W30 Back-Up Alarm Relay Harness
W31 Radio Antenna with Cable
DEFINITIONS:
W32 Radio Ground
W33 Not Used
W34 Not Used
W35 Not Used
W36 Convenience Outlet Harness (with 3-Way Connector)
W37 FIELD OFFICE™ Harness
W38 Wagon Tilt Harness
W39 Radar Adaptor Harness
W40 020 Ground
W41 030 Ground
W42 040 Ground
W43 070 Ground
Connector numbers “X1” through “X10” are reserved for use where multiple connectors connect to a
Note: component (e.g. control units). They will be repeated but always preceded by a component identification
number (e.g. “A5X1”, “A5X2” and “A7X1”, “A7X2”).
X1 Connector No. 1 For Multiple Connector Device
X11 Cab Harness-to-Chassis Harness (78-Way) (W3, W4, W6)
X12 Load Center Junction Block Connector Post (W4, W6)
X13 Touch-Set Depth Control (TSDC) Harness-to-Chassis Harness Connector (W3, W5)
X14 Radar Sensor Output Signal Connector (W4, W6)
X15 Hitch Solenoids and SCV I Solenoids-to-Chassis Harness (W3)
X16 Diagnostic Connector
X17 SCV II and III Solenoids-to-Chassis Harness
X18 Not Used
X19 SCV IV and V Control Unit Harness-to-Chassis Harness (W7, W3)
X20 Convenience Outlet Junction Block-to-Cab Harness (Right Side) (W12, W4, W6)
X21 SCV IV and V Solenoids-to-SCV IV and V Control Unit Harness (W7, W13)
X22 Seat Harness-to-Chassis Harness (W22, W4, W6)
X23 Chassis Harness-to-Chassis Harness Connectors for Transmission Operation (Normal and Come-Home) (W3)
X24 Armrest Control Unit Harness-to-Cab Harness (W4, W6, W14)
X25 4- Way Engine Control Unit Diagnostic Connector (W3)
X26 7- Way Accessory Outlet (W4, W6)
X27 Fusible Link (F50) Junction Block Connector Posts (W3)
X28 8-Way Roof Harness-to-Cab Harness (W24, W4, W6)
X29 PST Valves Harness-to-Cab Harness (W11, W3)
X31 Power Mirror Harness Connector
X32 Beacon Light Harness-to-Cab Harness (W26, W4, W6)
X33 Fuel Injection Pump Sensors and Solenoids-to-Chassis Harness (W3)
X34 Performance Monitor-Harness-to-Cab Harness (4-Way) (A15, W34, W4, W6)
X35 Not Used
X36 Back-Up Alarm Relay-Harness-to-Cab Harness (2-Way) (W30, W4, W6)
X37 Chassis Harness-to-Front Lamps Harness (W3, W17 or W19)
X38 Convenience Outlet Connector
X39 Front Lamps Harness-to-Front Floods Harness (European Tractors) (W19, W17)
X40 Left Fender Tail/Turn Lamps Connector
X41 Touch-Set Depth Control Harness Connector (W5, W3)
X42 Right Fender Tail/Turn Lamps Connector
X43 Shipping Starting Circuit Connector (European Tractors)
X44 Left Front Clearance/Warning Lamp Connector (European Tractors)
X45 Circulation Blower Harness-to-Cab Harness Connector (3-Way)(W10, W4, W6)
X46 Right Front Clearance/Warning Lamp Connector (European Tractors)
X47 Convenience Outlet Junction Block-to-Cab Harness (Left Side)(W4, W6, W12)
X48 Service ADVISOR™ Harness-to-Cab Harness (W4, W6, W13)
X49 Auxiliary Power Strip Connectors (W4, W6)
X50 Circulation Blower Harness-to-Cab Harness Connector (4-Way) (W10, W4, W6)
X51 Not Used
DEFINITIONS:
X52 Breakaway Implement Data Connector (4-Way) (W34)
X53 Breakaway Implement Date Connector (2-Way) (W34)
X54 CAN Terminator Connector
X55 Convenience Outlet Harness-to-Files Office Harness Connector
X56 Radar Adapter Harness-to-Chassis Harness
X57 Radar Adapter Harness-to-Radar Unit
X58 Service ADVISOR™ Connector
X59 Not Used
X60 ATC Diagnostic Connector
X61 - X88 Not Used
X89 GREENSTAR™/Cab Harness Connector
X90 GREENSTAR™ X91 System Display Connector
X91 GPS Receiver Connector
X92 GREENSTAR™ Mobile Processor
X93 Passive Terminator Connector
X94A 4-Way GREENSTAR™/Implement Ready Harness Connector
X94B 4-Way Implement Ready/GREENSTAR™ Harness Connector
X94C 4-Way Implement Connector
X95A 2-Way GREENSTAR™/Implement Ready Harness Connector
X95B 2-Way Implement Ready/GREENSTAR™ Harness Connector
X95C 2-Way Implement Connector
X96A Corner post Connector
X96B Cab Harness Connector
X97 Breakaway Connector
X100 1-Way Implement Ready/Cab Harness Power Connector
X101 1-Way Implement/Cab Harness Ground Connector
X102 Implement Ready Harness/Convenience Outlet Connector
[ Field Installed Harness Only ]
X103A 2-Way GREENSTAR™/Radar and Implement Switch

X103B 2-Way Implement Ready

X104 Implement Ready Harness/Radar Connector

X105 Implement Ready Harness/Implement Switch Connector

X106 6-Way Diagnostic Connector (Male)

X107 6-Way Diagnostic Connector (Female)

X108 Active Terminator Harness Connector

X109 Active Terminator Harness Connector

X110 Active Terminator Connector

X111 ATC 30-Way Harness Connector
Y34 Water Valve
Reference 240-25-001a, SE1- Power, Starting and Charging , SE2- Wiper, Seat Control and Lighter Schematic
SE1, SE2 Schematic
Reference 240-25-001b, SE3- Air Conditioning and Ventilation, SE4- Radio, Dome Lamp and Multi-Function Switch Schematic
SE3, SE4 Schematic
Reference 240-25-001c, SE5A- Lighting System (N.A.) Schematic
SE5A Schematic
Reference 240-25-001d, SE5B- Lighting System (European) Schematic
SE5B Schematic
Reference 240-25-001e, SE6- Accessory Connectors, SE7- Hitch / SCV Control Circuits (HCU) Schematic
SE6, SE7 Schematic
Reference 240-25-001f, SE8- Central Control Unit / Powershift Control Unit (CCU/PCU) Schematic
SE8 Schematic
Reference 240-25-001g, SE9- Vehicle Monitor (ICU) and SCV Setup Panel (SUP), SE10- Engine Control Unit Schematic
SE9, SE10 Schematic
Reference 240-25-001h, SE11- Diagnostic / Program Connector, SE12- Corner Post, Performance Monitor Display, and GREENSTAR ™ System (Factory Installed) Schematic
SE10, SE11 Schematic
Reference 240-25-001i, SE13- SCV 4 and 5 Control Circuits (SCo), SE14- Armrest Control Unit Schematic
SE14, SE15 Schematic
Reference 240-25-001j, SE16- Wagon Tilt Timer Schematic
SE15 Schematic
Reference 240-25-001k, SE17- Implement Ready Harness (Factory Installed), Active Terminator Schematic
GREENSTAR ™ Schematics (Factory Installed Implement Ready Harness and Active Terminator Harness)
Reference 240-25-001l, SE18- GREENSTAR ™ Cab Harness (Field Installed), Implement Ready Harness (Field Installed) Schematic
GREENSTAR™ Schematics (Field Installed Harnesses)
Reference 240-25-001m, Climatrak ™ (ATC) Schematic (—012296)
ATC System Schematic (—012296)
Reference 240-25-001n, Climatrak ™ (ATC) Schematic (012297—)
ATC System Schematic (012297—)
Reference 240-25-001o, SE15 Steering System Control Unit Schematic
SSU schematic
LEGEND:
A980 Steering System Control Unit (SSU)
A982 Steering Input Device
B957 Steering Wheel Position Sensor 1
B959 Flow Meter
F16 SSU Control Unit fuse
F17 GREENSTAR ™ AutoTrac Assisted Steering System fuse
Y952 Electro-Hydraulic Steering Valve Solenoid
Reference 240-25-002, SE1 Power, Starting and Charging Wiring Diagram
SE1 Wiring Diagram
Reference 240-25-003, SE2 Wiper, Seat Control and Lighter Wiring Diagram
SE2 Wiring Diagram
Reference 240-25-004a, SE3 Air Conditioning and Ventilation Wiring Diagram (—012296)
SE3 Wiring Diagram
Reference 240-25-004b, SE3 Air Conditioning and Ventilation Wiring Diagram (012297—)
SE3 Wiring Diagram
Reference 240-25-005, SE4 Radio, Dome Lamp and Multi-Function Switch Wiring Diagram
SE4 Wiring Diagram
Reference 240-25-006, SE5A Lighting System (N.A.) Wiring Diagram

SE5A Lighting System (N.A.) Wiring Diagram
SE5A Wiring Diagram
SE5A Wiring Diagram (cont′d)
SE5A Wiring Diagram (cont′d)
Reference 240-25-007, SE5B Lighting System (European) Wiring

Diagram
SE5B Lighting System (European) Wiring Diagram
SE5B Wiring Diagram
SE5B Wiring Diagram (cont′d)
SE5B Wiring Diagram (cont′d)
Reference 240-25-008, SE6 Accessory Connectors Wiring Diagram
SE6 Wiring Diagram
Reference 240-25-009, SE11 Diagnostic / Service ADVISOR ™ Connector

Wiring Diagram
SE11 Wiring Diagram
Reference 240-25-010, Fuse Panel (N.A.)
Fuse Panel (N.A.)
DEFINITIONS:
F1 Central Control Unit / Power Shift Control Unit (CCU PCU) (SE8,)
Instrument Control Unit (ICU), Warning Horn, MFWD Switch, Decelerate Switch, Brake Pedal Switches, SCV Set-Up
F2
Panel (SE9)
F6 SCV II & III (SE7,)
F8 Not Used
F15 Not Used
DEFINITIONS:
F19 Radio Clock, Dome Lamp, Horn, Hi/Lo Beam Switch, Clock (SE4)
F20 Light Switch, Road Switch, Delay Timer (SE5A, SE5B)
F21 Not Used
F22 Not Used
F23 Not Used
F24 Radio, Clock, and ICU Backlighting, Right Console Lamp (SE5A,SE5B)
HVAC System, Manual A/C System, Circulator Blower Motor and Switch, K29 & K30 Relay or Climate Control System
F25
Option (SE1)
F27 Not Used
F30 Not Used
F31 Rear Fender Floods, K5 Relay, Side Floods, 7- Way Accessory Outlet (SE5A, SE5B)
F32 Warning Lamps and Switch, Turn Signal Lamps, K8 and K9 Relays (SE5A,SE5B)
F33 Not Used
F34 Not Used
F35 Left Tail Lamp, Right Clearance Lamp, Rear License Plate Lamp (SE5A,SE5B)
F36 Right Tail Lamp, Left Clearance Lamp (SE5A,SE5B)
F37 Brake Lamps, K11 Relay (SE5B)
Operator Presence Switch, RZP
F38 [ Ride Zone Protection ]
Controller (SE2)
F39 7-Way Accessory Outlet, K12 Relay (SE5A, SE5B)
Cigarette Lighter, Convenience Outlets & Junction Blocks, FIELD OFFICE™ Option, Auxiliary Power Strip (SE6) (
F40
Unswitched)
F41 Front Chassis Flood Lamps, K10 Relay (SE5B)
F43 Lower Side Floods, K7 and K6 Relay (SE5B)
F44 Upper Side Flood Lamps, K6 Relay (SE5A)
F45 Seat Compressor Motor/Bleed Valve, Radio Power, Clock (SE2)
F46 Not Used
Convenience Outlets and Junction Blocks (Right Side), Auxiliary Power Strip (Switched Cct 192 only) and Wagon Tilt
F48
(SE6)
Reference 240-25-011, Load Center Relay Panel (N.A.)
Load Center Relay Panel (N.A.)
LEGEND:
K1 High Beam Relay (SE5A, SE5B)
K2 Low Beam Relay (SE5A, SE5B)
K3 Front Roof Floods Relay (SE5A, SE5B)
K4 Rear Roof Floods Relay (SE5A, SE5B)
K5 Rear Fender Floods, Side Floods (SE5A, SE5B)
K6 Upper Side Floods (SE5A, SE5B)
K7-K4 Grounding Relay, Lower Side Floods (SE5A, SE5B)
K8 Right Turn Lamps Relay (SE5A, SE5B)
K9 Left Turn Lamps Relay (SE5A, SE5B)
K10 Fender Turn Lamps Relay, Front Floods Relay (SE5A, SE5B)
K12 Accessory Outlet Relay (SE5A, SE5B)

V1 Diode Block No. 1 (SE1, SE5A, SE5B, SE9)
V2 Diode Block No. 2 (SE5A, SE5B)
Reference 240-25-012, Fuse Panel (European)
Fuse Panel (European)
DEFINITIONS:
F1 Central Control Unit / Power Shift Control Unit (CCU PCU) (SE8)
Instrument Control Unit (ICU), Warning Horn, MFWD Switch, Decelerate Switch, Brake Pedal Switches, SCV Set-Up
F2
Panel (SE9)
F6 SCV II & III (SE7)
F8 Not Used
F15 Not Used
F19 Radio Clock, Dome Lamp, Horn, Hi/Lo Beam Switch, Clock (SE4)
DEFINITIONS:
F20 Light Switch, Road Switch, Delay Timer (SE5A, SE5B)
F21 Not Used
F22 Not Used
F23 Not Used
F24 Radio, Clock, and ICU Backlighting, Right Console Lamp (SE5A, SE5B)
HVAC System, Manual A/C System, Circulator Blower Motor and Switch, K29 & K30 Relay or Climate Control System
F25
Option (SE1)
F27 Not Used
F30 Not Used
F31 Rear Fender Floods, K5 Relay, Side Floods, 7- Way Accessory Outlet (SE5A, SE5B)
F32 Warning Lamps and Switch, Turn Signal Lamps, K8 and K9 Relays (SE5A, SE5B)
F33 Not Used
F34 Not Used
F35 Left Tail Lamp, Right Clearance Lamp, Rear License Plate Lamp (SE5A, SE5B)
F36 Right Tail Lamp, Left Clearance Lamp (SE5A, SE5B)
F37 Brake Lamps, K11 Relay (SE5B)
Operator Presence Switch, RZP
F38 [ Ride Zone Protection ]
Controller (SE2)
F39 7-Way Accessory Outlet, K12 Relay (SE5A, SE5B)
Cigarette Lighter, Convenience Outlets & Junction Blocks, FIELD OFFICE™ Option, Auxiliary Power Strip (SE6)
F40
(Unswitched)
F41 Front Chassis Flood Lamps, K10 Relay (SE5B)
F43 Lower Side Floods, K7 and K6 Relay (SE5B)
F44 Upper Side Flood Lamps, K6 Relay (SE5A)
F45 Seat Compressor Motor/Bleed Valve, Radio Power, Clock (SE2)
F46 Not Used
Convenience Outlets and Junction Blocks (Right Side), Auxiliary Power Strip (Switched Cct 192 only) and Wagon Tilt
F48
(SE6)
Reference 240-25-013, Load Center Relay Panel (European)
Load Center Relay Panel (European)
DEFINITIONS:
K1 High Beam Relay (SE5A, SE5B)
K2 Low Beam Relay (SE5A, SE5B)
K3 Front Roof Floods Relay (SE5A, SE5B)
K4 Rear Roof Floods Relay (SE5A, SE5B)
K5 Rear Fender Floods, Side Floods (SE5A, SE5B)
K6 Upper Side Floods (SE5A, SE5B)
K7-K4 Grounding Relay, Lower Side Floods (SE5A, SE5B)
K8 Right Turn Lamps Relay (SE5A, SE5B)
K9 Left Turn Lamps Relay (SE5A, SE5B)
K10 Fender Turn Lamps Relay, Front Floods Relay (SE5A, SE5B)
K11 Brake Lamps Relay (SE5B)
K12 Accessory Outlet Relay (7-Way Outlet) (SE5A, SE5B)
DEFINITIONS:
V2 Diode Block No. 2 (SE5A, SE5B)
Reference 240-25-014, Cab Harness (N.A.)
Cab Harness (N.A.)
LEGEND:
A9 SCV Set-Up Panel (SUP) (SE9,W4,W6)
A15 Corner Post Display Unit (SE12,W4,W6,X34)
B3 A/C High Pressure Switch (SE3,W4,W6)
B4 A/C Low Pressure Switch (SE3,W4,W6)
B5 Left Front Speaker (SE4,W4,W6)
B6 Right Front Speaker (SE4,W4,W6)
B7 Left Rear Speaker (SE4,W4,W6)
B8 Right Rear Speaker (SE4,W4,W6)
E2 Dome Lamp (SE4,W4,W6)
E16 Upper Midbody Flood Lamps (SE5A, SE5B, W4,W6)
Right Roof Extremity
E23 [ North American Tractors ]
(SE5A)
Left Roof Extremity
E24 [ North American Tractors ]
(SE5A)
F1-F48 Fuse Panel
H1 High Beam Indicator (SE4,W4,W6)
H2 Left Turn Indicator (SE4,W4,W6)
H3 Right Turn Indicator (SE4,W4,W6)
K1-K30 Relays (Load Center)
M8 Pressurizer Blower Motor (SE3,W4,W6)
S12 Dome Lamp Switch (SE4, W4, W6)
S13 Door Switch (SE4, W4, W6)
S14 Horn Switch (SE4, W4, W6)
S15 Turn Signal Switch (SE4, W4, W6)
S16 High/Low Beam Switch (SE4, W4, W6)
W4 Cab Harness
W32 Radio Ground
X16 Diagnostic Connector (W4, W6)
X18 Not Used
X47 Convenience Outlet Junction Block-to-Cab Harness (Left Side) (W4, W6, W12)
X50 Circulation Blower Harness-to-Cab Harness Connector (4-Way) (W10, W4, W6
Reference 240-25-015, Cab Harness (European)
Cab Harness (European)
DEFINITIONS:
A2 Radio (SE4, W4, W6)
A3 Steering Column Module (SE4, W4, W6)
Turn Signal Flasher
A4 [ European Tractors ]
(SE5B, W6)
A8 Instrument Control Unit (ICU) (SE9, W4, W6)
A9 SCV Set-Up Panel (SUP) (SE9, W4, W6)
A15 Corner Post Display Unit (SE12, W4, W6, X34)
B3 A/C High Pressure Switch (SE3, W4, W6)
B4 A/C Low Pressure Switch (SE3, W4, W6)
B5 Left Front Speaker (SE4, W4, W6)
B6 Right Front Speaker (SE4, W4, W6)
B7 Left Rear Speaker (SE4, W4, W6)
B8 Right Rear Speaker (SE4, W4, W6)
Secondary Hand Brake Reservoir Level Sensor
B32 [ European Tractors ]
(SE9, W6)
E2 Dome Lamp (SE4, W4, W6)
License Plate Lamp
E3 [ European Tractors ]
(SE5B, W6)
Left Roof Turn / Warning Lamp
[ North American Tractors ]
E9 (SE5A, W24) / Left Front Turn/Warning Lamp
[ European Tractors ]
(SE5B, W6)
Right Roof Turn / Warning Lamp
E10 (SE5A, W24) / Right Front Turn / Warning Lamp
(SE5B, W6)
Left Clearance Lamp
(SE5B, W6)
Right Clearance Lamp
(SE5B, W6)
E16 Upper Midbody Flood Lamps (SE5A, SE5B, W4, W6)
F1-F48 Fuse Panel
H1 High Beam Indicator (SE4, W4, W6)
H2 Left Turn Indicator (SE4, W4, W6)
H3 Right Turn Indicator (SE4, W4, W6)
H4 Warning Lamps Indicator (SE4, W4, W6)
H5 Tractor Lamps Indicator (SE4, W4, W6)
H6 Trailer 1 Lamps Indicator (SE4, W4, W6)
H7 Trailer 2 Lamps Indicator (SE4, W4, W6)
H10 Warning Horn (SE9, W4, W6)
K1-K30 Relays (Load Center)
M8 Pressurizer Blower Motor (SE3, W4, W6)
P1 Clock (SE4, W6)
R3 Foot Throttle Potentiometer (Optional) (SE9, W4, W6)
R4 Field Cruise Control (SE9, W4, W6)
S12 Dome Lamp Switch (SE4, W4, W6)
S13 Door Switch (SE4, W4, W6)
S14 Horn Switch (SE4, W4, W6)
S15 Turn Signal Switch (SE4, W4, W6)
S16 High/Low Beam Switch (SE4, W4, W6)
S18 Field Light Switch (SE5B, W6)
DEFINITIONS:
S22 External Raise/Lower Switch (RH) (SE7, W6)
S26 Secondary Hand Brake Switch (SE9, W6)
W2 Chassis Ground (010)
W6 Cab Harness
W32 Radio Ground
X18 Not Used
X44 Left Front Clearance/Warning Lamp Connector
X46 Right Front Clearance/Warning Lamp Connector
X50 Circulation Blower Harness-to-Cab Harness Connector (4-Way) (W10, W4, W6
Reference 240-25-016, Cab Connecting Harnesses
Cab Connecting Harness
DEFINITIONS:
Seat RZP
A1 [ Ride Zone Protection ]
Controller (SE2, W22)
A14 Performance Monitor (PrF) (SE12, W8)
A15 Corner Post Display Unit (SE12, W4, W6, X34)
A16 Armrest Control Unit (ACU) (SE14, W14)
A16X1 6-Way Hitch Control Levers Harness-to-ACU (SE14, W16)
A16X2 10-Way SCV I, II and III Control Levers Harness-to-ACU (SE14, W18)
A16X3 6-Way SCV IV and V Control Levers Harness-to-ACU (SE14, W20)
A16X4 12-Way Armrest Harness-to-ACU (SE14, W20)
A19 Wagon Tilt Timer (SE16, W38)
A25 ATC Control Unit (SE16, W6, W7)
A27 Blower Motor Driver
B2 A/C De-Icing Switch (SE3, W4, W6)
B47 Evaporator Temperature Sensor
B48 Inlet Air Temperature Sensor
B49 Outlet Air Temperature Sensor
B50 Cab Temperature Sensor
C1 Antenna Ground Shield Capacitor (SE4, W4, W6)
Left Roof Turn / Warning Lamp
E9 (SE5A, W24) / Left Front Turn / Warning Lamp
(SE5B, W6)
Right Roof Turn / Warning Lamp
E10 (SE5A, W24) / Right Front Turn / Warning Lamp
(SE5B, W6)
E14 Rear Roof Flood Lamps (SE5A, SE5B, W24)
E17 Roof Beacon Lamp (SE5A, SE5B, W26)
E18 Front Roof Flood Lamps (SE5A, SE5B, W24)
H8 Beacon Indicator (SE5A, SE5B, W26)
H11 Wagon Tilt Indicator (SE16, W38)
H12 ATC Diagnostic Lamp Indicator (SE16)
K31 Circulator Blower Motor Purge Relay (Located on wiring harness by circulator blower motor) (SE3, W10)
K39 CLIMATRAK™ (ATC) System Diagnostic Relay
M2 Seat Compressor Motor (SE2, W22)
M4 Front Wiper Motor (SE2, W24)
M6 Rear Wiper Motor (SE2, W24)
M7 Circulation Blower Motor (SE3, W4, W6)
R2 Blower Motor Resistor (SE3, W4, W6)
R6 Hitch Rate-of-Drop Control (SE14, W16)
R7 Hitch Raise Limit Control (SE14, W16)
R8 Hitch Load/Depth Control (SE14, W16)
R9 Hitch Control Lever (SE14)
R10 Hand Throttle (SE14)
R11 SCV I Control Lever (SE14, W18)
R12 SCV II Control Lever (SE14, W18)
R13 SCV III Control Lever (SE14, W18)
R14 SCV IV Control Lever (SE14, W20)
R15 SCV V Control Lever (SE14, W20)
R19 ATC Temperature Set Control (SE16, W6, W7)
R20 ATC Blower Set Control (SE16, W6, W7)
S3 PST Neutral Start Switch (SE1, W14)
S4 Seat Raise/Lower Switch (SE2, W22)
S5 Seat Raise Limit Switch (SE2, W22)
S6 Seat Lower Limit Switch (SE2, W22)
S7 Operator Presence Switch (SE2, W22)
S10 Blower Motor Switch (SE3, W4, W6)
S11 A/C On-Off Switch (SE3, W4, W6)
S19 Beacon Light Switch (SE5A, SE5, W26)
S31 Rear PTO Switch (SE14, W14)
S32 Hitch Raise/Lower Rocker Switch (SE14)
S33 Wagon Tilt Switch (SE16, W38)
S34 Sequence Switch (SE14, W14)
S35 Autoshift Switch (SE14, W14)
DEFINITIONS:
S36 ATC On-Off (Mode) Switch (SE16, W6, W7)
V3 Seat Raise Motor and Bleed Valve Diode (SE2, W22)
V4 Seat Compressor Motor Diode (SE2, W22)
V5 Seat Bleed Valve Diode (SE2, W22)
V6 Seat Up-Stop Solenoid Diode (SE2, W22)
W2 Chassis Ground ( 010)
W12 Convenience Outlet Harness (with Eyelet Terminals)
W13 Service Advisor Harness
W14 Armrest Control Unit (ACU) Harness
W16 Hitch Control Harness
W18 SCV I, II, and III Control Levers Harness
W20 SCV IV and V Control Levers Harness
W22 Seat Harness
W24 Roof Harness
W26 Beacon Light Harness
W28 Performance Monitor Harness
W31 Radio Antenna with Cable
W36 Convenience Outlet Harness (with 3-Way Connector)
W37 FIELD OFFICE™ Harness
W38 Wagon Tilt Harness
X16 Not Used
X47 Convenience Outlet Junction Block-to-Cab Harness (Left Side) (W4, W6, W12)
X48 Service Advisor Harness-to-Cab Harness Connector (W4, W6, W13)
X55 Convenience Outlet Harness-to-FIELD OFFICE™ Harness Connector
X58 Service Advisor Connector
X111 ATC 30-Way Harness Connector
Y2 Seat Bleed Valve Solenoid (SE2, W22)
Y3 Seat Up-Stop Solenoid (SE2, W22)
Y33 Wagon Tilt Solenoid (SE16, W38)
Y34 Water Valve
Reference 240-25-017, Chassis Harness
Chassis Harness
DEFINITIONS:
A5 Hitch Control Unit/SCV I, II & III Control Unit (HCU/SCU) (SE7,W8)
A5X1 30-Way HCU/SCU Connector (W8)
A5X2 18-Way HCU/SCU Connector (W8)
A10 Engine Control Unit (ECU) (SE10,W3)
A12 SCV IV and V Control Unit
B9 Horn (SE4,W3)
B12 Hitch Draft Sensor (SE7,W3)
B13 Hitch Position Feedback Sensor (SE7,W3)
B15 Radar Sensor (SE8,W3
B17 Clutch Engaged Pressure Sensor (SE8, W11)
B18 Clean Oil Reservoir Level Sensor (SE8, W3)
B20 Hydraulic Oil Filter Restriction Sensor (SE8, W3)
B24 Park Brake Pressure Sensor (SE8, W11)
B25 Rear PTO Speed Sensor (SE8, W3)
B26 Hydraulic Oil Temperature Sensor (SE8, W3)
B27 Engine Intake Manifold Air Temperature Sensor (SE8, W3)
B31 Air Brake Pressure Sensor (European Tractors) (SE9, W3)
B34 Engine Speed Sensor (SE10,W3)
B38 Fuel Temperature Sensor (SE10,W3)
E15 Lower Side Flood Lamps (SE5A, SE5B, W3)
Low Beam Head Lamps (North American Tractors), High/Low Beam Head Lamps (European Tractors) (SE5A, SE5B,
E19
W17, W19)
E20 High Beam Head Lamps (SE5A, SE5B, W17, W19)
E21 Front Chassis Flood Lamps (European Tractors) (SE5B, W17)
F49 Back-up Alarm (Not on load center)
F50 Fusible Link (Not on load center) (SE1, X27)
G2 Alternator (SE1, W3)
H9 Back-up Alarm (SE6, W21)
K32 Start Relay (SE1, W3)
K33 Back-up Alarm Relay (SE6, W30)
M1 Starter Motor (SE1, W3)
M3 Front Washer Pump Motor (SE2, W3)
M5 Rear Washer Pump Motor (SE2, W3)
R1 Fuel Heater (SE1, W3)
S23 Clutch Disengaged Switch (SE8, W11)
V7 A/C Compressor Clutch Diode (SE3, W3)
V9 Park Brake Solenoid Diode (SE8, W11)
V10 MFWD Solenoid Diode (SE8, W11)
V11 Differential Lock Solenoid Diode (SE8, W3)
W3 Chassis Harness
W5 Touch-Set Depth Control (TSDC) Harness
W7 SCV IV and V Controller Harness
W11 PST Valves Harness
W17 Head Lamps Harness, Front Floods Harness
W19 Head Lamps Harness
W21 Back-Up Alarm Harness
W30 Back-Up Alarm Relay Harness
W39 Radar Adaptor Harness
X13 Touch-Set Depth Control (TSDC) Harness-to-Chassis Harness Connector (W3, W5)
X15 Hitch Solenoids and SCV I Solenoids-to-Chassis Harness (W3)
X17 SCV II and III Solenoids-to-Chassis Harness
DEFINITIONS:
X19 SCV IV and V Control Unit Harness-to-Chassis Harness (W7, W3)
X21 SCV IV and V Solenoids-to-SCV IV and V Control Unit Harness (W7, W13)
X25 4- Way Engine Control Unit Diagnostic Connector (W3)
X29 PST Valves Harness-to-Cab Harness (W11, W3)
X33 Fuel Injection Pump Sensors and Solenoids-to-Chassis Harness (W3)
X35 Not Used
X36 Back-Up Alarm Relay-Harness-to-Cab Harness (2-Way) (W30, W4, W6)
X37 Chassis Harness-to-Front Lamps Harness (W3, W17 or W19)
X39 Front Lamps Harness-to-Front Floods Harness (W19, W17)
X41 Touch-Set Depth Control Harness Connector (W5, W3)
X43 Shipping Starting Circuit Connector
Y1 Start Aid Solenoid (SE1, W3)
Y4 A/C Compressor Clutch Solenoid (SE3, W3)
Y14 CR Solenoid (SE8, W11)
Y15 C1 Solenoid (SE8, W11)
Y19 Park Brake Solenoid (SE8, W11)
Y20 AB Solenoid (SE8, W11)
Y21 BC Solenoid (SE8, W11)
Y22 CC Solenoid (SE8, W11)
Y23 DC Solenoid (SE8, W11)
Y24 MFWD Solenoid (SE8, W11)
Y25 Rear PTO Solenoid (SE8, W3)
Y26 Differential Lock Solenoid (SE8, W3)
Y27 Injection Pump Actuator Solenoid (SE10, W3)
Y28 Fuel Injection Shut-off Solenoid (SE10, W3)
Reference 240-25-018, Ground Point Locations
LEGEND:
Cab (Roof Inside Right Rear); Cab Device Grounds
1
(Circuit 010)
2 Implement CAN Single Point Ground (Circuit 070)
3 Control Unit Static Ground Straps
Tractor ACTIVE CAN Terminator Single Point Grounds
4
(Circuits 020, 030)
Cab (Floor Inside Right Rear); Cab Device Grounds
5
(Circuit 010)
6 Radio Single Point Ground (Circuit 060)
7 Cab to Chassis Ground Cable
Ground Point Locations
Reference 240-25-019, Harness Connector Locations
Harness Connector Locations
LEGEND:
X11 Cab to Chassis Harness Connector (78 Way) (W3, W4, W6)
X13 Touchset ™ Depth Control to Chassis Harness Connector (W3, W5)
X15 Hitch Solenoids and SCV No. 1 Solenoids to Chassis Harness Connector (W3)
X17 SCV No. 2 & 3 Solenoid to Chassis Harness Connector (W3)
X19 SCV No. 4 & 5 Control Unit to Chassis Harness Connector (W3, W7)
X20 Convenience Outlet Junction Block to Cab Harness Connector (Right Side) (W4, W6, W12)
X21 SCV No. 4 & 5 Solenoid to Chassis Harness Connector (W3, W7)
X22 Seat to Cab Harness Connector (W4, W6, W22)
X23 Chassis Harness to Chassis Harness Connectors for Transmission Operation (Normal and come Home Modes) (W3)
X24 Armrest Control Unit (ACU) to Cab Harness Connector (W4, W6, W14)
X25 Four Way Engine Control Unit Diagnostic Connector (W3)
X26 Seven Way Accessory Outlet Connector (W4, W6)

X28 Eight Way Roof to Cab Harness Connector (W4, W6, W24)
X29 PST Valves to Chassis Harness Connector (W3, W11)
X30 Two Way Roof to Cab Harness Connector (W4, W6, W24)
X32 Beacon Light to cab Harness Connector (W4, W6, W26)
X33 Fuel Injection Pump Sensors and Solenoids to Chassis Harness Connector (W3)
X34 Corner Post Display to Cab Harness Connector (Six Way) (A15, W4, W6)
X36 Back-Up Alarm Relay to Cab Harness Connector (Two Way) (W4, W6, W30)
X37 Chassis to front lamps harness Connector (W3, W17 or W19)
Front Lamps Harness to Front Floods Harness Connector
X39 [ European Tractors ]
(W17, W19)
X41 Touchset™ Depth Control Harness Connector (W3, W5)
X43 Shipping Starting Circuit Connector
X44 Left Front Clearance/Warning Lamp Connector

X45 Circulation Blower to Cab Harness Connector (Three Way) (W4, W6, W10)
X46 Right Front Clearance/Warning Lamp Harness Connector
X47 Convenience Outlet Junction Block to Cab Harness (Left Side) (W4, W6, W12)
X48 Service ADVISOR to Cab Harness Connector (W4, W6, W13)
X49 Auxiliary Power Strip Connectors (W4, W6)
X50 Circulation Blower to Cab Harness Connector (Four Way) (W4, W6, W10)
X55 Convenience Outlet to FIELD OFFICE™ Harness Connector
X56 Radar Adapter to Chassis harness Connector
X57 Radar Adapter to Radar Unit Connector
X58 Service ADVISOR Connector
Reference 240-25-020, Road Light Switch Operation (NA)

Light Switch (S17) Operation
LIGHTING CIRCUIT OPERATION
Lights Activated (X=On) (F= Flashing)
DIMMER Roof Rear Trailer Lighting Trailer Lighting

LIGHT SWITCH Turn Hi—Low Low High Front Front Tail
SWITCH Floods Fender and Accessory and Accessory
POSITION Ind Ind Beam Beam Floods Spot Lights
POSITION (Frt/Rr) Floods Outlet (pin 6) Outlet (pin 2)
OFF (All lights) Low
High
ROAD Low F X X X
High F X X X X
FIELD 1 Low X X X X
High X X X X X X
FIELD 2 Low X X X X X
High X X X X X X X
Delay X X X
Reference 240-25-021, Combined Road, Turn and Warning Light Switch

Operation (NA)
Light Switch (S17), Warning Lighting (Hazard) Switch (S20) and Turn Signal Switch (S15)
Operation
LIGHTING CIRCUIT OPERATION
SWITCH POSITION LIGHTS ACTIVATED
Turn Signal
Fender Tail/Turn
Switch (ON Trailer Lighting and Trailer Lighting
Lighting Warning (Red) turn signal Roof Warning
can be either Turn Indicator Extremity Accessory Outlet (pins 3 and Accessory
Switch Switch lights unless tail lights (Yellow)
left or right and 5) Outlet (pin 6)
specified
turn)
OFF ON OFF Both Flash Off Flash Both Flash Both “Pulse” Off
ON 1 Flash, 1 Steady 1 Flash, 1 Steady 2 Flash, 2 Steady 1 Flash, 1 Steady 1 “Pulse”, 1 Steady Off
OFF OFF Off Off Off Off Off Off
ROAD ON OFF Both Flash Tail on Steady All 4 Flash Both Flash Both “Pulse” On
ON 1 Flash, 1 Steady 1 Flash, 1 Steady 2 Flash, 2 Steady 1 Flash, 1 Steady 1 “Pulse”, 1 Steady On
OFF Both Flash Tail on Steady All 4 Flash Both Flash Both “Pulse” On
ON 1 Flash, 1 Steady 1 Flash, 1 Steady 2 Flash, 2 Steady 1 Flash, 1 Steady 1 “Pulse”, 1 Steady On
FIELD 1 ON OFF Both Flash Both Flash All 4 Flash Both Flash Both “Pulse” Off
FIELD 2 ON OFF Both Flash Off All 4 Flash Both Flash Both “Pulse” Off
Reference 240-25-022, Road Light Switch Operation (Eur)

Road Light Switch Operation (Eur)
Road Light Switch Operation
Trailer Lighting
Light Switch HI/LO Beam HI/LO Beam Front Clearance Front Grill Front Grill Optional Roof and Accessory
Low Beam High Beam Tail Lights
Position Switch Position Indicator Lights Floods Spot Floods Outlet (pin 5 and
7)
OFF Low OFF OFF OFF OFF OFF OFF OFF OFF OFF
High OFF OFF OFF OFF OFF OFF OFF OFF OFF
Park Low OFF ON OFF OFF ON OFF OFF OFF ON
High OFF ON OFF OFF ON OFF OFF OFF ON
Road Low OFF ON ON OFF ON OFF OFF OFF ON
High ON ON OFF ON ON OFF OFF OFF ON
Field Low OFF ON ON OFF ON OFF OFF OFF ON
High ON ON OFF ON ON OFF OFF OFF ON
Reference 240-25-023, Field Light Switch Operation (Eur)

Field Light Switch Operation (Eur)
Field Light Switch Operation
Trailer Lighting and

Field Light Dimmer Front Grill Front Grill Optional Roof Rear Fender Trailer Floods
Low Beam High Beam Tail Lights Accessory Outlet
Switch Switch Floods Spot Floods Floods Connector
(pin 5 and 7)
OFF Low OFF OFF ON OFF OFF OFF OFF ON OFF
High OFF OFF ON OFF OFF OFF OFF ON OFF
Field 1 Low ON OFF ON ON OFF OFF ON ON ON
High OFF ON ON ON ON ON ON ON ON
Field 2 Low ON OFF ON ON OFF ON ON ON ON
High OFF ON ON ON ON ON ON ON ON
→NOTE:
For Field Light Switch (S18) to be operational, the Road Light Switch (S17) must be in FIELD position.
Reference 240-25-024, SE3 Climatrak ™ (ATC) Air Conditioning and Ventilation Wiring Diagram (012297—)
SE3 Wiring Diagram (012297—)
Reference 240-25-025, SE3 Climatrak ™ (ATC) Air Conditioning and Ventilation Wiring Diagram (—012296)
SE3 Wiring Diagram (—012296)
Section 245 - CONTROL UNITS

Table of contents
Group 05 - Codes and Addresses ...................................................................................................... 176
Specifications ................................................................................................................................... 176
General Information ......................................................................................................................... 177
General Information ......................................................................................................................... 179
Reference 245-05-003 Service Code Descriptions ............................................................................ 180
Reference 245-05-004 Control Unit Addresses ................................................................................. 189
Reference 245-05-005, CCD Network Diagnosis ............................................................................... 211
Reference 245-05-006, CAN Diagnosis ............................................................................................. 215
Reference 245-05-007, CCD Schematic ........................................................................................... 218
Reference 245-05-008, CAN Schematic ............................................................................................ 220
Reference 245-05-200, CCD Communication Network Theory Chrysler Collision Detection. is a method
of handling multiple bits of information broadcast on the same communication network at the
same time. ................................................................................................................................ 222
Group ACU - ACU References ............................................................................................................. 223
Specifications ................................................................................................................................... 223
Reference 245-ACU-001, ACU Calibration ........................................................................................ 224
Beep Mode Test ................................................................................................................................ 232
Reference 245-ACU-003, Throttle Lever Command Test .................................................................. 234
Reference 245-ACU-004, Transmission Shift Lever Position Test No. 4 ............................................ 236
Reference 245-ACU-007, Hitch Raise-Lower Rocker Switch Test ...................................................... 250
Reference 245-ACU-008, Hitch Load-Depth Control Potentiometer Test .......................................... 252
Reference 245-ACU-009, Hitch Control Lever Potentiometer Test .................................................... 254
Reference 245-ACU-010, Hitch Raise Limit Control Potentiometer Test ........................................... 256
Reference 245-ACU-011, Hitch Rate-of-Drop Control Potentiometer Test ........................................ 258
Reference 245-ACU-012, SCV Control Switch Test ........................................................................... 260
Rear PTO Switch Test ....................................................................................................................... 264
Reference 245-ACU-019, Operator Presence Switch Test ................................................................. 266
Reference 245-ACU-024, ACU Configuration Selection ..................................................................... 267
Reference 245-ACU-031, IMS Switch Circuit Test ............................................................................. 268
Reference 245-ACU-032, Automatic Power Shift (APS) Switch Circuit Test ...................................... 270
ACU Addresses 86-87—ACU Software Version Number .................................................................... 270
Reference 245-ACU-200, Armrest Control Unit (ACU) Circuit Theory ............................................... 272
Reference 245-ACU-300, ACU Wiring Diagram ................................................................................. 274
Group CCU - CCU References ............................................................................................................. 276
CCU Calibration Procedure ............................................................................................................... 276
System Diagnostic (‘Beep”) Mode (CCU) .......................................................................................... 290
Reference 245-CCU-004M, Engine Speed Sensor Test ..................................................................... 293
Reference 245-CCU-004R, PTO Speed Sensor Test .......................................................................... 295
Reference 245-CCU-005M, Wheel Speed Sensor Test ...................................................................... 297
Reference 245-CCU-007R, Clean Oil Reservoir Level Switch Test .................................................... 299
Reference 245-CCU-008, Park Brake Pressure Sensor Test .............................................................. 301
Reference 245-CCU-009, Rear PTO Switch Test ............................................................................... 303
Reference 245-CCU-010, Hazard Lights Switch Status ..................................................................... 305
Reference 245-CCU-011L, Hydraulic Filter Restriction Switch Test .................................................. 307
Reference 245-CCU-011R, Sensor Power Test .................................................................................. 308
Reference 245-CCU-012R, Engine Air Filter Restriction Sensor Test ................................................ 310
Test Procedures ................................................................................................................................ 312
Reference 245-CCU-013R, Engine Oil Pressure Sensor Test ............................................................. 314

Reference 245-CCU-014, Intake Manifold Air Temperature Input Voltage Test ................................ 316
Reference 245-CCU-015, Foot Throttle Input Voltage Test ............................................................... 318
Reference 245-CCU-016, Fuel Level Sensor Test .............................................................................. 320
Reference 245-CCU-017, Hydraulic Oil Temperature Sensor Test .................................................... 322
Reference 245-CCU-018, Engine Coolant Temperature Sensor Test ................................................ 325
Reference 245-CCU-019, Engine Oil Pressure Sensor Test ............................................................... 328
Adjustment Address ......................................................................................................................... 330
Adjustment Address ......................................................................................................................... 332
Reference 245-CCU-200, CCU Theory Of Operation ......................................................................... 334
Reference 245-CCU-201, Rear PTO Speed Sensor Theory ................................................................ 335
Reference 245-CCU-202, Engine Intake Manifold Air Temperature Sensor Theory ........................... 339
Reference 245-CCU-203, Engine Air Filter Restriction Switch Theory ............................................... 341
Reference 245-CCU-204, Engine Coolant Temperature Sensor Circuit Theory ................................. 342
Reference 245-CCU-205, Engine Oil Pressure Sensor Circuit Theory ................................................ 344
Reference 245-CCU-206, Fuel Level Sensor Circuit Theory .............................................................. 346
Reference 245-CCU-207, Foot Throttle Position Sensor Theory ........................................................ 347
Reference 245-CCU-208, Hydraulic Oil Filter Restriction Sensor Circuit Theory ............................... 349
Reference 245-CCU-209, Clean Oil Reservoir Level Switch Circuit Theory ....................................... 350
Reference 245-CCU-210, Hydraulic Oil Temperature Sensor Circuit Theory ..................................... 352
Reference 245-CCU-211, Radar / Ground Speed Sensor Circuit Theory ........................................... 353
Reference 245-CCU-212, Sensor Power Circuit Theory of Operation ................................................ 354
Reference 245-CCU-213, Clutch Engage Pressure Sensor Theory .................................................... 356
Reference 245-CCU-214, Transmission Oil Pressure Sensors (2) Theory .......................................... 357
Reference 245-CCU-215, Wheel Speed Sensor Circuit Theory ......................................................... 359
Reference 245-CCU-216, Park Brake Sensor Theory ........................................................................ 361
Reference 245-CCU-300, CCU Wiring Diagram ................................................................................. 363
Group ECU - ECU References .............................................................................................................. 365
Reference 245-ECU-300, ECU Wiring Diagram ................................................................................. 366
Group GSS - GREENSTAR™ SYSTEMS ................................................................................................ 368
Reference 245-GSS-001, Factory GREENSTAR Cab Harness Unswitched Power Test ....................... 368
Reference 245-GSS-002, Factory GREENSTAR Cab Harness Switched Power Test ........................... 371
Reference 245-GSS-003, GREENSTAR CAN Bus Diagnosis ............................................................... 374
Reference 245-GSS-004, Field GREENSTAR Cab Harness Unswitched Power Test ........................... 378
Reference 245-GSS-005, Field GREENSTARCab Harness Switched Power Test ................................ 381
Reference 245-GSS-300, Factory GREENSTAR GREENSTAR is a trademark of Deere & Company Cab
Harness Wiring Diagram (W90) ................................................................................................. 384
Reference 245-GSS-301, GREENSTAR GREENSTAR is a trademark of Deere & Company Factory
Implement Ready Harness Wiring Diagram (W91) .................................................................... 386
Reference 245-GSS-302, Field Installed GREENSTAR GREENSTAR is a trademark of Deere & Company
Cab Harness Wiring Diagram (W92) .......................................................................................... 388
Reference 245-GSS-303, GREENSTAR GREENSTAR is a trademark of Deere & Company Field Installed
Implement Ready Harness Wiring Diagram (W93) .................................................................... 390
Reference 245-GSS-304, GREENSTAR GREENSTAR is a trademark of Deere & Company Active
Terminator Harness Wiring Diagram (W94) ............................................................................... 392
Reference 245-GSS-305, GREENSTAR GREENSTAR is a trademark of Deere & Company Breakaway
Terminator Connector Pictorial .................................................................................................. 393
Reference 245-GSS-306, GREENSTAR™ Harness Routing ................................................................ 394
Group HCU - HCU References ............................................................................................................. 396
Specifications ................................................................................................................................... 396
HCU Calibration ................................................................................................................................ 397
HCU Circuit Diagnostic ("Beep") Addresses ...................................................................................... 407
Reference 245-HCU-003, Hitch Raise-Lower Rocker Switch Test ...................................................... 410
Reference 245-HCU-005, Draft Sensor Test ..................................................................................... 412

Reference 245-HCU-006, Hitch Load-Depth Control Potentiometer Test .......................................... 413

Reference 245-HCU-007, Hitch Control Lever Potentiometer Test ................................................... 414
Reference 245-HCU-008, Hitch Position Feedback Sensor Test ........................................................ 416
Reference 245-HCU-009, Raise Limit Control Potentiometer Test .................................................... 417
Reference 245-HCU-010, Rate-of-Drop Control Potentiometer Test ................................................. 418
Reference 245-HCU-011, External Raise-Lower Switch Test ............................................................. 420
Reference 245-HCU-013, Rear Hitch Sensor Supply Voltage Test .................................................... 421
Reference 245-HCU-017, Hitch Valve Circuits Test .......................................................................... 423
Reference 245-HCU-018, HCU System Voltage Test ......................................................................... 424
Reference 245-HCU-100, Draft Sensor Adjustment .......................................................................... 426
Reference 245-HCU-200, Hitch Control Unit (HCU) Theory Of Operation ......................................... 427
Reference 245-HCU-300, HCU Wiring Diagram (SE7) ....................................................................... 428
Group ICU - ICU References ................................................................................................................ 430
ICU Calibration Procedure ................................................................................................................. 430
System Diagnostic (‘Beep”) Mode (ICU) ........................................................................................... 435
Reference 245-ICU-003LR, Brake Switches Test ............................................................................... 438
Reference 245-ICU-003M, Differential Lock Switch Test ................................................................... 439
Reference 245-ICU-004L, Secondary Hand Brake Switch Test ......................................................... 440
Reference 245-ICU-004MR, MFWD Switch Test ................................................................................ 440
Reference 245-ICU-005L, Field Cruise Switch Test ........................................................................... 441
Reference 245-ICU-005M, Interval Wiper Switch Test ...................................................................... 442
Reference 245-ICU-005R, Light Switch Test ..................................................................................... 443
Air Brake Pressure Switch Test ......................................................................................................... 444
Reference 245-ICU-007, Field Cruise Control Potentiometer Test .................................................... 446
Reference 245-ICU-200, Instrument Control Unit (ICU) Theory Of Operation ................................... 448
Reference 245-ICU-300, ICU Wiring Diagram ................................................................................... 452
Group IMS - Implement Management System (IMS) References ................................................. 454
Reference 245-IMS-200, Implement Management System (IMS) Theory Of Operation .................... 454
Group PCU - PCU References ............................................................................................................. 458
PCU Calibration ................................................................................................................................. 458
BEEP Mode Test ................................................................................................................................ 465
Reference 245-PCU-005R, Transmission Enable Relay Test ............................................................. 467
Reference 245-PCU-006R, Forward Enable Relay Test ..................................................................... 470
Reference 245-PCU-007R, Reverse Enable Relay Test ..................................................................... 473
Reference 245-PCU-008R, Not Neutral Relay Test ............................................................................ 476
Reference 245-PCU-010, Clutch Disengaged Switch Test ................................................................. 479
PCU Address 11 - Clutch Pressure Sensor Test ................................................................................. 481
Reference 245-PCU-014, Clutch Engage Sensor Test ....................................................................... 483
Reference 245-PCU-036, AB Brake, BC, CC, DC Clutch Pressure Calibration .................................... 485
Reference 245-PCU-200, Power Shift Control Unit (PCU) Theory of Operation ................................. 488
Reference 245-PCU-300, PCU Wiring Diagram ................................................................................. 491
Group SCU - SCU References .............................................................................................................. 493
Essential Tools .................................................................................................................................. 493
Specifications ................................................................................................................................... 493
SCU Calibration ................................................................................................................................. 494
Reference 245-SCU-002, SCU BEEP Mode Test ................................................................................ 505
Reference 245-SCU-004, Implement Option Input Test .................................................................... 506
Reference 245-SCU-005, Implement Position Feedback Sensor Test ............................................... 508
Reference 245-SCU-007, SCV 1 Control Lever Voltage Test ............................................................. 510
Reference 245-SCU-013, SCV 1 Command Status Test .................................................................... 516


Reference 245-SCU-016, Touchset Depth Control Test .................................................................... 522
Reference 245-SCU-200, Selective Control Unit (SCU) Theory Of Operation .................................... 522
Reference 245-SCU-300, SCU Wiring Diagram (SE7) ........................................................................ 524
Group SCO - SCo References .............................................................................................................. 526
Essential Tools .................................................................................................................................. 526
Specifications ................................................................................................................................... 526
SCo Calibration ................................................................................................................................. 527
Reference 245-SCo-002, SCo Diagnostic ‘Beep” Mode ..................................................................... 535
Reference 245-SCo-010, SCV 4 Control Lever Voltage Test ............................................................. 537
Reference 245-SCo-011, SCV 5 Control Lever Voltage Test ............................................................. 539
Reference 245-SCo-016, SCV 4 Command Status Test .................................................................... 541
Reference 245-SCo-017, SCV 5 Command Status Test .................................................................... 543
Reference 245-SCo-200, Selective Control Option (SCo) Theory Of Operation ................................. 544
Reference 245-SCo-300, SCo Wiring Diagram (SE13) ...................................................................... 545
Group SSU - SSU References .............................................................................................................. 547
SSU Addresses 98-99—Original Vehicle Serial Number .................................................................... 547
Reference 245-SSU-200, SSU Theory of Operation ........................................................................... 588
Reference 245-SSU-300, Field Installed SSU Wiring Diagram ........................................................... 590
Group SUP - SUP References .............................................................................................................. 592
System Diagnostic (‘Beep”) Mode (SUP) .......................................................................................... 592
Reference 245-SUP-003, Flow Rate Control Knob Test ..................................................................... 594
Reference 245-SUP-004, Detent Time Control Knob Test ................................................................. 596
Reference 245-SUP-005, SCV Touch Switch Test .............................................................................. 598
Reference 245-SUP-010, Extend and Retract SET Touch Switches Test ........................................... 600
Reference 245-SUP-012, SCV Lock Touch Switch Test ..................................................................... 602
Reference 245-SUP-014, SUP Display Segments “ON” Test ............................................................. 603
Reference 245-SUP-015, SUP Display Segments “OFF” Test ............................................................ 603
Reference 245-SUP-200, Set-Up Panel (SUP) Theory Of Operation ................................................... 605
Reference 245-SUP-300, SUP Circuit Wiring Diagram ....................................................................... 607

Section 245 - CONTROL UNITS Group 05: Codes and Addresses
Group 05 - Codes and Addresses

Specifications
Circuits 914 and 915 Typical Voltages 2.3—2.6
Reference 245-05-001, Recall, Record, and Clear Codes

General Information
→NOTE:
Additional References:
Accessing Control Unit Addresses (See Reference 245-05-002 .)
CAUTION:
Tractor movement is possible ANY time the diagnostic fuse is installed and the shift lever is put in either
a forward or reverse gear.
→NOTE:
If any of the following conditions arise while attempting to recall codes, an internal communication fault
is indicated. SeeCCD Network Diagnosis (Reference 245-05-005 .)
The Display, ICU, or SUP do not light up.

There is a CCD network fault code during this “Recall” procedure.
All control units are not displayed during the “Recall” procedure.
There is no response to movement of the throttle, hitch, SCVs, or transmission controls.
( 1 ) Recall, Record, and Clear Codes
Action:
[1] - Remove the spare 10 amp fuse from it′s location at F9 and install it in the “diag” location at F10.
[2] - Turn the key switch to the “ON” position.
→NOTE:
If the fuse is inserted AFTER the key switch is turned “on”, only the CCU, ECU, ICU, ACU, and SUP control
units can be accessed.
[3] - The display will complete a two-second “lamp check” and then show:
--
dia
[4] - To access all control units, or a specific control unit, cycle the “right turn signal” control.
The first cycle will show:
--
ALL
Additional cycles will display “dashes” and CCU, ACU, ECU, etc., for example:
--
CCU
[5] - When “ALL” (for all control units), or the specific control unit needed, is displayed, cycle the “flash-to-pass” control to lock
the display at that control unit. The display will then sequence through the control unit′s stored codes as follows: (example =
CCU)
00
CCU
01
CCU
01
XXX (any stored code numbers)
00
End
This sequence will repeat until another control unit is selected with the “right turn signal” control or you exit the “diag” mode.
If selection was “ALL” control units, the next control unit′s codes will appear after the “End” display.
[6] - Codes are cleared by cycling the warning lights switch to “ON” and then back to “OFF” when “End” is displayed for each
control unit.
→NOTE:
All codes for all control units CANNOT be cleared with a single cycle of the warning lights switch. The
codes for each control unit will clear as the switch is cycled when “End” is displayed for that control unit.
[7] - To exit the “diag” mode, turn the key switch OFF. Remove the fuse from the F10 location and store it in the F9 location.
The tractor is now in it′s normal operational mode.
Result:
Reference 245-05-002, Access Control Unit Addresses

General Information
→NOTE:
Additional References:
Recall, Record, and Clear Codes (See Reference 245-05-001 .)
( 1 ) Access Address
Action:
[1] - Remove the spare 10 amp fuse from it′s location at F9 and install it in the “diag” location at F10.
[2] - Turn the key switch to the “ON” position.
→NOTE:
If the fuse is inserted AFTER the key switch is turned “on”, only the CCU, ECU, ICU, ACU, and SUP control
units can be accessed.
[3] - The display will complete a two-second “lamp check” and then show:
--
dia
[4] - Cycle the “right turn signal” control until the needed control unit′s letters appear. The display will show (example = CCU):
--
CCU
[5] - Cycle the “flash-to-pass” control to lock the display at that control unit.
00
CCU
[6] - Cycle the “right turn signal” control until the desired address appears. The display will show (example = CCU address 20):
20
CCU
[7] - Exit the address mode by turning the key switch to “OFF” and remove the “diag” fuse from location F10. The tractor is
now in it′s normal operational mode.
Result:
Reference 245-05-003 Service Code Descriptions

The following lists identify the service codes for the various control units. (See Recall, Record, and Clear Codes, Reference
245-05-001 .)
ACU Service Codes
ACU 002—SCV Lever Calibration Failure indicates an SCV lever calibration has failed.
ACU 003—Throttle and Hitch Controls Calibration Failure indicates a throttle and/or hitch control(s) calibration has
failed.
ACU 027—Calibration Not Successful indicates ACU calibration was not successful, an “information” alarm is
generated.
ACU 028—Calibration Not Performed indicates ACU calibration was not performed, an “information” alarm is
generated.
ACU 030—Engine Throttle Control Failure indicates a engine throttle control circuit failure, an “information” alarm is
generated. Service code does not necessarily mean that the throttle control potentiometer is at fault.
ACU 040—Transmission Shift Lever Failure indicates a transmission shift control lever circuit failure, an
“information” alarm is generated. Service code does not necessarily mean that the control switch is at fault.
ACU 041—Start in Gear Error indicates a start in gear was performed. Code may have been generated due to
inappropriate signals from the shift control lever. Service code does not necessarily mean that the shift control switch
(ACU) is at fault.
ACU 042—Transmission Lever Park Position Switch Conflict indicates park switch conflict signals from the shift
control lever. Service code does not necessarily mean that the control switch (ACU) is at fault.
ACU 049—Hitch Raise/Lower Rocker Switch On at Start-up indicates the Hitch Raise/Lower Rocker Switch circuit
was active on a start-up, an “information” alarm is generated.
ACU 053—Hitch Load/Depth Control Potentiometer indicates Hitch Load/Depth control potentiometer circuit failure,
an “information” alarm is generated. Service code does not necessarily mean that the potentiometer is at fault.
ACU 054—Hitch Control Lever Potentiometer indicates Hitch Control Lever Potentiometer circuit failure, an
“information” alarm is generated. Service code does not necessarily mean that the potentiometer is at fault.
ACU 056—Hitch Raise/Limit Control Potentiometer indicates Hitch Raise/Limit Control Potentiometer circuit failure,
an “information” alarm is generated. Service code does not necessarily mean that the potentiometer is at fault.
ACU 057—Hitch Rate-of-Drop Control Potentiometer indicates Hitch Rate-of-Drop Control Potentiometer circuit
failure, an “information” alarm is generated. Service code does not necessarily mean that the potentiometer is at fault.
ACU 070—IMS Switch Error indicates any of these three items has occurred:
All inputs are shorted to ground, 5 or 12 volts.
IMS switch is positioned in a transitional state for more than 13 seconds.
IMS switch indicates a non-center position at start-up.
ACU 071—Auto-Shift Resume Switch Error indicates any of these three items has occurred:
All inputs are shorted to ground, 5 or 12 volts.
Automatic Power Shift (APS) switch is positioned in a transitional state for more than 13 seconds.
Automatic Power Shift (APS) switch indicates a non-center position at start-up.
ACU 110—SCV No. 1 Control Switch Voltage indicates SCV No. 1 switch circuit voltage is out of range, an
“information” alarm is generated. Service code does not necessarily mean that the switch is at fault.
ACU 111—SCV No. 1 Control Switch Status indicates SCV No. 1 switch circuit status is incorrect, an “information”
alarm is generated Service code does not necessarily mean that the switch is at fault.
alarm is generated. Service code does not necessarily mean that the switch is at fault.
CCU Service Codes
CCU 001—Fuel Level Sensor Circuit is stored if the resistance of the sensor is above 105 ohms, indicating an open
sensor circuit or short to battery voltage. The “Information” and Read Manual Function Indicators will flash until the fault
condition is corrected.
CCU 005—Engine Oil Pressure Gauge Sensor Circuit is stored if the CCU does not receive an input signal from the oil
pressure sensor for two seconds. The “Information” and Read Manual Function Indicators will flash until the fault condition
is corrected.
CCU 007—Incorrect ECU for Tractor is stored if the wrong type of ECU is installed in the tractor.
CCU 010—Engine Coolant Temperature High is stored if engine coolant temperature is between 110 °C (230 °F) and
113 °C (236 °F). The Service Alert, Engine System and Temperature Function Indicators will flash and the warning horn
will beep five times.
CCU 011—Engine Coolant Temperature Very High is stored if engine coolant temperature is above 113 ° (236 °F).
The Stop Engine, Engine System and Temperature Function Indicators will flash and the warning horn will sound steady.
CCU 012—Coolant Temperature Sensor Circuit Open is stored if the temperature sensor reads -40 °C (-40 °F) or less
indicating an open in the sensor circuit. The “Information” and “Service” indicators will flash.
CCU 013—Coolant Temperature Sensor Circuit Shorted to Ground is stored if the temperature sensor reads 150 °C
(302 °F) indicating a short in the sensor circuit. The “Information” and “Service” indicators will flash.
CCU 015—Hydraulic Oil Temperature High is stored when hydraulic oil temperature reaches between 101 °C (214 °F)
and 105 °C (221 °F). The Service Alert, Hydraulic System and Temperature Function indicators will flash and the warning
horn will beep five times.
CCU 016—Hydraulic Oil Temperature Very High is stored when hydraulic oil temperature reaches above 106 °C (223
°F). The Stop Engine, Hydraulic System and Temperature Function indicators will flash and the warning horn will sound
steady.
CCU 017—Hydraulic Oil Temperature Sensor Circuit Open is stored if the temperature sensor reads -40 °C (-40 °F)
or less indicating an open in the sensor circuit. The “Information” and “Service” indicators will flash.
CCU 018—Hydraulic Oil Temperature Sensor Circuit Shorted is stored if the temperature sensor reads 150 °C (302
°F) indicating a short in the sensor circuit. The “Information” and “Service” indicators will flash.
CCU 019—Hydraulic Oil Temperature Low is stored if the throttle position “commands” an engine speed above 1550
rpm when the hydraulic oil temperature is -18 °C (0 °F) or colder. The CCU will limit engine speed to 1550 rpm until the
throttle position is changed to less than 1550 rpm or the oil is heated above the setpoint. The Service Alert, Hydraulic
System and Temperature Function indicators will flash and the warning horn will beep five times.
CCU 020—Engine Oil Pressure Low (Gauge Sender Unit) is stored if engine speed is more than 512 rpm, the CCU
will calculate a Stop Engine alarm pressure threshold based on engine speed. If the pressure is below this threshold, the
Stop Engine, Engine System and Pressure Function indicators will flash and the warning horn will sound steady.
CCU 021—Engine Oil Pressure Low (Switch) is stored if engine speed is more than 700 rpm and voltage from the
sensor is between 0.82 and 1.99 VDC. The Stop Engine, Engine System and Pressure Function indicators will flash and the
warning horn will sound steady.
CCU 022—Engine Oil Pressure Switch Circuit is Open is stored if voltage from the sensor is less than 0.82 VDC.
CCU 023—Engine Speed Sensor Signal is Missing is stored if the CCU does not receive the engine speed signal from
the ECU on circuit 345. The ECU uses circuits 304 and 316 from the fuel injection pump primary speed sensor to receive
the engine speed signal.
CCU 024—Clean Oil Reservoir Level Switch Circuit Open is stored if the Sensor Power Circuit (F14) is good and the
Clean Oil Reservoir Level Switch signal is missing for more than 0.3 seconds indicating an open sensor circuit. The
“Information” and Read Manual Function indicators will flash.
CCU 026—Transmission Oil Pressure Low is stored when oil pressure falls below specification. The Stop Engine,
Transmission System and Function Indicators will flash and the warning horn will sound steady. The warning will continue
until the fault is corrected.
CCU 027—Park Brake Pressure Circuit is Open is stored when sensor output voltage drops below 0.8 volts, indicating
an open circuit.
CCU 030—Engine Air Filter Restricted is stored if filter restriction is sufficient to cause 20 to 30 inches water vacuum
for three seconds and engine speed is more than 512 rpm. The Service Alert, Engine System and Filter Function indicators
will flash and the warning horn will beep five times.
CCU 045—System Voltage Too Low (Above 512 RPM) is stored when charging voltage has been below 11.2 volts
with engine between 512 and 1500 rpm. The yellow Service Alert Lamp should come on and the warning horn should
sound.
CCU 046—System Voltage Too Low (Above 1500 RPM) is stored when charging voltage has been below 12.5 volts
with engine above 1500 rpm. The yellow Service Alert Lamp should come on and the warning horn should sound.
CCU 047—System Voltage Too High (Above 512 RPM) is stored when charging voltage has been above 15.5 volts
with engine above 512 rpm. The yellow Service Alert Lamp should come on and the warning horn should sound.
CCU 049—System Voltage Very High (Above 512 RPM) is stored when charging voltage has been above 18.0 volts
with engine above 512 rpm. The Stop Engine Lamp should come on and the warning horn should sound
CCU 050—Hydraulic Oil Filter Restricted is stored when filter restriction is sufficient to cause a pressure differential of
three seconds, engine speed is more than 700 rpm, hydraulic oil temperature is greater than 20 °C (68 °F) and the start
inhibit timer has timed out. The Service Alert, Hydraulic System and Filter function indicators will flash and the warning
horn will beep five times.
CCU 056—CAN Bus Errors is stored if the CCU senses more than 255 errors have accumulated on the CAN bus. An
alarm will sound the CAN will be re-initialized.
CCU 062—Clean Oil Reservoir Low is stored if the CCU senses the reservoir level as low for a short period of time with
the engine speed above 700 rpm and hydraulic oil temperature is above -10° C (14° F).
CCU 063—Clean Oil Reservoir Low is stored if the CCU senses the reservoir level as low for a long period of time with
the engine speed above 700 rpm and hydraulic oil temperature is above -10° C (14° F).
CCU 067—Sensor Power Source (12 Vdc) Missing Fuse F14 is stored if the CCU senses the circuit failed low (0 volts)
for two seconds, indicating F14 problem. The “Information” and Read Manual Function indicators will flash until condition
is corrected.
CCU 068—PTO Overspeed is stored if the CCU senses the PTO overspeeding with the 540 rpm shaft installed.
CCU 069—4R/5R PTO Inhibit is stored if the CCU senses if an attempt was made to engage the PTO with the
transmission in 4R or 5R. PTO operation will be inhibited.
CCU 070—Operator Seat Vacant with PTO ON is stored when the operator leaves the seat with the PTO switch in the
ON position. This code is informational in nature and indicates an error in the operation of the tractor. Other possibilities
are a Rear PTO Switch or Operator Presence Switch malfunction.
CCU 071—PTO Power-On Lockout is stored if the PTO switch is not OFF when power is applied to the control unit.
CCU 072—PTO Switch Input Conflict is stored if the PTO On and Off inputs are in conflict, both on or both off for longer
than two seconds. PTO will then be commanded to be off.
CCU 073—PTO Driver Circuit Fault with PTO On is stored if the PTO solenoid driver senses an open or shorted circuit
or if it senses over temperature. The PTO will be commanded off.
CCU 075—PTO Speed Missing is stored when the PTO is commanded to be on and PTO speed is less than 100 rpm for a
certain amount of time.
CCU 076—PTO Not Calibrated is stored if the control unit determines that the PTO was not properly calibrated.
CCU 080—Differential Lock Switch Stuck is stored if the diff lock switch input is not detected as open within 15
seconds or the input is not detected and both brakes have been released for 15 seconds. The differential will not function.
CCU 081—Differential Lock Circuit Fault is stored if the diff lock is engaged and either an open circuit, short circuit or
over temperature condition exists. The differential lock will be turned off.
CCU 085—MFWD Switch Conflict is stored if both the On and Auto switch inputs are detected as ON simultaneously for
longer than 3 seconds.
CCU 086—MFWD Output Circuit Fault is stored when the CCU commands the MFWD solenoid ON (MFWD off) but the
output status line senses low voltage or MFWD to be turned On.
CCU 088—Intake Manifold Air Temperature High (Less Than 5 Minutes) is stored when the engine speed has been
greater than 700 rpm for at least 7 seconds and the intake manifold air temperature is between 100 and 110° C (212 -
230° F) for less than 5 minutes. The Service Alert, Temperature, and Engine indicators will light until the condition has
ended.
CCU 089—Intake Manifold Air Temperature Very High is stored when the engine speed has been greater than 700
rpm for at least 7 seconds and the intake manifold air temperature is above 110° C (230° F). The Stop Engine,
Temperature, and Engine indicators will light until the condition has ended.
CCU 090—Intake Manifold Air Temperature Low is stored when the engine speed has been greater than 700 rpm for
at least 7 seconds and the intake manifold air temperature is less than -40° C (-40° F). This indicates an open circuit. The
Information and Service indicators will light until the condition has ended.
CCU 091—Intake Manifold Air Temperature Extremely High is stored when the engine speed has been greater than
700 rpm for at least 7 seconds and the intake manifold air temperature is above 150° C (302° F). This indicates a short to
ground. The Information and Service indicators will light until the condition has ended.
CCU 092—Intake Manifold Air Temperature High (Longer Than 5 Minutes) is stored when the engine speed has
been greater than 700 rpm for at least 7 seconds and the intake manifold air temperature is between 100 and 110° C
(212 - 230° F) for longer than 5 minutes. The Stop Engine, Temperature, and Engine indicators will light until the condition
has ended.
CCU 095—Throttle Command Signal Missing From Armrest Control Unit is stored if the CCU does not receive the
throttle CCD message from the armrest control unit.
CCU 096—Foot Throttle Input Voltage Out-of-Range Low is stored when the CCU senses the foot throttle input
voltage as being out of specification on the low side.
CCU 097—Foot Throttle Input Voltage Out-of-Range High is stored when the CCU senses the foot throttle input
voltage as being out of specification on the high side.
CCU 098—Engine Oil Pressure Switch Failed Closed is stored if the engine oil pressure input is above 2.0 Vdc
(switch closed) and the engine speed is zero for longer than 3 seconds.
CCU 100—Park Brake Pressure Switch Failed Closed is stored if the park brake oil pressure input is above 2.0 Vdc
(switch closed) and the engine speed is zero for longer than 3 seconds.
CCU 107—Hitch/SCV Not Responding to Command From Implement Management System is stored if the
Hitch/SCV control unit fails to respond to the IMS command twice during an execution command.
CCU 108—Sensor Reference Voltage (+5V) out of Range is stored if the sensor reference voltage is less than 4.4
Vdc or above 5.3 Vdc for longer than 2 seconds. The diagnostic for those functions that utilize this voltage will disabled
until the voltage is back in specification. The sensors that are connected to this voltage are: Clutch Pressure, Park Brake
Pressure, Engine Oil Pressure, Foot Throttle, Intake Manifold Air Temperature, Engine Coolant Temperature, and Hydraulic
Oil Temperature.
CCU 125—Turn Signal Switch Conflict is stored if both turn signal inputs are active simultaneously. The control unit
will operate the signal lights as if in the Hazard Light mode but the flash rate will be that of the turn signals. Both outputs
will be on steady so European tractors will operate like the hazard light and non-European tractors will have both turn
signal lights on steady.
ECU Service Codes
ECU 019—Engine Coolant Temperature Not Valid/Received is stored when the ECU either did not receive coolant
temperature information over the CAN or the information received was not valid.
ECU 021— Sensor Supply Voltage Too High is stored when the ECU detects a voltage greater than 5 Vdc on the
supply circuit.
ECU 022— Sensor Supply Voltage Too Low is stored when the ECU detects a voltage less than 5 Vdc on the supply
circuit.
ECU 026—Manifold Air Temperature Not Valid/Received is stored when the ECU either did not receive manifold air
temperature information over the CAN or the information received was not valid.
ECU 027—CAN Throttle not Valid/Received is stored when the ECU either did not receive throttle information over the
CAN or the information received was not valid.
ECU 028—Engine Control Unit (ECU) Error is stored when the ECU detects an internal failure.
ECU 031—Rack Position Error with Engine Off is stored when the ignition switch is ON, engine is OFF and the rack is
not at the zero fuel delivery position as sensed by the rack position sensor.
ECU 034—Rack Position Error is stored when the rack position, as sensed by the rack position sensor, is not the
position that the ECU commanded.
ECU 035—Rack Position Voltage Too High is stored when the ECU internal rack position voltage is higher than the
normal operating range.
ECU 036—Rack Position Voltage Too Low is stored when the ECU internal rack position voltage is lower than the
normal operating range.
ECU 037—Fuel Temperature Input Voltage Too High is stored when the fuel temperature sensor input voltage
exceeds 4.9 Vdc.
ECU 038—Fuel Temperature Input Voltage Too Low is stored when the fuel temperature sensor input voltage is
below 0.1 Vdc.
ECU 041—Start Signal Missing is stored when the ECU detects an engine speed greater than low idle without having
detected a voltage at the start signal input terminal.
ECU 042—Engine Overspeed is stored when the engine speed is greater than a pre-programmed value stored in the
ECU memory.
ECU 044—Engine Speed Input Error is stored if the engine speed sensor input becomes erratic.
ECU 046—Start Signal Always Active is stored if the ECU detects a low idle or greater engine speed and also detects a
voltage at the start signal input terminal.
ECU 048—Fuel Shut-Off Circuit Fault is stored if the ECU detects an abnormally high current flow due to a short or an
abnormally low current flow because of an open in the fuel shut-off solenoid circuit.
ECU 049—External Shutdown Signal Invalid is stored if the ECU receives an engine shutdown input voltage which is
either out of range high or low.
ECU 052—Engine Shutdown is stored if the ECU receives a valid engine shutdown voltage.
ECU 053—Rack Instability is stored if the rack position as measured by the rack position sensor is unstable.
ECU 054—Power Glitch Detected is stored if the ECU detects an intermittent loss of power supply.
ECU 055—CAN Error is stored when the ECU detects a problem communicating on the CAN network.
ECU 061—Coolant Level Low is stored when the ECU detects low coolant level.
ECU 062—Coolant Temperature Moderately High is stored when the ECU senses a coolant temperature of 113° C
(235° F).
ECU 063—Coolant Temperature Extremely High is stored when the ECU senses a coolant temperature of 118° C
(244° F).
ECU 066—Manifold Air Temperature High is stored when the ECU senses a manifold air temperature of 88° C (190°
F).
ECU 067—Shutdown Warning is stored when the ECU senses a coolant temperature above 118° C (244° F).
ECU 068—Fuel Derate is stored when the ECU senses a coolant temperature of 113° C (235° F).
ECU 075—Rack Actuator Circuit Open is stored when the ECU detects an open in the rack actuator control circuit.
ECU 076—Rack Actuator Circuit Grounded is stored when the ECU detects a short to ground in the rack actuator
control circuit.
ECU 077—Rack Actuator Circuit Shorted to Power is stored when the ECU detects a short to power in the rack
actuator control circuit.
ECU 081—Fuel Temperature Warning is stored when the ECU senses a fuel temperature of 70° C (158° F).
ECU 083—External Engine Protection Shutdown Requested is stored when the ECU receives an engine shutdown
request from another controller over the CAN.
ECU 085—Speed Sensor Input Open is stored when the ECU detects an open in the engine speed input circuit.
ECU 086—Speed Sensor Circuit Short to Ground is stored when the ECU detects a short to ground in the engine
speed input circuit.
ECU 087—Speed Sensor Input Shorted to Power is stored when the ECU detects a short to power in the engine
speed input circuit.
HCU Service Codes
HCU 022—Battery Voltage Out of Range is stored when the 12 volt supply to the Control Unit is insufficient to power
the system.
HCU 027—Calibration Not Successful is stored if a sensor or valve is not properly calibrated during the calibration
process.
HCU 028—Calibration Memory Failure is stored if a calibration has failed or if the HCU has never been calibrated. An
HCU from service parts will have this code stored because it has never been calibrated.
HCU 029—Calibration Selected for Less Than 30 Seconds (also recalls “EOC” message) indicates that HCU
Address 20 was accessed for less than 30 seconds.
HCU 041—Pressure Valve Solenoid Circuit indicates that an electrical/electronic valve circuit faults has been
detected by the HCU and will consist of “open” or “shorted” circuits.
HCU 042—Return Valve Solenoid Circuit indicates that an electrical/electronic valve circuit faults has been detected
by the HCU and will consist of “open” or “shorted” circuits.
HCU 043—Pressure Valve Solenoid Circuit - Uncalibrated is stored if the HCU was unable to assign a valve preload
setting because of valve or hydraulic failure.
HCU 044—Return Valve Solenoid Circuit - Uncalibrated is stored if the HCU was unable to assign a valve preload
setting because of valve or hydraulic failure.
HCU 045—Sensor Supply Voltage Out of Range is stored if the excitation voltage for the sensors does not fall within
the operating range.
HCU 049—Raise/Lower Rocker Switch Circuit is stored if the rocker switch or the switch circuits show a fault.
HCU 050—Internal HCU Failure is stored if an electronic fault within the control unit was registered.
HCU 052—Draft Sensor Circuit is stored if a problem was detected within the draft sensor, the sensor circuits, or due
to sensor misadjustment.
HCU 053—Load/Depth Control Potentiometer Circuit is stored if communication from the ACU to the HCU has failed,
the control potentiometer has failed or the control was not moved during an HCU calibration.
HCU 054—Hitch Control Lever Potentiometer is stored if communication from the ACU to the HCU has failed, the
control potentiometer has failed or the control was not moved during an HCU calibration.
HCU 055—Hitch Position Feedback Sensor Circuit is stored if there is a fault in the sensor, sensor circuits, or
damaged/misadjusted sensor linkage.
HCU 056—Raise Limit Control Potentiometer is stored if communication from the ACU to the HCU has failed, the
HCU 057—Rate-of-Drop Control Potentiometer is stored if communication from the ACU to the HCU has failed, the
HCU 058—External Raise/Lower Switch Circuit is stored if the external switch or circuits for the hitch raise/lower
functions indicate a fault.
HCU 060—CCD Communication Line Failure indicates that the HCU has not received expected communication
information from the ACU (e.g.: hitch lever potentiometer position, raise/lower rocker switch inputs, etc.).
HCU 090—Hitch Raise Disabled Due to Low Oil Level is stored when the oil level sensor in the clean oil reservoir
indicates that hydraulic fluid level is low.
ICU Service Codes
ICU 094—Membrane Switch Stuck indicates a membrane switch is stuck.

ICU 095—Not Receiving CCD Data indicates ICU not receiving communication data from CCD bus.
ICU 096—Low Air Brake Pressure indicates low air brake pressure.
ICU 097—Hand Brake Low Oil Level indicates the hand brake oil level is low.
ICU 098—Transmission in Come Home Mode indicates the transmission is in the “Come Home Mode”.
ICU 099—ICU Memory Failure indicates that the memory in the ICU has failed.
PCU Service Codes
PCU 005—Fuel Flow/Throttle Signal Missing is stored if the fuel flow and throttle input signal is not received from the
ECU.
PCU 006—Engine Speed Too High For Down Shift is stored if a down shift is commanded and engine speed is too
high.
PCU 008—No-Load Fuel Flow Not Calibrated is stored if the no-load fuel flow has not been calibrated.
PCU 011—Engine Speed Too Low For Wheel Speed is stored when the axle speed is above 114 rpm and engine
speed is below 2200 rpm. An engine speed of 2200 rpm will then be commanded.
PCU 012—15F or 16F Shift Commanded With Oil Temperature At or Below 0° C (32° F) is stored when a 15F or
16F shift is commanded and oil temperature is below 0° C (32° F).
PCU 013—Park Brake Pressure Present When In PARK With Engine Running is stored if park is commanded and
park brake pressure is present. The park brake is a spring engaged/oil pressure disengaged brake system.
PCU 014—Clutch Switch Open or Clutch Depressed When Trying To Shift to 14F or 4R is stored if the clutch
switch circuit is open when trying to shift to 14F or 4R.
PCU 015—Clutch Engaged Switch Circuit Open is stored if the clutch switch circuit voltage is less than 0.81 Vdc.
PCU 016—Clutch Engaged Switch is Open For More Than 5 Minutes is stored if the park brake switch is closed
(brake disengaged), clutch disengaged switch is open (clutch not fully engaged), engine speed is greater than 800 rpm,
transmission is in gear and the clutch engaged switch is open (low pressure) for more than 5 minutes.
PCU 017—Operator Seat Vacated with Transmission in Neutral is stored if the operator leaves the seat with the
transmission in neutral.
PCU 018—Slipping C-Clutch or D-Clutch Too Long is stored if C or D clutch is slipped beyond the caution level (code
31). The transmission will shift to a different clutch. If in using 6, 8, 10, or 12th gear the transmission will shift down one
gear. If in 13th gear, it will downshift to 11th.
PCU 019—Park Brake Pressure Switch Failed Open is stored if the park brake switch is open (park engaged),
transmission in gear and clutch pressure switch is closed for more than 3 seconds.
PCU 020—Seat Switch Failed Closed is stored if the operator presence switch has failed closed.
PCU 021—Clutch Engaged Switch Failed is stored if the clutch engaged switch voltage is 2.0 Vdc or above and the
engine speed is zero for longer than 3 seconds.
PCU 022—Excess Load on Engine in 4R or 5R is stored if the engine speed drops below 600rpm when the
transmission is in 4R or 5R or is shifted to 4R. The PCU will automatically make a non-modulated shift to 3R.
PCU 024—Park Brake Previously Failed-May Not Hold is stored if PARK is engaged and PCU 025 has been stored.
The PARK Brake lamp will flash until PARK is released. Park Brake may not be functioning even though wheel speed is
zero.
PCU 025—Park Brake Engaged but Tractor Moving is stored when Park is engaged and wheel speed is greater than
3 km/h. The Park Brake lamp will flash until the condition no longer exist. Troubleshoot Service Code CCU 026, if present,
before proceeding with this diagnostic.
PCU 026—Park Inhibited is stored if the transmission was shifted to park with tractor speed above 4 km/h.
PCU 027—Transmission not Calibrated is stored if the transmission was not properly calibrated.
PCU 028—A-Brake or B-Clutch Partially Engaged to Long (Slipping) is stored if either AB or BC were partially
engaged for too long a period of time.
PCU 029—Park Brake Pressure Low with Brake Released is stored if the park brake pressure is low and the park
brake is commanded to be released and engine speed is above 800 rpm.
PCU 030—Clutch Engaged and Disengaged Switch Conflict is stored if both the clutch engaged switch and
disengaged switch inputs are high for longer than one second.
PCU 031—A-Brake or B, C, or D-Clutch Partially Engaged Too Long is stored by the PCU after the PCU has
calculated engine speed, engine load and wheel speed and determined that too much heat has been applied to either of
these elements.
PCU 032—C1 Valve Circuit Fault is stored by the PCU if the next gear is not neutral and the next gear is a forward gear
and the forward signal is low for three times in a row and the next gear is 1F, 5F, 6F, or 13F.
PCU 036—AB Valve Circuit Fault is stored by the PCU if the next gear is not neutral and the not neutral signal is low
three times in a row and the next gear is 1F, 2F, 3F, 4For 1R.
PCU 037—BC Valve Circuit Fault is stored by the PCU if the next gear is not neutral and the not neutral signal is low
three times in a row and the next gear is 5F, 7F, 9F, 11For 2R.
PCU 038—PCU Fault is stored if there is a PCU fault.
PCU 039—Reverse Enable Circuit Fault is stored when a REVERSE gear is commanded but the reverse enable input is
not active from the Reverse Enable Relay (K20). The transmission controller will default to NEUTRAL and the corner post
will display “N”. The operator must move the shift lever to NEUTRAL before attempting to go back into gear.
PCU 040—Forward Enable Circuit Fault is stored when a FORWARD gear is commanded but the forward enable input
is not active from the Forward Enable Relay (K21). The transmission controller will default to NEUTRAL and the corner
post will display “N”. The operator must move the shift lever to NEUTRAL before attempting to go back into gear.
PCU 041—Forward and Reverse Enable Circuit Conflict (Both Enabled) is stored when both the forward and
reverse signals are enabled from relays K20 and K21. The transmission controller will default to NEUTRAL and the corner
PCU 042—Reverse Commanded/ Forward Enabled is stored when REVERSE is commanded but the FORWARD input
from relay K21 is active. The transmission controller will default to NEUTRAL and the corner post will display “N”. The
operator must move the shift lever to NEUTRAL before attempting to go back into gear.
PCU 043—Forward Commanded/ Reverse Enabled is stored when FORWARD is commanded but the REVERSE input
from relay K20 is active. The transmission controller will default to NEUTRAL and the corner post will display “N”. The
operator must move the shift lever to NEUTRAL before attempting to go back into gear.
PCU 044—Forward or Reverse Commanded/ Transmission NOT Enabled is stored when FORWARD or REVERSE is
commanded but the transmission is not enabled from Not Neutral Relay (K22). The transmission controller will default to
NEUTRAL and the corner post will display “N”. The operator must move the shift lever to NEUTRAL before attempting to
go back into gear.
PCU 045—Neutral or Park Commanded/ Transmission IS Enabled is stored when the control unit is not in
diagnostic mode and NEUTRAL or PARK is commanded but the transmission enable input from relay Not Neutral relay
(K22) is active. The transmission controller will default to NEUTRAL and the corner post will display “N”. The operator
must move the shift lever to NEUTRAL before attempting to go back into gear.
PCU 046—Neutral or Park Commanded/ Forward or Reverse Enabled is stored when NEUTRAL or PARK
commanded but the FORWARD or REVERSE inputs from K20 or K21 is active. The transmission controller will default to
NEUTRAL and the corner post will display “N”. The operator must move the shift lever to NEUTRAL before attempting to
go back into gear.
PCU 048—Low System Voltage is stored if system voltage is less than 4 Vdc and engine speed is above 512 rpm for
longer than two seconds.
PCU 049—Auto Purge Complete is stored if auto purge is complete and the transmission lever is not in neutral. The
code will be active until lever is moved to neutral.
PCU 050—No Tractor Motion with Engine Off is stored if the engine is off and the PCU senses that the shift lever is in
gear.
PCU 051—No Tractor Motion with Engine Running is stored when the tractor is shifted into gear and the wheel
speed sensor detects no motion for two seconds. Troubleshoot Service Code CCU 026, if present, before proceeding with
this diagnostic. A typical wheel speed sensor failure will allow the tractor to travel a few feet before stopping. A typical
response for a failed valve/ element is a loss of all tractor gears that use that element.
PCU 053—C-Clutch Circuit Fault is stored if the PCU senses a fault in the CC circuit.
PCU 054—D-Clutch Circuit Fault is stored if the PCU senses a fault in the DC circuit.
PCU 055—Reverse Clutch (CR) Circuit Fault is stored if the PCU senses a fault in the CR circuit.
PCU 056—Park Valve Circuit Fault is stored if the PCU senses a fault in the park valve circuit.
PCU 058—Motion Detected During Calibration is stored if the PCU senses tractor motion while in calibration mode.
PCU 060—Power Up in Gear is stored if the shift lever is in a gear position at start up.
PCU 062—Operator Not in Seat is stored if the operator is not in seat and the tractor is not in neutral.
PCU 063—PCU Fault - Bad Shift Table Data is stored if the PCU has bad shift table information.
PCU 065—PCU Fault - Bad Checksum Test is stored when the PCU performs the normal start up test and the test fails.
PCU 067—Power Up in Gear is stored if a start up is attempted with the tractor in gear.
PCU 069—Calibration Failure is stored when the PCU checks the fill pressure calibration values and determines that
one or more of these values is out of specification.
PCU 070—Missing Gear Command Message is stored if the PCU does not receive the gear command message over
the CCD.
PCU 072—PCU Fault - Ram Memory Error is stored when the PCU performs the normal start up test and the RAM test
fails.
PCU 073—PCU Fault - Serial EEPROM Error is stored when the PCU detects an EEPROM failure.
PCU 074—PCU Fault - Software Time-out is stored when the PCU detects a software time-out.
PCU 075—PCU Fault - Oscillator Time-out is stored when the PCU detects an oscillator time-out.
PCU 076—PTO Not Calibrated is stored when the CCU detects an invalid PTO calibration.
SCU Service Codes
SCU 022—Battery Voltage Out of Range This code is stored when the 12 volt supply to the Control Unit is insufficient
to power the system.
SCU 027—Calibration Not Successful is stored if a valve is not properly calibrated during the calibration process
SCU 028—Calibration Memory Failure is stored if a calibration has failed or if the SCV′s have never been calibrated.
An SCU from service parts will have this code stored because it has never been calibrated.
SCU 029—Calibration Selected for Less Than 30 Seconds (also recalls “EOC” message) indicates that SCU
SCU 048—Remote Position Feedback Sensor (TSDC) is stored if the Position Feedback Sensor on an implement does
not function correctly.
SCU 060—CCD Communication Line Failure indicates that the SCU has not received expected communication
information from the ACU (e.g.: SCV control position).
SCU 090—SCV Function Disabled Due to Low Oil Level is stored when the oil level sensor in the clean oil reservoir
SCU 098—Option Pin Configuration Invalid at Start-Up is stored when an option cable is connected or disconnected
while engine is running. The code may also be stored if option cables are changed for different implements and the
engine is not turned OFF once between disconnection / connection.
SCU 099—TSDC Option Connector Installed or Removed with Key Switch ON indicates that the option cable was
connected or disconnected while the key was in the ON position. If circuits for the connection indicated a fault, the service
code SCU 090 would be stored.
SCU 100—Operator Seat Vacant With SCV in Detented Flow and Transmission in Neutral will be stored if the
operator leaves the seat while hydraulic flow is occurring and the vehicle is in Neutral gear or if the control positions are
set while not in the seat.
SCU 101—Remote Sensor 1 Voltage Fault is stored when a remote sensor (implement, etc.) does not provide an
input that is expected by the commanding control unit.
SCU 102—Remote Sensor 2 Voltage Fault is stored when a remote sensor (implement, etc.) does not provide an
input that is expected by the commanding control unit.
SCU 110—SCV No. 1 Control Circuit will be stored if the circuits for SCV No. 1 switch show a fault.
SCU 111—SCV No. 1 Extend Valve Circuit will be stored if the circuit from the SCV switch to the valve shows a fault.
SCU 112—SCV No. 1 Retract Valve Circuit will be stored if the circuit from the SCV switch to the valve shows a fault
SCU 113—SCV No. 1 Extend Valve Circuit (During CAL) will be stored if the circuit from the SCV switch to the valve
shows a fault. The code is similar to Service Code SCU 111 except that it was stored during calibration.
SCU 114—SCV No. 1 Retract Valve Circuit (During CAL) will be stored if the circuit from the SCV switch to the valve
SCo Service Codes
SCo 022—Battery Voltage Out of Range is stored when the 12 volt supply to the Control Unit is insufficient to power
the system.
SCo 027—Calibration Not Successful is stored if a valve is not properly calibrated during the calibration process.
SCo 028—Calibration Memory Failure is stored if a calibration has failed or if the SCV′s have never been calibrated.
An SCo from service parts will have this code stored because it has never been calibrated.
SCo 029—Calibration Selected for Less Than 30 Seconds (also recalls “EOC” message) indicates that SCo
SCo 060—CCD Communication Line Failure This code indicates that the SCo has not received expected
communication information from the ACU (e.g.: SCV control position).
SCo 090—SCV Function Disabled Due to Low Oil Level is stored when the oil level sensor in the clean oil reservoir
SCo 098—Option Pin Configuration Invalid at Start-Up is stored when an option cable is connected or disconnected
while engine is running. The Code may also be stored if option cables are changed for different implements and the
engine is not turned OFF once between disconnection / connection.
SCo 099—Option Connector Installed is stored but currently no option is available. The code deals with an option
jumper harness for implement control.
SCo 100—Operator Seat Vacant With SCV in Detented Flow and Transmission in Neutral is stored if the
operator leaves the seat while hydraulic flow is occurring and the vehicle is in Neutral gear or if the control positions are
set while not in the seat.
SCo 140—SCV No. 4 Control Circuit will be stored if the circuits for SCV No. 4 switch show a fault.
SCo 141—SCV No. 4 Extend Valve Circuit will be stored if the circuit from the SCV switch to the valve shows a fault.
SCo 142—SCV No. 4 Retract Valve Circuit will be stored if the circuit from the SCV switch to the valve shows a fault
SCo 143—SCV No. 4 Extend Valve Circuit (During CAL) will be stored if the circuit from the SCV switch to the valve
SCo 144—SCV No. 4 Retract Valve Circuit (During CAL) will be stored if the circuit from the SCV switch to the valve
SCo 150—SCV No. 5 Control Circuit will be stored if the circuits for SCV No. 5 switch show a fault.
SCo 151—SCV No. 5 Extend Valve Circuit will be stored if the circuit from the SCV switch to the valve shows a fault.
SCo 152—SCV No. 5 Retract Valve Circuit will be stored if the circuit from the SCV switch to the valve shows a fault
SCo 153—SCV No. 5 Extend Valve Circuit (During CAL) will be stored if the circuit from the SCV switch to the valve
SCo 154—SCV No. 5 Retract Valve Circuit (During CAL) will be stored if the circuit from the SCV switch to the valve
SUP Service Codes
SUP 010—Communication With SCU Interrupted is stored when the SUP senses that communication with the SCU
has been lost.
SUP 011—Communication With SCo Interrupted is stored when the SUP senses that communication with the SCo
has been lost.
SUP 020—Internal SUP Control Unit Memory Failure is stored when the SUP has lost part of its internal memory. The
SUP will assume default settings for the functions affected by the memory loss. The SUP may function slightly differently
but should still function none the less.
Reference 245-05-004 Control Unit Addresses

The following tables identify addresses of the various control units as “Read Only”, “Calibratable”, or “Not Used”. Access the
indicated address for the desired function. (See Access Control Unit Addresses, Reference 245-05-002 .)
ACU Addresses
ACU Addresses 0-9
Address Address Type Function
a
0 R.O. Control Unit Identifier (00/ACU)
1 R.O. Recall and Clear Codes
System Diagnostic ("Beep") Mode (See

2 R.O.
Reference 245-ACU-002 System Diagnostic (Beep) Mode (ACU)
3 R.O. Hand Throttle Voltage
(0.5 to 4.5 volts)
4 R.O. Transmission Lever Switches Lateral Positions (F/N/R)
(011—Forward)
(000—Neutral)
(101—Reverse)
5 R.O. Transmission Lever Switches Forward and Rearward Positions
(010—Forward Gear Hold and Neutral)
(001—Upshift Forward and Downshift Reverse)
(100—Downshift Forward and Upshift Reverse)
(110—Park)
6 R.O. Transmission Lever Switches Fore/Aft Park Positions
(101—Park and Reverse Downshift)
(100—Downshift Forward)
(000—Neutral, Gear Hold Forward, Gear Hold Reverse, Downshift Reverse, Upshift Forward)
7 R.O. Hitch/Raise Lower Rocker Switch
(010—Hitch Lower)
(100—Center “Off”)
(001—Hitch Raise)
8 R.O. Hitch Load/Depth Control Potentiometer Voltage
(0.5 to 4.5 Volts)
9 R.O. Hitch Lever Control Potentiometer Voltage
(0.5 to 4.5 Volts)
a
R.O. - Read Only Address
ACU Addresses 10-20
10 R.O. a Hitch Raise Limit Control Potentiometer Voltage
(0.5 to 4.5 volts)
11 R.O. Hitch Rate-of-Drop Control Potentiometer Voltage
(0.5 to 4.5 Volts)
12 R.O. SCV 1 (Voltage and Switch Status)
(0.2.X to 4.8.X Volts)
(X=0 Detent switch open)
(X=1 Detent switch closed)
(0.2.X to 4.8.X volts)
16 R.O. SCV 5(Voltage and Switch Status)
17 R.O. Rear PTO Switch
(001— Rear PTO on)
(100— Rear PTO off)
18 N. U. b —
19 R.O. Operator Presence Switch
(001—Switch closed/seat occupied)
(000—Switch open/seat unoccupied)
20 — ACU Calibration
a
b
N.U. - Not Used
ACU Addresses 21-85
21 Cal c SCV Control Lever Potentiometer Position Calibration (e.g. 12.5 indicates SCV1 has a current output voltage of 2.5)
22 Cal. Forward Preset Gear Adjustment (F5, F7, or F9 only)
23 Cal. Reverse Preset Gear Adjustment (1R or 2R only)
24 R.O. a Shift Lever Configuration Number
(000—all 8010 Series Tractors)
25 R.O. IMS/Automatic Power Shift (APS) Configuration Number
(110—Both IMS and Automatic Power Shift (APS) switches enabled)
26 N.U. b —
27 N.U. —
28 N.U. —
29 N.U. —
30 N.U. —
31 R.O. Implement Management System (IMS) Switch
(101—Switch center position)
(110—Switch position 1)
(011—Switch position 2)
32 R.O. Auto-Power Shift (APS) Switch
(010—Switch in neutral position)
(001—Switch in resume position)
33-79 N.U. —
80-81 R.O. ACU Part Number
(Address 80—First three digits)
(Address 81—Last three digits)
82-83 R.O. ACU Serial Number
84-85 R.O. ACU Software Part Number
a
b
N.U. - Not Used
c
Cal. - Calibratable Address
ACU Addresses 86-99
86-87 R.O. a ACU Software Version Number
(Address 86—First three digits
88-89 R.O. ACU End-of-line Part Number
90-91 R.O. ACU End-of-line Version Number
92-93 R.O. Current Vehicle Model Number
94-95 R.O. Current Vehicle Serial Number
96-97 R.O. Original Vehicle Model Number
98-99 R.O. Original Vehicle Serial Number
a
CCU Addresses
CCU Addresses 0-10
0 R.O. a Control Unit Identifier — CCU
System Diagnostic ("Beep") Mode (Includes Speed Sensors) (See

2 R.O.
Reference 245-CCU-002 System Diagnostic (Beep) Mode (CCU)
3 R.O. System Diagnostic ("Beep") Mode (Does Not Include Speed Sensors)
4 R.O. Engine and PTO Speed Sensors
(0XX – Not Used)
(X1X – Engine Speed Sensor - Changes continually between 0 and 1 with engine running. Zero with engine off.)
(XX1 – PTO Speed Sensor - Changes continually between 0 and 1 with PTO engaged. Zero with PTO off.)
5 R.O. Wheel and Radar Speed Sensors
(0XX – Not Used)
(X1X – Wheel Speed Sensor - Changes continually between 0 and 1 when tractor is moving. Zero when tractor is stopped.)
(XX1 – Radar Sensor - Changes continually between 0 and 1 when tractor is moving. Zero when tractor is stopped.)
6 N.U. b —
7 R.O. Clean Oil Reservoir Level Switch Status
(000—Switch Open - Oil Level Low)
(001—Switch Closed - Oil Level OK)
8 R.O. Park Pressure Sensor Input Voltage (0-5.0 volts)
9 R.O. PTO Switch Status
(010—PTO On)
(001—PTO Off)
10 R.O. Warning Light Switch Status
(001—Switch Closed - Lights on)
(000—Switch Open - Lights Off)
a
b
N.U. - Not Used
CCU Addresses 11-20
11 R.O. a Hydraulic Oil Filter Restriction Switch and Sensor Excitation Fuse Status
(0XX – Hydraulic Oil Filter Restriction Switch Open, Filter Good)
(1XX – Hydraulic Oil Filter Restriction Switch Closed, Filter Restricted)
(X0X – Middle Position - Not Used)
(XX0 – Sensor Excitation Fuse Removed or Bad)
(XX1 – Sensor Excitation Fuse Installed and Good)
12 R.O. Engine Air Filter Restriction Switch Status
(000—Switch Open, Filter Good)
(001—Switch Closed, Filter Restricted)
13 R.O. Park Brake Pressure Switch and Engine Oil Pressure Switch Status
(0XX – Left Position - Not Used)
(X0X – Park Brake Pressure Switch Open, Transmission in Park
(X1X – Park Brake Pressure Switch Closed, Transmission Out of Park)
(XX0 – Engine Oil Pressure Switch Open, Pressure Low)
(XX1 – Engine Oil Pressure Switch Closed, Pressure Good)
14 R.O. Intake Manifold Air Temperature Sensor Voltage
(0.5 to 4.5 volts)
15 R.O. Foot Throttle Position Sensor Voltage
(0.5 to 4.5 volts)
16 R.O. Fuel Level Sensor Voltage
(0 to 4.5 volts)
17 R.O. Hydraulic Oil Temperature Sensor Voltage
(0 to 5.0 Volts)
18 R.O. Engine Coolant Temperature Sensor Voltage
(0 to 5.0 Volts)
19 R.O. Engine Oil Pressure Sensor Voltage
(0 to 5.0 Volts)
20 Cal. c Engine Pulses Per Revolution
(027 - Only acceptable value)
a
c
CCU Addresses 21-30
21 Cal. c PTO Pulses Per Revolution
(040 - Only acceptable value)
22 Cal. MFWD Enable
(000—without MFWD)
(001—with MFWD)
23 Cal. Park and Clutch Pressure Sensors.
(000—Pressure switches are installed)
(001—20 bar Pressure transducers are installed.)
(010—Pressure switches are installed.)
(011—27 bar Pressure transducers are installed.)
24 Cal. English/Metric Display
(000—English)
(001—Metric)
25 Cal. Warning Flasher Operation
(000—North American)
(007—European)
26 Cal. Service Code Purge
(000—Disabled)
(001—Auto Purge at 7 Engine Starts)
27 Cal. PTO Load Contribution d
(101—Adaptive Mode Enabled)
(0-100—Programmed Percentage Used - Adaptive Mode Disabled)
28 Cal. PTO Configuration
(000—No PTO)
(001—North American w/Maximum Modulation)
(003—North American w/Minimum Modulation)
(049—European w/Maximum Modulation)
(051—European w/Minimum Modulation)
29 Cal. Lube Pressure Sensor Enable (CIS Only)
(000—Lube pressure sensor not installed)
(001—Lube pressure sensor installed)
d
30 Cal. SCV Load Contribution
(101—Adaptive Mode Enabled)
(0-100—Programmed Percentage Used - Adaptive Mode Disabled)
c
d
If both PTO and SCV are engaged, control unit will only adjust PTO if commanded.
CCU Addresses 31-55
31 N.U. b —
32 R.O. a System Voltage
(12.4 - 12.7 volts—Engine Off)
(13.2 - 14.8 volts—Engine Running)
33 R.O. Hydraulic Oil Temperature—°C
34 R.O. Engine Coolant Temperature—°C
35 Cal. c Engine Oil Pressure Gauge and Switch Enable
(000—Tractor w/o Gauge and Switch)
(001—Tractors with Gauge only)
(010—Tractors with Switch only)
(011—Tractors with Gauge and Switch)
36 Cal. Foot throttle Enable
(000—Tractor w/o Foot Throttle)
(001—Tractors with Foot Throttle)
37 Cal. 10% Droop Enable for PTO Operation
(000—Disabled)
(001—Enabled)
38 R.O. Engine Oil Pressure Sensor Calibration Value—PSI
39 N.U. —
40-42 R.O. Engine Starts
(Address 41—Center three digits)
43-45 R.O. Engine Hours
(Address 44—Center three digits)
(Address 45—Last three digits with one decimal point)
46-55 N.U. —
a
R.O. - Read Only
b
N.U. - Not Used
c
CCU Addresses 56-89
c
56-57 Cal. Tire Rolling Circumference (005880)
(Address 56—First three digits - 005)
(Address 57—Last three digits - 880)
58-59 Cal. Transmission Pulses per Axle Revolution (00372.9)
(Address 58—First three digits - 003)
(Address 59—Last three digits - 72.9)
60-61 Cal. True Vehicle Speed Calibration Factor - hz/mph d
(Address 60—005)
(Address 61—742)
62-63 R.O. a Current Wheel Speed - m/h
64-65 R.O. Current True Vehicle Speed - m/h
66-79 N.U. b —
80-81 R.O. CCU Part Number
82-83 R.O. CCU Serial Number
84-85 R.O. CCU Software Part Number
86-87 R.O. CCU Software Version Number
88-89 R.O. CCU End-of-line Part Number
a
R.O. - Read Only
b
N.U. - Not Used
c
d
If tractor does not have radar sensor, set both addresses to 000.
CCU Addresses 90-99
a
90-91 R.O. CCU End-of-line Version Number
c
92-93 Cal. Current Vehicle Model Number
94-95 Cal. Current Vehicle Serial Number
a
R.O. - Read Only
c
ECU Addresses
ECU Addresses 0-36
0 R.O. a Control Unit Identifier — ECU
2-19 N.U. b —
20 R.O. Percent of Rated Fuel Delivery
21 N.U. —
22 R.O. Normalized Fuel Flow
23 N.U. —
24 R.O. Tractor Power Level Code
25 R.O. Actual Power Level Code
26 R.O. Percent Throttle Command
27-31 N.U. —
32 Cal. c Minimum Throttle Percent.
(000-100, Default = 000 = 900 rpm)
33 Cal. Constant for Milligrams per Engine Revolution (000-999, Default = 318)
34 Cal. Fuel Temperature Protection, CIS Auto Shutdown, and Auto Shutdown
(1XX - Fuel Temperature Protection Enabled)
(0XX - Fuel Temperature Protection Disabled)
(X1X - CIS Auto Shutdown Enabled)
(X0X - CIS Auto Shutdown Disabled)
(XX1 - Auto Shutdown Enabled)
(XX0 - Auto Shutdown Disabled)
35 R.O. Commanded Torque Curve)
(001—Normal)
(002—Constant Power)
(003—Increased Torque - Reverse Gears)
36 R.O. Commanded Droop Option
(001—2.5% Droop)
(002—10% Droop)
(003—0% Droop)
a
b
N.U. - Not Used
c
ECU Addresses 37-38
37 R.O. Engine Fuel Temperature (°C)
38 Cal. Water in Fuel Sensor (CIS Only)
(000—Water in Fuel Sensor is not installed)
(001—Water in Fuel Sensor is installed)
a
c
HCU Addresses
HCU Addresses 0-10
0 R.O. a Control Unit Identifier — HCU
System Diagnostic ("Beep") Mode (Includes Speed Sensors) (See

2d R.O.
Reference 245-HCU-002 System Diagnostic (Beep) Mode (CCU)
3d R.O. Hitch Raise/Lower Rocker Switch Position
(OFF – Switch Center Position)
(UP – Switch Rearward Position)
(dn – Switch Forward Position)
4 N.U. b —
5d R.O. Draft Sensor Voltage
(2.1 - 2.2 volts)
6d R.O. Load/Depth Control Potentiometer Range (From ACU)
(0 - Full Off through 10 - Full On)
7d R.O. Hitch Control Lever Potentiometer Range (From ACU)
(0 - Full Rearward through 10 - Full Forward)
8 R.O. Hitch Position Feedback Sensor Voltage - Tractors w/Hitch – (0.5 - 4.5 volts)
SCU Calibration Pressure Switch Voltage - Tractors w/o Hitch – (0 - 5 volts)
d
9 R.O. Raise Limit Control Potentiometer Range (From ACU)
(0 - Limited through 10 - Full)
10 d R.O. Rate of Drop Control Potentiometer Range (From ACU)
(0 - Slow through 10 - Fast)
a
b
N.U. - Not Used
d
Tractors with hitch only
HCU Addresses 11-20
11 d R.O. a External Raise/Lower Switch Status – Raise Function
(001—Off)
(010— Raise)
12 d R.O. External Raise/Lower Switch Status – Lower Function
(001—Off)
(010— Lower)
13 R.O. Sensor Supply Voltage
(4.8 - 5.2 volts)
14 d Cal. c Hitch Slip Control Enable Set-Point
(010 - Default)
15 d Cal. Hitch Dampening Enable
(000—Disabled)
(001—Enabled)
16 Cal. Hitch Configuration
(HCH—With Hitch)
(noH—W/O hitch)
17 d R.O. Hitch Raise and Lower Valve Commands
(000—No command)
(110 - 199—Raise)
(220 - 299—Lower)
18 d R.O. Battery Voltage
(8 to 17.5 Volts)
19 d R.O. Hydraulic Oil Temperature
(50°C/122°F)
20 d — HCU Calibration
a
c
d
HCU Addresses 21-87
b
21 N.U. —
22 d R.O. a Valve Type Configuration
(000—Valve Type Undetermined)
(001—Original Valve Type)
23-77 N.U. —
d
78-79 R.O. HCU Part Number
80-81 N.U. —
82-83 R.O. HCU Serial Number
84-85 R.O. HCU Software Part Number
86-87 R.O. HCU Software Version Number
a
b
N.U. - Not Used
d
ICU Addresses
ICU Addresses 0-10
0 R.O. a Control Unit Identifier — ICU
2 R.O. System Diagnostic ("Beep") Mode
3 R.O. Brake and Differential Lock Switch Status
(0X0 - Both Brakes Applied)
(1X1 - Both Brakes Released)
(1X0 - Right Brake Applied)
(0X1 - Left Brake Applied
(X0X - Differential Lock Off)
(X1X - Differential Lock On)
4 R.O. Hand Brake d and MFWD Switch Status
(0XX - Hand Brake Released)
(1XX - Hand Brake Applied)
(X10 - MFWD Off/Brake Assist Position)
(X01 - MFWD Auto Position)
(X00 - MFWD On)
5 R.O. Field Cruise, Interval Wiper, and Light Switch Status
(0XX - Field Cruise Off - In Detent)
(1XX - Field Cruise On - Out of Detent)
(X1X - Interval Wiper On)
(X0X - Interval Wiper Off)
(XX1 - Light Switch On)
(XX0 - Light Switch Off)
d
6 R.O. Air Brake Pressure Switch Status
(001 - Pressure w/Engine Running)
(000 - Pressure Released w/Engine Off)
7 R.O. Field Cruise Potentiometer Voltage
(4.8 - 5.1 Volts - Off, In Detent)
(0.0 - 5.1 Volts - On)
8 Cal. c Field Cruise Potentiometer Control Factor
(240 - 250)
9d Cal. Air Brake Pressure Alarm Enable
(000 - Tractors w/o Air Brake)
(096 - Tractors w/Air Brake)
10 d R.O. Secondary Hand Brake Low Oil Level Alarm Enable
(000 - Alarm Off)
(097 - Alarm Enabled)
a
c
d
European Tractors Only
ICU Addresses 11-93
11-77 N.U. b —
78-79 Cal. c Service Hour Alarm Set Point (in hours)
(Address 79—Last three digits with tenths decimal point)
80-81 R.O. a ICU Part Number
82-83 R.O. ICU Serial Number
84-85 R.O. ICU Software Part Number
86-87 R.O. ICU Software Version Number
88-89 R.O. ICU End-of-Line Part Number
90-91 R.O. ICU End-of-Line Version Number
a
b
N.U. - Not Used
c
ICU Addresses 94-99
a
a
PCU Addresses
PCU Addresses 0-11
0 R.O. a Control Unit Identifier — PCU
3-4 N.U. b —
5 R.O. Transmission Enable Circuit Status
(XX0 - Input Open)
(XX1 - Input Closed)
6 R.O. Forward Relay Status
(000 - Relay Open)
(001 - Relay Closed)
7 R.O. Reverse Relay Status
(000 - Relay Open)
8 R.O. Not Neutral Relay Status
(000 - Relay Open)
9 N.U. —
10 R.O. Clutch Disengaged Switch Status (Shift Lever in Forward or Reverse)
(000 - Switch Open)
(001 - Switch Closed)
11 R.O. Clutch Engaged Switch Status (Engine Running)
(000 - Switch Open)
(001 - Switch Closed)
a
b
N.U. - Not Used
PCU Addresses 12-24
b
12-13 N.U. —
14 R.O. a Clutch Pressure Sensor Voltage
(0.5 - 4.5 Volts)
15 N.U. —
16 R.O. Sensor Reference Voltage
(0.5 - 4.5 Volts)
17-19 N.U. —
20 R.O. Solenoid Valve Pressure (Duty Cycle %)
(XX.1—100%)
(XX.2—0%)
(XX.3—30%)
(XX.4—45%)
(XX.5—Ramp—0 to 100%)
XX = Ab, bC, cC, dC, C1, C2, C3, C4, (Forward) or Cr (Reverse)
21 R.O. Hydraulic Oil Temperature
(°C)
22 — PCU Calibration
23 Cal. c No Load Fuel Flow Calibration
24 — PTO Calibration
a
b
N.U. - Not Used
c
PCU Addresses 25-32
25 R.O. a PTO Calibration Fill Pressure Result (Duty Cycle %)
(0-100%)
26 R.O. PTO Calibration Fill Volume Result
27 Cal. c Top Reverse Gear Selection
(003—3R Top Reverse Gear)
(004—4R Top Reverse Gear - Default)
(005—5R Top Reverse Gear)
28 Cal. Bypass Throttle Load Percentage (40% Default)
29 Cal. Load Compensation Correction Value
(081—8110)
(082—8210)
(083—8310)
(084—8410)
Transmission Fill Pressure and Fill Volume Calibrated Values (Will Cycle Through Each Element in the Following Order: Element, Pressure in
30 R.O.
kPa, and Fill Volume in milliseconds)
31 Cal. PTO Enable in 4R and 5R
(000—Disabled)
(001—Enabled)
32 Cal. 3R Engine Speed Selection
(000—200 RPM Increase in 3R)
(001—Engine RPM Same as 1R and 2R)
a
c
PCU Addresses 33-83
33 Cal. c Automatic Power Shift (APS) Sensitivity
(001—Light Load)
(002—Medium Light Load)
(003—Medium Load)
(004—Medium Heavy Load)
(005—Heavy Load)
34 Cal. Axle RPM at Which C-Clutch Blow Off Ball Valves are Released (053-080, Default = 073)
35 Cal. Temperature Offset for Non-JD20C Oil
36-39 Cal. Output Clutch Pressure Calibration
(36—A-Brake (AB))
(37—B-Clutch (BC))
(38—C-Clutch (CC))
(39—D-Clutch (DC))
40-79 N.U. b —
80-81 R.O. a PCU Part Number
82-83 R.O. PCU Serial Number
a
b
N.U. - Not Used
c
PCU Addresses 84-99
84-85 R.O. PCU Software Part Number
86-87 R.O. PCU Software Version Number
88-89 R.O. PCU End-of-Line Part Number
90-91 R.O. PCU End-of-Line Version Number
a
PrF Addresses
PrF Addresses 1-99
0-19 N.U. b —
20 R.O. a Headlight Switch Configuration
(000 - All Tractors
21 Cal. c Switch/Button Brightness
(Range of 000 to 255)
22 R.O. Display Backlight Brightness for Corner Post Display, ICU, and SUP
(Range of 000 to 255)
23 Cal. Implement Selector Status
(003 - HCU As Control Device)
(007 - Implement Button as Control Device)
(032 - Auto Seek "003" or "007" as Control Device)
24-59 N.U. —
60-61 Cal. Radar Sensor Calibration
(Address 60—000 - All Tractors)
(Address 61—000 - All Tractors)
62-91 N.U. —
96-99 N.U. —
a
b
N.U. - Not Used
c
SCo Addresses
SCo Addresses 0-11
0 R.O. a Control Unit Identifier — SCo
3 R.O. SCo Selected Option
(000 - Normal SCV Mode)
4 R.O. Option Jumper Status
(000 - Jumper Removed)
(001 - Jumper at Pins "A" and "G")
(010 - Jumper at Pins "A" and "H")
(100 - Jumper at Pins "A" and "J")
5 R.O. Remote Position Feedback Sensor Voltage - Analog 1
(0.5 to 4.5 Volts)
(0.5 to 4.5 Volts)
7-9 N.U. b —
10 R.O. SCV 4 Control Lever Range (From ACU)
(000 - Float)
(001 - Forward Detent)
(002 - Forward Mid-Range)
(003 - Center Detent)
(004 - Rearward Mid-Range)
(005 - Rearward Detent)
(000 - Float)

a
b
N.U. - Not Used
SCo Addresses 12-87
b
12-15 N.U. —
16 R.O. a SCV 4 Control Valve Command
(000, 100 or 200 - Lever in Neutral)
(100-199 - Lever Rearward)
(200-299 - Lever Forward
17 R.O. SCV 5 Control Valve Command
18 N.U. —
(50°C/122°F)
20 — Calibration
21 N.U. —
22 R.O. Valve Configuration
23-77 N.U. —
78-79 R.O. SCo Part Number
80-81 N.U. —
82-83 R.O. SCo Serial Number
84-85 R.O. SCo Software Part Number
86-87 R.O. SCo Software Version Number
a
b
N.U. - Not Used
SCU Addresses
SCU Addresses 0-12
a
0 R.O. Control Unit Identifier — SCU
3 R.O. Implement Selected Option
(000 - Normal SCV Mode)
(001 - EHDC Mode)
(005 - EHEC, Laser Control)
4 R.O. Option Jumper Status
(000 - Jumper Removed)
(001 - Jumper at Pins "A" and "G")
(100 - Jumper at Pins "A" and "J")
(0.5 to 4.5 Volts)
(0.5 to 4.5 Volts)
(000 - Float)
(000 - Float)
(000 - Float)
10-12 N.U. b —
a
b
N.U. - Not Used
SCU Addresses 13-87
a
16-18 N.U. b —
(50°C/122°F)
20 — SCU Calibration
21 — Laser Scraper Calibration - See Manual
22 R.O. Valve Configuration
23-77 N.U. —
78-79 R.O. SCU Part Number
80-81 N.U. —
82-83 R.O. SCU Serial Number
84-85 R.O. SCU Software Part Number
86-87 R.O. SCU Software Version Number
a
b
N.U. - Not Used
SUP Addresses
SUP Addresses 1-10
a
2 R.O. System Diagnostic ("Beep") Mode (See Reference 245-SUP-002 System Diagnostic (Beep) Mode)
3 R.O. Rotary Flow Control Knob
(001—Clockwise)
(010—Counterclockwise)
4 R.O. Rotary Time Control Knob
(001—Clockwise)
(010—Counterclockwise)
5 R.O. SCV I Touch Switch Status
(001—Pressed and Held)
(000—Released)
6 R.O. SCV II Touch Switch Status
(000—Released)
7 R.O. SCV III Touch Switch Status
(000—Released)
8 R.O. SCV IV Touch Switch Status
(000—Released)
9 R.O. SCV V Touch Switch Status
(000—Released)
10 R.O. "SET" Extend Touch Switch Status
(000—Released)
a
SUP Addresses 11-99
11 a R.O. "SET" Retract Touch Switch Status
(000—Released)
12 R.O. SCV Lock Touch Switch Status
(000—Released)
13 d R.O. Secondary Hand Brake Reservoir Switch Status
(000—Normal Level)
(001—Level Low)
14-15 R.O. All Display Segments On or Off
(Address 14—On)
(Address 15—Off)

b
16-79 N.U. —
80-81 R.O. SUP Part Number
(Address 80—First Three Digits)
(Address 81—Last Three Digits)
82-83 R.O. SUP Serial Number
84-85 R.O. SUP Software Part Number
86-87 R.O. SUP Software Version Number
88-89 R.O. SUP End-of-Line Part Number
90-91 R.O. SUP End-of-Line Software Version Number
92-99 N.U. —
a
b
N.U. - Not Used
d
European Tractors Only
Reference 245-05-005, CCD Network Diagnosis

Test Procedure
→NOTE:
This procedure covers testing the CCD Network and its connections to the different control units.
( 1 ) Beginning the Diagnosis
Action:
Determine which of the following conditions exist and perform the recommended action as described in the results
Service Code CCU 095.
One or more of Service Codes HCU / SCU / SCo 060.
Service Codes SUP 10 & 11.
Service Code ICU 095 (on ICU display only) or other Display Devices show dashes only.
Result:
YES:None of the following conditions exist. Return to diagnosis in process.
NO:Service Code HCU / SCU / SCo 060. GO TO (2) .
NO:Service Code SUP 10 & 11 GO TO (3) .
NO:Service Code CCU 095 or ICU 095. GO TO (4) .
( 2 ) HCU 060, SCo 060 & SCU 060
Action:
HCU 060, SCo 060 & SCU 060— indicates an individual control unit problem with the CCD Network.
If only one of the “060” codes are stored, check that control unit′s power and ground circuits and their respective fuses (HCU/
SCU-F5, F6; SCo-F7). Then check CCD circuits 924, 925 for broken wires, bad connections at the control unit connector and the
splices. The splices are located downstream of the control unit connector, either right before or just after, where the control
unit harness branches off into different harnesses.
→NOTE:
The Diagnostic Fuse Line (circuit 312) is a direct input to only four devices; the CCU, HCU, SCU and SCo (if
equipped). When the four devices senses 12V on circuit 312, they send their control unit IDs to the corner
post for displaying. The CCU sends a signal to the other control units to send their IDs to the corner post.
There is a situation where only the HCU, SCo and SCU will appear on the corner post display. When diagnostic fuse F10 is
installed, 12V passes to the HCU, SCo and SCU through circuit 312. This is how these control units “know” they are in
diagnostic mode. If these three units are the only ones to display on the corner post, do the following:
1. If only the HCU, SCU and SCo display, check circuit 312 from F10 pin B to A7X1 pin E1.
2. If all other control units display except the HCU, SCU and SCo, check circuit 312 from fuse F10 pin B to A5X1 pin F2 (HCU,
SCU) and A12X1 pin F2 (SCo).
3. If either HCU / SCU or CCU / PCU has 12V with F10 installed and the other does not, check for a bad splice in the chassis
harness.
(See Reference 245-05-007 , CCD Schematic)

Result:
YES:Check for intermittent circuit problems. GO TO (1) .
NO:Repair circuits as necessary. GO TO (1) .
( 3 ) SUP 10 & 11
Action:
SUP 10 & 11— When both of these service codes are present, the SUP has possibly failed. Replace with known good SUP and
see if code clears. If code does not clear, see results for CCD Network failure.
SUP 010 indicates no CCD communication from the SCU. Check fuses F5 and F6, then check CCD circuits 924, 925 for broken
wires, bad connections at the control unit connector and the splices. The splices are located downstream of the control unit
connector, either right before or just after, where the control unit harness branches off into different harnesses.
SUP 011 indicates no CCD communication from the SCo. Check fuses F7, then check CCD circuits 924, 925 for broken wires,
bad connections at the control unit connector and the splices. The splices are located downstream of the control unit
connector, either right before or just after, where the control unit harness branches off into different harnesses.
(See Reference 245-05-007 , CCD Schematic)
Result:
YES:Check for intermittent circuit problems. GO TO (1) .
NO:Repair circuits, replace fuses as necessary. GO TO (1) .
NO:Replaced SUP and codes do not clear. GO TO (4) .
( 4 ) Disconnect Control Units
Action:
IMPORTANT:
To prevent damage to a Control Unit from static electrical charges, do NOT wipe, brush or blow off any
control unit without first grounding the unit. Also, do NOT disconnect or reconnect any control unit with
the Key Switch ON.
→NOTE:
If the CCD network (circuits 924, 925) is shorted or open between the Corner post Display and CCU, there
will be a change in the CCD network voltage at the Diagnostic connector (X16). The Corner post Display
or CCU must be connected to get a CCD network voltage reading.
Disconnect all control units except the CCU and Corner post Display. Turn Key Switch ON.
If Corner post displays dashes, check fuse F1 and circuit 502 between F1 pin B and CCU (A7X3 pins G1 & G2). Check SPG (050)
to CCU (A7X3 pins G3 & H3).
Disconnect both control units and check circuits 924 and 925 for shorts to ground (resistance should be greater than 1
Megaohm) or each other. Also check continuity of circuits 924 and 925 between the CCU (A7X2 pins A1 & B1) and Corner post
Display (connector pins 1 & 4). If circuits grounded, proceed to step 6.
Result:
YES:If circuits check OK; GO TO (5) .
NO:If Corner post displays zeroes; GO TO (7) .
NO:If circuits 924 and 925 grounded; GO TO (9) .
( 5 ) Disconnect Corner post Display
Action:
Turn Key Switch OFF. Disconnect Corner post Display and reconnect CCU. Measure resistance across circuits 924, 925 at CCU
connector A7X2 pins A1 and B1 (110-130 ohms).
Result:
YES:If resistance checks OK, reconnect Corner post Display and; GO TO (6) .
NO:If resistance does not check OK, replace and calibrate the CCU. (See Reference 245-CCU-001 , CCU Calibration.) GO TO (1)
.
( 6 ) Disconnect CCU
Action:
Turn Key Switch OFF. Disconnect CCU and reconnect Corner post Display. Measure resistance across circuits 924, 925 at
Corner post Display connector pins 1 and 4 (110-130 ohms).
Result:
YES:If resistance checks OK; GO TO (7) .
NO:If resistance does not check OK, replace Corner post Display. GO TO (1) .
( 7 ) Reconnect the ICU
Action:
→NOTE:
One of these control units (CCU, HCU / SCU or SCo) plus the Corner post Display must be connected to get
“dia” on the Corner post Display. The ICU must be connected for turn signal operation and to perform
“Recall, Record and Clear Codes” procedure.
Reconnect the ICU. Turn Key Switch ON.
If Corner post displays dashes, check fuse F2, circuit 972 from F2 pin B to ICU (A8) connector pin 13 and circuit 050 from ICU
(A8) connector pin 12 to SPG.
Result:
YES:If display is OK; GO TO (8) .
NO:Repair as necessary. If fuse and circuits check OK, replace ICU. GO TO (1) .
( 8 ) Reconnect Other Control Units One At A Time
Action:
Reconnect the other control units one at a time and recall codes. (See Recall, Record and Clear Codes, Reference 245-05-001 .)
The control unit identifiers should display each time a control unit is reconnected and codes recalled. When a control unit
affects the CCD network voltage, by making dashes appear or the control unit identifier does not appear, that control unit has
either lost its ground circuit or failed.
Check that control unit′s fuse, power and ground circuits. Also check CCD circuits (924, 925) to that control unit. Verify good
connections of all the connectors and splices.
For the HCU, SCU and SCo; check circuit 312 from both HCU / SCU-A5X1 pin F2 and SCo-A12X1 pin F2 to fuse F10 pin B and
CCU A7X1 pin E1. Repair as necessary.
IMPORTANT:
If Lightning or Static Discharge happens to the CCD Network, it can damage one or more control units.
Even if one control unit is identified as failed, continue connecting the other control units one at a time to
verify no others have failed.
Result:
YES: GO TO (1) .
( 9 ) Disconnect Harness Connector X11
Action:
Disconnect the chassis harness connector X11 located at the right rear corner of cab to isolate the short to the Cab harness or
Chassis harness. Circuit 924 is on pin H2 and circuit 925 is on pin H1. Inspect the harness closely for smashed, rubbed or
discolored wires or a strand of wire sticking through the insulation.
Also check that circuits 924 and 925 are not shorted together. Using X11 connector, isolate the short to the Cab harness or
Chassis harness.
Result:
YES: GO TO (1) .
Reference 245-05-006, CAN Diagnosis

Test Procedure
→NOTE:
This procedure covers testing the CAN Communication circuits and their connections to control units and
separate terminators (Active, Passive).
( 1 ) Circuits 914 & 915 Open/High Resistance Check
Action:
With key switch OFF, check for opens and high resistance in circuits 914 and 915 between the CCU and the ECU.
For circuit 914; check continuity from ECU A10X1 pin D3 to CCU A7X2 pin C2.
For circuit 915; check continuity from ECU A10X1 pin C2 to CCU A7X1 pin C3.
(See Reference 245-05-008 , CAN Electrical Schematic)
Result:
YES: GO TO (2) .
NO:Repair as necessary. GO TO (2) .
( 2 ) Circuits 914 & 915 Short Circuit Check
Action:
With key switch OFF, check that circuits 914 and 915 are not shorted together. This is done at the SERVICE ADVISOR ™
connector inside the cab. These circuits are on pins C and D of connector X58.
Check that circuits are not shorted to ground. This includes chassis ground and circuit 020 (pin A on X58).
Result:
YES:No short circuits. GO TO (3) .
NO:Disconnect X11 connector and repeat step. Also check for shorts on the other side of X11, at the control units.Repair as
( 3 ) Circuits 914 & 915 Voltage Check
Action:
With key switch in the ON position (engine not running), measure voltage between pins A and C; A and D on SERVICE ADVISOR
™ connector (X58).
Result:
YES:CAN circuits OK. Return to diagnosis in process.
NO:Voltage incorrect. GO TO (4) .
( 4 ) CCU/ECU Disconnect
Action:
With Key Switch (S1) in OFF position, disconnect the CCU and ECU. Turn Key Switch (S1) ON and measure voltage between pins
A and C; A and D on SERVICE ADVISOR ™ connector (X58).
Result:
YES: GO TO (5) .
NO: GO TO 6 .
( 5 ) Reconnect Control Units
Action:
With Key Switch (S1) in OFF position, reconnect Control Units one at a time.
Turn Key Switch (S1) ON and measure voltage between pins A and C; A and D on SERVICE ADVISOR ™ connector (X58) after
each connection.
IMPORTANT:
Remember to turn key switch OFF before making second reconnection.
Result:
YES: GO TO (3) .
NO:Replace control unit that affected the voltage and calibrate.
( 6 ) Active/Passive Terminators
Action:
With Key Switch (S1) in OFF position, replace Active Terminator with Passive Terminator. The Active Terminator should provide
CAN voltage with no control units connected. (The Active Terminator is located next to control units, left side. The Passive
Terminator is located behind ICU in the right hand console.)
Turn Key Switch (S1) ON and measure voltage between pins A and C; A and D on SERVICE ADVISOR ™ connector (X58).
Result:
YES:Voltage OK. Replace Terminator. Reconnect control units. GO TO (3) .
NO:Check for and repair any short circuits in the harness. GO TO (3) .
Reference 245-05-007, CCD Schematic
CCD Schematic (Wheel)
LEGEND:
A3 Steering Column Module (SE4, W4, W6)
A5 Hitch Control Unit/ SCV I, II, III Control Unit (HCU/ SCU) (SE7, W3)
A7 Central Control Unit/ Power Shift Control Unit (CCU/ PCU) (SE8, W3)
A8 Instrument Control Unit (ICU) (SE9, W4, W6)
A9 SCV Setup Panel (SUP) (SE9, W4, W6)
A10 Engine Control Unit (ECU) SE10, W3)
A12 SCV IV, V Control Unit (SCo) (SE13, W7)
A14 Performance Monitor (PrF) (SE12, W8)
A15 Corner post Display (CPD) (SE12, W4, W6)
A16 Armrest Control Unit (ACU) (SE14, W14)
B34 Engine Speed Sensor (SE10, W3)
F1 To Central Control Unit/ Power Shift Control Unit (CCU/ PCU) (SE8)
F2 To SCV Setup Panel (SUP), Instrument Control Unit (ICU) (SE9)
F3 To Armrest Control Unit (ACU) (SE14)
F4 To Corner post Display (CPD), Performance Monitor (PrF) (SE12)
F5 To Hitch Control Unit/ SCV I (SE7)
F6 To SCV II & III (SE7)
F7 To SCV IV, V Control Unit (SCo) (SE13)
F10 Diagnostic Mode Enable (Diag fuse) (SE8)
F16 To Diagnostic Connector (X16) (Switched/circuit 072) (SE11)
F17 To Diagnostic Connector (X16) (Unswitched/circuit 002) (SE11)
F19 To Steering Column Module (SE4)
F32 To Warning Lamp Switch (SE5A, SE5B)
H10 Warning Horn (SE9)
S15 Turn Signal Switch (SE4)
S16 High/ Low Beam Switch (SE4)
S20 Warning Lamp Switch (SE5A, SE5B)
W1 Single Point Ground (SPG) (Circuit 050)
X11 Cab to Chassis Harness Connector
X16 Diagnostic Connector
X19 SCV IV, V Control Unit to Chassis Harness
X23 Chassis to Chassis Harness For Transmission Operation
X24 Armrest Control Unit Harness to Cab Harness
X34 Corner post Display, Performance Monitor to Cab Harness
Reference 245-05-008, CAN Schematic
CAN Schematic
LEGEND:
A7X2 Central Control Unit (CCU) Connector
A10 Engine Control Unit (ECU) Connector
A17 CAN Terminator (Active/ Passive)
F12 To Engine Control Unit (ECU) Relay
K13 Engine Control Unit (ECU) Relay
X11 Cab to Chassis Harness Connector (78 way)
X48 SERVICE ADVISOR ™ Harness to Cab Harness
X54 CAN Terminator to Cab Harness
X58 SERVICE ADVISOR ™ Connector
Section 245 - CONTROL UNITS Group ACU: ACU References
Reference 245-05-200, CCD Communication Network Theory

[ Chrysler Collision Detection. is a method of handling multiple bits of information broadcast on the same communication network at the same time. ]
CCD Communication Network
There are up to ten control units available depending on how the tractor is equipped. They are:
ACU — Armrest Control Unit

CCU — Central Control Unit
CPD __ Corner Post Display
ECU — Engine Control Unit
HCU /SCU — Hitch Control Unit/ SCV 1, 2 & 3 Control Unit
ICU — Instrument Control Unit
PCU — Power Shift Control Unit
PrF — Performance Monitor
SCo — SCV 4—5 Control Unit
SUP — SCV Setup Control Unit
In addition, the corner post display (CPD) serves strictly as a display unit and sends no messages.
Each of the control units performs one or more of the following functions:
MONITOR circuit components status (switches, sensors, potentiometers, etc.).

Control OPERATION of a circuit
DISPLAY circuit/system data
The control units are linked together into a network, for communication and data sharing purposes. The connecting link for the
network is the CCD communication line. The CCD line is a pair of twisted wires (924 and 925) that are connected to each
control unit. The CCU and CPD each contain a 120 ohm "termination" resistor that is connected across the pair of wires.
→NOTE:
The CCD line will not function if the CCU control unit is disconnected.
All control units except the ECU share their monitoring, operational and display data with each other by continually
"broadcasting" it on the CCD network. The ECU is connected directly to the CCU which provides the network connection for the
ECU. Each bit of data that is broadcast, has an identifier number that is recognized by the control unit that may need or want
the data.
For example, the status of the operator presence switch is monitored by the ACU. The ACU inputs the signal, assigns the
identifier number to the data, and continually "broadcasts" it on the CCD line along with its identifier number. Any other device
that may need to know the status of the operator presence switch, (e.g. the CCU), looks for the identification number knowing
it carries the assigned switch status data it needs.
All control units "broadcast" while the key switch is on so, the CCD line is continually carrying "broadcast" data.
Group ACU - ACU References

Specifications
ACU Address 24
Configuration Value (3rd Digit) 8010 and 8000 PST 000
9000 24 Speed MST (Hi-Lo Lever) 001
9000 12 Speed MST (No Lever) 002
9000 PST 003
Hand Throttle Voltage

Hand Throttle Voltage Range Voltage Range (Throttle Full Forward to Full Back) (Prior to Software Version 30) >1.78
Voltage Range (Throttle Full Forward to Full Back) ( Software Version 30 and Above) >1.58
Rear Hitch Load / Depth Control Voltage

Rear Hitch Load / Depth Control Voltage Range Voltage Range (Full CCW to Full CW) (Prior to Software Version 30) >1.78
Voltage Range (Full CCW to Full CW) ( Software Version 30 and Above) >1.58
Rear Hitch Lever Control Voltage

Rear Hitch Lever Control Voltage Range Voltage Range (Full Rearward to Full Forward) (Prior to Software Version 30) >1.78
Voltage Range (Full Rearward to Full Forward) ( Software Version 30 and Above) >1.58
Raise Limit Control Potentiometer Voltage

Raise Limit Control Potentiometer Voltage Range Voltage Range (Full CW to Full CCW) (Prior to Software Version 30) >1.78
Voltage Range (Full CW to Full CCW) ( Software Version 30 and Above) >1.58
Rate-Of-Drop Control Potentiometer Voltage

Rate-Of-Drop Control Potentiometer Voltage Range Voltage Range (Full CW to Full CCW) (Prior to Software Version 30) >1.78
Reference 245-ACU-001, ACU Calibration
→NOTE:
ACU calibration is performed at ACU addresses 20, 21 and 24. Five separate armrest controls are
calibrated at address 20. They are:
Hand throttle
Hitch control lever
Hitch load/depth control
Hitch raise limit control
Hitch rate-of-drop control
The SCV control levers are calibrated at address 21 and transmission shift lever configuration is set at
address 24.
Any of the three addresses are accessible independently.
Set Armrest Controls for Calibration
Set the armrest controls as follows and then continue to ACU Calibration following.
Pull throttle control lever full back

Pull hitch control lever full back
Turn load/depth control potentiometer full left (CCW)
Turn raise limit control potentiometer full left (CCW)
Turn rate-of-drop control potentiometer full left (CCW)
Warning light switch must be OFF
→NOTE:
See “Control Unit Addresses” (Reference 245-05-004 , to review all ACU addresses. The ACU calibration
procedure does not begin at any specific address. Any calibratable address is accessible and calibratable
independent of all others.
See “Control Unit Addresses” (Reference 245-05-004 , to review all ACU read only addresses.
ACU Calibration
→NOTE:
If is being used, consult instructions for calibrating with the computer. The following procedure is written
only for the corner post display method of calibrating. Service ADVISOR™ computer should NOT be
connected to tractor during this procedure.
( 1 ) Select Diagnostic Mode
Action:
Move diagnostic fuse (A) from location F9 to location F10.
Turn key switch ON but do NOT start engine.
Corner post display should be:
——
dIA
Result:
YES: GO TO: (2) .
NO:Check fuse F10 and diagnostic line (cct 312).
( 2 ) Select ACU
Action:
Operate right turn signal until the corner post display shows:
——
ACU
Result:
YES: GO TO: (3) .
NO:Corner post display changes but not to "ACU". Check fuse F3, battery supply voltage to the ACU (cct 932) and ACU ground
(cct 050).
NO:If turn signal does not change display, check turn signal circuit.
( 3 ) Access ACU Diagnostic Mode
Action:
Pull flash-to-pass switch toward steering wheel to access ACU diagnostic mode.
00
ACU
→NOTE:
The ACU is now in diagnostic mode. All other control units are in "standby" mode.
Result:
YES: GO TO: (4) .
NO:Check turn signal circuit and Hi/Lo beam (flash-to-pass) circuits.
( 4 ) Check Stored Codes
Action:
Operate right turn signal once to access address 01 in the corner post display.
Record displayed codes.
→NOTE:
See “Service Code Descriptions” (Reference 245-05-003 ) for a list of the ACU service code numbers.
If there are no stored codes, the display will continually cycle from "ACU" to "000".
Result:
YES:No codes displayed. Review information under "Accessing ACU Modes/Addresses", (Reference 245-05-002 ) and then... GO
TO: (5) .
NO:Codes displayed. Perform diagnostic procedure at appropriate address for code displayed, See “Service Code Descriptions”
(Reference 245-05-003 ).
( 5 ) Access Calibration Address
Action:
Operate right turn signal until desired address appears (e.g. "20/CAL") in the corner post display.
→NOTE:
The calibration mode can be cancelled at any time by moving the turn signal lever left or right or turning
the key switch OFF.
Result:
YES:Continue to "Address 20 Calibration", following. GO TO: (6) .
NO:Check the turn signal circuit.
( 6 ) Address 20 Calibration
Action:
→NOTE:
Addresses 00 through 19 are read only addresses.
Turn the warning light switch ON and then OFF.
The corner post display should be:
20
1ES
→NOTE:
The message "1ES" means 1st ACU calibration input which is "E"ngine "S"peed or throttle.
Result:
YES: GO TO: (7) .
NO:Check warning light circuit.
NO:If "Err" is displayed, Perform Throttle Lever Command Test, (Reference 245-ACU-003 ) to check the throttle circuit.
( 7 ) Calibrate Throttle
Action:
→NOTE:
To skip throttle calibration, turn warning lights switch ON and then OFF. Then:
GO TO (8) .
SLOWLY push the throttle control full forward.
After approximately two seconds, the corner post display should change to:
20
2HL
→NOTE:
The message "2HL" means "2"nd ACU calibration input which is the "H"itch "L"ever.
Result:
YES: GO TO: (8) .
NO:Perform Throttle Lever Command Test, (Reference 245-ACU-003 ) to check the throttle circuit.
NO:Turn warning lights switch ON and then OFF to continue calibration ("2HL" should be displayed).
( 8 ) Calibrate Hitch Control Lever
Action:
→NOTE:
To skip hitch control lever calibration, turn warning lights switch ON and then OFF. Then GO TO (9) .
SLOWLY push the hitch control lever full forward.
20
3LD
→NOTE:
The message "3Ld" means "3"rd ACU calibration input which is the "L"oad/"d"epth control potentiometer.
Result:
YES: GO TO: (9) .
NO:Perform Hitch Control Lever Potentiometer Test (Reference 245-ACU-009 ) to check the hitch lever control circuit.
NO:Turn warning lights switch ON and then OFF to continue calibration ("3Ld" should be displayed).
( 9 ) Calibrate Hitch Load/Depth Control Potentiometer
Action:
→NOTE:
To skip hitch load/depth control potentiometer calibration, turn warning lights switch ON and then OFF.
Then GO TO (10) .
SLOWLY turn the hitch load/depth control potentiometer full right (CW).
20
4rL
→NOTE:
The message "4rL" means "4"th ACU calibration input which is the "r"aise "L"imit control potentiometer.
Result:
YES: GO TO: (10) .
NO:Perform Hitch Load/Depth Control Potentiometer Test, (Reference ( 245-ACU-008 ) to check the hitch load/depth control
circuit.
NO:Turn warning lights switch ON and then OFF to continue calibration ("4rL" should be displayed).
( 10 ) Calibrate Hitch Raise Limit Control Potentiometer
Action:
→NOTE:
To skip hitch raise limit control potentiometer calibration, turn warning lights switch ON and then OFF.
Then GO TO (11) .
SLOWLY turn the hitch raise limit control potentiometer full right (CW) (should take no less than 1 second).
20
5dr
→NOTE:
The message "5dr" means "5"th ACU calibration input which is the "d"rop "r"ate control potentiometer.
Result:
YES: GO TO: (11) .
NO:Perform Hitch Raise Limit Control Potentiometer Test (Reference 245-ACU-010 ) to check the hitch raise limit control
circuit.
NO:Turn warning lights switch ON and then OFF to continue calibration ("5dr" should be displayed).
( 11 ) Calibrate Hitch Rate-of-Drop Control Potentiometer
Action:
→NOTE:
To skip hitch rate-of-drop control potentiometer calibration, turn warning lights switch ON and then OFF.
Then GO TO (12)
SLOWLY turn the hitch rate-of-drop control potentiometer full right (CW) (should take no less than 1 second).
20
EOC
→NOTE:
The message "EOC" means "End Of Calibration" of the ACU address 20.
Result:
YES: GO TO: (12) .
NO:Perform Hitch Rate-of-Drop Control Potentiometer Test (Reference 245-ACU-011 ) to check the hitch rate-of-drop control
circuit.
NO:Turn warning lights switch ON and then OFF to continue calibration ("EOC" should be displayed).
( 12 ) Store Calibration Data in ACU
Action:
→NOTE:
WAIT until "End" is displayed before removing the diagnostic fuse. Any other data that is displayed after
"End", indicates a device calibration that has failed. Record the messages for reference.
Move diagnostic fuse from location F10 to location F9 on the fuse panel when "End" is displayed.
Result:
YES:Calibration has been successfully completed. (All ACU Service Codes are automatically cleared.) GO TO: (13) Address 21
or GO TO: (15) Address 24 if necessary or return to diagnosis in process.
NO:If the first display after "EOC" message is "Err", record all the following messages and then perform the diagnostic
procedure for the control associated with each code message.
( 13 ) Address 21 Calibration
SCV CONTROL LEVERS
Action:
→NOTE:
The following calibration of the SCV control lever applies to any of the five SCV control levers. SCV lever
calibration at ACU address 21 is independent of SCU or SCo calibration.
With the engine OFF, access address 21 to calibrate any of the five SCV control levers.
The corner post display should read:
21
PPC
→NOTE:
"PPC" means "Potentiometer Position Calibration". During calibration, the ACU reads and stores the
voltage range of each SCV control lever for its movement between the two SCV "stops" (from off position,
to against, but not in, either detent position). The voltage range is used by the ACU to determine the
amount of flow "commanded" by the operator.
Result:
YES: GO TO: (14) .
( 14 ) Calibrate Control Lever
Action:
Turn the warning lights switch ON and then OFF.
→NOTE:
The warning horn should "beep".
The corner post display should be between:
21
12.5
. . . .and
21
12.8
→NOTE:
The left digit represents which SCV is being calibrated and the center and right digits represent the
voltage reading of the SCV control lever. The voltage reading displayed is approximately 0.2 volt less
than the actual voltage output of the SCV control. (e.g. a display of "12.5" means SCV number one has an
actual voltage output of 2.7 volts.)
To calibrate, simply operate the SCV control lever both forward and rearward up to their detent but not into the detent position.
IMPORTANT:
Do NOT move the lever into detent.
→NOTE:
There is no specific order of calibration of the SCV control levers. Each lever may be calibrated as often
as desired without exiting "address 21". Calibration data is stored in the ACU each time the control lever
is released to the center position.
Turn key switch off and move fuse to its storage location.
Result:
YES:As soon as the SCV is actuated, the corner post display will display the SCV number and its voltage indicating the ACU has
begun recording calibration information. Return to diagnosis in process or continue on to next address.
NO:If the voltage does not change, perform SCV Control Switch Test, (Reference 245-ACU-012 ) corresponding to the SCV
control being calibrated.
( 15 ) Address 24
Select Shift Lever Configuration
Action:
→NOTE:
Address numbers 22 and 23 are not used and are not displayed.
Move diagnostic fuse from location F9 to location F10 if not previously done.
Turn key switch ON but do NOT start engine.
——
dIA
AccessACU Address 24 .
Cycle the warning lights switch until the number matching the transmission configuration of the tractor is displayed . . . .
"000" (For 8000 Series tractors with PST)

"001" For tractors with 24 speed MST (Only Hi-Lo position recognized)
"002" For tractors with 12 speed MST (No lever positions recognized)
"003" For tractors with 12 speed PST (All lever positions except park recognized)
The calibration value will be automatically stored.
→NOTE:
Entering the incorrect number at this address can cause the tractor transmission not to function.
Result:
YES:Turn key switch off and move fuse to its storage location. Calibration completed, return to diagnosis in process.
Reference 245-ACU-002, ACU Beep Mode Test

The ACU ("beep") mode (address 02) can help the technician with diagnosis in two ways. It can be used to:
"verify" operation of devices that are part of the control units circuit
help find device operation, harness and connector problems
Whenever a "change of state" is detected, the warning horn will "beep" to inform the technician of the change. The circuit
device address number is also displayed.
→NOTE:
A "change of state" would be a switch going from open to closed or closed to open. Also, by moving a
potentiometer type control slowly through its operating range, a break or "bad spot" in the
potentiometer can be detected in the same way.
IMPORTANT:
Harness Connector
During any diagnostic operation involving harness connector, always consider the possibility that a
terminal may have “backed out′ enough to lose connection. This can happen if the terminal did not seat
properly when installed, and it is a condition that is generally not obvious simply by looking at the
connectors when mated. Careful inspection may be required.
This audible signal can be used to verify that a switch is changing state when it is activated (or is not changing state when it
should be, if there is no "beep").
It can also be used to check for connector and harness defects by moving/tugging on harnesses or connectors while in the
"beep" mode. If a "beep" is heard, the display will show the address number of the circuit that caused the "beep".
The circuit address number can then be accessed (using the turn signal switch) to check the operation of the circuit device,
using the "on-board" diagnostics feature.
The following addresses support the diagnostic ("beep") mode.
Beep Mode Test

( 1 ) Access System Diagnostic (“Beep”) Mode (02)
Action:
AccessACU Address 02 , see “Access Control Unit Addresses” (Reference 245-05-002 ).
Result:
YES: GO TO: (2) .
( 2 ) Operate Armrest Controls (Switch Type)
Action:
Operate the following controls and listen for a "beep" to sound and an address number to be displayed when the switch is
activated:
Transmission Shift Lever

Hitch Raise/Lower Rocker Switch
SCV Control Switches (SCV-1 through SCV-5)
Operator Presence Switch
Result:
YES: GO TO: (3) .
NO:If no "beep" is heard, or address number displayed when a switch is operated, go to the address number for the specific
device to check its operation. See "Circuit Diagnostic Addresses" (Reference 245-05-004 ).
( 3 ) Operate Armrest Controls
Action:
SLOWLY operate each of the following controls through their full range. There should NOT be a "beep" sounded or an address
number displayed, UNLESS, the control is moved to quickly through its range or there is an open or "bad spot" in the control:
Engine Throttle Lever

Hitch Control Lever
Raise Limit Control Potentiometer
Rate-of-Drop Control Potentiometer
Load/Depth Control Potentiometer
→NOTE:
Full range movement for potentiometer type controls should take approximately three to five seconds. If
the alarm sounds through the full range of control movement, the control probably was moved too fast.
Any significant change in voltage because of an open or "bad spot" will cause the alarm to sound and the circuit address
number to be displayed.
Result:
YES:No "beeps". Control devices are good.
NO:Go to the address displayed in the display window. See test procedure of the same number as the address, this group, for
normal readings for each address. See "Circuit Diagnostic Addresses" (Reference 245-05-004 ).
Reference 245-ACU-003, Throttle Lever Command Test

Test Procedure
→NOTE:
This procedure will test throttle lever potentiometer circuitry, harness to board connection and
potentiometer/harness assembly condition.
( 1 ) Throttle Lever Command
Action:
With the engine OFF, pull the throttle lever full rearward.
Voltage reading on the display should read:
03
0.50-2.50
at idle (throttle full back) . . . .
. . . .to. . . .
03
2.50-4.50
at full throttle (throttle full forward).
Throttle full forward voltage to full rearward voltage range must be:
Hand Throttle Voltage

Hand Throttle Voltage Range Voltage Range (Throttle Full Forward to Full Back) (Prior to Software Version 30) >1.78
Voltage Range (Throttle Full Forward to Full Back) ( Software Version 30 and Above) >1.58
View software version atACU Address 86 and ACU Address 87 (Status)—, (See Reference 245-ACU-086 , ACU Software Version
Number).
Result:
YES: GO TO: (2) .
NO:Less than 0.25 volts indicates an open circuit between the ACU and the throttle control potentiometer on either the 5 volt
input circuit or wiper wires. Check the throttle control potentiometer to circuit board connection and harness wire condition.
Some problems can be corrected by disconnecting and reconnecting the harness connectors a few times to clean the contacts.
If repair or replacement is performed calibrate the ACU and return to diagnosis in process. See "ACU Calibration Procedure"
(Reference 245-ACU-001 ).
NO:More than 4.75 volts indicates an open circuit on the ground wire. . Check the control potentiometer to circuit board
connection and ground wire condition. Some problems can be corrected by disconnecting and reconnecting the harness
connectors a few times to clean the contacts. If repair or replacement is performed calibrate the ACU and return to diagnosis in
process. See "ACU Calibration Procedure" (Reference 245-ACU-001 ).
( 2 ) Throttle Lever Command (Continued)
Action:
SLOWLY push the throttle lever full forward.
→NOTE:
There should be no "beep" or sudden change in voltage through the full range of throttle movement.
Voltage reading on the display should read between:
03
2.50
and . . . .
03
4.50
Result:
YES:If throttle operation is still "questionable", Perform "ACU Calibration Procedure" 245-ACU-001 ).
NO:If there was a "beep", and/or the voltage reading changed suddenly, replace the throttle control lever potentiometer and
calibrate the ACU, See "ACU Calibration Procedure" (Reference 245-ACU-001 ). After ACU Calibration return to diagnosis in
process.
NO:If the voltage reading is a constant 5 volts, GO TO: (3) .
( 3 ) Throttle Lever Command (Continued)
Action:
Disconnect the throttle control lever potentiometer harness from the ACU circuit board and check the voltage again:
Result:
NO:If the voltage reading is still 5 volts, the ACU is defective, replace the ACU and calibrate. See "ACU Calibration Procedure"
(Reference 245-ACU-001 ). After ACU Calibration return to diagnosis in process
NO:If the voltage reading goes to zero volts, check potentiometer linkage and/or replace the throttle control lever
potentiometer/harness assembly and calibrate the ACU, See "ACU Calibration Procedure" (Reference 245-ACU-001 ). After ACU
Calibration return to diagnosis in process
Reference 245-ACU-004, Transmission Shift Lever Position Test No. 4

Test Procedure
( 1 ) Transmission Lateral Lever Position (Park and Neutral)
Action:
Install diagnostic fuse in F10 and turn key switch ON.
With engine OFF, put transmission shift lever into positions (A).
The display should read:
04
000
Result:
YES:To test transmission lever, GO TO: (2) .
NO:Move shift lever to check for possible misalignment of lever and sensors. If lever alignment is OK, Replace ACU Circuit
Board, then repeat this test.
( 2 ) Transmission Lateral Lever Position (Reverse)
Action:
With engine OFF, put transmission shift lever in positions (A).
04
101
→NOTE:
If “000” displays in reverse or forward position, check condition of shift lever/magnet assembly before
replacing ACU circuit board.
Result:
YES: GO TO: (3) .
NO:Move shift lever to check for possible misalignment of lever and sensors. Check to see if magnet attached to lever is in its
socket. If lever alignment and magnet is in proper position, replace ACU Circuit Board after repair... GO TO: (1) .
( 3 ) Transmission Lateral Lever Position (Forward)
Action:
With engine OFF, put transmission shift lever in positions (A).
04
011
Result:
YES:Transmission lever position command output signals are correct. Return to diagnosis in process.
NO:Move shift lever to check for possible misalignment of lever and sensors. Also check the armrest circuit board, and its
connectors. Replace the circuit board if the visual inspection reveals no problems, After repair.... GO TO: (1) .

Test Procedure
→NOTE:
This procedure will check transmission shift lever alignment with the ACU circuit board, circuit board
location, connector condition, and circuit function.
( 1 ) Transmission Lever in Park Position
Action:
With engine OFF, put transmission shift lever into position (A).
05
110
Result:
YES: GO TO: (2) .
NO:Check shift lever assembly for any obvious damage. Check to make sure the magnet attached to the self centering sector
of the lever is in its socket. If there is no damage to the lever assembly or the magnet is in its socket, replace the ACU Circuit
Board then... GO TO: (1) .
( 2 ) Transmission Lever In Neutral Positions
Action:
With engine OFF, put the transmission shift lever into positions (A).
05
010
→NOTE:
If “000” displays at any time during this test, check condition of sector/magnet assembly before
Result:
YES: GO TO: (3) .
( 3 ) Transmission Reverse Gear Hold
Action:
05
010
or
05
110
depending on the position of the shift lever.
→NOTE:
Result:
YES: GO TO: (4) .
( 4 ) Transmission Lever In Forward Slot of Forward and Reverse Positions
Action:
05
001
→NOTE:
Result:
YES: GO TO: (5) .
( 5 ) Transmission Lever In Rearward Slot of Forward and Reverse Positions
Action:
05
100
→NOTE:
Result:
YES:Transmission shift command output signals are good. Return to diagnosis in process.

Test Procedure
( 1 ) Transmission Lever in Park and Reverse Upshift (+) Position
Action:
(See Reference 245-05-002 , Access Control Unit Addresses).
With engine OFF, put transmission shift lever into positions (A).
06
101
→NOTE:
If “000” displays at any time during this test, check condition of lever/magnet assembly before replacing
ACU circuit board.
Result:
YES: GO TO (2) .
NO:Display shows “000” with shift lever in the PARK position or “100” with the shift lever in the REVERSE UPSHIFT (+) position.
Check condition of shift lever magnet. If magnet is missing or weak, replace shift lever. If magnet is in good condition, replace
ACU circuit board and perform ACU Calibration.See "ACU Calibration Procedure" (Reference 245-ACU-001 ).After repair repeat
this test.
NO:Display shows “001” with shift lever in the REVERSE UPSHIFT (+) position. Check shift lever assembly for any obvious
damage. Check to make sure the magnet attached to the self centering sector of the lever is in its socket. If there is no
damage to the lever assembly or the magnet is in its socket, replace the ACU circuit board and perform ACU Calibration.See
"ACU Calibration Procedure" (Reference 245-ACU-001 ).After repair repeat this test.
( 2 ) Transmission Lever In Forward Downshift (-) Slot Position
Action:
06
100
→NOTE:
Result:
YES: GO TO (3) .
NO:Perform Transmission Shift Lever Position Test 5, Reference ( 245-ACU-005 ).
( 3 ) Transmission Lever In Reverse Gear Hold Position
Action:
06
000
Result:
YES: GO TO (4) .
NO:Perform Transmission Shift Lever Position Test 5, Reference ( 245-ACU-005 ).
( 4 ) Transmission Lever In Out-Of-Park and Reverse Downshift (-), Forward Gear Hold, Forward Upshift (+) and
Full Neutral Positions
Action:
With engine OFF, move transmission shift lever to positions (A).
06
000
with lever in all positions.
Result:
YES:Transmission command output signal is good. Return to diagnosis in process.
NO:Move shift lever in park position and check for misalignment of lever to sensors. If there is misalignment, check to make
sure the magnet attached to the lever is in its socket. Check the armrest circuit board to make sure it is in its correct location.
If it is aligned, check the circuit board connectors to make sure they are clean and properly seated. If circuit board connectors
are OK, replace the ACU circuit board, after repair... GO TO (1) .
Reference 245-ACU-007, Hitch Raise/Lower Rocker Switch Test

Test Procedure
( 1 ) Hitch Raise/Lower Rocker Switch Operation
Action:
With engine OFF, accessACU Address 07 , see “Access Control Unit Addresses” (Reference 245-05-002 ).
07
100
Result:
YES: GO TO: (2) .
NO:Check armrest circuit board connectors to see if they are clean and properly seated. Some problems can be corrected by
disconnecting and reconnecting the harness connectors a few times to clean the contacts. If above items look good, replace
the switch and repeat this test.
( 2 ) Hitch Raise/Lower Rocker Switch (Raise)
Action:
With the engine OFF, move the hitch raise/lower rocker switch to the RAISE position.
→NOTE:
If the switch is moved slowly, the normally open and normally closed switch contacts may not change at
the same time. Because of this, the display may show either "000" or "011" while the switch is being
moved. This does not indicate a switch problem.
07
001
Result:
YES: GO TO: (3) .
NO:Continue to the next step to check if it is OK. Check the armrest circuit board connectors to see if they are clean and
properly seated. Some problems can be corrected by disconnecting and reconnecting the harness connectors a few times to
clean the contacts. If connections look good, replace the switch and repeat this test. GO TO: (3) .
( 3 ) Hitch/Raise Lower Rocker Switch (Lower)
Action:
With the engine OFF, move the hitch raise/lower rocker switch to the LOWER position.
→NOTE:
If the switch is moved slowly, the normally open and normally closed switch contacts may not change at
the same time. Because of this, the display may show either "000" or "011" while the switch is being
moved. This does not indicate a switch problem.
07
010
Result:
YES:Raise/lower rocker switch is good. Return to diagnosis in process.
NO:Check the armrest circuit board connectors to see if they are clean and properly seated. Some problems can be corrected
by disconnecting and reconnecting the harness connectors a few times to clean the contacts. If connections appear clean and
solid, replace the switch and repeat this test.
Reference 245-ACU-008, Hitch Load/Depth Control Potentiometer Test

Test Procedure
→NOTE:
This procedure will test Hitch Load/Depth control potentiometer circuitry, harness to board connection
and potentiometer/harness assembly condition.
( 1 ) Minimum Load Sensitivity Control Potentiometer Voltage (CCW)
Action:
With the engine OFF, turn the load/depth control potentiometer full counter clockwise (Minimum).
Voltage reading on display should read between:
08
0.50
and. . . .
08
2.50
Result:
YES: GO TO: (2) .
NO:Less than 0.25 volts indicates an open circuit between the ACU and the load/depth control potentiometer on either the 5
volt input circuit or wiper wires. Check the control lever potentiometer to circuit board connection and harness wire condition.
If repair or replacement is performed calibrate the ACU See "ACU Calibration Procedure" (Reference 245-ACU-001 ) and then
repeat this test.
NO:More than 4.75 volts indicates an open circuit on the ground wire. Check the control potentiometer to circuit board
connectors a few times to clean the contacts. If repair or replacement is performed calibrate the ACU See "ACU Calibration
Procedure" (Reference 245-ACU-001 ) and then repeat this test.
( 2 ) Maximum Load Sensitivity Potentiometer Voltage (CW)
Action:
SLOWLY turn the load/depth control potentiometer full clockwise (should take no less than 1 second).
→NOTE:
There should be no "beep" or sudden change in voltage through the full range of control movement.
08
2.50
and . . . .
08
4.50
Full CCW voltage to full CW voltage range must be:
Rear Hitch Load / Depth Control Voltage

Rear Hitch Load / Depth Control Voltage Range Voltage Range (Full CCW to Full CW) (Prior to Software Version 30) >1.78
Voltage Range (Full CCW to Full CW) ( Software Version 30 and Above) >1.58
Number).
Result:
YES:If load/depth control operation is still "questionable", Perform "ACU Calibration Procedure" 245-ACU-001 ). If load/depth
control operation is good, return to diagnosis in process.
NO:If there was a "beep", and/or the voltage reading changed suddenly, replace the load/depth control potentiometer and
calibrate the ACU, See "ACU Calibration Procedure" (Reference 245-ACU-001 ) and then repeat this test.
( 3 ) Maximum Load Sensitivity Potentiometer Voltage (CW) (Continued)
Action:
Disconnect the control potentiometer assembly harness from the ACU circuit board and check the voltage again.
Result:
(Reference 245-ACU-001 ). After ACU Calibration repeat this test.
NO:If the voltage reading goes to zero volts, replace the control potentiometer/harness assembly and calibrate the ACU, See
"ACU Calibration Procedure" (Reference 245-ACU-001 ). After ACU Calibration repeat this test.
Reference 245-ACU-009, Hitch Control Lever Potentiometer Test

Test Procedure
→NOTE:
This procedure will test Hitch Control Lever potentiometer circuitry, harness to ACU connection and
( 1 ) Hitch Raise Command Voltage
Action:
With the engine OFF, pull the hitch control lever full rearward (hitch raise).
09
0.50
and. . . .
09
2.50
(See Reference 245-ACU-300 , ACU Wiring Diagram)
Result:
YES: GO TO: (2) .
NO:Less than 0.25 volts indicates an open circuit between the ACU and the control lever potentiometer on either the 5 volt
input circuit or wiper wires. Check the control lever potentiometer to circuit board connection and harness wire condition. Some
problems can be corrected by disconnecting and reconnecting the harness connectors a few times to clean the contacts. If
repair or replacement is performed calibrate the ACU and return to diagnosis in process. See "ACU Calibration Procedure"
NO:More than 4.75 volts indicates an open circuit on the ground wire. Check the control lever potentiometer to circuit board
OK:If the above are OK, replace the control lever sensor.
( 2 ) Hitch Lower Command Voltage
Action:
SLOWLY push the hitch control lever full forward (hitch lower) (should take no less than 1 second).
→NOTE:
There should be no "beep" or sudden change in voltage through the full range of control movement
09
2.50
and . . . .
09
4.50
Full rearward voltage to full forward voltage range must be:
Rear Hitch Lever Control Voltage

Rear Hitch Lever Control Voltage Range Voltage Range (Full Rearward to Full Forward) (Prior to Software Version 30) >1.78
Voltage Range (Full Rearward to Full Forward) ( Software Version 30 and Above) >1.58
Number).
Result:
YES:If hitch control lever operation is still "questionable", Perform "ACU Calibration Procedure" (Reference 245-ACU-001 ). If
hitch control lever operation is good, return to diagnosis in process.
NO:If there was a "beep", and/or the voltage reading changed suddenly, replace the hitch control lever potentiometer and
process.
( 3 ) Hitch Lower Command Voltage (Continued)
Action:
Disconnect the hitch control lever potentiometer harness from the ACU circuit board and check the voltage again.
Result:
NO:If the voltage reading goes to zero volts, check potentiometer linkage and/or replace the hitch control lever
potentiometer/harness assembly and calibrate the ACU, See "ACU Calibration Procedure" (Reference 245-ACU-001 ).
Reference 245-ACU-010, Hitch Raise Limit Control Potentiometer Test

Test Procedure
→NOTE:
This procedure will test Hitch Raise Limit Control potentiometer circuitry, harness to ACU connection and
( 1 ) Raise Limit Control Potentiometer Voltage (CCW)
Action:
With the engine OFF, turn the raise limit control potentiometer full counter clockwise (limited raise).
10
0.50
and. . . .
10
2.50
Result:
YES: GO TO: (2) .
NO:Less than 0.25 volts indicates an open circuit between the ACU and the raise limit control potentiometer on either the 5
( 2 ) Raise Limit Control Potentiometer Voltage (CW)
Action:
SLOWLY turn the raise limit control potentiometer full clockwise (should take no less than 1 second).
→NOTE:
10
2.50
and . . . .
10
4.50
Full CCW voltage to full CW voltage range must be:
Raise Limit Control Potentiometer Voltage

Raise Limit Control Potentiometer Voltage Range Voltage Range (Full CW to Full CCW) (Prior to Software Version 30) >1.78
Number).
Result:
YES:If raise limit control operation is still "questionable", Perform "ACU Calibration Procedure" (Reference 245-ACU-001 ). If
raise limit control operation is good, return to diagnosis in process.
NO:If there was a "beep", and/or the voltage reading changed suddenly, replace the control potentiometer assembly and
process.
( 3 ) Raise Limit Control Potentiometer Voltage (CW) (Continued)
Action:
Disconnect the control potentiometer assembly harness from ACU circuit board and check the voltage again.
Result:
(Reference 245-ACU-001 ). After ACU Calibration return to diagnosis in process.
"ACU Calibration Procedure" (Reference 245-ACU-001 ). After ACU Calibration return to diagnosis in process.
Reference 245-ACU-011, Hitch Rate-of-Drop Control Potentiometer Test

Test Procedure
→NOTE:
This procedure will test Hitch Rate-of-Drop Control potentiometer circuitry, harness to ACU connection
and potentiometer/harness assembly condition.
( 1 ) Rate-Of-Drop Control Potentiometer Voltage (CCW)
Action:
With key switch (S1) ON, accessACU Address 11 , see “Access Control Unit Addresses” (Reference 245-05-002 ).
With the engine OFF, turn the rate-of-drop control potentiometer full counter clockwise (slow).
11
0.50
and. . . .
11
2.50
Result:
YES: GO TO: (2) .
NO:Less than 0.25 volts indicates an open circuit between the ACU and the rate-of-drop control potentiometer on either the 5
( 2 ) Rate-Of-Drop Control Potentiometer Voltage (CW)
Action:
SLOWLY turn the rate-of-drop control potentiometer full clockwise (should take no less than 1 second).
→NOTE:
11
2.50
and . . . .
11
4.50
Full CCW to full CW voltage range must be:
Rate-Of-Drop Control Potentiometer Voltage

Rate-Of-Drop Control Potentiometer Voltage Range Voltage Range (Full CW to Full CCW) (Prior to Software Version 30) >1.78
Number).
Result:
YES:If rate-of drop control operation is still "questionable", Perform "ACU Calibration Procedure" (Reference 245-ACU-001 . If
rate-of-drop control operation is good, return to diagnosis in process.
NO:If there was a "beep", and/or the voltage reading changed suddenly, replace the rate-of-drop control potentiometer and
process.
( 3 ) Rate-Of-Drop Control Potentiometer Voltage (CW) (Continued)
Action:
Disconnect the control potentiometer assembly harness from the ACU circuit board and check the voltage again:
Result:
"ACU Calibration Procedure" (Reference 245-ACU-001 ). After ACU Calibration return to diagnosis in process
Reference 245-ACU-012, SCV Control Switch Test

Test Procedure
→NOTE:
This procedure will test SCV Control potentiometer/switch circuitry, harness to switch connection,
harness to ACU connection and potentiometer/switch assembly condition.
This test procedure can be used for any of the five SCV control levers. Address 12 is shown in the
following procedure and is typical of all five addresses. Address 12 for SCV No. 1, Address 13 for SCV No.
2, Address 14 for SCV No. 3, Address 15 for SCV No. 4 and Address No.16 for SCV No. 5.
The display will show both the voltage reading (two left digits) and the switch status information (right
digit). The voltage reading is displayed to the nearest tenth volt. The right digit will always be either "0"
or "1" to designate an open or closed switch, respectively.
( 1 ) SCV CONTROL LEVER (CENTER)
Action:
The engine must be OFF.
AccessACU Address 12 or13 or14 or15 or16 , see “Access Control Unit Addresses” (Reference 245-05-002 ).
The SCV control must be in the center position.
The combined voltage and switch status readings on the display should be between:
12
2.4.1
and . . . .
12
3.1.1
→NOTE:
The right digit must be "1" to indicate a closed switch.
→NOTE:
If at any time during this step calibration of the ACU is necessary, See “ACU Calibration Procedure”
Result:
YES: GO TO: (2) .
NO:If the voltage reading (two left digits) was less than 0.2 volts, check for an open circuit between the ACU and the control
potentiometer 5 volt source line or the potentiometer output lines.If there are no open circuits, replace the potentiometer.After
repair calibrate the ACU and return to diagnosis in process.
NO:If the voltage reading (two left digits) was more than 4.8 volts, check for an open in the ground circuit.If the ground circuit
is not open, replace the potentiometer.After repair calibrate the ACU and return to diagnosis in process.
NO:If the voltage reading (two left digits) was between 0.2 and 4.8 volts, but not within the range specified, replace the
potentiometer.After repair calibrate the ACU and return to diagnosis in process.
NO:If the switch status (right digit) is not "1", check for an open circuit. If no opens are found, replace the potentiometer.After
repair calibrate the ACU and return to diagnosis in process.
( 2 ) SCV Control Lever (Extend Midrange)
Action:
The engine must be OFF.
SLOWLY pull the SCV control rearward until it is half way between center (off) and full rearward.
12
2.7.0
and . . . .
12
4.4.0
→NOTE:
The right digit must be "0" to indicate an open switch.
Result:
YES: GO TO: (3) .
NO:If the voltage reading (two left digits) was between 0.2 and 4.8 volts, but not within the range specified, replace the
potentiometer.After repair calibrate the ACU and return to diagnosis in process.
NO:If the switch status (right digit) is not "0", check for a short circuit. If no shorts are found, replace the potentiometer.After
repair calibrate the ACU and return to diagnosis in process.See “ACU Calibration Procedure” (Reference 245-ACU-001 ).
( 3 ) SCV Control Lever (Extend Detent)
Action:
Continue to SLOWLY pull the SCV control rearward till it "clicks".
12
3.8.1
and . . . .
12
4.8.1
→NOTE:
Result:
YES: GO TO: (4) .
NO:Replace the SCV control potentiometer.After repair calibrate the ACU and return to diagnosis in process.See “ACU
Calibration Procedure” (Reference 245-ACU-001 ).
( 4 ) SCV Control Lever (Center)
Action:
Release the SCV control. It should return to the center position.
12
2.4.1
and . . . .
12
3.1.1
→NOTE:
Result:
YES: GO TO: (5) .
( 5 ) SCV Control Lever (Retract Midrange)
Action:
SLOWLY push the SCV control forward until it is half way between center (off) and full forward.
12
1.3.0
and . . . .
12
2.8.0
→NOTE:
Result:
YES: GO TO: (6) .
( 6 ) SCV Control Lever (Retract Detent)
Action:
Continue to SLOWLY push the SCV control forward till it "clicks".
12
1.2.1
and . . . .
12
1.8.1
→NOTE:
Result:
YES: GO TO: (7) .
( 7 ) SCV Control Lever (Float)
Action:
Continue to SLOWLY push the SCV control forward till it is in the "float" position.
12
0.2.0
and . . . .
12
1.2.0
→NOTE:
Result:
YES: GO TO: (8) .
( 8 ) SCV Control Lever (Center)
Action:
Release the SCV control. It should return to the center position
12
2.4.1
and . . . .
12
3.1.1
→NOTE:
Result:
YES:The SCV control potentiometer is good. Test next SCV control switch or return to diagnosis in process.
Reference 245-ACU-017, Rear PTO Switch Test

Rear PTO Switch Test
( 1 ) Rear PTO Switch (Off)
Action:
The key switch must be ON and the PTO OFF.
17
100
Result:
YES: GO TO: (2) .
NO:Check the armrest circuit board connector to see if the terminals are clean and properly seated. Some problems can be
corrected by disconnecting and reconnecting the harness connectors a few times to clean the contacts. Repair as necessary. If
above items look good, replace the switch.
( 2 ) Rear PTO Switch (On)
Action:
Move the rear PTO switch to the ON position.
17
001
Result:
YES:If the display is correct but the PTO is not working when the switch is on, see "Rear PTO Circuit Operation", in PTO Theory
of Operation see (Reference 256-20-003 ).
NO:Check continuity of switch. Replace switch if necessary. If switch test good, check circuits 542 and 581 see ACU Wiring
Diagram (SE14) (Reference 245-ACU-300 ).
Reference 245-ACU-019, Operator Presence Switch Test

Test Procedure
→NOTE:
This procedure will test Operator Presence Switch circuitry and switch/harness assembly condition.
( 1 ) Operator Presence Switch (Seat Occupied)
Action:
The key switch must be ON and the operator seat occupied.
→NOTE:
There must be a minimum of 36 kg (80 lb) in the center of the seat.
19
001
Result:
YES: GO TO: (2) .
NO: GO TO: (3) .
( 2 ) Operator Presence Switch (Seat Vacant)
Action:
The key switch must be ON and the operator seat unoccupied.
→NOTE:
All weight must be removed from the center of the seat.
19
000
Result:
YES:Seat switch is good. Return to diagnosis in process.
NO: GO TO: (4) .
( 3 ) Operator Presence Switch (Seat Vacant) (Continued)
Action:
Disconnect the seat control harness 6-way connector at the base of the tractor seat.
With the key switch ON, check for battery voltage between pin "C" (+12v) and pin "B" (ground) of the cab harness 6-way
connector.
Result:
YES:Battery voltage is present. GO TO: (4) .
NO:Check fuse F38. If it is good, check the harness between the fuse and the 6-way connector, pin "C" (circuit 292).After repair
return to diagnosis in process.
( 4 ) Operator Presence Switch (Seat Vacant) (Continued)
Action:
Check the continuity of the seat switch between pins "C" and "D" of the seat control harness with the seat occupied and
unoccupied.
The seat switch should be open when the seat is unoccupied and closed when the seat is occupied.
Result:
YES:Check circuit 923 from pin "D" of cab harness to pin "13" of the 16-way connector at the ACU. Check for a short if the
display always reads "001" and check for an open if the display always reads "000".
NO:Remove seat cushion and check operator presence switch.After repair return to diagnosis in process.
Reference 245-ACU-024, ACU Configuration Selection

Test Procedure
( 1 ) Shift Lever Configuration Number
Action:
With engine OFF, AccessACU Address 24 , see “Access Control Unit Addresses” (Reference 245-05-002 ).
24
000
Cycling the hazard lights switch will change display from 000 to 001, 002, and 003 (All 9000 series settings).
ACU Address 24
Configuration Value (3rd Digit) 8010 and 8000 PST 000
9000 24 Speed MST (Hi-Lo Lever) 001
9000 12 Speed MST (No Lever) 002
9000 PST 003
Result:
YES:Configuration number is correct, no further operation is required.Return to diagnosis in process.
Reference 245-ACU-031, IMS Switch Circuit Test

Test Procedure
( 1 ) Center Position
Action:
Move IMS switch to Center position.
31
101
→NOTE:
If switch is moved slowly, the normally open and normally closed switch contacts may not change at the
same time. This will cause display of either 100 or 001 during slow switch movement. This is normal and
should not be of concern.
Result:
YES: GO TO: (2) .
NO:Check the connector from the switch to the armrest circuit board. If connection is found good replace switch and repeat
test.
( 2 ) Position 1
Action:
Move IMS switch to position 1.
31
110
→NOTE:
The IMS switch operation can be checked by measuring continuity between the pins at the switches 4-way connector:
Switch Continuity Table
Switch Position Pins Pins Pins Pins Pins Pins
1—2 1—4 1—3 2—4 2—3 3—4
Sequence 1 closed closed open closed open open
OFF closed open closed open closed open
Sequence 2 open open open closed closed closed
Result:
YES: GO TO: (3) .
NO:Check switch continuity to specification chart. Replace switch if not correct, then... GO TO: (1) .
( 3 ) Position 2
Action:
Move IMS switch to position 2.
31
011
→NOTE:
Result:
YES:Switch and circuit are good.Return to diagnosis in process.
NO:Check switch continuity to specification chart above. Replace switch if not correct, then... GO TO: (1) .
Reference 245-ACU-032, Automatic Power Shift (APS) Switch Circuit

Test
Test Procedure
( 1 ) Neutral Position
Action:
Leave Automatic Power Shift (APS) Resume switch in the Neutral position.
32
010
Result:
YES: GO TO: (2) .
NO:Check the connector from the switch to the armrest circuit board. If connection is found good replace switch and repeat
test.
( 2 ) Resume Position
Action:
Move Automatic Power Shift (APS) Resume switch to Resume position.
32
001
→NOTE:
The Automatic Power Shift (APS) switch operation can be checked by measuring continuity between the pins at the switches 4-
way connector: (Pin 4 not used.)
Switch Continuity Table
Switch Position Pins Pins Pins
1—2 1—3 2—3
Resume ON closed open open
Neutral open open closed
Result:
YES:Switch and circuit are good.Return to diagnosis in process.
NO:Check switch continuity to specification chart above. Replace switch if not correct, then... GO TO: (1) .
Reference 245-ACU-086, ACU Software Version Number

ACU Addresses 86-87—ACU Software Version Number
Status Addresses
( 1 ) Address Description
Action:
Address 86
This address displays thefirst three digits of the ACU software version number.
Address 87
This address displays thelast three digits of the ACU software version number.
There is no test procedure for these addresses.
Result:
Reference 245-ACU-200, Armrest Control Unit (ACU) Circuit Theory

The Armrest Control Unit (ACU) circuit consists of the ACU itself, plus switches and controls that are located on the armrest.
Armrest Control Unit
The ACU is an electronic module located inside the right armrest. It differs from other control units on the tractor because it
does not have a separate housing it is mounted in. The armrest is its housing. A second, smaller, printed circuit board is
attached to the ACU via ribbon wire and contains the shift switches.
The primary function of the ACU is to monitor the status of the switches and controls located on the armrest and "broadcast"
their status on the CCD network for use by other control units (CCU, HCU / SCU). The ACU monitors the status of the following
controls:
Transmission shift control lever

Hitch rate-of-drop control
Hitch raise limit control
Hitch load / depth control
Hitch control lever
Engine hand throttle
SCV I, II, III, IV and V controls
Operator presence switch (in seat)
Hitch raise / lower rocker switch (internal)
Implement Management System (IMS) switch
Automatic Power Shift (APS) switch
Transmission Shift Control Lever —The transmission shift control lever is a Hall Effect switch. Its signal is sensed by the
ACU and "broadcast" on the CCD bus where the PCU "reads" it. The PCU then operates the correct transmission element
solenoids to achieve the commanded gear.
Hitch Rate-of-Drop Control (R6) —The rate-of-drop control signal is sensed by the ACU and "broadcast" on the CCD bus for
use by the HCU to control speed of hitch lowering movement.
Hitch Raise Limit Control (R7) — The raise limit control signal is sensed by the ACU and "broadcast" on the CCD bus for use
by the HCU to control amount of hitch height limit.
Hitch Load / Depth Control (R8) —The load / depth control signal is sensed by the ACU and "broadcast" on the CCD bus for
use by the HCU to control depth of implement.
Hitch Control Lever (R9) —The control lever signal is sensed by the ACU and "broadcast" on the CCD bus for use by the HCU
to control direction of hitch motion from the armrest inside the cab of tractor.
Engine Hand Throttle (R10) —The throttle command is a "processed" signal sent directly to the ECU by the CCU. The hand
throttle signal is sensed by the ACU and "broadcast" on the CCD bus where the CCU "reads" it. The CCU sends the signal to the
JDECU via the CAN bus.
SCV I, II, and III Controls (R11, R12, R13) —The output signal of each SCV control is sensed by the ACU and "broadcast" on
the CCD bus for use by the SCU.
SCV IV and V Controls (R14, R15) —The output signal of each SCV control is sensed by the ACU and "broadcast" on the CCD
bus for use by the SCO.
Operator Presence Switch (S7) —The status of the operator presence switch, located in the seat, is sensed by the ACU and
"broadcast" on the CCD bus for use by the PCU, SCU and SCO.
Hitch Raise / Lower Rocker Switch (S32) —Theinternal raise / lower rocker switch status is sensed by the ACU and
"broadcast" on the CCD bus for use by the HCU to control direction of hitch motion. Hitch moves to the raise limit and control
lever positions when using the internal raise / lower rocker switch.
Implement Management Sequence Switch (S34) —The position of the IMS selector switch is sensed by the ACU and which
then sends a message to the CCU. The CCU then uses this information to run preprogrammed tractor operations.
Automatic Power Shift (APS) Switch (S35) —The position of the Automatic Power Shift (APS) Resume selector switch is
sensed by the ACU and then a message is sent from the ACU to the transmission controller (PCU).
Reference 245-ACU-300, ACU Wiring Diagram
ACU Wiring Diagram
Section 245 - CONTROL UNITS Group CCU: CCU References
LEGEND:
A16 Armrest Control Unit (ACU)(SE14,W16)
A16X1 6-Way Hitch Controls Harness-to-ACU (SE14,W17)
A16X2 10-Way SCV I, II and III Control Levers Harness-to-ACU (SE14,W18)
A16X3 6-Way SCV IV and V Control Levers Harness-to-ACU (SE14,W19)
A16X4 12-Way Armrest Harness-to-ACU (SE14,W16)
R6 Hitch Rate-of-Drop Control (SE14,W17
R7 Hitch Raise Limit Control (SE14,W17)
R8 Hitch Load/Depth Control (SE14,W17)
Hitch Control Lever
R9 [ Plugs into ACU board ]
(SE14)
Hand Throttle
R10 [ Plugs into ACU board ]
(SE14)
R11 SCV I Control Lever (SE14,W18)
R12 SCV II Control Lever (SE14,W18)
R13 SCV III Control Lever (SE14,W18)
R14 SCV IV Control Lever (SE14,W19)
R15 SCV V Control Lever (SE14,W19)
S3 Neutral Start Switch (SE1,W16)
Operator Presence Switch RZP
S7 [ Ride Zone Protection ]
(SE2,W22)
S31 Rear PTO Switch (SE14,W16)
Hitch Raise Lower Rocker Switch
S32 [ Plugs into ACU board. ]
(SE14)
S34 IMS Sequence Switch (SE14,W16)
S35 Autoshift Resume Switch (SE14,W16)
W4 Cab Harness
W6 Cab Harness
W16 Armrest Control Unit (ACU) Harness (SE14)
W17 Hitch Controls Harness (SE14)
W18 SCV I, II & III Control Levers Harness (SE14)
W19 SCV IV & V Control Levers Harness (SE14)
X24 Armrest Control Unit Harness-to-Cab Harness (W4,W6,W16)
Group CCU - CCU References

Reference 245-CCU-001, CCU Calibration
→NOTE:
This procedure covers the calibration of the CCU.
CCU—Calibratable Addresses
Not all of the CCU addresses are calibratable. See list below for a summary of Calibratable Addresses:
Address 20 through 22
Addresses 24 through 28
Address 30
CCU Calibration Procedure
→NOTE:
The CCU calibration procedure does not begin at any specific address. Any calibratable address is
accessible and calibratable independent of all others.
Entering a number other than a zero where a zero is specified may alter the operation of that circuit or
system.
If Service ADVISOR™ is being used, consult Service ADVISOR™ instructions for calibrating with computer.
The following procedure is written only for the corner post display method of calibrating.
Action:
Dashes and “dIA” Displayed
Move diagnostic fuse from location F9 to location F10.
Turn key switch ON but DO NOT start tractor.
Corner post display should be: " — — /dIA"
Result:
YES: GO TO (2) .
NO:Check fuse F10 and diagnostic line (circuit 312).Repair as necessary. GO TO (2) .
( 2 ) Select CCU
Action:
Operate right turn signal until the corner post display shows "CCU".
Corner post display should be " — — /CCU"
Result:
YES: GO TO (3) .
NO:Corner post display changes but not to "CCU". Check fuse F1, battery supply voltage to the CCU and CCU ground.
NO:If turn signal does not change display, troubleshoot turn signal symptom.
( 3 ) Access CCU Diagnostic Mode
Action:
Pull flash-to-pass switch toward steering wheel to access CCU diagnostic mode.
Corner post display should be " 0 0 /CCU"
→NOTE:
The CCU is now in diagnostic mode. All other control units are in "standby" mode.
Result:
YES: GO TO (4) .
NO:Troubleshoot Turn Signal and Hi/Lo beam (flash-to-pass) symptoms.
Action:
Operate right turn signal once to access address "01" in the corner post display.
Record displayed codes. (See Reference 245-05-003 .)
→NOTE:
See Reference 245-05-003 , Service Code Descriptions, for meaning of service code numbers.
If there are no stored codes, the display will continually cycle from "CCU" to "000".
Result:
YES:No codes displayed. GO TO (5) .
NO:Codes stored. If CCU is new, calibrate before troubleshooting any codes. GO TO (6) .
NO:Codes stored. If CCU is not new, exit this diagnostic and troubleshoot those codes.
( 5 ) Changing Calibratable Addresses
Action:
[1] - Use turn signal lever to select address to be calibrated.
[2] - Activate and hold the flash-to-pass lever until a digit in the corner post display window begins to flash.
[3] - Use the turn signal lever to change the value of the flashing digit.
→NOTE:
This typically takes 3—5 seconds.
[4] - Use the flash-to-pass lever to change which digit flashes (ones, tens or hundreds digit). Repeat steps 3 and 4 until
calibration value is correct for address.
[5] - When all digit positions have the correct value for the address being calibrated, turn the warning lights switch ON and
then OFF to store the value.
[6] - Use turn signal lever to select next address for calibration and repeat the calibration/storage procedure above (Steps
1—5).
→NOTE:
Holding the flash-to-pass switch in the high beam position for approximately 1.5 seconds will cancel any
changes made at that address. The next address can then be accessed using the turn signal switch.
[7] - When calibration is completed, turn key switch OFF, remove fuse from F10 location and install it in F9 location for storage.
Result:
YES: GO TO (6) .OR...go directly to address needing calibration.
( 6 ) Address 20 — Engine Pulses Per Revolution
Action:
AccessCCU Address 20 .
Enter
“027” for 8010 tractors.
Turn the warning light switch ON and then OFF to store the calibration value.
→NOTE:
See step 5 of calibration procedure for instructions to enter values at calibratable addresses.
Result:
YES:Continue to next step or return to diagnosis in process as necessary.
( 7 ) Address 21 — Rear PTO Pulses Per Revolution

Action:
Enter
“040” for 8010 tractors.
→NOTE:
Result:
( 8 ) Address 22 — MFWD Enable
Action:
Enter
“000” To disable MFWD
“001” To enable MFWD
→NOTE:
Result:
( 9 ) Address 24 — English / Metric Display Units
Action:
Enter
"000" To display English units (mph, feet, etc.)
"001" To display Metric units (km/h, meters, etc.)
→NOTE:
The default display mode may be overridden by some optional devices, such as performance monitor.
→NOTE:
Result:
( 10 ) Address 25 — Warning Flasher Operation
Action:
Enter
"000" For North American tractors.
007 For European tractors.
→NOTE:
Turn signal side flashes, opposite side is on steady, CCU controls flashing rate.
→NOTE:
Result:
( 11 ) Address 26 —Service Code Purge Setting
Action:
AccessCCU Address 26 . Enter the desired number to trigger the purging of stored service codes.
Enter
"000" To disable auto purge (codes are NOT purged).
"001" To enable auto purge after 7 engine starts.
"002" To enable auto purge after 13 or 14 engine starts.
→NOTE:
If auto-purge is enabled, any code that has been stored for 7, or, 13 or 14 engine starts will automatically
be cleared from memory the 8th, or, 14th or 15th time the engine is started. Codes will not be
automatically cleared if auto-purge is disabled.
→NOTE:
Result:
( 12 ) Address 27—PTO Load Contribution
Action:
AccessCCU address 27 .
This address displays a value that represents what percentage of total engine load the rear PTO makes up when it is engaged.
The default value is “40” which means that when the rear PTO is engaged, the CCU assumes the rear PTO is responsible for
40% of engine load. The default value should be lowered with a lighter PTO load and increased with a heavier PTO load.
If there is a complaint of poor shifting when the rear PTO is engaged, this value should be changed as follows:
For a light drawbar load and heavy PTO load, increase the default value.
For a heavy drawbar load and light PTO load, decrease the default value.
Enter “101” to enable the CCU to “automatically” select the PTO load factor for a 5—4F shift.
→NOTE:
When “101” is entered at CCU Address 27, the CCU automatically adjusts the PTO load factor for a 5—4F
shift, based on how good the shift is. If both the PTO and SCV are engaged, and an adjustment is
necessary, only the PTO load factor will be changed. (Also see CCU Address 30, “SCV Load Factor”). If
“101”is not entered, the CCU uses the value entered (factory setting is “101”).
→NOTE:
Result:
( 13 ) Address 28 — PTO Configuration
Action:
Enter....
"000" For tractors without PTO installed.
"001" For North American tractors with PTO and maximum modulation.
“003” For North American tractors with PTO and minimum modulation.
“049” For European tractors with PTO and maximum modulation.
“051” For European tractors with PTO and minimum modulation.
→NOTE:
This calibration is required to enable the PTO and the alarms and service codes that are generated by
circuit faults. If the tractor is equipped with PTO and “000” is entered at this address, no operator alarms
will be generated and self diagnostics will not be functional.
→NOTE:
Result:
( 14 ) Address 30 — SCV Load Contribution
Action:
This address displays a value that represents what percentage of total engine load the SCV′s make up when engaged.
The default value is “0”. This value should be changed ONLY if shifting becomes too aggressive when the SCV is under heavy
load.
Enter “101” to enable the CCU to “automatically” select the SCV load factor for a 5—4F shift.
→NOTE:
When “101” is entered at CCU Address 30, the CCU automatically adjusts the SCV load factor for a 5—4F
necessary, only the PTO load factor will be changed. (Also see CCU Address 27, “PTO Load Factor”). If
“101”is not entered, the CCU uses the value entered (factory setting is “000”, no load adjustment for the
SCV).
→NOTE:
Result:
( 15 ) Address 35 — Engine Oil Pressure Sensor Switch Enable
Action:
Enter....
“000” Neither sensor nor switch installed.
“001” Only analog oil pressure sensor installed.
“010” Only oil pressure switch installed.
“011” Both sensor and switch installed.
→NOTE:
Result:
( 16 ) Address 36 — Foot Throttle enable
Action:
Enter....
“000” Tractor with out foot throttle.
“001” Tractor with foot throttle.
→NOTE:
Result:
( 17 ) Address 37 — 10% Droop Enable For PTO Operation
Action:
Enter....
“000” Disable 10% droop for PTO operation
“001” Enable 10% droop for PTO operation
→NOTE:
Result:
( 18 ) Addresses 43, 44 and 45—Engine Hours
Action:
IMPORTANT:
Engine hours calibration (43, 44 and 45) can be done only ONE-TIME. It can be performed ONLY if the CCU
has recorded less than 25 engine hours since it has been installed. If the CCU has recorded more than 25
engine hours, this one-time calibration cannot be performed. Once the key switch is turned OFF,
addresses 43, 44 and 45 become READ ONLY addresses again.
Before replacing the CCU, record the number of engine hours displayed at addresses 43, 44 and 45 of the CCU being replaced.
→NOTE:
Nine digits are reserved for the total engine operating hours number display. Three separate addresses
of three digits each are used. The first address (43), is for the left three digits, the second address (44),
is for the center three digits and the last address (45), is for the right three digits and is where tenths of
hours are displayed.
Use flash-to-pass whenever the right ("ones") digit is flashing to move between addresses 43, 44 and 45.
Enter the total accumulated engine hours. For example, if total accumulated hours were "1276.5", you would enter the
following at each address:
Address 43: "000"

Address 44: "012"
Address 45: "765”
→NOTE:
Address 43 will normally be zeros. (Total hours would have to exceed 99,999.9 before an entry would be
necessary at address 43.)
→NOTE:
Turn the warning light switch ON and then OFF to store the calibration value of both addresses.
→NOTE:
Engine hours can be calibrated and recalibrated as many times as necessary as long as the key switch is
not turned OFF after exiting the diagnostic mode. Once the key switch is turned off, addresses 43, 44 and
45 become READ ONLY addresses.
Result:
( 19 ) Addresses 56 and 57—Wheel Rolling Circumference
Action:
→NOTE:
This is a "manual" calibration of wheel rolling circumference. Wheel rolling circumference can be
calibrated automatically by driving the tractor over a, measured, 122 m (400 ft) course. It can be more
accurate than "manual" calibration because it accounts for actual tire radius and inflation.
→NOTE:
Refer to following table to determine correct wheel rolling circumference value to enter for this
calibration address.
Wheel Roll Circumference Table
Rolling Circumference Rolling Circumference

Tire Size
Index Number (2 Address entry)
46 650/75R34 005550
46 18.4R42 005550
46 20.8R38 005550
46 420/80R46 005550
46 320/95R50 005550
47 20.8R42 005850
47 18.4R46 005850
47 380/90R50 005850
47 520/85R42 005850
47 620/70R42 005850
47 710/70R38 005850
47 480/80R46 005850
47 320/90R54 005850
Operate turn signal switch until address 56 appears in the corner post display.
(See Reference 245-05-002 , Access Control Unit Addresses.)
→NOTE:
The wheel rolling circumference value requires a six digit input and must be entered at two separate
addresses (56 and 57). Each address covers three digits of the six digit number. The first address (56), is
for the left three digits and the second address (57), is for the right three digits.
At address 56, enter the first three digits of the appropriate wheel rolling circumference.
For example, “005” for 20.8R42 tires.
With the right ("ones") digit flashing, momentarily operate flash-to-pass to move to address 57.
→NOTE:
Use flash-to-pass to move between address 56 and 57, whenever the right ("ones") digit is flashing, at
either address.
At address 57, enter the second three digits of the appropriate wheel rolling circumference.
For example, “850” for 20.8R42 tires.
→NOTE:
The six digit number just entered may automatically change when the radar sensor is calibrated, by
driving the tractor, or, percent slip is zeroed.
Holding the flash-to-pass switch in the high beam position for 1.5 seconds will cancel any changes made
for both addresses. The next address can then be accessed using the turn signal switch.
→NOTE:
Result:
( 20 ) Addresses 58 and 59—Transmission Pulses Per Axle Revolution
Action:
→NOTE:
The transmission pulses per axle revolution value requires a six digit input and must be entered at two
separate addresses (58 and 59). Each address covers three digits of the six digit number. The first
address (58), is for the left three digits and the second address (59), is for the right three digits.
At address 58, enter "003".
With the right ("ones") digit flashing, operate flash-to-pass to move to address 59.
→NOTE:
Use flash-to-pass whenever the right ("ones") digit is flashing, at either address, to move between
address "58" and "59".
At address 59, enter "72.9".
→NOTE:
→NOTE:
Result:
( 21 ) Addresses 60 and 61—Radar Sensor Calibration (True Vehicle Speed)
Action:
→NOTE:
The true vehicle speed calibration factor value requires a six digit input and must be entered at two
separate addresses (60 and 61). Each address covers three digits of the six digit number. The first
address (60), is for the left three digits and the second address (61), is for the right three digits.
→NOTE:
If the tractor is not equipped with a radar sensor, enter "000" at both addresses 60 and 61.
Enter "005" for all tractors with radar. This is the first three digits of the true vehicle speed calibration factor.
→NOTE:
address 60 and 61.
At address 61, enter "7.42" for all tractors.
→NOTE:
→NOTE:
Result:
( 22 ) Addresses 92 and 93—Current Vehicle Model Number
Action:
→NOTE:
The vehicle model number requires a six digit input and must be entered at two separate addresses (92
and 93). Each address covers three digits of the six digit number. The first address (92), is for the left
three digits and the second address (93), is for the right three digits.
Enter the first three digits of the appropriate model number.
For example, "008".
→NOTE:
address 92 and 93.
At address 93, enter the second three digits of the appropriate model number.
For example, "410".
Use warning light switch to store calibration value.
→NOTE:
→NOTE:
Result:
( 23 ) Addresses 94 and 95—Current Vehicle Serial Number
Action:
→NOTE:
The vehicle serial number requires a six digit input and must be entered at two separate addresses (94
and 95). Each address covers three digits of the six digit number. The first address ("94"), is for the left
three digits and the second address (95), is for the right three digits.
At address 94, enter the first three digits of the appropriate serial number.
For example, "001".
→NOTE:
Use flash-to-pass whenever the right ("ones") digit is flashing at either address, to move between
address 94 and 95.
At address 95, enter the second three digits of the appropriate serial number.
For example, "234".
Use warning light switch to store calibration value.
→NOTE:
→NOTE:
Result:
YES:Calibration completed. return to diagnosis in process.
Reference 245-CCU-002, CCU Beep Mode Test

System Diagnostic ("Beep") Mode (CCU)
Address 02 “BEEP” Mode The system diagnostic (BEEP) mode (address 02) can help the technician with diagnosis in two
ways. It can be used to:
"verify" operation of devices that are part of the control units circuit.
help find device operation, harness and connector problems.
→NOTE:
This audible signal can be used to verify that a switch is changing state when it is activated (or isn’t changing state when it
It can also be used to check for connector and harness defects by moving/ tugging on harnesses or connectors while in the
BEEP mode. If a "beep" is heard, the display will show the address number of the circuit that caused the "beep".
Address 03 “BEEP” Mode system diagnostic (BEEP) mode is identical to address 02 (BEEP) mode except that the speed
inputs are ignored and no diagnostics is available at the two speed input addresses (addresses 04 and 05). This gives the
technician the option of "turning off" the speed inputs by using address 03 or turning them on by using address 02. The speed
inputs not monitored at address 3 include:
Engine Speed and PTO Speed (Address 04).

Wheel Speed and Ground Speed (Address 05).
“BEEP” Mode Addresses
The following addresses support the diagnostic (BEEP) mode.
Beep Mode Addresses
Diagnostic Address Information Displayed Circuit Description
5 Switch Status Wheel Speed and Radar Sensors
6 Not Used
7 Switch Status Hydraulic Oil Reservoir Level Switch Axle Pump Oil Pressure Switch
8 Voltage Park Brake Pressure Sensor
9 Switch Status Rear PTO "On" Switch
10 Switch Status Warning Lights Switch
11 Switch Status Sensor Power Fuse (F14),Transmission Oil Filter Restriction, Hydraulic Oil Filter Restriction
12 Switch Status Engine Air Filter Restriction Sensor Transmission Oil Pressure Sensor
13 Not Used
14 Voltage Intake Manifold Air Temperature
15 Voltage Foot Throttle
16 Voltage Fuel Level Sensor
17 Voltage Hydraulic Oil Temperature Sensor
18 Voltage Engine Coolant Temperature Sensor
19 Voltage Engine Oil Pressure Sensor
System Diagnostic (“Beep”) Mode (CCU)

( 1 ) Access System Diagnostic (“Beep”) Mode (“02”)
Action:
→NOTE:
This procedure is identical toAddress 3 “BEEP” Mode except that the speed inputs are ignored at address
03 and no diagnostics is available at the two speed input addresses (addresses 04 and 05). This gives the
technician the option of "turning off" the speed inputs by using address 3 or turning them on by using
address 02.
AccessCCU Address 02 . SeeAccess Control Unit Addresses (Reference 245-05-002 ).
02
CCU
Result:
YES: GO TO (2) .
( 2 ) Operate Following Controls
Action:
activated:
Controls
Rear PTO Lever (9)

Warning Lights Switch (10)
Remove & Install Fuse F14 (11)
Result:
YES:To check additional controls: GO TO (3) .
NO:If no "beep" is heard, or address number displayed when a switch is operated, GO TO the address number for the specific
device to check its operation. See"CCU “BEEP” Mode Addresses , at the beginning of this test procedure.
( 3 ) Harness and Connectors Checks
Action:
All other circuits that support the CCU diagnostic "beep" mode, do not have controls that can be operated (addresses 04, 05,
07, 12, 14, 16, 17, 18 and 19) but are sensing and monitoring circuits that the CCU uses to activate system alert and/or status
indicators.
If a certain circuit is creating intermittent problems, the diagnostic "beep" mode at address "02" can be used to check for
harness and connector intermittent conditions.
If the warning horn "beeps" while moving and tugging harnesses (while at address "02"), a harness problem is indicated.
Tugging on connectors may reveal a poor connection if the warning horn "beeps".
Result:
NO:If a "beep" indicates a possible harness or connector problem exists, use a volt-ohmmeter to check harness leads and
connector terminals and repair as necessary.
Reference 245-CCU-004M, Engine Speed Sensor Test

Test Procedure
→NOTE:
This procedure tests the Engine Speed Sensor (B34) and its associated wiring. If the code will not clear,
even though the test passed, an intermittent electrical or a control unit problem is possible. Check for
intermittent problems using CCU BEEP Mode Test. (See Reference 245-CCU-002 )
( 1 ) Engine Speed Sensor
Action:
Start the engine and accessCCU Address 04 . (See Reference 245-05-002 , Access Control Unit Addresses.)
04
X0X
04
X1X
The middle digit of the display will continuously change from "0" to "1" and "1" to "0" while the engine is running to indicate
the speed sensor is active.
Result:
YES:Sensor is functioning properly. Return to diagnosis in process.
NO: GO TO (2) .
( 2 ) Check Sensor Resistance
Action:
STOP engine.
Unplug Engine Speed Sensor (B34) and check resistance across its terminals. There should be approximately 3000 ohms
resistance. (See Reference 245-ECU-300 , ECU Wiring Diagram SE10)
Result:
YES: GO TO (3) .
NO:Replace sensor (B34). GO TO (1) .
( 3 ) Check Harness and Connectors
Action:
Turn the key switch OFF.
Check for continuity, shorts or opens on circuits:
Circuit 345 from A10X1 pin J2 to Engine Speed Sensor (B34) pin A
Circuit 316 from Engine Speed Sensor (B34) pin B to A10X1 pin D2 and Diagnostic Voltage Connector (X25) pin D.
Result:
YES:Reconnect all parts. GO TO (1) .
NO:Repair harness or connector as necessary and to check operation of sensor. GO TO (1) .
Reference 245-CCU-004R, PTO Speed Sensor Test

Test Procedure
→NOTE:
This procedure tests the PTO Speed Sensor (B25) and its associated wiring. If the code will not clear,
intermittent problems using CCU BEEP Mode Test. (See Reference 245-CCU-002 .)
( 1 ) PTO Speed Sensor
Action:
Start the engine and accessCCU Address 04 . (See Reference 245-05-002 , Access Control Unit Addresses.)
04
XX0
04
XX1
The right digit of the display will continuously change from "0" to "1" and "1" to "0" while the engine is running to indicate the
speed sensor is active.
Result:
YES:Sensor is functioning properly. Return to diagnosis in process.
NO: GO TO (2) .
( 2 ) Check Sensor Resistance
Action:
STOP engine.
Unplug PTO Speed Sensor (B25) and check resistance across its terminals. There should be approximately 3000 ohms of
resistance.
(See Reference 245-CCU-300 , CCU Wiring Diagram SE8)
04
XX0
or.....
04
XX1
→NOTE:
The display right digit should not change.
Result:
YES: GO TO (3) .
NO:Replace sensor (B25). GO TO (1) .
( 3 ) Check Harness and Connectors
Action:
Turn the key switch OFF.
Check for continuity, shorts or opens on circuits:
Circuit 576 (from A7X1 pin J2 to B25 connector pin A)

Circuit 050 (from B25 connector pin B to single point ground)
Check connector terminals for any damage or corrosion.
Result:
YES:Reconnect all parts. GO TO (1) .
NO:Repair harness or connector as necessary and to check operation of sensor. GO TO (1) .
Reference 245-CCU-005M, Wheel Speed Sensor Test

Test Procedure
→NOTE:
This procedure tests the wheel speed sensor (B16) and its wiring for proper operation. If the code will not
clear, even though the test passed, an intermittent electrical or a control unit problem is possible. Check
for intermittent problems using CCU BEEP Mode Test. (See Reference 245-CCU-002 .)
Also check CCU address 58-59 to verify correct values are entered. Correct value for CCU address 58 is
′003′ and CCU address 59 is ′72.9′.
( 1 ) Check Wheel Speed Sensor
Action:
→NOTE:
Diagnostic fuse must NOT be installed for this step.
Without the diagnostic fuse installed, start the tractor and select SPEED on the ICU display.
If the radar symbol is displayed, select SPEED a second time so wheel speed is displayed.
→NOTE:
If the radar symbol is displayed, true ground speed is displayed. Wheel speed is required for this test.
Drive the tractor and observe display for a non-zero wheel speed to be displayed.
ICU display should read:
X.X
Where “X” represents a numerical speed readout.
Result:
YES:Wheel speed sensor is working properly. Return to diagnosis in process.
NO: GO TO (2) .
( 2 ) Check Supply Voltage
Action:
→NOTE:
The key switch must be ON and the engine NOT running.
With the key switch ON and engine NOT running, unplug the wheel speed sensor (B16) connector and check for battery voltage
at circuit 502.
Voltmeter should read battery voltage.
→NOTE:
(See Reference 245-CCU-300 for CCU wiring diagram SE-8.)
Result:
YES: GO TO (3) .
NO:Check for an open in circuit 502 from CCU A7X3 pin G1 to sensor (B16). Repair harness. GO TO (1) .
( 3 ) Check Ground and Signal Circuits
Action:
Disconnect the two-way connector at the sensor (B16). Check for opens in ground circuit of sensor connector to the single point
ground next to the batteries (circuit 050).
If there are no opens in the ground circuit, check the signal circuit 508 of sensor connector for a short to ground.
Result:
YES:Replace sensor (B16). GO TO (4) .
NO:Repair harness. GO TO (1) .
( 4 ) Check New Sensor
Action:
With key switch and engine OFF, connect the tractor harness to the new sensor.
Install the diagnostic fuse in location F10 and turn the key switch ON.
Wave a screw driver in front of the new sensor and observe the corner post display and listen for "beeps".
05
X0X
or . . . .
05
X1X
→NOTE:
The center display digit should change from "0" to "1" to "0" to "1" as the screw driver is moved in front
of the speed sensor.
Result:
YES:Permanently install new sensor (B16). GO TO (1) .
NO:Replace and calibrate CCU (A7). (See Reference 245-CCU-001 , CCU Calibration.) GO TO (1) .
Reference 245-CCU-007R, Clean Oil Reservoir Level Switch Test

Test Procedure
→NOTE:
This procedure tests the Clean Oil Reservoir Level Switch (B18) and its associated wiring. If the code will
not clear, even though the test passed, an intermittent electrical or a control unit problem is possible.
Check for intermittent problems using CCU BEEP Mode Test. (See Reference 245-CCU-002 .)
( 1 ) Clean Oil Reservoir Level Switch
Action:
AccessCCU Address 07 (See Reference 245-05-002 , Access Control Unit Addresses)
07
XX1
Result:
YES: GO TO (3) .
NO: GO TO (2) .
( 2 ) Check Switch
Action:
Unplug connector at Reservoir Level Switch (B18) and use a jumper wire to short across the harness connector terminals.
07
XX1
Circuit 706 goes from B18 pin B to A7X1 pin B2.
Circuit 942 goes from B18 pin A to A7X1 pin E3.
Result:
YES:Replace the switch. GO TO (1) .
NO:Check for an open on circuits 706 or 942. Repair circuits. GO TO (1) .
( 3 ) Check Harness
Action:
Unplug connector at Reservoir Level Switch (B18).
07
XX0
Circuit 706 goes from B18 pin B to A7X1 pin B2.
Result:
YES: GO TO (4) .
NO:Check harness for a short on circuits 706 or 942. Repair circuits. GO TO (1) .
( 4 ) Check Reservoir Level
Action:
Connect connector to Reservoir Level Switch (B18).
Start engine.
07
XX1
Result:
YES:Switch is good. Return to diagnosis in process.
NO:Check for stored code CCU 062 which indicates reservoir oil level low.
Reference 245-CCU-008, Park Brake Pressure Sensor Test

Test Procedure
→NOTE:
This procedure tests the Park Brake Pressure Sensor (B24) and its associated wiring. If the code will not
for intermittent problems using CCU BEEP Mode Test. (See Reference 245-CCU-002 )
( 1 ) Park Brake Pressure Sensor Voltage Check
Action:
AccessCCU Address 08 . (See Reference 245-05-002 , Access Control Unit Addresses)
The display should read between:
08
0.20
and . . . .
08
4.50
Result:
YES:Check of voltage is OK. Return to diagnosis in process.
NO:If display is less than 0.20 volts or more than 4.50 volts, GO TO (2) .
( 2 ) Check Sensor Disconnected
Action:
Remove Park Brake Pressure Sensor (B24) connector.
Check for 5 volts on pin B of sensor connector (circuit 326).
Display should read between:
08
0.00
and...
08
0.10
Result:
NO: GO TO (3) .
( 3 ) Check Harness
Action:
Turn key switch off.
Check continuity from sensor (B24) connector pin A to CCU connector A7X2 pin D3 (circuit 314).
Check continuity from sensor (B24) connector pin B to CCU connector A7X1 pin K1 (circuit 326).
Check continuity from sensor (B24) connector pin C to CCU connector A7X1 pin E2 (circuit 541). Check for short to circuit 326
or other voltage source.
Also check the three circuits for opens, shorts, and grounds.
Result:
YES:Circuits 314 and 326 are good. Replace CCU/PCU control unit.
NO:Repair harness as necessary. Check operation of sensor. GO TO (1) .
Reference 245-CCU-009, Rear PTO Switch Test

Test Procedure
→NOTE:
This procedure tests the Rear PTO Switch (S31) and its associated wiring. If the code will not clear, even
though the test passed, an intermittent electrical or a control unit problem is possible. Check for
( 1 ) Rear PTO Switch OFF
Action:
Key switch must be ON, engine NOT running. PTO switch in OFF position.
09
X01
→NOTE:
”010” when PTO is ON, switch open.
”001” when PTO is OFF, switch closed.
Circuit 583 goes from S31 pin 2 to connector X24 pin 12. From X24 pin 12 to A7X3 pin B1.
Circuit 542 goes from S31 pin 1 to fuse F13 pin B, Automatic Power Shift (APS) Resume Switch (S35) pin 2 and IMS Sequence
Switch (S34) pin 2.
(See Reference 245-ACU-300 , ACU Wiring Diagram SE14)
Result:
YES: GO TO (2) .
NO:If right digit is “0” and middle digit a “1”, the PTO switch is stuck ON or a short between circuit 583 and circuit 542. Repair
circuits as necessary.
( 2 ) Rear PTO Switch ON
Action:
Place PTO switch (S31) in ON position.
09
X1X
Circuit 581 goes from S31 pin 3 to connector A16X4 pin 5.
Circuit 542 goes from S31 pin 1 to fuse F13 pin B, Automatic Power Shift (APS) Resume Switch (S35) pin 2 and IMS Sequence
Switch (S34) pin 2.
(See Reference 245-ACU-300 , ACU Wiring Diagram SE14)
Result:
YES:Rear PTO Switch is OK. Return to diagnosis in process.
NO:If middle digit is “0” and right digit a “1”, switch may be stuck OFF or a short between circuit 581 and circuit 542. Repair
circuits as necessary.
Reference 245-CCU-010, Hazard Lights Switch Status

Test Procedure
Status Address
Action:
CCU address 10 displays the status of the hazard lights switch (S20).
When hazard lights switch is OFF, the display will show “000”.
When hazard lights switch is ON, the display will show “001”.
This address is supported by CCU System Beep Mode procedure.
(See Reference 245-CCU-002 , CCU Beep Mode Test.)
Result:
YES:To perform hazard lights switch test, GO TO (2) .
( 2 ) Hazard Lights Switch OFF
Action:
→NOTE:
This procedure tests the hazard lights switch operation and its wiring for proper operation. If the code
will not clear, even though the test passed, an intermittent electrical or a control unit problem is
possible.
AccessCCU address 02 to check for intermittent problems using CCU BEEP Mode Test. (See Reference
245-CCU-002 )
AccessCCU address 10 .
Key switch (S20) must be ON, engine NOT running. Light switch in OFF position.
10
XX0
Check switch status by viewing right digit.
→NOTE:
The light switch must be in the OFF position. If light switch is in ROAD position the display will show
“001”.
→NOTE:
Circuit 126 goes from hazard lights switch pin B to CCU connector A7X3 pin H2.
Result:
YES: GO TO (3) .
NO:If the display is “1”, the switch is defective or circuit 126 is shorted to battery voltage. Repair or replace as
necessary.Repeat this step.
( 3 ) Hazard Lights Switch ON
Action:
With hazard lights switch (S20) ON,
10
XX1
Check switch status by viewing right digit.
→NOTE:
The light switch must be in the OFF position. If head light switch is in ROAD position the display will show
“001”.
→NOTE:
Result:
YES:Hazard lights switch is good. Return to diagnosis in progress.
NO:If the display right digit is “0”, the switch is defective or circuit 126 is open to ground. Repair or replace as necessary. GO
TO (2) .
Reference 245-CCU-011L, Hydraulic Filter Restriction Switch Test

Test Procedure
→NOTE:
This procedure tests the Hydraulic Filter Restriction Switch (B20) and its wiring. If the code will not clear,
( 1 ) Hydraulic Filter Restriction Switch
Action:
11
0XX
Result:
YES: GO TO (2) .
NO: GO TO (3) .
( 2 ) Check for Open in Harness
Action:
Remove the Filter Restriction Switch (B20) connector. Install a jumper wire across the harness connector terminals.
11
1XX
→NOTE:
CCU wiring diagram SE-8 . (See Reference 245-CCU-300 )
Circuit 704 goes from B20 pin B to A7X1 pin F1.
Result:
YES: GO TO (3) .
NO:Check for an open in circuits 704 and 942. Repair as necessary and return to diagnosis in process.
( 3 ) Check Switch
Action:
Reconnect Filter Restriction Switch (B20).
Start the engine and set at 1500 rpm. Run for three minutes.
11
0XX
Result:
YES:Switch is good. Return to diagnosis in process.
NO:Check hydraulic filter. If filter is plugged, replace filter. Return to diagnosis in process.
( 4 ) Check Harness
Action:
Disconnect the Filter Restriction Switch (B20).
11
0XX
Circuit 704 goes from B18 pin B to A7X1 pin F1.
Result:
YES:Replace the switch and return to diagnosis in process.
NO:Harness is shorted. Check for a short in circuits 704 and 942. Repair as necessary and return to diagnosis in process.
Reference 245-CCU-011R, Sensor Power Test

Test Procedure
→NOTE:
This procedure tests the Sensor Power Fuse (F14) and its associated wiring. If the code will not clear,
( 1 ) Sensor Power Fuse Status
Action:
11
XX1
Circuit 942 goes from fuse F14-B to CCU sensors. F14-A is supplied 12 volts from the ELX relay (K15) pin 87 (circuit 072).
Result:
YES:Sensor power circuit is good. Return to diagnosis in process.
NO:If fuse F14 is good, check circuit 942 for shorts or opens. Return to diagnosis in process.
NO:If F14 is open, check circuit 942 for a short to ground condition. Return to diagnosis in process.
Reference 245-CCU-012R, Engine Air Filter Restriction Sensor Test

Test Procedure
→NOTE:
This procedure tests the Engine Air Filter Restriction Sensor (B19) and its associated wiring. If the code
possible. Check for intermittent problems using CCU BEEP Mode Test. (See Reference 245-CCU-002 .)
( 1 ) Engine Not Running Check
Action:
12
XX0
Result:
YES: GO TO (3) .
NO: GO TO (2) .
( 2 ) Switch / Circuit Check
Action:
Disconnect connector from Filter Restriction Sensor (B19) located near the turbocharger.
12
XX0
Circuit 351 goes from B17 pin B to A7X1 pin G2.
Result:
YES:Replace switch. Return to diagnosis in process.
NO:Check for short from circuit 942 (or 12 volts) to circuit 351. Circuit 351 should have 0 volts with sensor disconnected.
Return to diagnosis in process.
( 3 ) Engine Running Check
Action:
Start engine and observe CCU address 12.
12
XX0
Circuit 351 goes from B19 pin B to A7X1 pin G2.
Result:
YES:Check for intermittent shorts to power (circuit 942) on circuit 351. Return to diagnosis in process.
NO:Replace or clean Primary Filter Element. Replace Secondary Filter Element if required. Return to diagnosis in process.
Reference 245-CCU-013M, Park Brake Sensor Test

Test Procedures
( 1 ) Park Brake Sensor
Action:
With tractor in park, install diagnostic fuse (F10) and turn key switch on.
Access CCU address 13. (See Reference 245-05-002 , Access Control Unit Addresses.)
13
X0X
→NOTE:
Check park brake pressure sensor function by viewing the center display digit.
See CCU Wiring Diagram (See Reference 245-CCU-300 .)
Result:
YES: GO TO (2) .
NO: GO TO (3) .
( 2 ) Pressure Check
Action:
Start Engine and move shift lever into neutral.
13
X1X
Check switch status by viewing middle digit.
Result:
YES:Sensor functioning ok. Return to diagnosis in progress.
NO: GO TO (3) .
( 3 ) Voltage Check
Action:
Stop engine. Leave key switch in the on position.
Disconnect sensor connector (B24). Use multi meter and check for 5 volts across pins “A” and “B” of the sensor connector.
Result:
YES: GO TO (4) .
NO: GO TO (5) .
( 4 ) Sensor Signal to CCU Circuit Check
Action:
Check for continuity between sensor connector pin “C” to CCU A7X1 pin E2.
Result:
YES:Replace sensor (B24). If necessary check for intermittent problems using CCU Beep Mode Test (See Reference 245-
CCU-002 . GO TO (2) .
NO:Repair circuit 326. GO TO (2) .
( 5 ) Sensor Voltage Circuit Check
Action:
Check for shorts between pins “A” and “B” on sensor connector (B24).
Check for opens or high resistance on circuits 314 and 326.
Circuit 314 pin A to connector A7X2 pin D3.
Circuit 326 pin B to connector A7X1 pin K1.
Result:
YES:Replace sensor (B24). If necessary check for intermittent problems using CCU Beep Mode Test (See Reference 245-
CCU-002 .
Reference 245-CCU-013R, Engine Oil Pressure Sensor Test

Test Procedure
→NOTE:
This procedure tests the engine oil pressure sensor (B29) and its associated wiring. If the code will not
( 1 ) Engine Oil Pressure Sensor
Action:
Turn key switch ON. Engine OFF.
Access CCU address 13. (See Reference 245-05-002 , Access Control Unit Addresses)
13
XX0
At CCU Address 13 the sensor status is shown as a 1 or 0, as in a pressure switch application, even though it is an analog
sensor. If voltage is less than 2.0 volts, CCU thinks switch is open and displays a 0. Greater than 2.0 volts and Address 13
displays a 1, switch closed. CCU Address 19 is the actual voltage signal from the sensor.
Result:
YES:CCU code is not stored. GO TO (3) .
NO:If right digit display′s “1,” GO TO (2) .
( 2 ) Check Sensor Disconnected
Action:
Remove engine oil pressure sensor (B29) connector.
19
0.00
and...
19
0.10
Result:
YES:Test passed. GO TO (4)
NO:Check for an opens and shorts. Repair as necessary. Check operation of sensor. GO TO (1) .
( 3 ) Engine Running Test
Action:
Start engine and set at 1000 rpm.
The corner post should read:
13
XX1
Result:
YES:Sensor is good. Return to diagnosis in process.
NO: GO TO (4)
( 4 ) Sensor Circuit Checks
Action:
Remove sensor connector (B29).
Check the following circuits for opens, shorts or high resistance:
Circuit 314 from B29 connector pin A to A7X2 pin D3

Circuit 326 from B29 connector pin B to A7X1 pin K1
Circuit 367 from B29 connector pin C to A7X1 pin B3
Result:
YES:Replace sensor. GO TO (1) .
Reference 245-CCU-014, Intake Manifold Air Temperature Input Voltage

Test
Test Procedure
→NOTE:
This procedure tests the Intake Manifold Air Temperature Input Voltage (B27) and its associated wiring. If
the code will not clear, even though the test passed, an intermittent electrical or a control unit problem
is possible. Check for intermittent problems using CCU BEEP Mode Test. (See Reference 245-CCU-002 .)
( 1 ) Intake Manifold Air Temperature Sensor
Action:
Turn key switch ON.
14
0.20
and . . . .
14
4.50
Result:
YES:Return to diagnosis in process.
NO:If display is less than 0.20 volts, GO TO (2) .
NO:If display is more than 4.50 volts, GO TO (3) .
( 2 ) Sensor Out of Range, Low
Action:
Disconnect harness at sensor B27.
Install jumper wire from pin A to pin B (circuits 303 to 314) at harness connector.
Display should be between:
14
0.00
and . . . .
14
0.20
Result:
YES:Replace sensor. GO TO (1) .
NO: GO TO (4) .
( 3 ) Sensor Out of Range, High
Action:
Remove switch connector.
14
4.85
and . . . .
14
5.15
Result:
NO: GO TO (4) .
( 4 ) Check Harness
Action:
Turn key switch off.
Disconnect CCU/PCU A7X2 connector.
Check circuit 303 for opens, shorts and high resistance from pin A at the sensor connector to pin E1 at the A7X2 connector.
Check circuit 314 for opens, shorts and high resistance from pin B at the sensor connector to pin D3 at the A7X2 connector.
Result:
YES:Replace sensor (B27) and check sensor again.
NO:Repair harness as necessary. GO TO (1) .
Reference 245-CCU-015, Foot Throttle Input Voltage Test

Test Procedure
→NOTE:
This procedure tests the Foot Throttle Input Voltage (R3) and its associated wiring. If the code will not
( 1 ) Foot Throttle Potentiometer
Action:
Turn key switch ON.
15
0.20
and . . . .
15
4.50
Result:
YES:System voltage OK. Return to diagnosis in process.
NO:If display is less than 0.20 volts or more than 4.50 volts, GO TO (2) .
( 2 ) Potentiometer Out of Range High
Action:
Remove connector (R3).
14
0.00
and...
14
0.10
Result:
YES:Replace potentiometer (R3). GO TO (1) .
NO: GO TO (3) .
( 3 ) Check Harness
Action:
Turn key switch OFF.
Disconnect CCU/PCU A7X2 connector.
Check continuity from sensor (R3) connector pin A to CCU connector A7X2 pin D3 (circuit 314).
Check continuity from sensor (R3) connector pin B to CCU connector A7X1 pin A2 (circuit 363). Check for short to circuit 326 or
other voltage source.
Check continuity from sensor (R3) connector pin C to CCU connector A7X1 pin K1 (circuit 326).
Also check three circuits for opens, shorts, and grounds.
Result:
YES:Circuits 314, 326 and 363 are good. Replace and calibrate CCU.(See Reference 245-CCU-001 , CCU Calibration)
Reference 245-CCU-016, Fuel Level Sensor Test

Test Procedure
→NOTE:
This procedure tests the fuel level sensor (B30) and its associated wiring. If the code will not clear, even
though the test passed, an intermittent electrical or a control unit problem is possible. Check for
( 1 ) Fuel Level Sensor
Action:
AccessCCU Address 16 . (See Reference 245-05-002 , Access Control Unit Addresses.)
Voltage reading on the display should be between:
16
0.00
and . . . .
16
4.80
Result:
YES:Sensor and wiring are good. Return to diagnosis in process.
NO:If display is less than 0.2 volts and tank is more than 1/4 full; GO TO (2) .
NO:If display is more than 4.80 volts and tank is less than 3/4 full; GO TO (4) .
( 2 ) Check For Circuit Shorts to Ground
Action:
Disconnect the harness connector at the Fuel Level Sensor (B30).
Voltage reading on the display should be:
16
5.00
Result:
YES:Replace the sensor (B30). GO TO (1) .
NO: GO TO (3) .
( 3 ) Check Harness For Shorts to Ground
Action:
Check circuit 353 for a short to ground.
→NOTE:
Result:
YES:If there is not a short in circuit 353, replace the CCU (A7). (See Reference 245-CCU-001 , CCU Calibration.)
( 4 ) Check Sensor
Action:
Disconnect the eyelet terminals at the Fuel Level Sensor (B26) and install a jumper wire between them.
16
0.00
and
16
0.20
Result:
NO: GO TO (5) .
( 5 ) Check Harness
Action:
Disconnect CCU A7X1 connector (30-way).
Check for a short to battery voltage on circuit 353 pin A3 at connector A7X1.
Check circuit 050 for an open circuit from fuel level sensor (B30) to X29 pin 18.
→NOTE:
Result:
YES:If there are no open or short circuits, replace the CCU (A7). (See Reference 245-CCU-001 , CCU Calibration.)
NO:Repair the harness as necessary. GO TO (1) .
Reference 245-CCU-017, Hydraulic Oil Temperature Sensor Test

Test Procedure
→NOTE:
This procedure tests the Hydraulic Oil Temperature Sensor (B26) and its associated wiring. If the code
( 1 ) Hydraulic Oil Temperature Sensor
Action:
17
0.20
and . . . .
17
4.50
Result:
YES:Sensor and wiring are good. Return to diagnosis in process.
NO:If display is less than 0.2 volts; GO TO (2) .
NO: GO TO (4) .
( 2 ) Check Sensor Out of Range, High
Action:
Remove the Temperature Sensor (B23) connector.
17
4.85
and . . . .
17
5.15
Result:
YES:Replace temperature sensor (B26). GO TO (1) .
NO: GO TO (3) .
( 3 ) Check Harness
Action:
→NOTE:
Result:
YES:No shorts in circuit 701. Replace and calibrate the CCU (A7). (See Reference 245-CCU-001 ,CCU Calibration.) GO TO (1) .
( 4 ) Check Sensor Out of Range, Low
Action:
Disconnect harness at the temperature sensor (B26). Install a jumper wire from pin A to pin B (circuits 701 to 314) at the
harness connector.
17
0.00
and . . . .
17
0.20
→NOTE:
Result:
NO: GO TO (5) .
( 5 ) Check Harness
Action:
Disconnect CCU A7X2 connector.
Check circuit 701 for continuity at pin A of the sensor connector and pin E2 of the A7X2 connector.
Check circuit 314 for continuity at pin B of the sensor connector and pin D3 of the A7X2 connector.
→NOTE:
See Reference 245-CCU-300 for CCU wiring diagram SE-8.)
Result:
YES:Circuits 701 and 314 are good. Replace the CCU (A7). (See Reference 245-CCU-001 , CCU Calibration.)
NO:Repair harness as necessary. GO TO (1)
Reference 245-CCU-018, Engine Coolant Temperature Sensor Test

Test Procedure
→NOTE:
This procedure tests the engine coolant temperature sensor (B28) and its associated wiring. If the code
( 1 ) Engine Coolant Temperature Sensor
Action:
18
0.20
and . . . .
18
4.50
Result:
YES:temperature sensor (B28) and wiring are good. Return to diagnosis in process.
NO:If display is less than 0.2 volts; GO TO (2) .
NO:If display is more than 4.5 volts; GO TO (4) .
( 2 ) Check Sensor Out of Range, High
Action:
Remove the temperature sensor (B28) connector.
18
4.85
and . . . .
18
5.15
Result:
YES:Replace temperature sensor (B28). GO TO (1) .
NO: GO TO (3) .
( 3 ) Check Harness
Action:
→NOTE:
Result:
YES:No shorts in circuit 359. Replace and calibrate the CCU (A7). (See Reference 245-CCU-001 ,CCU Calibration.) GO TO (1) .
NO:Repair harness as necessary. GO TO (1)
( 4 ) Check Sensor Out Of Range, Low
Action:
Disconnect harness at the temperature sensor (B28). Install a jumper wire from pin A to pin B (circuits 359 to 314) at the
harness connector.
18
0.00
and . . . .
18
0.20
→NOTE:
Result:
YES:Replace the temperature sensor (B28). GO TO (1) .
NO: GO TO (5) .
( 5 ) Check Harness
Action:
Disconnect CCU A7X2 connector.
Check circuit 359 for continuity from pin A of the temperature sensor (B28) connector to pin E3 of the A7X2 connector.
Check circuit 314 for continuity from pin B of the temperature sensor (B28) connector to pin D3 of the A7X2 connector.
→NOTE:
Result:
YES:Circuits 359 and 314 are good. Replace and calibrate the CCU (A7). (See Reference 245-CCU-001 , CCU Calibration.) GO
TO (1) .
Reference 245-CCU-019, Engine Oil Pressure Sensor Test

Test Procedure
→NOTE:
This procedure tests the engine oil pressure sensor (B29) and its associated wiring. If the code will not
( 1 ) Engine Oil Pressure Sensor
Action:
19
0.50
and . . . .
19
4.50
Result:
YES:Pressure sensor (B29) and wiring are good. Return to diagnosis in process.
NO:If display is less than 0.5 volts or more than 4.5 volts; GO TO (2) .
( 2 ) Check Sensor Out of Range, Low
Action:
Remove the pressure sensor (B29) connector.
Check for 5 volts at pin B (circuit 326).
Check for continuity to ground from pressure sensor (B29) pin A to A7X2 pin D3 (circuit 314).
→NOTE:
19
0.00
and
19
0.10
Result:
YES:Replace pressure sensor (B29). GO TO (1) .
NO: GO TO (3) .
( 3 ) Check Harness
Action:
Disconnect CCU A7X1 (30-way) and A7X2 (18-way) connectors.
Check the following circuits for continuity, short to ground, or short to a 5 volt or 12 volt supply:
367 (pin C at the sensor connector and pin B3 at connector A7X1)

326 (pin B at the sensor connector and pin K1 at connector A7X1)
314 (pin A at the sensor connector and pin D3 at connector A7X2)
→NOTE:
Result:
YES:No shorts or opens in circuits 367, 326 and 314. Replace and calibrate the CCU (A7). (See Reference 245-CCU-001 , CCU
Calibration.) GO TO (1) .
Reference 245-CCU-027, Rear PTO Load Contribution

Adjustment Address
→NOTE:
This adjustment DOES NOT require re-calibration of the transmission. Adjustments can be made while
driving the tractor by installing the diagnostic fuse AFTER the tractor is started.
Action:
CCU address 27 adjusts the PTO load contribution. If a rough shifting problem occurs when using the PTO, vary the PTO Load
Compensation at CCU Address 27. The number at this address represents an assumption of how much engine power is being
used by the PTO verses going to the wheels. The default is 40 (40% of power going to the PTO). The number can be changed
between 0—100. Raise this number to smooth out rough shifts and lower this to make tractor less likely to pause during a shift
(jumpier). This only affects shifting with PTO engaged.
→NOTE:
A too high or too low setting can cause a poor shift.
For example, if adjustment is made from 40 directly to 80, the shift may be just as rough if the correct setting should have
been 60. Try adjusting up and down by 5 or 10% increments to avoid "overshooting" the optimum setting.
Enter “101” to enable adaptive mode. This allows the CCU to “automatically” select the PTO load factor for a 5—4F shift.
“0-100” to use a programmed percentage - adaptive mode disabled. A typical display is 040.
For a light drawbar load and heavy PTO load, increase the default value.
For a heavy drawbar load and light PTO load, decrease the default value.
→NOTE:
When “101” is entered at CCU Address 27, the CCU automatically adjusts the PTO load factor for a 5—4F
necessary, only the PTO load factor will be changed. (Also see CCU Address 30, “SCV Load Factor”). If
“101”is not entered, the CCU uses the value entered (factory setting is “101”).
Result:
YES:To check or change this display value, GO TO (2) .
( 2 ) Adjusting CCU Address 27
Action:
Program this address as follows:
1. AccessCCU address 27 .(See Reference 245-05-002 , Access Control Unit Addresses.)

2. Pull the flash-to-pass lever and pause for about three seconds. This will cause the left column digit to start flashing.
3. By moving the turn signal to the right, the number will increase, and moving the turn signal to the left, the number will
decrease. When the correct number is displayed, pull the flash-to-pass lever and the middle digit will start flashing.
4. Set the middle digit with the turn signal lever using the same method and then pull the flash-to-pass lever again for the
digit in the right column to begin flashing.
5. Set the right column digit with the turn signal lever using the same method and then turn the hazard lights switch ON and
then OFF to store the setting.
Result:
Reference 245-CCU-030, SCV Load Contribution

Adjustment Address
→NOTE:
This adjustment DOES NOT require re-calibration of the transmission. Adjustments can be made while
driving the tractor by installing the diagnostic fuse AFTER the tractor is started.
Action:
CCU address 30 adjusts the SCV load. If a rough shifting problem occurs when heavily using the SCVs, vary the SCV load
Compensation at CCU Address “30”. The number at this address represents an assumption of how much engine power is being
consumed by hydraulic loads versus going to the wheels. The default is 0 (0% of power going to the hydraulic pump). The
number can be changed between 0—100. By raising this number, shifts will be less jumpy. This only affects shifting with an
SCV activated.
→NOTE:
A too high or too low setting can cause a poor shift.
For example, if adjustment is made from 0 directly to 50, the shift may be just as rough if the correct setting should have been
25. Try adjusting up and down by 5 or 10% increments to avoid "overshooting" the optimum setting.
Enter “101” to enable adaptive mode. This allows the CCU to “automatically” select the SCV load factor for a 5—4F shift.
“0-100” to use a programmed percentage - adaptive mode disabled. A typical display is 040.
→NOTE:
When “101” is entered at CCU Address 30, the CCU automatically adjusts the SCV load factor for a 5—4F
necessary, only the PTO load factor will be changed. (Also see CCU Address 27, “PTO Load Factor”). If
“101”is not entered, the CCU uses the value entered (factory setting is “000”, no load adjustment for the
SCV).
Result:
( 2 ) Adjusting CCU Address 27
Action:
1. AccessCCU address 27 .(See Reference 245-05-002 , Access Control Unit Addresses.)

2. Pull the flash-to-pass lever and pause for about three seconds. This will cause the left column digit to start flashing.
Result:
Reference 245-CCU-200, CCU Theory Of Operation

LEGEND:
A HCU / SCU & SCo
B CCU / PCU
C ECU / SSU
Control Unit Locations
The Central Control Unit (CCU) is located on back of the cab underneath the green panel. It has wired to it, switches and
sensors used by the CCU for monitoring tractor system operations. It is powered through fuse F1 with circuit 502 which
terminates on A7X3 pin G1 and G2.
The CCU also serves as the termination point of the CCD network with an internal resistor. The CCU broadcasts necessary
information to the other control units on the tractor which enables these units to function correctly (The other termination point
for the CCD network is the Corner post Display).
The diagnostic fuse F10 terminates on the CCU at A7X1 pin E1 with circuit 312. The sensor power fuse F14 terminates on A7X1
pin E3 with circuit 942.
Circuits that are controlled or monitored by the CCU include:
Flasher Timing (Circuits 133, 141 And 126)

Rear Fender Enable Relay (Circuit 143 to K10)
Intermittent Wiper Relay (Circuit 243 To K25)
Engine Speed Input (Circuit 325)
Rear PTO Switch Position (Circuit 583 From ACU)
True Ground Speed Sensor-Radar (B15)
Wheel Speed Sensor (B16)
Clutch Engage Pressure Sensor (B17)
Clean Oil Reservoir Level Switch (B18)
Engine Air Filter Restriction Switch (B19)
Hydraulic Oil Filter Restriction Switch (B20)
Park Brake Pressure Sensor (B24)
Rear PTO Speed Sensor (B25)
Hydraulic Oil Temperature (B26)
Engine Intake Manifold Air Temperature (B27)
Engine Coolant Temperature (B28)
Engine Oil Pressure Sensor (B29)
Fuel Level Sensor (B30)
Sensor Power Detection Fuse (F14)
Foot Throttle Position Sensor (R3)
Mechanical Front Wheel Drive (MFWD) Solenoid Valve (Y24)
Rear PTO Solenoid Valve (Y25)
Differential Lock Solenoid Valve (Y26)
Reference 245-CCU-201, Rear PTO Speed Sensor Theory

LEGEND:
A PTO Switch
B PTO Solenoid
C PTO Speed Sensor
Rear PTO Switch
Rear PTO Solenoid
Speed Sensor-Standard PTO
Speed Sensor-Optional PTO
→NOTE:
The CCU must be calibrated to enable the rear PTO circuit. If it is not, the rear PTO will not operate and
on board PTO circuit diagnostics will not be available. Calibration will also configure the PTO circuit to
recognize North American or European versions.
Operation of the rear PTO for European version tractors is the same as North American version tractors
except the PTO speed sensor and operator presence warnings are NOT used. What follows is based on
North American tractors.
The rear PTO circuit consists of the PTO switch (A), PTO solenoid (B), CCU and ACU. The operator presence switch and PTO
speed sensor (C) are also part of the circuit on North American tractors. (Their inputs are not used for the rear PTO circuit on
European tractors.)
PTO Switch (S31)
The PTO switch is a single pole, double throw switch. Both its “ON” and “OFF” contacts are monitored by the CCU. The “OFF”
contact signal is sent to the ACU on circuit 581 to A16X4 pin 5, which then sends it to the CCU via the CCD line. The “ON”
contact signal is sent directly to the CCU on circuit 583 to A7X3 pin B1. When the operator control switch is in the OFF position,
the “OFF” contact must be at battery voltage and the “ON” contact must be at zero volts. When the operator control switch is
in the ON position, the “OFF” contact must be at zero volts and the “ON” contact must be at battery voltage.
PTO Solenoid (Y25)
The solenoid is part of an electro-hydraulic modulating valve assembly. It is turned ON and OFF by the CCU. The valve is
electronically modulated by the CCU when it is turned on. Modulation is variable and is based on the rate that the PTO shaft
reaches full speed. Modulation occurs after the PTO clutch is filled. Once filled, the pressure is modulated, up to full
engagement pressure, to complete clutch engagement. Valve modulation is independent of the load on the PTO.
The two wires to the solenoid are circuits 584, from solenoid connector pin A to A7X3 pin B2 and 010, from solenoid connector
pin B to chassis ground.
→NOTE:
PTO modulation is selectable. It can be set for maximum or minimum modulation. Tractors shipped from
the factory are set for MAXIMUM modulation. Both settings will handle either light or heavy PTO loads.
CCU (A7)
The CCU receives and processes input signals from the PTO operator control switch (“ON” contact), operator presence switch
(in the seat)
[ Inputs not used on European tractors. ]

[ From the ACU via the CCD line. ]
and the PTO speed sensor
[ Inputs not used on European tractors. ]
, to control the operation of the rear PTO solenoid valve.
ACU (A16)
The ACU monitors the status of the PTO switch “OFF” contact, and, the operator presence switch. It does not need or use the
PTO switch or operator presence switch input for any processing or circuit control. Instead, it continually "broadcasts" the
status of these switches on the CCD line for use by the CCU.
Operator Presence Switch (S7)
The switch supplies a battery voltage input signal to the ACU when the seat is occupied. The ACU sends the signal to the CCU
via the CCD line. The CCU uses the operator presence switch signal input (along with the PTO speed sensor signal) to activate
operator warning alarms when necessary.
The operator presence switch is powered through fuse F38 and circuit 292 to switch connector pin A and circuit 923, connector
pin B to A16X4 pin 4.
PTO Speed Sensor (B25)
The PTO speed sensor signal is used by the CCU to detect the presence or absence of PTO speed as well as calculate the rate
of speed for the ICU to display. The CCU also uses the signal (along with the operator presence switch input) to activate
operator warning alarms when necessary.
The sensor has two wires; circuit 576 to A7X1 pin J2 (sensor connector pin A) and circuit 050 to single point ground (sensor
connector pin B).
Normal Operation (Tractor Running)
The CCU controls the operation of the rear PTO by sending pulse width modulated signals, turning the PTO solenoid ON or OFF
at a given duty cycle. Operation of the PTO is also based on inputs it receives from all other devices in the rear PTO circuit. It
processes the inputs according to the CCU software and the stored PTO calibration data to "decide" the status of the circuit
(PTO ON or OFF) and if any operator warnings are necessary.
PTO SWITCH OFF
With the rear PTO switch OFF, the "OFF" terminal of the PTO switch sends a battery voltage signal (is active) to the ACU on
circuit 581 to A16X4 pin 5. The ACU processes the signal for continual "broadcast" on the CCD line. The PTO switch "ON"
terminal is at zero volts (is inactive) and sends this signal directly to the CCU on circuit 583 to A7X3 pin B1.
The PTO solenoid is OFF.
The status of the operator presence switch is not important with the PTO switch OFF. If it is closed, the switch sends a battery
voltage signal (is active) to the ACU. The ACU processes the signal for continuous "broadcast" on the CCD line. For PTO
purposes, the CCU will ignore the status of the operator presence switch because of the status of the PTO switch.
Because the PTO is not turning, the PTO speed sensor signal to the CCU will indicate zero speed which will display on the ICU.
The CCU is always looking at the CCD line for a change in status of the PTO switch and the operator presence switch.
The CCU sees the PTO circuit devices input status as:
PTO Circuit Devices Input Status (Switch Off)
PTO Switch "OFF" Terminal .......... Battery Voltage
PTO Switch "ON" Terminal .......... Zero Volts
PTO Solenoid .......... Off
Operator Presence Switch .......... Open or Closed
PTO Speed Sensor .......... Inactive
ACU .......... "Broadcasting" two signals
CCU .......... Receiving two signals it expects to see
The CCU compares the status of all the PTO circuit devices and "decides" the system is normal and no service codes are stored
or warning lamps illuminated.
PTO SWITCH ON
With the rear PTO switch ON, the "OFF" terminal of the PTO switch must be at zero volts (inactive). The ACU receives and
processes this signal on circuit 581 to A16X4 pin 5. The ACU continually "broadcasts" this status on the CCD line. The PTO
switch "ON" terminal is at battery voltage (is active) and sends this signal directly to the CCU on circuit 583 to A7X3 pin B1.
The PTO solenoid is very quickly turned on and off two times to fill the rear PTO clutch element and then begins to modulate
the pressure, based on how quickly the PTO shaft is turning, to reach full engagement.
The operator is in the seat so the operator presence switch is closed and sending a battery voltage signal (is active) to the ACU.
The ACU processes the signal for continual "broadcast" on the CCD line.
The PTO speed sensor is active and sends a signal directly to the CCU on circuit 576 to A7X1 pin J2 (sensor connector pin A).
Every time a tooth of the PTO clutch (standard PTO) or PTO output drive shaft (optional PTO) passes the sensor, a voltage pulse
is generated. The sensor "counts" the number of pulses as the PTO shaft turns. The CCU knows (through calibration) that "X"
number of pulses is one revolution of the PTO shaft and uses this calibration data to calculate the speed of the shaft. The CCU
continually "broadcasts" the PTO speed data on the CCD line.
The CCU is always looking at the CCD line for a change in status of the PTO switch and the operator presence switch.
The CCU sees the PTO circuit devices input status as:
PTO Circuit Devices Input Status (Switch On)
PTO Switch "OFF" Terminal .......... Zero Volts
PTO Switch "ON" Terminal .......... Battery Voltage
PTO Solenoid .......... On
Operator Presence Switch .......... Closed
PTO Speed Sensor .......... Active
ACU .......... "Broadcasting" two signals
CCU .......... Receiving two signals it expects to see
The CCU compares the status of all the PTO circuit devices and "decides" the system is normal and no service codes are stored
or warning lamps illuminated.
Service Codes
CCU 068 —is stored when the PTO speed exceeds the programmed limit but is less than 750 rpm and the engine speed
exceeds 2000 rpm for longer than five seconds, then the warning and PTO lamps will light for as long as the condition exists.
CCU 069 —is stored when 4R or 5R is commanded the rear PTO switch (S31) in the ON position. This code is informational in
nature and indicates an error in the operation of the tractor. The information and PTO lamps will light.
CCU 070 —is stored when the operator leaves the seat with the rear PTO switch (S31) in the ON position. This code is
informational in nature and indicates an error in the operation of the tractor. Other possibilities are a rear PTO switch or
operator presence switch malfunction.
CCU 071 —is stored if the PTO switch is not OFF when power is applied to the control unit, then an information lamp will light.
The CCU will disable the PTO function until a valid OFF condition is recognized.
CCU 072 —is stored if the CCU, which monitors both ON and OFF positions of the rear PTO switch (S31), detects that both ON
and OFF inputs are sending voltage signals to the CCU at the same time for longer than two seconds. The PTO shall be
commanded to be OFF and an information lamp will light until a valid OFF condition is detected. Only one input, either ON or
OFF, should be sending a voltage signal to the CCU.
CCU 073 —is stored when the PTO is commanded ON but the control unit senses a circuit or solenoid (Y25) problem. Internally,
the CCU is capable of detecting an open, short or over temperature condition on the output circuit. When this happens, the
output circuit to the solenoid is disabled. The information and PTO lamps will light until a valid OFF condition occurs and
problem resolved.
CCU 075 —is stored when the PTO is commanded ON, but PTO speed is less than 100 rpm. When this happens, the output
circuit to the solenoid is disabled. The information and PTO lamps will light until a valid OFF condition occurs and problem
resolved.
CCU 076 —is stored if the PTO has not been calibrated or has failed calibration. The information and PTO lamps will light.
1
North American tractors only.
Reference 245-CCU-202, Engine Intake Manifold Air Temperature Sensor

Theory
LEGEND:
A Connector
B Temperature Sensor
Engine Intake Manifold Temperature Sensor
The engine intake manifold air temperature sensor circuit consists of the temperature sensor, engine speed sensor and the
CCU.
Intake Manifold Air Temperature Sensor (B27)
The temperature sensor is a variable resistance sensor. Its resistance changes inversely with temperature. This means that as
temperature increases, the voltage signal from the sensor decreases. As temperature decreases, the voltage signal to the CCU
increases. Normal voltage range is from 0.5 volts to 5.0 volts.
The sensor has two wires; circuit 303 being the signal to A7X2 pin E1 (sensor connector pin A) and circuit 314 being the sensor
return or ground leg to A7X2 pin D3 (sensor connector pin B).
Engine Speed Sensor (B34)
The engine speed sensor is wired to the ECU. The signal to the ECU is sent to the CCU via the CAN network (circuits 914, 915).
CCU (A7)
The CCU receives the intake air temperature voltage signal directly from the sensor. The CCU broadcasts this information on
the CCD bus to other control units for diagnostic purposes.
Normal Operation
→NOTE:
The engine must be operating at more than 700 rpm for at least seven seconds before monitoring for any
malfunctions begins.
The temperature sensor is located in the engine intake manifold and senses intake air temperature. It sends a voltage signal
directly to the CCU. The CCU compares the voltage signal with its internal voltage / temperature chart and "decides" if the
intake air temperature is in its normal range, or if not, what alarm must be turned on.
Intake Manifold Air Temp-Volts Table
Air Intake Temperature vs. Sensor Voltage
Sensor
Temperature
Output
°C (°F)
Voltage
-40 (-40) 4.98V
-30 (-22) 4.95V
-20 (-4) 4.91V
-10 (14) 4.85V
0 (32) 4.75V
10 (50) 4.60V
20 (68) 4.38V
30 (86) 4.09V
40 (104) 3.73V
50 (122) 3.31V
60 (140) 2.87V
70 (158) 2.42V
80 (176) 2.00V
90 (194) 1.63V
100 (212) 1.32V
110 (230) 1.05V
120 (248) 0.84V
125 (257) 0.75V
Service Codes
→NOTE:
The following alarms continue until the condition causing the alarm changes.
CCU 088 —is stored when the air temperature is between 100°C (212°F) and 110°C (230°F) for less than five minutes AND
engine speed has been greater than 700 rpm. The information and MFWD lamps will light until the fault condition no longer
exists.
CCU 089 —is stored when the air temperature is greater than 110°C (230°F) and engine speed is greater than 700 rpm. The
STOP engine, engine and temperature lamps will light until alarm condition clears.
CCU 090 —is stored when the air temperature is less than or equal to -40°C (-40°F) (open circuit) and engine speed is greater
than 700 rpm. The information and service lamps will light until the fault condition no longer exists.
CCU 091 —is stored when the air temperature is greater than or equal to 150°C (302°F) (short to ground) and engine speed is
greater than 700 rpm. The information and service lamps will light until the fault condition no longer exists.
CCU 092 —is stored when the air temperature is between 100°C (212°F) and 110°C (230°F) for more than five minutes and
engine speed is greater than 700 rpm. The STOP engine, engine and temperature lamps will light until alarm condition clears.
Reference 245-CCU-203, Engine Air Filter Restriction Switch Theory

LEGEND:
A Connector
B Filter Restriction Switch
Engine Air Filter Restriction Switch
The engine air filter restriction switch circuit consists of the air filter restriction switch (B19), engine speed sensor (B34), CCU
and ICU.
Air Filter Restriction Switch (B19)
The air filter restriction switch (B) is located on the right side of the engine, mounted on the air intake elbow. It is a vacuum
operated switch and is OPEN under normal operating conditions (engine running, filter not restricted). It closes when vacuum
reaches between 20 to 30 inches of water. It receives power from the sensor power circuit (942-connector pin A) through fuse
F14. The input to the CCU is on circuit 351 (connector pin B to A7X1 pin G2).
The engine speed sensor sends its signal to the ECU and the ECU then sends it to the CCU via the CAN network. The engine
RPM affects when anAir Filter Restriction service code will set.
CCU (A7)
The CCU monitors the status of the air filter restriction switch (B19) and receives the engine rpm value from the CAN network.
It broadcasts this information on the CCD network.
ICU (A8)
The ICU will display operator warnings when the CCU broadcasts an alarm condition exists. The warning, engine and filter
lamps will light when a service code is set.
Normal Operation
If the filter becomes sufficiently restricted, the air filter restriction switch (B19) closes, sending a 12 volt signal to the CCU. The
CCU decides if a circuit problem exists or an alarm condition exists.
Service Codes
CCU 030 - sets when filter restriction is sufficient enough to cause 20 to 30 inches of water vacuum and engine speed is
greater than 512 rpm.
Reference 245-CCU-204, Engine Coolant Temperature Sensor Circuit

Theory
LEGEND:
A Engine Coolant Temperature Sensor
JDECU Coolant Temperature Sensor
The engine coolant temperature sensor circuit consists of the temperature sensor, engine speed sensor, CCU and ICU.
Engine Coolant Temperature Sensor (B28): The temperature sensor (A) is a variable resistance sensor located on the
thermostat housing. Its resistance varies with temperature. Thus its output voltage, measured by the CCU, is dependent on
engine coolant temperature.
Engine Speed Sensor (B34): The speed sensor is located on the front left side of engine on JDECU control units. Sends signal
to CCU via circuit 325.
CCU (A7): The CCU receives the engine coolant temperature voltage signal directly from the sensor. The CCU supplies a
regulated +5 volts to the sensor as the sensor′s source voltage.
ICU (A8): The ICU is the standard display device for the engine coolant temperature and any system/ function alarms that are
turned on by the CCU. It receives its data from the CCU via the CCD network. If the sensor voltage signal is too high or too low
for the CCU to "recognize", engine coolant temperature will not be displayed.
Normal Operation
→NOTE:
The engine must be operating at more than 700 rpm for at least seventeen seconds before monitoring for
any malfunctions begins.
→NOTE:
If the engine coolant temperature sensor is sending a voltage too high or too low (out of range) for the
CCU to "recognize", engine coolant temperature will not be displayed.
The temperature sensor is located in upper, front area of the engine, behind and below the alternator. The element is
immersed in engine coolant and senses coolant temperature. It sends a voltage signal directly to the CCU. The CCU compares
the voltage signal with its internal voltage/temperature chart and "decides" if the engine coolant temperature is in its normal
range, or if not, what alarm must be turned on. The CCU also "broadcasts" the data on the CCD line for display on the ICU.
Service Codes
→NOTE:
The following alarms continue until the condition causing the alarm changes.
CCU 010 —If engine coolant temperature is between 105°C (221°F) and 107°C (225°F), the service alert, engine system and
temperature function indicators will flash and the warning horn will beep five times.
CCU 011 —If engine coolant temperature rises above 107°C (225°F), the stop engine, engine system and temperature function
indicators will flash and the warning horn will sound steady.
CCU 012 —If the temperature sensor reads -40°C (-40°F) or less, the "information" and service indicators will flash to indicate
an open in the sensor circuit.
CCU 013 —If the temperature sensor reads 150°C (302°F) or higher, the "information" and service indicators will flash to
indicate a short in the sensor circuit.
If a service code has not been stored, but the engine coolant temperature gauge is not reading correctly, check the sensor
voltage at CCU address 18. If the sensor voltage check is okay, replace the engine coolant temperature gauge.
Engine Coolant Temperature Sensor Table
Engine Coolant Temperature Sensor Table
Temperature °C (°F) Sensor Output Voltage Temperature °C (°F) Sensor Output Voltage
-40 (-40) 4.98V 50 (122) 3.31V
-35 (-31) 4.97V 55 (131) 3.09V
-30 (-22) 4.95V 60 (140) 2.87V
-25 (-13) 4.94V 65 (149) 2.64V
-20 (-4) 4.91V 70 (158) 2.42V
-15 (5) 4.89V 75 (167) 2.21V
-10 (14) 4.85V 80 (176) 2.00V
-5 (23) 4.80V 85 (185) 1.82V
0 (32) 4.75V 90 (194) 1.63V
5 (41) 4.68V 95 (203) 1.47V
10 (50) 4.60V 100 (212) 1.32V
15 (59) 4.50V 105 (221) 1.18V
20 (68) 4.38V 110 (230) 1.05V
25 (77) 4.24V 115 (239) 0.94V
30 (86) 4.09V 120 (248) 0.84V
35 (95) 3.92V 125 (257) 0.75V
40 (104) 3.73V
45 (113) 3.53V
Reference 245-CCU-205, Engine Oil Pressure Sensor Circuit Theory

LEGEND:
A Engine Oil Pressure Sensor
Engine Oil Pressure Sensor
The engine oil pressure sensor consists of a variable voltage pressure sensor, engine speed sensor, CCU and ICU.
Engine Oil Pressure Sensor (B29): The engine oil pressure gauge switch is located on the right side of the engine block. It is
a variable voltage that is supplied with +5 volts by the CCU. Its voltage varies with pressure. Its voltage output signal is
dependent on engine oil pressure and is sent directly to the CCU.
CCU (A7): The CCU monitors the engine oil pressure sensor. Its input is a variable voltage based on engine coolant
temperature.
ICU (A8): The ICU is the standard display device for the engine oil pressure and any system/function alarms that are turned on
by the CCU. It receives its data from the CCU via the CCD network. If the CCU determines the sensor voltage signal is missing,
engine coolant temperature will not be displayed.
Normal Operation
→NOTE:
If the engine oil pressure sensor is sending a voltage too low (out of range) for the CCU to "recognize",
engine oil pressure will not be displayed.
ENGINE OFF—With the engine off, the engine oil pressure sensor output will be approximately 0.6 volts.
ENGINE RUNNING—The voltage of the sensor varies with pressure. The CCU calculates the engine oil pressure and "broadcasts"
the data on the CCD line. The ICU receives it from the CCD line for display on the gauge. The CCU "evaluates" all the inputs and
"decides" if the system is normal or if any operator alarms must be turned on.
Engine Oil Pressure Sensor Table
Engine Oil Pressure Sensor Table
kPa PSI Sensor Voltage
50 7.25 0.95
100 14.50 1.30
150 21.75 1.66
200 29.00 2.03
250 36.25 2.39
300 43.51 2.75
350 50.76 3.12
400 58.01 3.47
450 65.27 3.84
500 72.51 4.20
550 79.77 4.56
600 87.02 4.92
650 94.27 5.28
Service Codes
CCU Code 005 — Engine oil pressure will not be displayed while this alarm is active. If the CCU does not receive an input signal
from the oil pressure sensor for two seconds, the "information" and system service indicators flash.
CCU Code 020 — If engine speed is more than 512 rpm the CCU will calculate a stop engine alarm pressure threshold based on
engine speed. If the pressure is below this threshold, the stop engine, engine system and pressure function indicators will flash
and the warning alarm will sound steady.
If a service code has not been stored, but the engine oil pressure gauge is not reading correctly, check the sensor voltage at
CCU address 19. If the sensor voltage check is okay, replace the engine oil pressure gauge.
Reference 245-CCU-206, Fuel Level Sensor Circuit Theory

LEGEND:
A Sensor Wire
B Ground (-) Wire
C Mounting Screws
D Sensor Unit
Fuel Level Sensor
The fuel level sensor circuit consists of the fuel level sensor, the CCU and ICU.
Fuel Level Sensor (B30): The fuel level sensor is located at the top left side of the fuel tank. The resistance varies from 90
ohms with the tank full to zero ohms when the tank is empty.
Accessing Fuel Level Sensor: Begin by folding back the floor mat on the left side of the cab. Remove the four cap screws
and the floor plate covering the fuel sender.
CCU (A7): The CCU receives the input signal directly from the sensor and processes it for "broadcast" on the CCD network.
ICU (A8): The ICU receives the fuel level signal from the CCU via the CCD line and "decides" what fuel level to display.
Normal Operation
The signal sent to the CCU by the fuel level sensor varies directly with the level of fuel in the tank, the more fuel, the more the
resistance. The CCU receives the signal directly from the sensor and "broadcasts" it on the CCD line where the ICU receives it
to decide what level of fuel to display.
Service Codes
CCU Code 001 —If the resistance of the sensor is above 105 ohms, indicating a sensor open circuit or short to battery voltage,
the "information" and read manual function indicators will flash until the fault condition is corrected.
If a service code has not been stored, but the fuel gauge is not reading correctly, check the sensor voltage at CCU address 16.
If the sensor voltage check is okay, replace the fuel gauge.
Reference 245-CCU-207, Foot Throttle Position Sensor Theory

LEGEND:
A Foot Throttle Potentiometer
B Connector
Foot Throttle Potentiometer
→NOTE:
If the foot throttle is not enabled (CCU address 36) the foot throttle will not be functional. (See Reference
245-05-002 , Access Control Unit Addresses.) (See Reference 245-CCU-001 , CCU Calibration)
The foot throttle position sensor circuit consists of the foot throttle position sensor (R3), field cruise potentiometer / switch, the
CCU, ECU, ACU and ICU.
Foot Throttle Position Sensor (R3)
The foot throttle position sensor is located under the foot throttle. It is a rotary position sensor (potentiometer) that is
connected to the foot throttle pedal through linkage. As the foot throttle is pressed or released, the linkage rotates the sensor,
producing a variable output voltage.
→NOTE:
The optional foot throttle can increase engine speed if the hand throttle is not at the maximum speed
position. The hand throttle position defines the lower limit of engine speed and the foot throttle cannot
redefine it no matter what position it is in. However, the foot throttle can redefine the upper engine
speed limit.
Field Cruise Potentiometer / Switch (R4)
When switched ON, the output of the field cruise potentiometer is read by the ICU. The ICU sends this potentiometer command
(via CCD line) to the CCU. The field cruise potentiometer command controls the upper throttle limit the hand / foot throttle can
generate.
CCU (A7)
The output of the foot throttle position sensor is received by the CCU. The CCU compares this signal with the hand throttle
command (from ACU via CCD line) and the field cruise command (from ICU via CCD line) and calculates the correct throttle
signal. The CCU sends the calculated throttle signal to the ECU.
ECU (A10)
The ECU processes the throttle position signal with other signals it receives to determine and command rack position / engine
speed.
Service Codes
CCU 096 —is stored if the foot throttle sensor voltage is less than 0.2 volts. Warning and service lamps will light until fault is
cleared. The CCU will use the most recent voltage for foot throttle calculations.
CCU 097 —is stored if the foot throttle input voltage is greater than 4.8 volts. Warning and service lamps will light until fault is
cleared. The CCU will use the most recent voltage for foot throttle calculations.
Reference 245-CCU-208, Hydraulic Oil Filter Restriction Sensor Circuit

Theory
LEGEND:
A Hydraulic Oil Filter Restriction Sensor
Hydraulic Oil Filter Restriction Sensor
The hydraulic oil filter restriction sensor circuit consists of the hydraulic oil filter restriction sensor, engine speed sensor, CCU
and ICU.
Hydraulic Oil Filter Restriction Sensor (B20)
The hydraulic oil filter restriction sensor is located in the hydraulic oil filter housing. It is a pressure differential activated switch
that closes at 280—320 kPa (2.8—3.2 bar) (40—46 psi) pressure differential and opens when pressure drops to 200—320 kPa
(2.0—3.2 bar) (29—46 psi) pressure differential. When the switch closes, it sends a battery voltage signal directly to the CCU.
There is an engine speed sensor in the front of the engine. The ECU receives the engine speed signal for operation of the
electronic governor and also sends the data to the CCU (via CAN network) for use in various monitoring circuits and to display
engine speed.
Normal Operation
If the filter becomes sufficiently restricted, the switch closes and sends a battery voltage signal directly to the CCU. The CCU
compares the voltage signal to the engine speed signal and "decides" if circuit operation is normal, or, whether an operator
alarm should be activated.
Service Codes
CCU 050—Hydraulic Oil Filter Restricted is stored when filter restriction is sufficient to cause a pressure differential of
three seconds, engine speed is more than 700 rpm, hydraulic oil temperature is greater than 20 °C (68 °F) and the start inhibit
timer has timed out. The service alert, hydraulic system and filter function indicators will flash and the warning horn will beep
five times.
Reference 245-CCU-209, Clean Oil Reservoir Level Switch Circuit Theory

LEGEND:
A Clean Oil Reservoir Level Switch
Clean Oil Reservoir Level Switch
The clean oil reservoir circuit consists of the reservoir level sensor switch, the hydraulic oil temperature sensor, the engine
speed sensor, CCU and ICU.
Clean Oil Reservoir Level Switch (B18)
The clean oil reservoir level sensor switch is located on the left side of the clean oil reservoir. It is a switch that is activated by a
float that moves up and down with the oil level in the reservoir. The switch is closed when the oil level (float) is up and open
when the oil level is down. It sends its output signal directly to the CCU. There is a 2,490 ohm internal, fixed, resistor across the
open terminals of pressure switch for diagnostic purposes.
Hydraulic Oil Temperature Sensor (B26)
The temperature sensor is a variable resistance sensor. Its resistance varies with temperature. Thus its output voltage,
measured by the CCU, is dependent on temperature. The CCU will not permit fault codes "62" or "63" if the hydraulic oil
temperature is below -10°C (-14°F).
There is an engine speed sensor in the front of the engine. The ECU receives the engine speed signal for operation of the
electronic governor and also sends the data to the CCU (via CAN network) for use in various monitoring circuits and to display
engine speed.
Normal Operation
The clean oil reservoir level sensor circuit monitors the level of the hydraulic oil in the clean oil reservoir. The CCU receives and
"evaluates" input signals from the reservoir level switch, hydraulic oil temperature sensor and engine speed sensor, and
"decides" if the system is functioning normally or if any operator alarms need to be activated.
Service Codes
CCU 024— If the sensor power circuit is good (F14) but the clean oil reservoir level switch signal is missing for 0.3 second,
indicating an open in the circuit, the "information" and read manual function indicators will flash until the fault condition is
corrected. Code 24 is also stored in the CCU.
→NOTE:
Clean oil reservoir level monitoring by the CCU is not available while this fault condition is active.
CCU 062— If the sensor power circuit is good (F14), engine speed is greater than 700 rpm, hydraulic oil temperature is above
-10°C (-14°F), and the reservoir level is low for a short time, the service alert, hydraulic system and level function indicators
will flash and the warning horn will beep five times. When code “62” is set, the hitch is disabled and if an SCV function was
active, it is also disabled. The alarm will remain active for five seconds after the fault condition has been corrected. Code 62 is
also stored in the CCU.
CCU 063— If the sensor power circuit is good (F14), engine speed is greater than 700 rpm, hydraulic oil temperature is above
-10°C (-14°F), and the reservoir level remains low for an extended time, the stop engine, hydraulic system and level function
indicators will flash and the warning horn will sound steady. When code “63” is set, the transmission is disabled, in addition to
the hitch and any active SCV function. The alarm will remain active for five seconds after the fault condition has been
corrected. Code 63 is also stored in the CCU.
Reference 245-CCU-210, Hydraulic Oil Temperature Sensor Circuit

Theory
LEGEND:
A Hydraulic Oil Temperature Sensor
Hydraulic Oil Temperature Sensor
The hydraulic oil temperature sensor circuit consists of the hydraulic oil temperature sensor, engine speed sensor and the CCU.
Hydraulic Oil Temperature Sensor (B26)
The temperature sensor is located on the right side of the differential case on the filter housing. It is a variable resistance
sensor. As temperature increases, the resistance decreases, explaining why higher temperatures results in lower voltage
signals to the CCU.
The sensor has two wires, circuit 701 from connector pin A to A7X2 pin E2 (signal to CCU) and circuit 314 from connector pin B
to A7X2 pin D3 (sensor return).
The engine speed sensor sends its signal to the ECU and the ECU then sends it to the CCU via the CAN network. The engine
RPM affects whenhydraulic oil temperature service code will set.
CCU (A7)
The CCU monitors the signal from the hydraulic oil temperature sensor (B26) and receives the engine rpm value from the CAN
network. It broadcasts this information on the CCD network.
ICU (A8)
The ICU will display operator warnings when the CCU broadcasts that an alarm condition exists. The warning, engine and filter
lamps will light when a service code is set.
Normal Operation
The engine must be operating above 700 rpm for at least seven seconds before monitoring for any malfunctions begins. The
hydraulic oil temperature sensor (B26) sends a voltage signal to the CCU. The CCU compares this with its internal volts / temp
table while tracking engine rpm. The CCU will decide if an alarm condition exists or a circuit problem exists.
Service Codes
CCU 015— is stored if oil temperature is between 101°C (214°F) and 105°C (221°F) and engine speed is greater than 700 rpm
for seven seconds. The service, hydraulic system and temperature lamps will light.
CCU 016— is stored if oil temperature is above 106°C (221°F) and engine speed is greater than 700 rpm for seven seconds.
The STOP engine, hydraulic system and temperature lamps will light.
CCU 017— is stored if the temperature sensor reads minus 40°C (-40°F) . The CCU assumes a shorted circuit. The information
and service lamps will light.
CCU 018— is stored if the temperature sensor reads 150°C (302°F) . The CCU assumes an open circuit. The information and
service lamps will light.
CCU 019— is stored if oil temperature is minus 18°C (0°F) and throttle position commands an engine speed above 1550 rpm.
The CCU will limit engine speed to 1550 rpm until throttle position is changed to less than 1550 rpm. The service, hydraulic
system and temperature lamps will light.
Reference 245-CCU-211, Radar / Ground Speed Sensor Circuit Theory

LEGEND:
A Radar Unit-Ground Speed Sensor
Radar Unit-Ground Speed Sensor
Radar Unit (B15)
The radar unit is mounted to the frame on the right side of the tractor. It is located behind the right front tire. The signal from
this sensor is “true ground speed”.
The radar unit receives power through F14, the sensor power fuse, on circuit 942 (connector pin A). It is grounded with single
point ground, circuit 050 (connector pin C).
CCU (A7)
The signal to the CCU is sent on circuit 211 (connector pin B to A7X1 pin J1). Circuit 211 is also an input to the GREENSTAR™
system. The CCU does not recognize true ground (radar) speed if the wheel speed signal is zero.
True ground speed is compared to the wheel speed signal to determine the percent wheel slip of the tractor.
Reference 245-CCU-212, Sensor Power Circuit Theory of Operation
Location of Fuse F14
LEGEND:
A F14
The sensor power circuit consists of the sensor power fuse (F14) and the following sensors (which are powered by the sensor
power fuse) and the CCU.
Engine oil pressure

Transmission oil pressure (switch)
Ground driven pump pressure (switch)
Air filter restriction (switch)
Hydraulic oil filter restriction (switch)
Clean oil reservoir (switch)
Park brake pressure (switch)
Clutch engaged pressure (switch)
Radar sensor (analog/frequency)
Normal Operation
The "ELX" relay (K15) provides power to the sensor power fuse when the key switch is in the RUN position. If the sensor power
fuse is failed, diagnostics for the sensors powered by the fuse are disabled.
Service Codes
CCU 067 —If the sensor power circuit is failed low for two seconds, the "information" and read manual function indicators will
flash until the fault condition is corrected. Code 67 is also stored in the CCU.
Reference 245-CCU-213, Clutch Engage Pressure Sensor Theory

LEGEND:
A Clutch Engage Pressure Sensor
Clutch Engage Pressure Sensor
Clutch Engage Pressure Sensor (B17)
The clutch engage pressure sensor (B17) is a three wire analog sensor that sends a voltage signal to the CCU that represents
the hydraulic pressure to the output clutch solenoid valves on the transmission. This is one of two devices that indicate clutch
pedal position (clutch disengaged switch (S23) being the other). The sensor is located on the left rear of the transmission.
The sensor receives 5 volt power from circuit 326 from A7X1 pin K1 to sensor connector pin A. The sensor ground, or return,
circuit is 314 from A7X2 pin D3 to sensor connector pin B.
The analog voltage signal indicating clutch pressure is on circuit 155 from A7X1 pin C2 to sensor connector pin C. The signal
will normally range from 0.5 volts to 4.8 volts depending on the pressure. As pressure increases, voltage signal to CCU
increases.
Pressure vs. Voltage
Pressure (KPa Gauge) Pressure (PSI Gauge) Sensor Voltage (typical) Sensor Voltage (Minimum) Sensor Voltage (Maximum)
0.0 0 0.5 0.35 0.65
207 30 0.9 0.78 1.08
414 60 1.4 1.21 1.51
620 90 1.8 1.63 1.93
827 120 2.2 2.06 2.36
1034 150 2.6 2.49 2.79
1241 180 3.1 2.92 3.22
1448 210 3.5 3.35 3.65
1655 240 3.9 3.78 4.08
1862 270 4.4 4.20 4.50
2069 300 4.8 4.63 4.93
2160 313.3 5.0 4.82 5.12
Clutch Disengage Pressure Switch (S23)
This switch is the second device the PCU uses to determine clutch pedal position. It is located on the left rear of the
transmission above the spring. The switch is a mechanical ball type switch which closes when the clutch pedal is at the bottom
of its stroke.
The switch uses circuit 536 from the transmission enable relay (K18) pin 87 to switch connector pin A and circuit 533 from
switch connector pin B to A7X1 pin D3. Also, circuit 533 acts as the trigger for the transmission come home relay (K16) and
circuit 536 goes to A7X3 pin A1.
PCU (A7)
The PCU uses the clutch engage pressure sensor (B17) and clutch disengage pressure switch (S23) to determine clutch pedal
position. The PCU uses these two signals, together with other signals, to decide what gear command is necessary.
PCU Addresses 11 and 14
Both of these addresses are read only and used to monitor the status of the clutch engage pressure sensor.
PCU Address 11
Address 11 is a representation of sensor voltage to the CCU with a 1 or 0 indication. Even though the sensor sends a voltage to
the CCU anywhere from 0.5 to 4.8 volts, the PCU “decides” whether a 1 or 0 should be displayed depending on the voltage
level of the signal from the sensor. A 1 indicates pressure is present while a 0 shows insufficient pressure. A 1 will be displayed
when pressure reaches 1350 kPa (13.5 bar) (196 psi)—approximately 3.30 volts; and a 0 will be displayed when pressure drops
to or below 1120—1220 kPa (11.2—12.2 bar) (162—177 psi)—approximately 2.75—3.00 volts.
PCU Address 14
Address 14 is the analog voltage signal from the sensor. Under normal circumstances this voltage should be between 0.5 and
4.8 volts. The test procedure for the clutch engage pressure sensor uses address 14 for diagnosis.
Service Codes
PCU 014 —is stored when the PCU senses a shift above 13F or 3R while wheel speed is greater than 2 kph and the voltage
input from the clutch engage pressure sensor is between 3.22 and 4.94 volts (circuit 155). This indicates an open sensor
condition. The information and transmission lamps will light.
PCU 015 —is stored when there is system voltage on the sensor excitation detect circuit (942) but the voltage input from the
clutch engage pressure sensor is less than or equal to 0.19 volts (circuit 155). This indicates a “missing” sensor signal. When
this condition exists, the clutch shall be assumed to be fully engaged and the information and service alert lamps will light until
the condition no longer exists.
PCU 016 —is stored when the engine speed is greater than 800 rpm with the transmission in gear and both the clutch engage
sensor (circuit 155 voltage between 3.22 and 4.94 volts) and the clutch disengage switch are open for more than five minutes.
The information and service alert lamps will light until the condition no longer exists.
PCU 021 —is stored when the clutch engaged pressure sensor is closed (circuit 155 voltage between 0.20 and 3.21 volts) and
engine speed is zero for three seconds. The information and service alert lamps will light. the alarm will clear when the
condition no longer exists.
PCU 030 —is stored when the PCU senses that both the clutch engage and clutch disengage circuits are active at the same
time. The warning and transmission lamps will light and the code will be stored as long as the condition exists.
CCU 026 —is stored when the park brake pressure sensor (B24) and the clutch engage pressure sensor (B17) inputs are less
than or equal to 0.81 volts for three seconds, PCU 019 (park brake pressure sensor circuit open) is not active and engine speed
is greater than 800 rpm. The warning, transmission and pressure lamps will light until alarm condition no longer exists.
Reference 245-CCU-214, Transmission Oil Pressure Sensors (2) Theory

LEGEND:
A Park Brake Pressure Sensor
B Clutch Engage Pressure Sensor
Park Brake Pressure Sensor
Clutch Engage Pressure Sensor
The hydraulic oil pressure in the transmission is monitored with two pressure sensors. The park brake pressure sensor (B24) is
measuring system 1 oil on the park brake element inside the transmission. The clutch engage pressure sensor (B17) is
measuring system 2 pressure between the clutch pedal valve and the output clutch solenoid valves.
Service Code
CCU 026— is stored when the park brake pressure sensor (B24) and the clutch engage pressure sensor (B17) inputs are less
than or equal to 0.81 volts for three seconds, PCU 019 (park brake pressure sensor circuit open) is not active and engine speed
is greater than 800 rpm. The warning, transmission and pressure lamps will light until alarm condition no longer exists.
Both of these devices have to sense low pressure to validate low oil pressure in the transmission.
Reference 245-CCU-215, Wheel Speed Sensor Circuit Theory

LEGEND:
A Clamp
B Wheel Speed Sensor
Wheel Speed Sensor
→NOTE:
On tractors equipped with a radar sensor, a wheel speed signal must be detected by the CCU before it
will calculate true ground (radar) speed.
The wheel speed sensor circuit consists of the wheel speed sensor (B16), the CCU (A7) and ICU (A8).
Wheel Speed Sensor (B16)
The wheel speed sensor is located at the top of the differential case. Its signal is a direct input to the CCU / PCU. The speed
signal is used by the CCU to calculate wheel speed for the purpose of:
Displaying ground speed

Computing slip
MFWD "brake assist" in the OFF and AUTO modes
Detect tractor motion
The wheel speed sensor is a hall-effect speed sensor. Every time a tooth of the differential ring gear passes the sensor, a
voltage pulse is generated. The CCU measures the time between voltage pulses (gear teeth) and calculates wheel speed. To
calculate wheel speed accurately, the CCU must know the rolling circumference of the tires on the tractor.
CCU (A7)
The CCU knows that "372.9" pulses (from differential ring gear rotation) represents one revolution of the axle. It uses this data
to calculate wheel speed. The CCU continually "broadcasts" the wheel speed data on the CCD line.
ICU (A8)
The ICU uses the wheel speed signal that is "broadcast" by the CCU for display.
Normal Operation
The wheel speed sensor signal is sensed directly by the CCU. The CCU calculates the speed of the tractor for display on the ICU
and to provide some system control for the MFWD and differential lock circuits. The signal is also used by the PCU for control of
the PST (see Section 250).
Service Codes
There are no CCU service codes directly related to the wheel speed sensor.
CCU addresses 62 and 63
Both of these addresses are read only addresses.
CCU Address 62
Address 62 is for the first three digits of wheel speed - km/h. A decimal point may be assumed between the value in address 62
and the value in address 63.
CCU Address 63
Address 63 is for the last three digits of wheel speed - km/h.
Reference 245-CCU-216, Park Brake Sensor Theory

LEGEND:
A Park Brake Pressure Sensor
Park Brake Pressure Sensor
The park brake pressure sensor circuit consists of the park brake pressure sensor (B24), hydraulic oil temperature sensor
(B26), CCU and PCU.
Park Brake Pressure Sensor (B24)
The park brake pressure sensor (B24) is a three wire analog sensor which outputs a signal from 0.5 to 4.8 volts depending on
oil pressure at the sensor. It is located on the rear of the transmission, left side.
The park brake is spring engaged, hydraulically disengaged. When park brake pressure reaches 1310 kPa (13.1 bar) (190 psi),
the analog sensor sends a signal to the CCU of approximately 3.2 volts. This is the level at which the park brake is considered
disengaged. When pressure drops below this level, the park brake begins engaging because spring pressure overcomes the
decreasing oil pressure.
Pressure vs. Voltage
Pressure (KPa Gauge) Pressure (PSI Gauge) Sensor Voltage (typical) Sensor Voltage (Minimum) Sensor Voltage (Maximum)
0.0 0 0.5 0.35 0.65
207 30 0.9 0.78 1.08
414 60 1.4 1.21 1.51
620 90 1.8 1.63 1.93
827 120 2.2 2.06 2.36
1034 150 2.6 2.49 2.79
1241 180 3.1 2.92 3.22
1448 210 3.5 3.35 3.65
1655 240 3.9 3.78 4.08
1862 270 4.4 4.20 4.50
2069 300 4.8 4.63 4.93
2160 313.3 5.0 4.82 5.12
Normal Operation
The ACU monitors position of the shift lever and tells the PCU via CCD network. When it receives a “Park Brake ON” command,
the PCU de-energizes the park brake solenoid valve (Y19) restricting oil flow to the park brake element and redirecting it to
sump. Springs within the element engage the park brake.
When the PCU receives a “Park Brake OFF” command, it energizes the park brake solenoid (Y19). The solenoid then directs oil
to the park brake element which overcomes spring pressure of the element. The pressure oil acts on the piston inside the
element, allowing the disks and plates to separate, releasing the park brake.
The park brake pressure sensor (B24) monitors the pressure inside the element and this helps determine if the solenoid valve
is operating correctly or not.
The CCU will not permit a park brake pressure alarm if hydraulic oil temperature is below 0°C (32°F).
Service Codes
ACU 042—Transmission Lever Park Position Switch Conflict indicates park switch conflict signals from the shift control lever.
Service code does not necessarily mean that the control switch (ACU) is at fault.
CCU 027—Park Brake Pressure Circuit is Open is stored when sensor output voltage drops below 0.8 volts, indicating an open
circuit.
CCU 100—Park Brake Pressure Sensor Failed Closed is stored if the park brake oil pressure input is above 2.0 Vdc (switch
closed) and the engine speed is zero for longer than 3 seconds.
PCU 019—Park Brake Pressure Sensor Failed Open is stored if the park brake switch is open (park engaged), transmission in
gear and clutch pressure switch is closed for more than 3 seconds.
PCU 026—Park Inhibited is stored if the transmission was shifted to park with tractor speed above 4 km/h.
PCU 029—Park Brake Pressure Low with Brake Released is stored if the park brake pressure is low and the park brake is
commanded to be released and engine speed is above 800 rpm.
PCU 046—Neutral or Park Commanded/ Forward or Reverse Enabled is stored when NEUTRAL or PARK commanded but the
FORWARD or REVERSE inputs from K20 or K21 is active. The transmission controller will default to NEUTRAL and the corner
PCU 056—Park Valve Circuit Fault is stored if the PCU senses a fault in the park valve circuit.
Reference 245-CCU-300, CCU Wiring Diagram
CCU Wiring Diagram
Section 245 - CONTROL UNITS Group ECU: ECU References
LEGEND:
B15 Radar Sensor (SE8,W3)
B17 Clutch Engaged Pressure Sensor (SE8,W11)
B18 Clean Oil Reservoir Level Sensor (SE8,W3)
B20 Hydraulic Oil Filter Restriction Sensor (SE8,W3)
B24 Park Brake Pressure Sensor (SE8,W11)
B25 Rear PTO Speed Sensor (SE8,W3)
B26 Hydraulic Oil Temperature Sensor (SE8,W3)
B27 Engine Intake Manifold Air Temperature Sensor (SE8,W3)
F1 Central Control Unit/Power Shift Control Unit (CCU/PCU) (20Amp.) (SE8)
F10 “Diag” Mode Enable (10Amp.) (SE8)
F14 Sensor Power, Radar Sensor (10Amp.) (SE8)
K16 PST Come-Home Relay (SE8)
S23 Clutch Disengaged Switch (SE8,W11)
V1 Diode Block No. 1 (SE1,SE5A,SE5B,SE9)
V9 Park Brake Solenoid Diode (SE8,W11)
V10 MFWD Solenoid Diode (SE8,W11)
V11 Differential Lock Solenoid Diode (SE8,W3)
X14 Radar Sensor Output Signal Connector (W4,W6)
Y14 CR Solenoid (SE8,W11)
Y15 C1 Solenoid (SE8,W11)
Y19 Park Brake Solenoid (SE8,W11)
Y20 AB Solenoid (SE8,W11)
Y21 BC Solenoid (SE8,W11)
Y22 CC Solenoid (SE8,W11)
Y23 DC Solenoid (SE8,W11)
Y24 MFWD Solenoid (SE8,W11)
Y25 Rear PTO Solenoid (SE8,W3)
Y26 Differential Lock Solenoid (SE8,W3)
Group ECU - ECU References
Reference 245-ECU-300, ECU Wiring Diagram
ECU Wiring Diagram
Section 245 - CONTROL UNITS Group GSS: GREENSTAR™ SYSTEMS
LEGEND:
A7X2 18 way CCU/ PCU Connector
A10 Engine Control Unit (ECU)
A17X54 CAN terminator
B34 Engine Speed Sensor (SE10, W3)
B36 Fuel Injection Pump Rack Position Reference Sensor (SE10, W3)
B37 Fuel Injection Pump Rack Position Sensor (SE10, W3)
B38 Fuel Temperature Sensor (SE10, W3)
F12 Engine Control Unit (ECU)/ Actuator Solenoid (SE1)
W1 Single Point Ground (SPG) (Circuit 050)
W3 Chassis Harness
W4 Cab Harness
W6 Cab Harness
X11 Cab to Chassis Harness Connector (78 Way) (W3, W4, W6)
X25 Four Way Engine Control Unit Diagnostic Connector
X33 Fuel Injection Pump Sensors and Solenoids to Chassis Harness (W3)
Y27 Injection Pump Actuator Solenoid (SE10, W3)
Y28 Fuel Shutoff Solenoid (SE10, W3)
Group GSS - GREENSTAR™ SYSTEMS

Reference 245-GSS-001, Factory GREENSTAR ™ Cab Harness
Unswitched Power Test
Test Procedure
→NOTE:
This procedure covers testing the unswitched power circuits on the factory installed GREENSTAR™ Cab
Harness (W90) and its power supply from the tractor cab harness. Unswitched power comes through F17
from circuit 002 (B+).
( 1 ) Tractor Cab Harness Voltage Check
Action:
1. Disconnect the GREENSTAR™ Cab Harness to Tractor Cab Harness Connector (X89).
2. Key switch ON, check for 12 volts between pins B (992) and K (070) on the Tractor Cab Harness Connector.
See Reference 240-25-001h SE11- Diagnostic / Program Connector, SE12- Corner Post, Performance Monitor Display, and
GREENSTAR™ System (Factory Installed) Schematic
Factory GREENSTAR™ Cab Harness Wiring Diagram (W90) (See Reference 245-GSS-300 )
Result:
YES:Voltage from tractor is supplied. GO TO (2) .
NO:No 12 volts available from tractor. GO TO (6) .
( 2 ) Circuit 992 Continuity Check
Action:
On the GREENSTAR™ Cab Harness (W90), check continuity between connector X89 pin B to:
GPS Receiver connector X91 pin 12

GREENSTAR™ Mobile Processor Connector X92 pin K
Result:
NO:Repair circuit as necessary. Return to diagnosis in process.
( 3 ) 992 Short Circuit Check
Action:
On the GREENSTAR™ Cab Harness (W90), check that circuit 992 is not shorted to the other wires in the harness.
Result:
YES:No short circuits found. GO TO (4) .
Action:
On the GREENSTAR™ Cab Harness (W90), check continuity between connector X89 pin K to:
GREENSTAR™ System Display connector X90 pin D

GREENSTAR™ Mobile Processor Connector X92 pin C
Active Terminator Connector X95 pin 2
Result:
Action:
Result:
YES:No short circuits found. Return to diagnosis in process.
Action:
Check the following:
Good fuse F17

12 volts on pin A at F17 position in fuse panel
Result:
YES:Voltage is present at pin A, troubleshoot circuit 992 from pin B of F17 position in fuse panel to Diagnostic Connector X16
(SE11). GO TO (1) .
NO:Incorrect voltage on pin A, troubleshoot circuit 002 from pin A back to battery. GO TO (1) .
Reference 245-GSS-002, Factory GREENSTAR ™ Cab Harness Switched

Power Test
Test Procedure
→NOTE:
This procedure covers testing the switched power circuits on the factory installed GREENSTAR™ Cab
Harness (W90) and its power supply from the tractor cab harness. Switched power comes through F16 on
circuit 072 from the ELX relay (K15).
Action:
1. Disconnect the GREENSTAR™ Cab Harness from Tractor Cab Harness Connector (X89).
2. Check for 12 volts between pins A (922) and K (070) on the Tractor Cab Harness Connector.
Result:
Action:
On the GREENSTAR™ Cab Harness (W90), check continuity between connector X89 pin A to:
GREENSTAR™ System Display connector X90 pin G

GREENSTAR™ Mobile Processor Connector X92 pin J
Result:
Action:
Result:
Action:
On the GREENSTAR™ Cab Harness (W90), check continuity between connector X89 pin K to:

Result:
Action:
Result:
Action:
Good fuse F16

12 volts on pin A at F16 position in fuse panel
Result:
(SE11). GO TO (1) .
NO:Incorrect voltage on pin A, troubleshoot circuit 072 from pin A back to ELX Relay K15. GO TO (1) .
Reference 245-GSS-003, GREENSTAR ™ CAN Bus Diagnosis

Test Procedure
→NOTE:
This procedure covers testing the CAN Bus system for the GREENSTAR™ systems only. It does not cover
the CAN Bus system for the tractor. CAN Bus voltage is approximately 2.5 volts when operating correctly.
This voltage will not be present without a good active terminator in place.
( 1 ) Active Terminator Power Check
Action:
Disconnect the two pin connector (X95) from the Active Terminator (A94). If an Implement Ready Harness is being used, the
active terminator is built into the Breakaway Terminator Connector (A95) located at the rear of the tractor. Otherwise, it is
located inside the right side console, behind the setup panel and vehicle monitor.
Turn key switch ON and check for 12 volts across the two wires.
→NOTE:
A GREENSTAR™ alarm will sound when it senses power is lost to the active terminator.
Reconnect the connector to the active terminator.
Field Installed Implement Ready Harness-SE18 (See Reference 240-25-001l )
Field Installed Implement Ready Harness Wiring Diagram (W93) (See Reference 245-GSS-303 )
Active Terminator Harness Schematic-SE17 (See Reference 240-25-001k )
Active Terminator Harness Wiring Diagram (W94) (See Reference 245-GSS-304 )
Result:
YES:Power is available. GO TO (2) .
NO: GO TO (4) .
( 2 ) CAN Device Isolation Check
Action:
Turn key switch ON.
Disconnect each device connected to the CAN system one at a time and check to see if 2.5 volts becomes available on circuits
904 and 905 with device disconnected. These devices include the GREENSTAR™ System Display, Mobile Processor, GPS
Receiver and the Passive Terminator (located in cab roof). All devices can be disconnected but as long as the Active Terminator
is in place, the voltage should be there.
Check voltage at the following connector pins:
GREENSTAR™ System Display
Pins B and D
Pins H and D
GREENSTAR™ Mobile Processor
Pins D and C
Pins H and C
GPS Receiver
Pins 4 and 7
Pins 9 and 7
Passive Terminator
Pins B and C
Pins G and C
Field Installed GREENSTAR™ Cab Harness-SE18 (See Reference 240-25-001l )
Field Installed GREENSTAR™ Cab Harness Wiring Diagram (W92) (See Reference 245-GSS-302 )
Result:
YES:No devices caused incorrect voltage. GO TO (3) .
NO:Replace Device. Return to diagnosis in process.
( 3 ) CAN Bus Circuit Check
Action:
Check the resistance between circuits 904 and 905 at any connector on the GREENSTAR™ Cab Harness. Depending on which
connector is being used, the resistance should range between 7 and 10 kΩ.
GREENSTAR™ System Display
Pins B and H—9.6kΩ
GREENSTAR™ Mobile Processor
Pins D and H—10kΩ
GPS Receiver
Pins 4 and 9—9.6kΩ
Passive Terminator
Pins B and G—7kΩ
Active Terminator
Pins 2 and 4—8kΩ
Any open circuit or high resistance readings indicate a problem with that particular circuit. Any low readings indicate a possible
short to another circuit within the harness.
Result:
YES:All resistance readings within spec. GO TO (1) .
NO:Repair affected circuits. Return to diagnosis in process.
( 4 ) GREENSTAR™ Cab Harness Check
Action:
For factory installed harnesses;
Check continuity on circuit 922 from the two pin connector X95 pin 1 to pin A on the GREENSTAR™ Cab to Tractor Cab Harness
Connector X89.
For field installed harnesses;
Check continuity on circuit 922 from the two pin connector X95 pin 1 to pin A of the six pin Diagnostic Connector (X106) used
to connect to the tractor cab harness.
Check that circuit 922 is not shorted to other wires in the harness.
Result:
YES:Harness check passes. GO TO (5) .
NO:Repair circuits as necessary. Return to diagnosis in process.
( 5 ) Tractor Power Supply to GREENSTAR™ Harness Check
Action:
Turn key switch ON.
Verify that 12 volts is available from the tractor cab harness connections.
For factory installed harnesses;
Measure voltage on the GREENSTAR™ Cab to Tractor Cab Harness Connector X89 between pins A and K.
For field installed harnesses;
Measure voltage between pin A and pin B of the six pin Diagnostic Connector (X106) used to connect to the tractor cab
harness.
Result:
YES: GO TO (1) .
NO:Check fuse F16. Use SE12 or SE18 schematic to troubleshoot tractor cab harness. Return to diagnosis in process.
Reference 245-GSS-004, Field GREENSTAR ™ Cab Harness Unswitched

Power Test
Test Procedure
→NOTE:
This procedure covers testing the unswitched power circuits on the field installed GREENSTAR™ Cab
Harness (W92) and its power connection to the tractor cab harness. Unswitched power comes through
F17 from circuit 002 (B+).
Action:
Disconnect the six pin diagnostic connector (X106) that mates to the tractor′s six pin diagnostic connector (X16) behind
the fuse panel.
With key switch ON, check for 12 volts between pins E (992) and B (050) on the tractor′s six pin diagnostic connector
(X16).
Result:
Action:
On the field installed GREENSTAR™Cab Harness (W92), check continuity between connector X106 pin E to:
Six Pin Diagnostic Connector (X107) pin E

GREENSTAR™ Mobile Processor Connector X92 pin K
Result:
Action:
On the field installed GREENSTAR™ Cab Harness (W92), check that circuit 992 is not shorted to the other wires in the harness.
Field Installed GREENSTAR™ 245-GSS-302 )
Result:
Action:
On the field installed GREENSTAR™ Cab Harness (W92), check continuity between connector X106 pin B to:

Active Terminator Connector X95A pin 2
Single Point Ground Location
Result:
Action:
On the field installed GREENSTAR™ Cab Harness (W92), check that circuit 050 is not shorted to other wires in the harness.
Result:
Action:
Good fuse F17

12 volts on pin A at F17 position in the fuse panel
Result:
(SE11). GO TO (1) .
NO:Incorrect voltage on pin A, troubleshoot circuit 002 from pin A back to battery. GO TO (1) .
Reference 245-GSS-005, Field GREENSTAR ™ Cab Harness Switched

Power Test
Test Procedure
→NOTE:
This procedure covers testing the switched power circuits on the field installed GREENSTAR™ Cab
Harness (W92) and its power supply from the tractor cab harness. Switched power comes through F16 on
circuit 072 from the ELX relay.
Action:
Disconnect the six pin diagnostic connector (X106) that mates to the tractor′s six pin diagnostic connector (X16) behind
the fuse panel.
With key switch ON, check for 12 volts between pins A (922) and B (050) on the tractor′s six pin diagnostic connector
(X16).
Result:
Action:
On the field installed GREENSTAR™ Cab Harness (W92), check continuity between connector X106 pin A to:
GREENSTAR™ System Display connector X90 pin G

GREENSTAR™ Mobile Processor Connector X92 pin J
Result:
Action:
On the field installed GREENSTAR™ Cab Harness (W92), check that circuit 922 is not shorted to the other wires in the harness.
Result:
Action:
On the field installed GREENSTAR™ Cab Harness (W92), check continuity between connector X106 pin B to:

Result:
Action:
On the field installed GREENSTAR™ Cab Harness (W92), check that circuit 050 is not shorted to other wires in the harness.
Result:
Action:
Good fuse F16

12 volts on pin A of the F16 position in the fuse panel
Result:
(SE11). GO TO (1) .
NO:Incorrect voltage on pin A, troubleshoot circuit 072 from pin A back to ELX Relay K15. GO TO (1) .
Reference 245-GSS-300, Factory GREENSTAR ™ Cab Harness Wiring Diagram (W90)
Factory GREENSTAR™ Cab Harness Wiring Diagram
Reference 245-GSS-301, GREENSTAR ™ Factory Implement Ready Harness Wiring Diagram (W91)
GREENSTAR™ Factory Implement Ready Harness Diagram
Reference 245-GSS-302, Field Installed GREENSTAR ™ Cab Harness Wiring Diagram (W92)
Field Installed GREENSTAR™ Cab Harness Wiring Diagram
Reference 245-GSS-303, GREENSTAR ™ Field Installed Implement Ready Harness Wiring Diagram (W93)
Field Installed Implement Ready Harness Wiring Diagram
Reference 245-GSS-304, GREENSTAR ™ Active Terminator Harness

Wiring Diagram (W94)
Active Terminator Harness Wiring Diagram
Reference 245-GSS-305, GREENSTAR ™ Breakaway Terminator

Connector Pictorial
Breakaway Terminator Connector
LEGEND:
A Ground for Unswitched Power (Factory-070; Field-010)
B Switched Power (Factory-132; Field-062)
C Unswitched Power (Factory-992; Field-032)
D Ground for Switched Power (Factory and Field-010)
E Implement Connector (4 Pin)
F Implement Connector (2 Pin)
G Breakaway Connector (4 Pin)
Reference 245-GSS-306, GREENSTAR™ Harness Routing
GREENSTAR™ Harness Routing
LEGEND:
A Planter Frame Control
B Active Terminator (6 wire)
C GPS Receiver
D Passive Terminator (4 wire)
E GREENSTAR™ Mobile Processor Connector
F GREENSTAR™ System Display Connector
G GREENSTAR™ Harness Corner post and Tractor Cab Harness Connectors
H Power Junction Block
I Circuit 002 Connection to Junction Block
J Tractor Cab Harness to GREENSTAR™ Harness Connector
Section 245 - CONTROL UNITS Group HCU: HCU References
K GREENSTAR™ Harness to Tractor Cab Harness Connector

L Circuit 992 Connection to Tractor Cab Harness
M Implement Ready Harness Relay (K90)
N Implement Ready Harness Fuse (F90)
O Circuit 010 Connection to Chassis Ground
P Power and CAN Connection to Breakaway Terminator Connector
Q Circuit 070 Connection to Tractor Cab Harness
Group HCU - HCU References

Specifications
HCU Address 17
Raise/Lower Rocker Switch “Raise” position 110—199
Center “Off” position 000
Solenoid Coil Circuit, Hitch Valve Resistance 3.0 ohm - 6.0 ohm
Static Draft Sensor Voltage Voltage 2.1V - 2.2V
Draft Sensor
Draft Sensor Adjustment Locknut Torque 25 N˙m
(18 lb-ft)
Draft Sensor Cover Capscrews Torque 70 N˙m
(51 lb-ft)
Reference 245-HCU-001, HCU Calibration

HCU Calibration
→NOTE:
If Service ADVISOR™ is being used, consult Service ADVISOR™ instructions for calibrating with the
computer. The following procedure is written only for the corner post display method of calibrating.
( 1 ) Hydraulic Pressure Verification
Action:
Before proper hitch calibration can be made, hydraulic system pilot, standby, and stall pressures must be correctly set. These
pressures will be verified at the top of the SCV valve stack. Hydraulic oil temperature must be above 50° C (122 °F). If
necessary, seeHeating Hydraulic Oil (Reference 270-15-100 ).
Pressure settings should be:
Hitch Valve Pressures
Pilot Pressure, PS port 1827-2034 kpa (18.3-20.3 bar) (265-295 psi)
Standby Pressure, P port 2275-2482 kpa (23-25 bar) (330-360 psi)
Stall Pressure, P port 19650-20690 kpa (197-207 bar) (2850-3000 psi)
For pressure checking procedure seeHitch / SCV Pressures Verification (Reference 270-15-003 ).
Result:
YES:Pressures and oil temperature are correct. GO TO (2) .
NO:Pressures are incorrect. Set pressures to correct levels before proceeding with calibration.
( 2 ) Set Hitch and Controls for Calibration
Action:
IMPORTANT:
All ACU codes must be resolved and ACU correctly calibrated prior to calibration of the hitch control unit
(HCU). SeeACU Calibration (Reference 245-ACU-001) (an ACU 003 code may be present).
Move hitch control lever to fully forward position (hitch full down).
Turn raise limit control knob to full right position (CW).
Turn rate-of-drop control knob to full right position (CW).
Turn load/depth control knob to full right position (CW).
Headlight and high beam switches must be OFF.
Install a quick coupler or 68-91 kg (150-200 lb) weight on the hitch.
Measure the size of the hitch cylinders for use during calibration.
80 mm - cylinder = 93 mm (3.66”) OD and 292 mm (11.5”) circumference.
Full movement of the hitch is unrestricted.
Result:
YES:Ready for calibration. GO TO (3) .
NO:If display is not correct, a switch or switch voltage problem is indicated. See Raise / Lower Rocker Switch Tests (Reference
245-HCU-003 and Reference 245-ACU-007 ).
NO:If display is correct but hitch does not move, a hydraulic component problem is indicated.
( 3 ) Place Vehicle in Diagnostic Mode
Action:
→NOTE:
If “Err” is displayed at any time during the calibration procedure, an HCU circuit fault has occurred. Turn
the warning lights switch ON and OFF, record the message string that follows, and correct any codes
displayed before proceeding with calibration. For example:
Err
XXX (codes)
EOC
End
[1] - Move diagnostic fuse from location F9 to location F10.
[2] - Start tractor and set engine speed at 1200 rpm. Display should be:
--
diA
Result:
YES: GO TO (4) .
NO:Check fuse condition (F10) and diagnostic circuit (312).
( 4 ) Select HCU
Action:
Operate right turn signal until the display shows “HCU”. Display should be:
--
HCU
Result:
YES: GO TO (5) .
NO:If display changes to something other than “HCU” there may be a circuit voltage problem. This may be checked with a
Charging System Voltage Check (Reference 240-15-001 ).
NO:If display does not change, a turn signal circuit problem is indicated. Perform Turn Signal Test (See Reference 240-15-009
).
( 5 ) Access HCU Diagnostic Mode
Action:
Pull flash-to-pass switch toward the steering wheel to access HCU diagnostic mode. Display should be:
00
HCU
→NOTE:
The HCU is now in diagnostic mode. All other control units are in “standby” mode.
Result:
YES: GO TO (6) .
NO:If display does not change, a flash-to-pass circuit problem is indicated. Check and correct circuits as necessary before
proceeding. See Lighting Circuit Schematic (SE5) (Reference 240-25-006 ).
( 6 ) Check Stored HCU Codes
Action:
[1] - Operate the right turn signal to obtain “01” on the display.
[2] - Record any codes that are displayed.
[3] - Display will cycle between:
“HCU” and“000” if no codes are present or ....
“HCU”, “XXX” , and“End” if codes are present.
Result:
YES: GO TO (7) .
NO:Check and correct any related codes displayed before proceeding with calibration. See HCU Codes (under Reference
245-05-003 ) for correct diagnostic test.
( 7 ) Enter Calibration Address
Action:
Operate right turn signal until address “16” appears. Ensure that the display reads:
16
HCH
If the display shows:
16
noH
....cycle the warning flasher rocker switch “ON” and then “OFF” to change the configuration to a “tractor with hitch” mode.
→NOTE:
A tractor which has been configured in the “tractor without hitch” mode (noH) will not allow calibration
of the HCU.
Continue to operate right turn signal to accessHCU Address 20 on the display. The display should be:
20
CAL
→NOTE:
Calibration mode can be cancelled by moving the turn signal lever left or right, or by turning the key
switch OFF.
Result:
YES: GO TO (8) .
( 8 ) Cab Raise / Lower Switch
Action:
Using the raise / lower rocker switch, cycle the hitch fully up and fully down five times, finishing with the hitch at the lowered
position (to purge air from the system).
While the switch is held rearward display should be:
20
001
....and while it is held forward display should be....
20
002
....and when it is released to center position display should be....
20
000
Result:
YES: GO TO (9) .
NO:Display is correct but hitch does not move. Check for sticking valve or lifting arms for binding.
NO:Display is not correct. See Hitch Raise / Lower Rocker Switch Test (Reference 245-HCU-003 ) to check switch or see an ACU
test (Reference 245-ACU-007 ) for switch position check.
( 9 ) Set Hitch Control Lever Position
Action:
Pull the hitch control lever rearward into the transport lock position. The display should read:
20
100
Result:
YES: GO TO (10) .
NO:If display reads 101, 241, or 242, a hitch position feedback sensor problem is indicated. See Hitch Position Feedback
Sensor Test (Reference 245-HCU-008 ).
NO:If display reading does not go below 103, a control lever potentiometer problem is indicated. A CCD communication fault
can be verified using the Hitch Control Lever Potentiometer Test (Reference 245-HCU-007 ). A voltage problem in the control
can be verified using an ACU test, Hitch Control Lever Potentiometer Test (Reference 245-ACU-009 ).
( 10 ) Verify Raise Limit Control
Action:
Turn the raise limit control knob fully to the left (CCW) and then fully back to the right (CW).
The hitch should not move from the full up position. The display should be between:
20
000
....and....
20
099
Result:
YES: GO TO (11) .
NO:If display did not change or showed a number greater than 99, a control potentiometer problem is indicated. A CCD
communication fault can be verified using an HCU test, Raise Limit Control Potentiometer Test (Reference 245-HCU-009 ). A
voltage problem in the control can be verified using an ACU test, Raise Limit Control Potentiometer Test (Reference 245-
ACU-010 ).
( 11 ) Set and Confirm Return Valve Preload
Action:
[1] - Turn raise limit control knob full left (CCW) and observe hitch movement. Hitch should move downward more than 1/4 but
not to full down.
The display will change to a value above “100” and will then decrease to a value between:
20
005
....and....
20
075
Record this value for confirmation.
[2] - Slowly push hitch control lever full forward and then pull it back into the transport lock position (display will read “100”).
The hitch should move down and then full up.
[3] - Turn the raise limit control full right (CW) and then full left (CCW). The hitch should move down more than 1/4 but not full
down.
The display will, again, change to a value above “100” and will then decrease to a value between:
20
005
....and....
20
075
The final value on the display should be no more than ±3 from the result previously recorded.
Result:
YES: GO TO (12) .
NO:If the display reads below “5”, above “75”, or if the difference in the two results was more than ±3, a hydraulic component
problem is indicated. This step should be repeated to verify all results. If the valve fails again, disassemble and inspect valve
components.
( 12 ) Set Hitch Control Lever Position
Action:
Push hitch control lever full forward. The hitch should move completely down. The display should read:
20
165
Result:
YES: GO TO (13) .
NO:If display reads 164, 241, or 242, a hitch position feedback sensor problem is indicated. See Hitch Position Feedback
NO:If display reading does not go above 163, a control lever potentiometer problem is indicated. A CCD communication fault
can be verified using an HCU test, Hitch Control Lever Potentiometer Test (Reference 245-HCU-007 ). A voltage problem in the
control can be verified using an ACU test, Hitch Control Lever Potentiometer Test (Reference 245-ACU-009 ).
( 13 ) Set and Confirm Pressure Valve Preload
Action:
[1] - Turn raise limit control knob full right (CW), full left (CCW), then back to full right (CW) and observe hitch movement. Hitch
should move upward more than 1/4 but not to full up.
The display will change to a value above “100” and will then decrease to a value between:
20
005
....and....
20
075
Record this value for confirmation.
[2] - Slowly pull hitch control lever full rearward and then push it back to the full forward position (display will read “165”). The
hitch should move up and then full down.
[3] - Turn the raise limit control full left (CCW) and then full right (CW). The hitch should move up more than 1/4 but not full up.
The display will, again, change to a value above “100” and will then decrease to a value between:
20
005
....and....
20
075
The final value on the display should be no more than ±3 from the result previously recorded.
Result:
YES: GO TO (14) .
NO:If the display reads below “5”, above “75”, or if the difference in the two results was more than ±3, a hydraulic component
problem is indicated. This step should be repeated to verify all results. If the valve fails again, disassemble and inspect valve
components.
( 14 ) Set Hitch Cylinder Fill Volume Value
Action:
→NOTE:
Cylinder size was determined during calibration preliminary steps.
[1] - Pull the hitch control lever full rearward.
[2] - Slowly push the control lever forward until the display matches the number required for the cylinder size(s) on the
vehicle.
Corner Post Display
Size of Cylinders Calibration Value
80/90 - one of each size 129 ±1
90/90 - two of same size 132 ±1
90/100 - one of each size 135 ±1
100/100 - two of same size 138 ±1
IMPORTANT:
DO NOT move the hitch control lever again until the calibration procedure has been completed.
Result:
YES: GO TO (15) .
NO:If the correct value (±1) cannot be reached, a control potentiometer problem is indicated. A CCD communication fault can
be verified using an HCU test, Raise Limit Control Potentiometer Test (Reference 245-HCU-009 ). A voltage problem in the
control can be verified using an ACU test, Raise Limit Control Potentiometer Test (Reference 245-ACU-010 ).
( 15 ) Verify Rate-of-Drop Control Calibration

Action:
Turn the rate-of-drop control knob full left (CCW) and then full right (CW). The hitch should not move. The display should be:
20
235
Result:
YES: GO TO (16) .
NO:If corner post display did not change or is not “235”, a control potentiometer problem is indicated. A CCD communication
fault can be verified using an HCU test, Rate-of-Drop Control Potentiometer Test (Reference 245-HCU-010 ). A voltage problem
in the control can be verified using an ACU test, Rate-of-Drop Control Potentiometer Test (Reference 245-ACU-011 ).
( 16 ) Verify Load / Depth Control Calibration
Action:
Turn the load / depth control knob full left (CCW) and then back to full right (CW). Display should read:
20
233
The hitch should not move when the control knob is turned.
Result:
YES: GO TO (17) .
NO:If corner post display did not change or is not correct, a control potentiometer problem is indicated. A CCD communication
fault can be verified using an HCU test, Hitch Load / Depth Control Potentiometer Test (Reference 245-HCU-006 ). A voltage
problem in the control can be verified using an ACU test, Hitch Load/Depth Control Potentiometer Test (Reference 245-ACU-008
).
( 17 ) Calibrate Draft Sensor
Action:
Turn load/depth control knob left (CCW) until the corner post display shows the appropriate value for the vehicle model given in
the following table.
Corner Post Display
8110 201 ±1
8210 190 ±1
8310 180 ±1
8410 171 ±1
The hitch should not move when the control knob is turned.
Result:
YES: GO TO (18) .
NO:If unable to reach the required value, a control potentiometer problem is indicated. A CCD communication fault can be
verified using an HCU test, Hitch Load / Depth Control Potentiometer Test (Reference 245-HCU-006 ). A voltage problem in the
control can be verified using an ACU test, Hitch Load / Depth Control Potentiometer Test (Reference 245-ACU-008 ).
( 18 ) Set Draft Sensor “Zero”
Action:
Turn rate-of-drop control knob full left (CCW) and then full right (CW). The hitch should not move and the display should not
change.
Result:
YES: GO TO (19) .
NO:If the display reads “250”, “251”, or “252” a draft sensor problem is indicated. See Draft Sensor Test (Reference 245-
HCU-005 ).
( 19 ) Check Hitch Position Feedback Sensor
Action:
[1] - Lower hitch using the raise / lower rocker switch until it is in the full down position.
[2] - Hold the EXTERNAL raise / lower switch in “raise” position until the hitch moves. Hitch movement should be less than 25
mm (1 in).
While the switch is held, the display should read:
20
001
[3] - When the switch is released to the center position the display will read:
20
000
[4] - Again hold the EXTERNAL raise / lower switch to “raise” position. The hitch should now move to the full up position.
[5] - Hold the EXTERNAL raise / lower switch in the “lower” position until the hitch moves. Hitch movement should be less than
25 mm (1 in).
While the switch is held, the display should read:
20
002
[6] - When the switch is released to the center position the display will read:
20
000
Result:
YES: GO TO (20) .
NO:If display(s) is not correct, a switch problem is indicated. See External Raise / Lower Switch Test (Reference 245-HCU-011 )
for “raise” and “lower” mode faults.
NO:If hitch moves more than 25 mm (1 in), a hitch position feedback sensor problem is indicated. See Hitch Position Feedback
( 20 ) Store Calibration Data in HCU
Action:
When the warning light switch is cycled to store the calibration a string of readings will appear on the display. Be prepared to
record these readings.
Cycle the warning light switch to ON and then OFF (or remove diagnostic fuse F10) to store calibration data. The display should
show:
Corner Post Display
EOC
009 a
111
129, 132, 135, or 138 (±1)
201, 190, 180, or 171 (±1)
END
a
Version "009" of the HCU is the version to support 8010 series tractors. Later versions (with higher numbers) may be
developed to include changes and / or improvements.
Result:
YES:Readings are correct. Calibration is successful.
NO:If readings are not correct, check for codes which may be stored. See Recall, Record, and Clear Codes (Reference
245-05-001 ).
Action:
→NOTE:
The HCU end of calibration (EOC) string of readings may be viewed at any time with the following steps.
DO NOT stay in address 20 for more than 30 seconds to prevent changing the hitch calibration values.
1. Turn the key switch OFF and install diagnostic fuse in location F10 (diag).
2. Turn the key switch ON and accessHCU Address 20 .
3. Remove the fuse from the F10 location, record the string of readings following “EOC” as they are
displayed.
The display will return to normal operation automatically when the end of calibration message is completed.
The key switch MUST be turned OFF and the diagnostic fuse removed to return all electronic control units to their normal
operating mode at the next start-up.
Result:
YES:Calibration values recorded and are at spec.
Reference 245-HCU-002, HCU Beep Mode Test

The system diagnostic ("beep") mode (HCU Address 02) can help the technician with diagnosis in two ways. It can be used to:
"verify" operation of devices that are part of the control unit′s circuit.
→NOTE:
using the "on-board" diagnostics feature. SeeAccess Control Unit Addresses (Reference 245-05-002 ).
Beep Mode Addresses
2 Circuit Address System Diagnostic ("Beep") Mode
5 Voltage Draft Sensor
8 Voltage Hitch Position Feedback Sensor
11 Switch Status External Raise/Lower Switch (Raise command)
12 Switch Status External Raise/Lower Switch (Lower command)
13 Voltage Hitch Sensor Supply Voltage
→NOTE:
All other hitch controls (those located on the right armrest) can be checked using the ACU Beep Mode
Test (Reference 245-ACU-002 ).
HCU Circuit Diagnostic ("Beep") Addresses

( 1 ) Access HCU Address 02
Action:
[1] - Insert a fuse in location F10 on the fuse panel.
[2] - Start the engine but do NOT operate any hitch controls.
[3] - Operate the right turn signal to obtain HCU Address 02 in the display window. SeeAccess Control Unit Addresses
(Reference 245-05-002 ).
[4] - Operate the engine at increasing steps of rpm for brief periods and listen/observe for a "beep"/displayed address number
indicating a circuit intermittent.
Result:
YES:No beep or no address number displayed. GO TO (2) .
NO:Note the address(s) shown on the display. See HCU Addresses (under Reference 245-05-003 ) for normal readings of each
address.
( 2 ) Operate Hitch Controls
Action:
SLOWLY cycle each control through its full range.
→NOTE:
Full range movement should take approximately five seconds.
Any significant change in voltage will cause the warning horn to sound and the circuit address number to be displayed.
→NOTE:
If the warning horn sounds through the full range of control movement, the control was probably moved
too fast.
Result:
YES:No beep or no address number displayed. GO TO (3) .
address.
( 3 ) Tractor OFF Test
Action:
[1] - Turn engine OFF and reenter the "beep" mode at HCU Address 02.
CAUTION:
To prevent personal injury from possible hitch movement during this test (due to an intermittent
condition), the engine must be OFF.
[2] - Tug on hitch harnesses and listen/observe for the alarm to sound/circuit address number to be displayed.
Result:
address.
NO:If the hitch problem still exists, perform Hitch Calibration (Reference 245-HCU-001 ).
Reference 245-HCU-003, Hitch Raise/Lower Rocker Switch Test

Test Procedure
→NOTE:
This test is used to confirm that a communication signal, via the CCD line, is correct between the ACU and
the HCU for this control.
CAUTION:
To prevent possible personal injury from inadvertent movement of the hitch, the ENGINE must be OFF
during this test.
Action:
AccessHCU Address 03 to perform this procedure. SeeAccess Control Unit Addresses (Reference 245-05-002 ).
1. Press the hitch raise/lower rocker switch rearward to the “raise” position. The display should read:
03
UP
2. Press the hitch raise/lower rocker switch forward to the “lower” position. The display should read:
03
dn
3. Release the raise/lower rocker switch to the center position. The display should read:
03
OFF
Result:
YES: GO TO (2) .
( 2 ) Test Continued
Action:
4. Turn the key switch “off” and then back “on”.
Access ACU Address 01. The display should read:
01
ACU
....and then....
01
049
....and then....
01
End
→NOTE:
Other ACU codes may be displayed before or after “049”.
Result:
YES:Switch is “good”. Return to diagnosis in progress.
NO:If dashes (- -) or other incorrect displays were present, perform the ACU′s Hitch Raise/Lower Rocker Switch Test (Reference
245-ACU-007 ).
NO:Switch tested “good”, code HCU 49 was stored but ACU 49 wasn′t. There is a conflict between the raise/lower rocker
switch, the external raise/lower switch, and the hitch control lever which may be the result of intermittent circuits or operator
error.
Reference 245-HCU-005, Draft Sensor Test

Test Procedure
→NOTE:
The tractor must have a heavy, three-point implement attached to perform this test.
( 1 ) Check Voltage Reading
Action:
[1] - The attached implement must be resting on the ground without placing any load on the hitch.
[2] - Install the spare fuse into the “diag” location at F10, start engine, and accessHCU Address 05 on the display. SeeAccess
Control Unit Addresses (Reference 245-05-002 ).
[3] - The voltage shown should be between 2.1 and 2.2 volts. If an adjustment is required seeDraft Sensor Adjustment
(Reference 245-HCU-100 ).
→NOTE:
During calibration the logic of the HCU also checks this voltage reading but allows more tolerance than
shown. This is necessary to allow slight shifts in the draft sensor signal without requiring mechanical
adjustments.
[4] - While watching the display, raise the implement several inches off the ground. The voltage should DECREASE by 0.3 volts
or more as the implement is first lifted.
[5] - Lower the implement back to the ground. The display should return to within ±0.10 volts of the reading in step 3.
[6] - Turn key switch to OFF.
Result:
YES:Sensor is good. If problem continues, attempt to recalibrate the HCU. See HCU Calibration (Reference 245-HCU-001 ).
NO:Display does not change or read correctly, check sensor and linkage for binding.
NO:If voltage reading is less than 0.35 volts. GO TO (2) .
NO:If voltage reading is more than 4.65 volts. GO TO (3) .
( 2 ) Voltage Less Than 0.35 Volts
Action:
Check for continuity from the HCU connector (30-way, A5X1) to the draft sensor. Each circuit should have less than 1.0 ohm
resistance.
HCU Circuits
Connector Sensor Circuit

Pin Pin Number
2A3 A 871
1F1 B 884
2A2 C 873
For schematic seeHCU Wiring Diagram (SE7) (Reference 245-HCU-300 ).
Result:
YES:Resistance readings are correct. GO TO (3) .
NO:An “open” is indicated. Repair harness and test.
( 3 ) Voltage More Than 4.65 Volts
Action:
CAUTION:
Stay clear of hitch and linkage during following check.
[1] - Start engine and run at low idle
[2] - Turn load/depth control full right (CW).
[3] - Raise hitch a few inches.
[4] - Force the sensor actuator arm toward, and away from, the sensor. The hitch assembly should respond by raising and
lowering.
Result:
YES:Response is normal. Return to diagnosis in progress.
NO:Does not respond well. Replace sensor and calibrate HCU. See HCU Calibration (Reference 245-HCU-001 ).
Reference 245-HCU-006, Hitch Load/Depth Control Potentiometer Test

Test Procedure
→NOTE:
Action:
→NOTE:
The engine will be OFF during this test.
[1] - Turn the load/depth control to the full left position, into detent (CCW). The display should read:
06
000
[2] - Turn the control to the right (CW) until it is just out of detent. The display should read:
06
001
[3] - SLOWLY turn the control to the full right (CW) position.
As the control is moved the display should read:
06
002
....through....
06
010
Result:
YES:Control is “good”. Return to diagnosis in progress.
NO:If the display showed dashes (- -), or HCU 53 or ACU 53 (or other related codes) were stored, perform the ACU test, Hitch
Load/Depth Control Potentiometer Test (Reference 245-ACU-008 ).
Reference 245-HCU-007, Hitch Control Lever Potentiometer Test

Test Procedure
→NOTE:
Action:
→NOTE:
The engine must be OFF during this test.
[1] - Pull the Hitch Control Lever to the full rearward position, into transport lock. The display should read:
07
000
[2] - Push the control forward just out of transport lock. The display should read:
07
001
....or....
07
002
[3] - SLOWLY push the control to the full forward position. As the control is moved the display should read:
07
002
....through....
07
010
Result:
NO:If the display showed dashes (- -), an HCU 54 or ACU 54 (or other related codes) were stored, the numbers do not display
smoothly through the range, or does not reach “10”, perform the ACU test, Hitch Control Lever Potentiometer Test (Reference
245-ACU-009 ).
Reference 245-HCU-008, Hitch Position Feedback Sensor Test

Test Procedure
→NOTE:
This test checks the sensor for operation and range of voltage output.
( 1 ) Check Low End Voltage Value
Action:
CAUTION:
To prevent the possibility of unexpected hitch movement, shut the engine OFF before inspecting the
hitch position feedback sensor linkage or wiring harness.
There should be no load (implement, etc.) on the hitch while performing this test.
[1] - Start the engine and accessHCU Address 08 . SeeAccess Control Unit Addresses (Reference 245-05-002 ).
[2] - Pull the hitch control lever full rearward into the transport lock position to raise the hitch full up.
[3] - Turn the raise limit control full right (CW).
[4] - Turn the rate-of-drop control full left (CCW).
[5] - Voltage reading on the display should be between:
08
0.50
....and....
08
2.00
Record this reading for reference.
Result:
YES: GO TO (2) .
NO:If voltage is 0.00 to 0.50, check for a broken wire to the sensor, a short to ground in the +5V power (cct 873) or sense (cct
878) circuit, or a failed sensor.
NO:If voltage is more than 2.00, damaged or improperly assembled sensor linkage may be indicated.
( 2 ) Check High End Voltage Value
Action:
[1] - Push the hitch control lever full forward.
[2] - As the hitch lowers, the display should gradually change to between:
08
3.00
....and....
08
4.5
→NOTE:
The warning alarm should not sound as the hitch moves down. If the alarm sounds, a sensor problem is
indicated. Replace the sensor and calibrate the HCU. SeeHCU Calibration (Reference 245-HCU-001 ).
Result:
YES: GO TO (3) .
NO:If voltage is less than 3.00, a binding or failed sensor is indicated. Sensor supply voltage may also be low (code HCU 45
may also be stored).
NO:If voltage is more than 4.50, damaged or improperly assembled sensor linkage or a failed sensor is indicated. Repair and
calibrate the HCU. See HCU Calibration (Reference 245-HCU-001 ).
( 3 ) Difference in Voltage Values
Action:
Subtract the full-up voltage from the full-down voltage. The minimum difference must be 2.00 volts.
Result:
YES:Sensor is “good”. Return to diagnosis in progress.
NO:If difference is LESS than 2.00 volts, a damaged or improperly assembled sensor linkage or a failed sensor is indicated.
Repair and calibrate the HCU. See HCU Calibration (Reference 245-HCU-001 ).
Reference 245-HCU-009, Raise Limit Control Potentiometer Test

Test Procedure
→NOTE:
This test checks the potentiometer for operation and range of output.
Action:
→NOTE:
[1] - Turn the raise limit control to the full left position (CCW). The display should read:
09
000
[2] - SLOWLY turn the control to the full right position (CW). The display should read:
09
002
....through....
09
010
Result:
smoothly through the range, or does not reach “10”, perform the ACU test, Raise Limit Control Potentiometer Test (Reference
245-ACU-010 ).
Reference 245-HCU-010, Rate-of-Drop Control Potentiometer Test

Test Procedure
→NOTE:
Action:
→NOTE:
[1] - Turn the rate-of-drop control to the full left position (CCW). The display should read:
10
000
[2] - SLOWLY turn the control to the full right position (CW). The display should read:
10
002
....through....
10
010
Result:
smoothly through the range, or does not reach “10”, perform the ACU test, Rate-of-Drop Control Potentiometer Test (Reference
245-ACU-011 ).
Reference 245-HCU-011, External Raise/Lower Switch Test

Test Procedure
→NOTE:
Action:
[1] - Pull the external switch out and up to hitch “raise” position. The warning horn should “beep”. The display should read:
11
010
→NOTE:
If the switch is moved slowly, the normally open and normally closed contacts may not change at the
same time. Because of this, the display may show either “000” or “011” as the switch is moved. This
does not indicate a switch problem.
[2] - Release the switch to the center position. The warning horn should “beep”. The display should read:
11
001
[3] - Pull the switch out and down to hitch “lower” position. The warning horn should NOT “beep”. The display should continue
to read:
11
001
Result:
YES: GO TO (2) .
NO:Disconnect switch from the harness and check it′s operation with a multimeter. Check circuit (cct 825) for an “open” or
incorrect connections at the switch. See HCU Wiring Diagram (SE7) (Reference 245-HCU-300 ).
Action:
[1] - AccessHCU Address 12 2 to perform this procedure. SeeAccess Control Unit Addresses (Reference 245-05-002 ).
[2] - Pull the external switch out and down as during a “lower” command. The warning horn should “beep”. The display should
read:
12
010
→NOTE:
If the switch is moved slowly, the normally open and normally closed contacts may not change at the
same time. Because of this, the display may show either “000” or “011” as the switch is moved. This
does not indicate a switch problem.
[3] - Release the switch to the center position. The warning horn should “beep”. The display should read:
12
001
[4] - Pull the switch out and up as during a “raise” command. The warning horn should NOT “beep”. The display should
continue to read:
12
001
Result:
YES:Switch is “good”. Return to diagnosis in progress.
NO:Disconnect switch from the harness and check it′s operation with a multimeter. Check circuit (cct 826) for an “open” or
incorrect connections at the switch. See HCU Wiring Diagram (SE7) (Reference 245-HCU-300 ).
Reference 245-HCU-013, Rear Hitch Sensor Supply Voltage Test

Test Procedure
Action:
HCU address 13 monitors the voltage supply to the hitch sensors on circuit 873. Typical sensor supply voltage is from 4.80 to
5.0 volts.
Result:
YES:To perform Rear Hitch Sensor Supply Test, GO TO (2) .
( 2 ) Rear Hitch Sensor Supply Voltage Test
Action:
With key switch (S1) ON, accessHCU address 13 .
(See Access Control Unit Addresses, Reference 245-05-002 .)
13
4.8
...to...
13
5.2
Result:
NO: GO TO (3) .
( 3 ) Rear Hitch Sensor Supply Circuit Check
Action:
Using a volt meter, inspect circuit 873 for 5 volts from 18 way HCU/SCU connector (A5X2) to hitch draft sensor (B12) and hitch
position sensor (B13). Inspect for loose or corroded connections, and broken or shorted wires.
(See HCU Wiring Diagram, Reference 245-HCU-300 .)
Result:
NO:Make necessary repairs. Return to diagnosis in progress.
Reference 245-HCU-017, Hitch Valve Circuits Test

Test Procedure
→NOTE:
This test will check the solenoids and their wiring circuits.
CAUTION:
To prevent possible personal injury from inadvertent movement of the hitch, the KEY SWITCH and
ENGINE must be OFF.
( 1 ) HCU Address 17 Reading
Action:
→NOTE:
Recall, record and clear codes before proceeding. (See Reference 245-05-001 .)
HCU Address 17 can be used to verify the output from the HCU to the “pressure” and “return” valves by displaying three digits.
The hundreds digit represents the valve (1=pressure, 2=return).

The tens and ones digits represent the valve command (10-99, eg: “151” indicates pressure valve command 51)
“000” indicates that no valve command has been detected.
A dash, “-”, indicates a valve, or other fault, is preventing a valve output.
AccessHCU Address 17 on the display.
HCU Address 17
Raise/Lower Rocker Switch “Raise” position 110—199
Center “Off” position 000
The display should return to “000” when released.
Result:
YES:Reading is within range. GO TO (2) .
NO:Display shows a dash “-” or “000” when switch is pressed. GO TO (2) .
( 2 ) Solenoid Coil Resistance Check
Action:
Disconnect the connector at the “pressure” or “return” valve solenoid. Measure the resistance of the solenoid coil.
Result:
YES:Resistance reading is within specification. GO TO (3) .
NO:Resistance reading is not within specification. Replace solenoid and calibrate hitch. See HCU Calibration (Reference 245-
HCU-001 ).
( 3 ) Harness Circuit Resistance Check
Action:
Reconnect the harness connector to the solenoid connector. Disconnect the 18-way connector (A5X2) at the HCU. Using a
digital multimeter, check resistance between pins D1 and D2 for pressure valve circuit or pins C1 and C2 for return valve
circuit.
Result:
YES:Resistance reading is within specification. GO TO (4) .
NO:Resistance reading is not within specification. Repair harness and calibrate hitch. See HCU Calibration (Reference 245-
HCU-001 ).
( 4 ) Check Harness for Shorts
Action:
Using a digital multimeter at connector (A5X2), check resistance between pins C1, C2, D1, and D2 and all other pins in the
connector. All checks should indicate an “open” circuit.
Result:
YES:No “shorts” are indicated. Return to diagnosis in progress.
NO:“Short(s)” indicated. Repair harness and calibrate hitch. See HCU Calibration (Reference 245-HCU-001 ).
Reference 245-HCU-018, HCU System Voltage Test

Test Procedure
Action:
This test will display HCU system (battery) voltage.
Result:
YES:To perform HCU System Voltage Test, GO TO (2) .
( 2 ) HCU System Voltage
Action:
With key switch (S1) ON, accessHCU address 18 .
Battery voltage reading:
8.0 to 17.5 volts.

Result:
NO:Troubleshoot circuit 802 from HCU connector A5X2 pin B1 to connector X11 pin M7 for 12 volts. Repair/replace as
necessary.
Reference 245-HCU-100, Draft Sensor Adjustment
→NOTE:
This sensor adjustment may be made by reading voltage at the display (HCU Address 05) or by using a
Tap-Out Harness (DFRW65) and a digital multimeter. The tap-out will be installed in series at the sensor
connector (3-way).
Sensor is located under rear axle housing, under a small cover.
LEGEND:
A Connector
B Screws
C Draft Sensor Cover
Draft Sensor Location
1. Remove sensor cover.

2. AccessHCU Address 05 or install tap-out harness and switch key to ON. SeeAccess Control Unit Addresses (Reference
245-05-002 ).
Tap-out Harness, DFRW65

LEGEND:
1 To Hitch Power Harness
2 For Voltmeter
3 To Sensor
3. Check voltage reading on display or on multimeter (black lead on sensor pin C (ground), red lead on sensor pin B (sensor
voltage)).
Static Draft Sensor Voltage Voltage 2.1V - 2.2V

LEGEND:
A Sensor and Retainer
B Adjustment Locknut
C Adjustment Screw
4.
Draft Sensor Adjustment
To adjust voltage, loosen locknut (B) and turn adjustment screw (C).
5. Tighten locknut to secure adjustment screw and recheck voltage reading (voltage could change as nut is secured).
Draft Sensor
Draft Sensor Adjustment Locknut Torque 25 N˙m
(18 lb-ft)
6. Clean old gasket material from cover and mounting surface. Apply RE62967 Liquid Adhesive Gasket to cover (should
encircle all holes). Reinstall cover and tighten capscrews.
Draft Sensor
Draft Sensor Cover Capscrews Torque 70 N˙m
(51 lb-ft)
Reference 245-HCU-200, Hitch Control Unit (HCU) Theory Of Operation

The Hitch Control Unit (HCU) is linked to the Corner Post Display through a communication link with the Chassis Control Unit
(CCU). The HCU is also connected to the hitch control components. The Corner Post Display serves as a monitor screen to set
and check values which must be stored in the HCU for proper hitch control. The values are stored by operating the hitch
system in a "calibration" mode.
HCU Calibration (Reference 245-HCU-001 ) will assist the technician to determine the proper calibration for all operator
controls and hitch feedback potentiometers. The calibration steps also determine appropriate electrical deadband for raise and
lower actuation of the hitch valve. Once calibrated, the HCU is returned to normal operating mode where it receives signals
from operator controls and sensing devices which determine how much current to send to the raise or lower solenoid of the
hitch valve.
The HCU is mounted with the SCU, which controls SCV valves 1, 2, and 3. Power for both Control Units is received through fuses
F5 and F6. The Hitch Control Lever and Raise/Lower rocker switch, operating through the ACU (Armrest Control Unit), supply
signals to the HCU where they become electrical control of the valve solenoids. An external Raise/Lower switch is an available
option for control of the Hitch at the rear of the vehicle. Feedback signals are provided by a Draft Sensor and a Hitch Position
Feedback Sensor. Depth Control is another available option that is wired directly to the HCU. For more information on these
controls and their use, see the Operator′s Manual.
Reference 245-HCU-300, HCU Wiring Diagram (SE7)
HCU Wiring Diagram (SE7)
Section 245 - CONTROL UNITS Group ICU: ICU References
LEGEND:
A5 HCU/SCU Control Units
A5X1 30-way HCU/SCU Connector
B12 Hitch Draft Sensor
B13 Hitch Position Sensor
S21 External Raise/Lower Switch
S22 External Raise/Lower Switch RH (European)
W1 Single Point Ground
W3 Chassis Harness
W4 Cab Harness
W6 Cab Harness
X11 Chassis Harness to Cab Harness
X15 Hitch and SCV I Solenoids to Chassis Harness
Y5 Hitch Raise Solenoid
Y6 Hitch Lower Solenoid
Group ICU - ICU References

Reference 245-ICU-001, ICU Calibration
→NOTE:
The ICU calibration procedure does not begin at any specific address. Any calibratable address is
accessible and calibratable independent of all others.
Entering a number other than zero where a zero is specified may alter the operation of that circuit or
system.
Addresses 01 Through 99
→NOTE:
Addresses "8", "78" and "79" are the only calibratable ICU addresses. Their calibration procedure follows.
Addresses "01" through "03", "05", "07" and "80" through "99" are read only addresses, see Control Unit
Addresses (Reference 245-05-004 ).
Addresses "04", "06" and "09" through "77" are not used and are not displayed.
ICU Calibration Procedure

Action:
Move diagnostic fuse (A) from location F9 to location F10.
Turn key switch ON but do NOT start tractor.
——
dIA
Result:
YES: GO TO: (2) .
NO:Check fuse F10 and diagnostic line (cct 312).
( 2 ) Select ICU
Action:
Operate right turn signal until the corner post display shows "ICU".
——
ICU
Result:
YES: GO TO: (3) .
NO:Corner post display changes but not to "ICU". Check fuse F3, battery supply voltage to the ICU (cct 932) and ICU ground
(cct 050).
NO:If turn signal does not change display, check turn signal circuit.
( 3 ) Access ICU Diagnostic Mode
Action:
Pull flash-to-pass switch toward steering wheel to access ICU diagnostic mode.
00
ICU
→NOTE:
The ICU is now in diagnostic mode. All other controllers are in "standby" mode.
Result:
YES: GO TO: (4) .
NO:Check turn signal circuit and Hi/Lo beam (flash-to-pass) circuits.
Action:
Operate right turn signal once to access address "01" in the corner post display.
Record displayed codes.
→NOTE:
See "ICU Diagnostic Code Numbers" (Reference 245-05-003 ) for a list of the ICU diagnostic code
numbers.
If there are no stored codes, the display will continually cycle from "ICU" to "000".
Result:
YES:No codes displayed. Review information under "Accessing ICU Modes/Addresses" (Reference 245-05-002 ) and then access
desired address.
NO:Perform diagnostic procedure at appropriate address for code displayed.
( 5 ) ICU Address 8
Field Cruise Potentiometer Scale Factor
Action:
→NOTE:
Addresses "01" through "07" are read only addresses, (See Control Unit Addresses Reference 245-05-004
). Addresses “04” and “06” are for European tractors only.
This value is normally set at the factory. However, if the field cruise pot is replaced in the field, and the
maximum engine speed attained when the field cruise control is just off detent is less than 2200 RPM,
this value can be adjusted to regain the maximum engine speed.
Operate right turn signal until address "08" appears in the corner post display.
Corner post display should be between:
08
240
and . . . .
08
250
The displayed value represents the field cruise potentiometer scale factor and can be changed to correct engine speed when
the field cruise potentiometer is just out of, but next to, its detent position (CW).
With the hand throttle at maximum speed, if engine speed is less than 2100 rpm with the field cruise potentiometer next to its
detent, decrease the scale factor value in steps of five until engine speed is correct.
If engine speed changes lag behind rotation of the control (speed remains at 2100 rpm during several degrees of
counterclockwise rotation), increase the scale factor value in steps of five until engine speed decreases as soon as the control
is turned counterclockwise.
Result:
YES:Continue to next required address or exit calibration mode and return to diagnosis in process.
( 6 ) ICU Address 9
Low Air Brake Pressure Alarm (European Only)
Action:
→NOTE:
This value is normally set at the factory to 96 to enable low air brake pressure alarms. When set to “0”,
this alarm will be disabled and no code will be stored.
Corner post display should read:
09
96
Result:
NO:Enter appropriate value.
( 7 ) ICU Address 10
Low Hand Brake Oil Level Alarm (European Only)
Action:
→NOTE:
This value is normally set at the factory to 97 to enable low hand brake oil level alarms. When set to “0”,
this alarm will be disabled and no code will be stored.
Corner post display should read:
10
97
Result:
NO:Enter appropriate value.
( 8 ) ICU Addresses 78 and 79
Service Hours Alarm Setpoint
Action:
→NOTE:
ICU addresses "11" through "77" are not used and NOT displayed.
The service hours alarm setpoint requires a six digit input and must be entered at two separate
addresses. Each address covers three digits of the six digit number. The first address ("78") is for the left
three digits and the second address ("79") is for the right three digits. Whenever the right digit is
flashing at either address, use flash to pass to move to the other address.
Operate right turn signal until address "78" or "79" appears in the corner post display.
Enter the desired setpoint and set with warning lights.
→NOTE:
Set both addresses to "000" to disable the service hours alarm.
Result:
YES:Continue to next required address, or exit calibration mode and return to diagnosis in process.
( 9 ) Addresses 80 Through 99
Action:
→NOTE:
Addresses 80 through 99 are read only addresses, see Control Unit Addresses (Reference 245-05-004 ).
Result:
YES:Exit calibration mode and return to diagnosis in process.
Reference 245-ICU-002, System Diagnostic (“Beep”) Mode (ICU)

The system diagnostic ("beep") mode (address "2") can help the technician with diagnosis in two ways. It can be used to:
→NOTE:
potentiometer can be detected in the same way. (See address 7.)
ICU Circuit Diagnostic Addresses
Beep Mode Addresses
Diagnostic Information
Circuit Description
Address Displayed
3 Switch Status Brake Switch
5 Switch Status Field Cruise Switch, Interval Wiper Switch and Light Switch
7 Pot Voltage Field Cruise Control
System Diagnostic (“Beep”) Mode (ICU)

( 1 ) Access System Diagnostic (“Beep”) Mode (02)
Action:
With the engine OFF, accessICU Address 02 . See “Access Control Unit Addresses” (Reference 245-05-002 ).
The display window should read.
02
ICU
Result:
YES: GO TO: (2) .
( 2 ) Operate Controls (Switch Type)
Action:
Operate the following switch type controls and listen for a "beep" to sound and an address number to be displayed when the
switch is activated:
Beep Mode Controls
Switch Test Procedure Reference No.
Brake Switch 245-ICU-003R
Field Cruise Switch 245-ICU-005L
Interval Wiper Switch 245-ICU-005M
Light Switch 245-ICU-005R
Result:
YES: GO TO: (3) .
device to check its operation. See "Control Unit Addresses", (Reference 245-05-004 ).
( 3 ) Operate Controls (Potentiometer Type)
Action:
SLOWLY operate each of the following controls through their full range. There should NOT be a "beep" sounded or an address
number displayed, UNLESS, the control is moved to quickly through its range or there is an open or "bad spot" in the control:
Beep Mode Controls
Field Cruise Control

(ICU Test Reference No. 245-ICU-007)
→NOTE:
Full range movement for potentiometer type controls should take approximately three to five seconds. If
the alarm sounds through the full range of control movement, the control probably was moved too fast.
Any significant change in voltage because of an open or "bad spot" will cause the alarm to sound and the circuit address
number to be displayed in the window.
Result:
YES:No "beeps". Control devices are good. GO TO: (4) .
NO:Perform test procedure of the same number as the address displayed in the lower display window. See “Access Control
Unit Addresses” (Reference 245-05-002 ).
Action:
The harness and connectors of all circuits that support the ICU "beep" mode, can be checked for intermittent conditions using
the diagnostic ("beep") mode at address "ICU/02"
If the warning horn "beeps" while moving and tugging harnesses (while at address "02") a harness problem is indicated.
Tugging on connectors also may reveal a poor connection if the warning horn "beeps".
Result:
NO:If a "beep" indicates a possible harness or connector problem exists, use a volt/ohm meter to check harness leads and
connector terminals. Repair as necessary.
Reference 245-ICU-003LR, Brake Switches Test

Test Procedure
( 1 ) All Controls Released
Action:
Install diagnostic fuse F10 and turn key switch ON.
AccessICU Address 03 see “Access Control Unit Addresses” (Reference 245-05-002 ).
Both brake pedals should be released and the differential lock switch "OFF".
03
101
Result:
YES: GO TO: (2) .
NO:Check switch and/or harness from switch to ICU.
( 2 ) Left Brake Pedal Switch
Action:
03
101
with the left (and right) brake pedal released and . . . .
03
001
with the left brake pedal applied.
→NOTE:
The left digit is for monitoring the left brake pedal.
Result:
YES: GO TO: (3) .
NO:Check switch and/or harness from switch to ICU and then repeat this test.
( 3 ) Right Brake Pedal Switch
Action:
03
101
with the right (and left) brake pedal released and . . . .
03
100
with the right brake pedal applied.
→NOTE:
The right digit is for monitoring the right brake pedal.
Result:
YES:Brake switch are operating correctly.Return to diagnosis in process.
Reference 245-ICU-003M, Differential Lock Switch Test

Test Procedure
( 1 ) All Controls Released
Action:
Both brake pedals should be released and the differential lock switch "OFF".
03
101
Result:
YES: GO TO: (2) .
( 2 ) Differential Lock Switch
Action:
03
101
with the differential lock switch released and . . . .
03
111
with the differential lock switch applied.
→NOTE:
The brake pedal switches status (Left and Right Digit) are shown with the pedals in the released position.
Result:
YES:Differential lock switch is good.Return to diagnosis in process.
Reference 245-ICU-004L, Secondary Hand Brake Switch Test

Test Procedure
( 1 ) Hand Brake Off and MFWD On (Centered)
Action:
04
000
Result:
YES: GO TO: (2) .
( 2 ) Secondary Hand Brake Switch
Action:
Observe the display while pulling the secondary hand brake into the "ON" position.
04
100
with the secondary hand brake applied and . . . .
04
000
with the secondary hand brake released.
→NOTE:
The left digit is for monitoring the secondary hand brake switch status.
Result:
YES:Hand Brake switch is working.Return to diagnosis in process.
Reference 245-ICU-004MR, MFWD Switch Test

Test Procedure
( 1 ) MFWD Switch (Off/Brake Assist Position)
Action:
Put MFWD switch in "OFF" (Brake Assist) position.
→NOTE:
Secondary hand brake should be in released position.
04
010
with the MFWD switch in "OFF" position and . . . .
04
000
with the MFWD switch in the "ON" (center) position.
→NOTE:
The right digit is for monitoring the MFWD switch "OFF" position status.
Result:
YES:Check MFWD switch "AUTO" position. GO TO: (2) .
( 2 ) MFWD Switch (Auto Position)
Action:
Put MFWD switch in "AUTO" position.
04
001
with the MFWD switch in "AUTO" position and . . . .
04
000
with the MFWD switch in "ON" (center) position.
Result:
YES:MFWD switch is good.Return to diagnosis in process.
Reference 245-ICU-005L, Field Cruise Switch Test

Test Procedure
This procedure will test the field cruise switch circuit between switch and ICU viewing the left digit.
( 1 ) All Control Switches Off
Action:
The field cruise control potentiometer should be full right (CW), wiper switch and light switch must be "OFF".
The display left digit should read:
05
0XX
Result:
YES: GO TO: (2) .
NO:Check potentiometer switch or for short in circuit 561 and battery voltage between potentiometer and ICU.
( 2 ) Field Cruise Potentiometer (Switch Function)
Action:
Observe the display while turning the field cruise potentiometer switch just out of its detent position.
The display left digit should read:
05
1XX
with the potentiometer out of detent and . . . .
05
0XX
with the potentiometer in detent.
Result:
YES:Field cruise potentiometer switch function and circuit are OK. Return to diagnosis in process.
NO:Check potentiometer and/or harness from potentiometer to ICU. After repair repeat test and then return to diagnosis in
process.
Reference 245-ICU-005M, Interval Wiper Switch Test

Test Procedure
This procedure will test the interval wiper switch circuit between switch and ICU viewing the middle digit.
Action:
The display middle digit should read:
05
X0X
Result:
YES: GO TO: (2) .
NO:Check switch or for short in circuit 235 and battery voltage between switch and ICU.
( 2 ) Wiper Switch
Action:
Turn wiper switch to first detent ("Interval" position).
The display middle digit should read:
05
X1X
with the wiper switch in "INTERVAL" position and....
05
X0X
with the wiper switch in the "OFF" position.
Result:
YES:Wiper switch and circuit 235 is good. Return to diagnosis in process.
NO:Check switch and/or harness from switch to ICU. After repair repeat test and then return to diagnosis in process.
Reference 245-ICU-005R, Light Switch Test

Test Procedure
This procedure will test the light switch circuit between switch and ICU viewing the right digit.
Action:
The display right digit should read:
05
XX0
Result:
YES: GO TO: (2) .
NO:Check switch or for short in circuit 134 and battery voltage between switch and ICU.
( 2 ) Light Switch
Action:
Put light switch in "ON" position.
The display right digit should read:
05
XX1
with the light switch in "ON" position and . . . .
05
XX0
with the light switch in "OFF" position.
Result:
YES:Light switch and circuit 134 is good. Return to diagnosis in process.
NO:Check switch and/or harness from switch to ICU. After repair repeat test and then return to diagnosis in process.
Reference 245-ICU-006, Air Brake Pressure Switch Test

Air Brake Pressure Switch Test
( 1 ) Engine Running
→NOTE:
The diagnostic fuse must be installed BEFORE turning the key switch on or starting the engine.
Action:
Install diagnostic fuse F10 and start the engine.
With the engine running, accessICU Address 06 see “Access Control Unit Addresses” (Reference 245-05-002 ).
06
001
Result:
YES: GO TO: (2) .
( 2 ) Engine Not Running
Action:
Shut engine OFF.
→NOTE:
Air brake pressure must be released for this step.
06
000
Result:
YES:Air brake pressure switch is good. Return to diagnosis in process.
Reference 245-ICU-007, Field Cruise Control Potentiometer Test

Test Procedure
This procedure will test the field cruise control potentiometer circuit between switch and ICU viewing the right two digits.
( 1 ) Field Cruise Off
Action:
Turn the field cruise potentiometer full right (CW) to "OFF" position.
07
04.8
. . . .and. . . .
07
05.1
Result:
YES: GO TO: (2) .
NO:If voltage reading is: less than 4.8 volts, replace the potentiometer. —zero volts, the 5 volt (source) circuit 563 is
open.Check ICU pin "10" for 5 volts with the key switch on. If 5 ±0.5 volts is not present, replace the ICU.After repair. GO TO:
(1) .
( 2 ) Field Cruise High Speed
→NOTE:
The engine must NOT be running for this step.
Action:
Turn the field cruise potentiometer to the right, just out of its detent position.
→NOTE:
The potentiometer should be full right, up to, but NOT in detent.
07
04.5
. . . .and. . . .
07
05.0
Result:
YES: GO TO: (3) .
NO:Check potentiometer and/or harness from switch to ICU. If there is not 5 ±0.5 volts at ICU pin "10" with the key switch ON,
the ICU is defective replace ICU.After repair. GO TO: (1) .
( 3 ) Field Cruise Low Speed
→NOTE:
The engine must NOT be running for this step.
Action:
Turn the field cruise potentiometer full left (CCW).
07
00.0
. . . .and. . . .
07
00.2
Result:
YES:Field cruise potentiometer and circuit is good. Return to diagnosis in process
NO:If the voltage reading is more than 0.2 volts, replace the potentiometer.After repair. GO TO: (1) .
Reference 245-ICU-200, Instrument Control Unit (ICU) Theory Of

Operation
The Instrument Control Unit (ICU) circuit consists of the ICU control unit itself, plus switches and controls that input signals to
the ICU.
Instrument Control Unit
The ICU is an electronic module located to the right of the operator. It contains a group of indicator lamps arranged in different
"levels", a data display window, gauges, and a cluster of touch switches.
The ICU has two primary functions.
It monitors the CCD communication network for system status and operator alarm information. The ICU receives information
other control units broadcast on the CCD network and activates the appropriate system status and alarm lamps. The vehicle’s
engine, transmission, hydraulic and electrical systems are monitored by the ICU.
The ICU also inputs signals from various switches, or controls, and broadcasts the data on the CCD line for use by other control
units. It inputs from the following switches, or controls:
MFWD Switch
Diff Lock Switch
Air Brake Pressure Switch
Hand Brake Switch
Hand Brake Reservoir Switch
Brake Pedal Switches (2)
Field cruise control
High beam switch
Interval wiper switch
Turn signal switches (2)
The display window consists of five, seven segment alpha-numeric digits, and function symbols. The right hand small digit
represents tenths of units when it is on.
All segments are turned on for two seconds, for a lamp check, when the key switch is first turned on. Engine hours will be
displayed if the service hours set point has not been exceeded. If it has, service hours will be displayed.
When the engine is started, the function that had been displayed when the tractor was turned off will be displayed (assuming
service hours have not exceeded the set point).
The engine coolant temperature, engine oil pressure and fuel level gauges, located on the ICU, receive data from the CCU via
the CCD network for display. The CCU monitors data from the temperature, pressure and level sensors, processes it and
broadcasts it on the CCD network. The gauges are display devices only. They are serviceable by "plugging" a new one into the
ICU printed circuit board.
LEGEND:
1A Engine
1B Transmission
1C Information
2A Electrical
2B Hydraulic
3A Oil Pressure
3B Temperature
3C Level
4A Park Brake
4B Filter
4C Read Operators Manual
Vehicle Monitor Indicators
The indicator lamps are arranged in the following order:
The top row is PRIORITY indicators (1)

The second row is SYSTEM indicators (2)
The third row is FUNCTION indicators (3)
STATUS indicators are shown in the two bottom rows (4 and 5).
The status indicators come on when a function has been turned on by the operator. If the function is operating, the indicator is
on steady. If the indicator is flashing, the function is in an alarm condition. The ICU will also turn the warning horn on with some
operator alarms. Any time an alarm light comes on, a service code is stored and can be viewed by the operator by pressing the
"#" button. The service code for only the current indicator can be viewed.
There are three "levels" of operator alarms that can occur. They are:
"information" —The lowest level alarm. The "i" lamp plus a system and/or function indicator lamp flash. The warning
horn is silent.
"Service Alert" —Next highest level of alarm. It will override an active "information" level alarm. "Caution" lamp plus a
system and function indicator flash. The warning horn beeps five times.
"Stop Engine" —The highest level alarm. It will override either of the two previous levels of alarm if they are active.
"Stop" lamp plus a system and function indicator flash. The warning horn will sound steady.
LEGEND:
A Wheel Slip Percentage
B Ground Speed
C PTO Speed
D Voltage
E Engine Hours
F Service Hours
G Diagnostic Codes
H Distance Traveled
Touch Switches
There are six touch switches that, when pressed individually or in specific pairs, provide the following readouts in the display.
% SLIP—Shows the percent of wheel slip, if the tractor is equipped with a radar ground speed sensor. If there is no radar
sensor, dashes are displayed.
SPEED—When first pressed, shows radar ground speed if the tractor is equipped with a radar sensor, or wheel speed if it is not.
When pressed a second time, the alternate speed sensor reading or dashes will be displayed (if radar sensor signal is missing).
PTO SPEED—When first pressed, shows rear PTO speed. When pressed a second time, dashes will be displayed. The display will
alternate between rear PTO speed and dashes each time the touch switch is pressed.
VOLTS—System voltage is displayed to tenths of a volt.
DISTANCE—Shows the distance accumulated since the tractor was started or since distance was zeroed. (Hold "DISTANCE" for
three seconds to zero.) Use CCU address "24" to select English or metric units for the display.
CODE #—Shows service code number (and control unit) ONLY for the currently active operator alarm. If no alarm is active,
dashes are displayed. Also, an "information" level alarm may be identified and turned off for the duration of the key on cycle by
pressing and holding the "CODE" touch switch for seven seconds. If a stop engine alarm was active when the engine was
stopped, the code number and control unit, for that alarm, can be displayed by pressing the "CODE" touch switch with the key
switch on (engine NOT running).
SERVICE HOURS—Shows accumulated operating hours since the function was last zeroed. (Hold "SRV HOURS" for three
seconds to zero.) If the service hours set point is exceeded, service hours are displayed and the "READ SERVICE MANUAL"
symbol will flash. Press any other touch switch to turn the "SRV HOURS" flashing indicator off for the duration of the key on
cycle. The alarm can be disabled by entering "000" for the set point at ICU addresses "78" and "79".
ENG HOURS—Engine operating hours shows total accumulated engine operating hours. Tenths of hours is displayed by the
small digit on the right. The decimal point is implied.
Backlighting adjustment (SRV plus ENG HOURS or DISTANCE plus CODE)—Backlighting can be increased (SRV plus ENG
HOURS) or decreased (DISTANCE plus CODE) by pressing and holding the appropriate pair of touch switches,with the light
switch on. The key switch MUST be left on for 16 seconds after the adjustment is made to store the new value in the CCU.
Engine coolant temperature (CODE plus SPEED)—Engine coolant temperature is displayed in °C when the "CODE" and "SPEED"
touch switches are pressed at the same time.
Hydraulic oil temperature (PTO SPEED plus SRV HOURS)—Hydraulic oil temperature is displayed in °C when the "PTO SPEED"
and "SRV HOURS" touch switches are pressed at the same time.
An engine coolant temperature gauge and fuel level gauge are also part of the ICU. They both display data as received from
the CCU via the CCD network. The engine oil pressure gauge display is also based on data received from the CCU via the CCD
network.
Switch/Controls Input Signals
The ICU inputs signals from the brake pedal switch, park brake switch, turn signal switches, decelerate switch, hi-beam switch,
interval wiper switch, and, field cruise control.
Turn signal switches are located in the steering column module. When the turn signal is activated, the switch closes and sends
a battery voltage signal to the ICU. Check ICU pin "16" for the left turn switch and pin "17" for the right turn switch.
Light switch—The light switch status is monitored by the ICU and sent on the CCD line to the CCU which controls the instrument
backlighting intensity. (See Light Switch Test, Reference 245-ICU-005R ).
Hi-beam switch—The high beam switch is monitored by the ICU and is used to select the control unit when entering diagnostic
mode. Check ICU pin 15 for a battery voltage signal when the high beam switch is activated.
Interval wiper switch—The interval wiper switch status is monitored by the ICU and sent on the CCD network to the CCU which
controls the wiper. (See Interval Wiper Switch Test, Reference 245-ICU-005M ).
Field Cruise Control Input Signal—The field cruise control is located to the left of the ICU. The field cruise control is a variable
resistor (potentiometer) with an integral on/off switch (located at the full clockwise position). The ICU monitors the status of the
field cruise control and sends it on the CCD line for use by the CCU.
The on/off switch serves to turn the field cruise function on and off so the CCU knows when to enter the field cruise mode.
Turning the control left (CCW) just out of its off position, will turn the field cruise function on.
The potentiometer portion of the control allows the operator to control the upper engine speed limit down to about half of the
normal engine speed range. Turning the control left (CCW) will lower the upper speed limit. The difference between the control
setting (when in field cruise mode) and the specified engine upper speed limit serves as a "torque reserve" so a uniform tractor
speed can be maintained under varying conditions. (See Field Cruise Switch and Field Cruise Control Potentiometer Test,
Reference 245-ICU-005L and 245-ICU-007 ).
Reference 245-ICU-300, ICU Wiring Diagram
ICU Wiring Diagram
LEGEND:
Section 245 - CONTROL UNITS Group IMS: Implement Management System (IMS) References
B31 Air Brake Pressure Sensor (SE9,W3)

E22 Right Console Lamp (SE5A,SE5B,W4,W6)
Instrument Control Unit (ICU), Warning Horn, MFWD Switch, Differential Lock Switch, Air Brake Pressure Sensor, Park
F2
Brake Switch, Park Brake Reservoir Level Sensor, Brake Pedal Switches, SCV Set-Up Panel (SE9)
F24 Radio, Clock, and ICU Backlighting, Right Console Lamp (SE5A,SE5B)
P1 Clock (SE4,W6)
S8 Front Wiper Switch (SE2,W4,W6)
S24 MFWD Switch (SE9,W4,W6)
S25 Differential Lock Switch (SE9,W4,W6)
S26 Secondary Hand Brake Switch2 (SE9,W6)
S27 Left Brake Switch (SE9,W4,W6)
S28 Right Brake Switch (SE9,W4,W6)
W3 Chassis Harness
W4 Cab Harness
W6 Cab Harness
X11 Cab Harness-to-Chassis Harness (78-Way) (W3,W4,W6)
Group IMS - Implement Management System (IMS) References

Reference 245-IMS-200, Implement Management System (IMS) Theory
Of Operation
The Implement Management System (IMS) is an electronic function control system. IMS allows the tractor to “learn”,
“remember”, and “execute” a particular set of vehicle functions. The timing of each function within the sequence is controlled
by the distance traveled between the execution of each function during the learn mode.
Operator controls consist of:
“On/Off” touch pad located on the ICU with status indicator on ICU display
“Learn/Save” touch pad located on ICU
“Sequence 1/2” momentary rocker switch located on the Command Arm™.
Vehicle functions which can be controlled with IMS are:
Differential Lock
On
Off
MFWD (Does not learn auto)
On
Off
PTO
Off only
Transmission gear
Learned gear in the learned direction (upshift or downshift)
Forward direction only
Automatic Power Shift (APS)
Cancel
Resume
Hitch
Raise
Lower
SCV (No flow rates will be stored)
Detent extend
Detent retract
Float on
Cancel
Electro-hydraulic Depth Control (EHDC)
Up
Down
Implement Management System “Learn” Mode
IMS Learn Mode
During the “learn” mode, the instrument control unit (IMS) and armrest control unit (ACU) receive direct input messages from
the those functions that are programmed during the sequence. The ICU and ACU then transmits, via the CCD, directly to the
CCU / PCU or through either the HCU / SCU or SCo and then on to the CCU / PCU where the learned messages are stored for
execution.
Implement Management System “Execute” Mode
IMS Execute Mode
To execute an IMS Sequence, the IMS sequence switch is toggled to the appropriate sequence number. This action sends a
direct message to the ACU which then sends a message via the CCD to the CCU / PCU to execute the sequence. The CCU / PCU
sends either direct messages to certain functions or sends messages out over the CCD to either the HCU / SCU or SCo which
then send messages to their controlled functions.
Operating IMS
LEGEND:
A ON / OFF switch
B Learn / Save switch
C Sequence Select switch
D Sequence Select indicator
E IMS ON indicator
IMS Switches
Section 245 - CONTROL UNITS Group PCU: PCU References
IMS Sequence Switch
IMS Indicator Lights
To operate IMS:
1. Press the ON / OFF switch (A).

2. Press Learn / Save switch (B).
3. Press Sequence 1 or Sequence 2 switch (C) on armrest control. Indicator light (D) will show the sequence being learned
and an audible signal will sound.
→NOTE: Depressing the clutch pedal during learn mode allows several functions to be performed at
the same time.
5. Perform desired functions.

6. Press Learn / Save switch to store the functions and end the learn mode. Sequence indicator will stop flashing. IMS
indicator light (E) will remain on.
→NOTE: Depressing the clutch pedal during a sequence will suspend the remaining functions until
the clutch pedal is released.
8. Press the desired sequence switch and the sequence of learned events will begin. When sequence concludes, the
sequence number (D) will no longer display.
To shut off IMS perform any of the following:
Press ON / OFF switch while sequence is executing.

Press Learn / Save switch during execution.
Press the opposite sequence switch during execution.
Shift transmission to neutral.
30 seconds elapses during a learn or sequence execution mode.
Group PCU - PCU References

Reference 245-PCU-001, PCU Calibration
PCU Calibration
IMPORTANT:
Failing to follow the calibration procedure correctly and EXACTLY can cause poor valve calibrations. This
will result in poor shifting characteristics.
( 1 ) Heat Transmission
Action:
Install jumper hose in SCV 1. Set SCV 1 flow setting to 8.
Start engine and set speed to FULL THROTTLE.
Engage SCV 1 (with hose) and SCV 2 (no hose) at continuous flow.
Push "PTO Speed" and "Service Hours" buttons together to get oil temperature display. When oil temperature has reached
30°C, drive tractor, shifting every 5-10 seconds through gears 1F-13F and 1R-4R repeatedly until oil temperature reaches
60-62°C. This heats the elements and valves, as well as the oil, to a consistent temperature for calibration.
Shift to reverse gears often. The automated air purge does not activate the reverse element.
→NOTE:
If PTO calibration is also to be performed, cycle PTO occasionally while driving.
Corner Post Display
2200
gear selected
Wheel speed (km/h)
Result:
YES: GO TO (2) .
( 2 ) Transmission Automated Air Purge
Action:
Reduce engine speed to SLOW IDLE.
→NOTE:
Plan the automated air purge so the final shift to NEUTRAL will be on level ground. Air purge should
eliminate air in BC, CC, and DC elements.
Drive tractor in 4th gear once oil temperature has reached 55-63°C (132-146°F). Transmission must remain in 4th gear. Insert
diagnostic fuse in terminal F10. Transmission will automatically start shifting in the following sequence:
4F-5-6-7-8-9-10-11-12-13-12-13-12-11-NEUTRAL -PARK — (Shift to PARK before tractor comes to a stop)
CAUTION:
Repair park brake immediately if tractor does not jerk to a stop (with PARK engaged) when tractor has
slowed to about 2.5 mph (4 km/h).
IMPORTANT:
Tractor must NOT be driven following the automated air purge.
After the automatic shifting is done, the Corner Post Display should read:
Corner Post Display
800
P
IMPORTANT:
Diagnostic fuse MUST remain in F10 terminal.
Result:
YES: GO TO (3) .
( 3 ) Prepare for Calibration
Action:
Turn key to OFF position, then restart engine.
Set engine speed to FULL THROTTLE.
Corner post display must read (Key in ON position):
Corner Post Display
2300
——
dIA
Reheat oil if necessary to 55-63°C. Run SCV 1 on "continuous" with jumper hose. DO NOT adjust SCV flow while shift lever is in
forward or reverse during calibration. Shift to NEUTRAL before adjusting SCV flow.
→NOTE:
Field Cruise and Air Conditioning should be OFF.
IMPORTANT:
DO NOT operate anything during calibration except the radio. This includes SCVs (except SCV 1 as
described above), A/C, Steering, Brake, Hitch, Clutch. (AC blower only can be in ON position.)
Press “PTO Speed” and “Service Hours” switches on Vehicle Monitor to display oil temperature. When oil is warm, Vehicle
Monitor display should be:
Vehicle Monitor
55—63
Result:
YES: GO TO (4) .
( 4 ) Set PCU Model Number for Load Compensation
Action:
AccessPCU Address 29 . (See Reference 245-05-002 , Access Control Unit Addresses.)
"081" for 8110

"082" for 8210
"083" for 8310
"084" for 8410
Result:
YES: GO TO (5) .
( 5 ) Select PCU Calibration Mode
Action:
→NOTE:
Engine rpm will automatically be limited to 2190 rpm.
22
000
Result:
YES: GO TO (6) .
( 6 ) Enter Oil Type
Action:
At PCU address 22, enter the following:
"000" for J20C summer grade oil.

"001" for J20D winter grade oil or other viscosity oil as programmed in PCU Address 35.
1. Pull the flash-to-pass lever, pause for about three seconds. This will cause the left column digit to start flashing.
Turn warning light switch to ON position, then OFF position.
→NOTE:
If you Exit Address 22, this step must be repeated before the calibration sequence will continue.
Result:
YES: GO TO (7) .
( 7 ) Calibrate Forward Valves
Action:
Move shift lever to "Forward" position.
Corner post display should begin with:
Corner Post Display
2190
22
nEU
Each forward valve will be displayed while the calibration is occurring. Afterwards, “nEU” is displayed when all forward valves
have been calibrated.
Observe the display for instructions and error codes. The PCU will automatically start calibrating Addresses 22 (fill pressure)
and 23 (fill volume).
Calibration Instructions:
Perform the required response to continue the calibration procedure if any of the following instructions are displayed:
“For” —Move shift lever to “FORWARD” position. Forward Valve calibration will continue.
“Oil” —Oil is not hot enough. Heat oil to 55°C (or Oil is too hot, cool oil to below 63°C). Forward Valve calibration will
continue.
“nEU ” —Move shift lever to “NEUTRAL” then to “FORWARD”. Forward Valve calibration will continue. If “nEU” still
displays, return to diagnosis in process.
“Spd” —Increase engine speed to 2200 rpm. Forward Valve calibration will continue. If unable to get 2200 rpm, perform
Engine Speed Sensor Test. (See Reference 245-CCU-004M)
“CLU” —Fully cycle clutch pedal. If “CLU” continues to display, check clutch engagement pressure.
“- -” —Wait 2-3 seconds for tractor to stabilize. Forward Valve calibration will continue.
“Err” —Wheel speed (motion) is detected. Stop all tractor motion. If “Err” continues, return to diagnosis in process
“rEU” —Move shift lever to “REVERSE” slot. Forward Valve calibration will continue.
Calibration Error Messages
If the calibration stops at a valve with an error message displayed after the valve designator, this valve will not calibrate.
(Example: “dCF” — DC element engaged in minimum time. See list below.)
Record the error message and fully depress and release the clutch pedal to continue calibration. This can be repeated if more
than one valve fails.
→NOTE:
Code “27” will be stored in the “PCU” indicating one or more valves did not calibrate.
“L” —Element engaged with minimum PCU duty cycle command or pressure.
“H” —Element did not engage with maximum PCU duty cycle command or pressure.
“F” —Element engaged in minimum fill time.
“S” —Element did not engage in maximum fill time.
Fully depress and release clutch pedal. Step 7 will continue.
Result:
YES: GO TO (8) .
( 8 ) Calibrate Reverse Valve
Action:
Move shift lever to NEUTRAL position, then REVERSE position.
Corner Post Display
2190
22
CR
After the reverse valve calibration is complete, “End” should be displayed.
Result:
YES: GO TO (9) .
( 9 ) Calibrate “No Load” Fuel Flow
Action:
Move shift lever to PARK position.
Turn all devices to OFF position (including blower and SCV) and do NOT activate any function that will cause an engine load.
→NOTE:
Hydraulic oil temperature should be greater than 45°C (113°F)
AccessPCU Address 23 .
Set engine speed to 2200 rpm.
→NOTE:
The lower display should show “oFF” for three seconds when oil temperature and engine speed
conditions are met, indicating devices causing engine load should be off.
Hold flash-to-pass until the left digit starts to flash, then cycle the warning light switch to ON position, then OFF position. The
new fuel flow value will appear in display if value is below 30 %. This is a percent of total fuel flow.
Controller will beep and not accept calibration if ABOVE 30 %.

Corner Post Display
2200
23
XXX
Where “X” represents the calibrated fuel flow percentage.
Result:
YES: GO TO (10) .
NO:If value above 30 %, repeat this step.
( 10 ) Calibrate PTO Valve
Action:
→NOTE:
This step can be skipped if PTO has been calibrated successfully with current control unit.
Set engine speed at FULL THROTTLE.
Move shift lever to "PARK" position.
Corner Post Display
2190
24
PTO
Wait until display says “OFF”, turn the PTO switch OFF and then wait for display to change to "END".
→NOTE:
“End” displays when calibration is completed.
Result:
YES: GO TO (11) .
( 11 ) Clear All PCU Codes
Action:
Set engine speed to SLOW IDLE (to reduce noise).
→NOTE:
A/C can be operated.
Access PCU Address 01. (See Reference 245-05-002 , Access Control Unit Addresses.)
If any fault codes are displayed, clear codes by turning the warning light switch to "ON" position, then "OFF" position while
"End" is displayed.
Corner Post Display
800
01
PCU .......... 000 .......... PCU .......... 000
Result:
Reference 245-PCU-002, BEEP Mode Test

SYSTEM DIAGNOSTIC (BEEP) MODE (PCU)
The system diagnostic ("beep") mode (address 02) can help the technician with diagnosis in two ways. It can be used to:
Whenever a "change of state" is detected, the warning horn will "beep" to inform the technician of the change.The circuit
device address number is displayed .
→NOTE:
02—System Diagnostic “BEEP” mode

05—Transmission Enable
06—Transmission Forward Enable
07—Transmission Reverse Enable
08—Not Neutral Circuit
10—Clutch Disengaged Switch
11—Clutch Engaged Switch
14—Clutch Engage Pressure Sensor
16—Sensor Reference Voltage
BEEP Mode Test
→NOTE:
This method of diagnostics uses the corner post display to view addresses with the circuit problems.
Consult the Service ADVISOR™ instructions when using the computer for viewing addresses.
( 1 ) Access System Diagnostic Beep Mode (02)
Action:
Diagnostic Display
Operate the right turn signal to obtain 02/PCU in the corner post display window.
Result:
YES: GO TO (2)
( 2 ) Operate Switches
Action:
Operate the following switch type controls and listen for a "beep" to sound and an address number to be displayed when the
switch is activated:
Clutch Switches
Result:
YES: GO TO (3)
NO:If no "beep" is heard, or address number displayed when a switch is operated, GO TO the address number for the specific
device to check its operation. See the list at the beginning of this test procedure to identify circuit problem.
Action:
The harness and connectors of all circuits that support the PCU BEEP mode, can be checked for intermittent conditions using
the diagnostic ("beep") mode at PCU address 02.
If the warning horn "beeps" while moving and tugging harnesses (while at address 02), a harness problem is indicated. Tugging
on connectors also may reveal a poor connection if the warning horn "beeps".
Result:
NO:If a "beep" indicates a possible harness or connector problem exists, use a multimeter to check harness leads and
connector terminals. Repair as necessary.
Reference 245-PCU-005R, Transmission Enable Relay Test

Test Procedure
→NOTE:
This procedure covers testing of the Transmission Enable Relay (K18), Transmission Latch Relay (K17)
and the Not Neutral Relay (K22).
( 1 ) Enable Relay OFF
Action:
Transmission must be in PARK and engine OFF.
AccessPCU Address 05 (See Reference 245-05-002 , Access Control Unit Addresses). The display should read:
05
XX0
(See Reference 245-PCU-300 , PCU Wiring Diagram)
Result:
YES: GO TO (2) .
NO:Check circuits 512 and 538 for shorts to battery voltage.
( 2 ) Enable Relay ON (Reverse)
Action:
Put the transmission shift lever in REVERSE.
05
XX1
Result:
YES: GO TO (3) .
NO:Replace K17 and K18 with new relays and; GO TO (1) .If the display is not 001 with the new relays; GO TO (4)
( 3 ) Enable Relay ON (Forward)
Action:
Put the transmission shift lever in FORWARD.
05
XX1
→NOTE:
The display should be XX0 while moving through the neutral range between reverse and forward.
Result:
YES:Transmission enable function is good. Return to diagnosis in process.
NO:If display is 000, replace K17 and K18 with new relays and; GO TO (1) .If the display is not 001 with the new relays; GO TO
(4) .
( 4 ) Check “Not Neutral” Relay
Action:
Activate the turn signal switch to accessPCU Address 08 to check the Not Neutral Relay (K22).
Put the shift lever in forward and then reverse.
08
XX1
→NOTE:
The display should be 08/XX0 while moving the shift lever through the neutral range between reverse
and forward.
Result:
YES: GO TO (5)
NO:Replace relay K22 and do this step over. If the display is still 000, check the following:With relay K22 installed, check for
zero volts at terminal 85 (circuit 547) of K22, when the shift lever is in FORWARD or REVERSE.With the relay removed, check
for battery voltage on terminals 30 (circuit 502) and 86 (circuit 502) of K22.Check for continuity between terminal 87 and pin
D2 of CCU/PCU connector A7X1 (circuit 512).
( 5 ) Check K22 Normally Closed Contact
Action:
With the key switch OFF, put the transmission shift lever in PARK.
Remove relay K18.
Turn the key switch ON.
There should be battery voltage at terminal 86 (circuit 538) of relay K18.
Result:
YES: GO TO (6)
NO:Relay K22 normally closed contact has failed or circuit 538 is open. Repair and repeat this step.
( 6 ) Check K17 Latch Relay Circuit

Action:
Put shift lever into FORWARD.
There should be battery voltage at terminal 86 (circuit 538) of relay K18.
Result:
YES: GO TO (7)
NO:The latch relay circuit is defective. Check:continuity between terminals 86 and 87 of K17 and terminal 86 of K18 (circuit
538).continuity of circuit 537 from A7X3 pin G1 to K17 terminal 30.continuity of circuits 509 from diode V1 pin 7 to K17
terminal 85.connection of circuit 309 from diode V1 pin 8 to starter relay (K32).diode V1 for opens and shorts.Repair and repeat
this step.
( 7 ) Check K22 Normally Open Contact
Action:
Place transmission shift lever in either FORWARD or REVERSE.
Check for battery voltage at terminal 30 of relay K18.
→NOTE:
The shift lever must be in forward or reverse before battery voltage will be present at terminal 30 of the
relay.
Result:
YES:Make sure there is:continuity between terminal 87 of K18 and pin A1 of CCU/PCU connector A7X3 (circuit 536).continuity
between terminal 85 of K18 and the single point ground next to the batteries (circuit 050).Repair and return to diagnosis in
process.
NO:There is an open circuit between terminal 87 of K22 and terminal 30 of K18 (circuit 512).Repair and return to diagnosis in
process.
Reference 245-PCU-006R, Forward Enable Relay Test

Test Procedure
→NOTE:
This procedure covers testing of the Transmission Forward Enable Relay (K21) for proper operation.
( 1 ) Forward Enable Relay Off
Action:
Transmission shift lever must be in PARK.
With the engine OFF, accessPCU Address 06 .
06
XX0
Result:
YES: GO TO (2)
NO:Check for short to battery voltage in circuit 534 (terminal 87 of K21); for 0 volts on ACU connector A16X4 pin 6 (0 volts on
circuit 548 will activate the relay).Replace K21 if no circuit problems found.Repair and repeat step.
( 2 ) Forward Enable Relay Off (Reverse)
Action:
06
XX0
Result:
YES: GO TO (3)
NO:Check for reversed circuits 545 and 548 (to ACU); for reversed circuits 534 and 535 (to PCU).Repair and repeat step.
( 3 ) Forward Enable Relay On (Shift Lever Forward)
Action:
Put the transmission shift lever in forward.
06
XX1
→NOTE:
Result:
YES:Transmission forward enable function is good. Return to diagnosis in process.
NO: GO TO (4)
( 4 ) Check Input to ACU
Action:
04
011
Result:
YES:Replace relay K21 with a new relay. GO TO (1) .If the results, at steps 2 and 3, are the same with a new K21 relay; GO TO
(5) .
NO:If the armrest transmission assembly does not have any obvious mechanical damage and the magnet attached to the lever
is in its socket, then replace the ACU.
( 5 ) Check Power Supply to K21
Action:
Turn key switch OFF and remove relay K21.
Turn key switch ON.
Check for battery voltage at the load center K21 location, terminals 30 and 86.
Result:
YES:Battery voltage; GO TO (6) .
NO:No voltage; check F1 and repair circuit 502 from F1B to K21 terminals 30 and 86.
( 6 ) Check ACU Output Voltage
Action:
Turn key switch OFF and install relay K21.
Turn key switch ON.
Put shift lever in forward.
Check for less than one volt at ACU connector A16X4 pin 6. Less than one volt at pin 6 activates the relay.
Result:
YES:Less than 1 volt; GO TO (7) .
NO:More than 1 volt, replace the ACU and calibrate. (See Reference 245-ACU-001 , ACU Calibration)
( 7 ) Circuit Continuity
Action:
With the key switch OFF, check for continuity of:
circuit 548 from ACU connector A16X4 pin 6 to terminal 85 of relay K21.
circuit 534 from PCU connector A7X2 pin E2 to terminal 87 of relay K21.
Result:
YES:No opens in circuit. Install relay K21; GO TO (1) .
NO:Circuit is open. Repair circuit 548 or 534 as necessary. GO TO (1) .
Reference 245-PCU-007R, Reverse Enable Relay Test

Test Procedure
→NOTE:
This procedure covers testing of the Transmission Reverse Enable Relay (K20) for proper operation.
( 1 ) Reverse Enable Relay Off
Action:
With the engine OFF, accessPCU Address 07 . (See Reference 245-05-002 , Access Control Unit Addresses.)
07
XX0
Result:
YES: GO TO (2)
NO:Check: for short to battery voltage in circuit 535 (terminal 87 of K20); for 0 volts on ACU connector A16X4 pin 11. Replace
K20 if no circuit problems found. Repair and repeat this step.
( 2 ) Reverse Enable Relay Off (Forward)
Action:
Put the transmission shift lever in forward.
07
XX0
Result:
YES: GO TO (3)
NO:Check for reversed circuits 545 and 548 (to ACU); for reversed circuits 534 and 535 (to PCU). Repair and repeat step.
( 3 ) Reverse Enable Relay on (Shift Lever Reverse)
Action:
Put the transmission shift lever in reverse.
07
XX1
→NOTE:
Result:
YES:Transmission forward enable function is good. Return to diagnosis in process.
NO: GO TO (4) .
( 4 ) Check Input to ACU
Action:
04
101
Result:
YES:Replace relay K20 with a new relay; GO TO (1) .If the results at steps 2 and 3 are the same with a new relay; GO TO (5) .
NO:If the armrest transmission assembly does not have any obvious mechanical damage and the magnet attached to the lever
is in its socket, then replace the ACU and calibrate.(See Reference 245-ACU-001 , ACU Calibration)
( 5 ) Check Power Supply to K20
Action:
Turn key switch OFF and remove relay K20.
Turn key switch ON.
Check for battery voltage on K21 terminals 30 and 86.
Result:
YES: GO TO (6)
NO:No voltage; check F1 and repair circuit 502 from F1B to K20 terminals 30 and 86. GO TO (1) .
Action:
Turn key switch ON.
Put shift lever in REVERSE.
Check for less than one volt at ACU connector A16X4 pin 11. Less than one volt at pin 11 activates the relay.
Result:
YES:Less than 1 volt; GO TO (7)
Action:
With the key switch OFF, check for continuity on:
circuit 535 from PCU connector A7X3 pin C1 to terminal 87 of relay K20.
Result:
Reference 245-PCU-008R, Not Neutral Relay Test

Test Procedure
→NOTE:
This procedure covers testing of the Not Neutral Relay (K22) for proper operation.
( 1 ) Not Neutral Relay Off
Action:
With the engine OFF, accessPCU Address 08 . (See Reference 245-05-002 , Access Control Unit Addresses.)
08
XX0
Result:
YES: GO TO (2) .
NO:Check for short to system voltage in circuit 512, for 0 volts on ACU connector A16X4 pin 12. Replace K22 if no circuit
problems found. Repair and repeat this step.
( 2 ) Not Neutral Relay On (Reverse)
Action:
08
XX1
Result:
YES: GO TO (3)
NO: GO TO (3)
( 3 ) Not Neutral Relay On (Shift Lever Forward)
Action:
08
XX1
→NOTE:
The display should be XX0 while moving through the neutral range between REVERSE and FORWARD.
Result:
YES:Not Neutral Relay function is good. Return to diagnosis in process.
NO: GO TO (4) .
NO:If display is 000 for steps 2 and 3, replace the relay; GO TO (1) .
( 4 ) Check Relay Source Voltage
Action:
With the key switch OFF, remove relay K22.
Turn the key switch ON.
There should be battery voltage at terminals 30 and 86 of the load center at relay K22 location.
Result:
YES: GO TO (5) .
NO:No voltage; check F1 and repair circuit 502 from F1B to K22 terminals 30 and 86. GO TO (1) .
Action:
Turn key switch ON.
Put shift lever in REVERSE.
→NOTE:
Repeat step 5 with the shift lever in forward.
Check for less than one volt at ACU connector A16X4 pin 12.
Result:
YES:Less than 1 volt; GO TO (6) .
Action:
With the key switch OFF, check for continuity on:
circuit 512 from PCU connector A7X1 pin D2 to terminal 87 of relay K22.
Result:
Reference 245-PCU-010, Clutch Disengaged Switch Test

Test Procedure
→NOTE:
This procedure covers testing the Clutch Disengage Switch (S23) for proper operation.
( 1 ) Switch Status Check
Action:
Turn Key Switch (S1) ON (engine OFF).
Move shift lever to FORWARD.
Clutch Pedal must be in the full UP position (released).
10
XX0
Result:
YES: GO TO (2) .
NO:If display reads XX1; GO TO (3) .
( 2 ) Switch Operation Check
Action:
Depress clutch pedal completely.
10
XX1
Release clutch pedal, place shift lever in PARK and place Key Switch (S1) in OFF position.
Result:
YES:Sensor / Circuit OK. Return to diagnosis in process.
NO:Check circuits 533 and 536 for opens or shorts to ground.Circuit 533 from S23 to A7X1 pin D3. Circuit 536 from
Transmission Enable Relay (K18) pin 87 to S23. GO TO (1) .
( 3 ) Check Harness
Action:
Remove S23 switch connector.
10
XX0
Result:
YES:Replace Clutch Disengaged Switch (S23). GO TO (1) .
NO:Check circuits 533 and 536 for shorts to one another or circuit 533 for a short to battery voltage.Circuit 533 from S23 to
A7X1 pin D3. Circuit 536 from Transmission Enable Relay (K18) pin 87 to S23. GO TO
Reference 245-PCU-011, Clutch Pressure Sensor Test

PCU Address 11 - Clutch Pressure Sensor Test
Status Address
Action:
PCU address 11 displays the status of the clutch pressure sensor (B17). This sensor is used like a switch.
When clutch pedal is in the full up position, the pressure sensor is closed and the display will show “001”.
When clutch pedal is depressed completely, the pressure sensor is open and the display will show “000”.
This address is supported by PCU System Beep Mode, see PCU address 02.
Result:
YES:To perform pressure sensor test, GO TO (2) .
( 2 ) Sensor Status Check
Action:
→NOTE:
This procedure covers testing the clutch pressure sensor (B17) for proper operation.
Start engine and accessPCU address 11 .
Clutch Pedal must be in the full UP position (released).
11
XX1
Result:
YES: GO TO (3) .
NO:If display reads XX0, GO TO (4) .
( 3 ) Sensor Operation Check
Action:
11
XX0
Release clutch pedal and place key switch (S1) in OFF position.
(See Reference 245-PCU-300 , PCU Wiring Diagram.)
Result:
YES:Sensor / Circuit OK. Return to diagnosis in progress.
NO:Turn key switch OFF.Check continuity from clutch pressure sensor (B17) pin A to CCU/PCU connector A7X2 pin D3 (circuit
314).Check continuity from clutch pressure sensor (B17) pin B to CCU/PCU connector A7X1 pin K1 (circuit 326).Check continuity
from clutch pressure sensor (B17) pin C to CCU/PCU connector A7X1 pin C2 (circuit 155). GO TO (2) .
( 4 ) Check Harness
Action:
Remove clutch pressure sensor connector.
11
XX0
(See Reference 245-PCU-300 , PCU Wiring Diagram.)
Result:
YES:Replace clutch pressure sensor (B17). GO TO (2) .
NO:Turn key switch OFF.Check continuity from clutch pressure sensor (B17) pin A to CCU/PCU connector A7X2 pin D3 (circuit
314).Check continuity from clutch pressure sensor (B17) pin B to CCU/PCU connector A7X1 pin K1 (circuit 326).Check continuity
from clutch pressure sensor (B17) pin C to CCU/PCU connector A7X1 pin C2 (circuit 155). GO TO (2) .
Reference 245-PCU-014, Clutch Engage Sensor Test

Test Procedure
→NOTE:
This procedure covers testing the Clutch Engage Sensor (B17) for proper operation.
( 1 ) Clutch Pedal Up Position
Action:
Start engine.
Leave the clutch pedal in the UP position.
14
3.90
and...
14
4.20
Result:
YES: GO TO (2) .
NO: GO TO (3) .
( 2 ) Clutch Pedal Down Position
Action:
14
0.20
and...
14
0.50
Release clutch pedal.
Result:
YES:Sensor / Circuit OK. Return to diagnosis in process.
NO: GO TO (3) .
( 3 ) Sensor Voltage Supply Check
Action:
16
4.85
and...
16
4.95
Result:
YES: GO TO (4) .
NO:Repair circuit 326 from A7X1 pin K1 to B17, B21, B29 sensor connectors pin B. Also check circuit 326 from A7X1 pin K1 to
R3 pin C. GO TO (1) .
( 4 ) Harness Check
Action:
Disconnect B17 sensor connector.
Check circuit 155 for continuity between A7X1 pin C2 and B17 connector pin C. Also check circuit for shorts to circuit 314 in
connector.
Check circuit 314 for continuity between A7X2 pin D3 and B17 connector pin A.
Result:
YES:Replace Clutch Engage Sensor (B17). GO TO (1) .
Reference 245-PCU-036, AB Brake, BC, CC, DC Clutch Pressure

Calibration
A—Manual Adjustment of Pressure Command Calibration Values (Output Clutches):
PCU Address/Calibration Values
PCU Address Sets Calibration for Element Adjustable Range
36 AB 140—420 kPa
37 BC 200—480 kPa
38 CC 200—480 kPa
39 DC 200—480 kPa
The step increment for adjustment is 6.67 kPa.
For example: If 333 is entered, the display will round down to the nearest incremental step. In this example, 333 would change
to 326 on the display when stored. If 335 is entered the display will round down to 333 when stored.
The calibration pressure command values for AB, BC, CC, and DC elements can be manually adjusted to fine tune shift
characteristics. To determine the correct value for a particular element, N-gear shifts that use that element are performed.
When the calibration value is optimal the shift will neither overfill or underfill. Changes in value as low as 13 kPa can make a
noticeable difference in shift quality.
OVERFILL - A N-gear shift that is jumpy and aggressive. Shift will harshly engage as soon as the lever is shifted into gear. Adjust
by decreasing the pressure command value for that element.
UNDERFILL - A N-gear shift that is soft, slow, hesitates then a harsh final engagement, (pause and slam). There will be a
noticeable time lag from when the lever is shifted into gear until the tractor begins to move. Adjust by increasing the pressure
command value for that element.
N-Gear Shifts
Output Elements Gears
AB N-1, N-2, N-3, N-4
BC N-5, N-7, N-9, N-11
CC N-6, N-8, N-10, N-12
DC N-13
B — 4-5 Rough Shift:
If the shift is jumpy, aggressive (under no load conditions), decrease BC pressure command in approximately 13 kPa
increments until a compromise is reached with the loaded 4-5. Also evaluate the N-gear shifts as noted below to find the best
compromise.
5-4 Rough Shift:
If the shift accelerates, then decelerates (under no load conditions), decrease BC pressure command in approximately 13 kPa
increments until a compromise is reached with the loaded 5-4. Also evaluate the N-gear shifts as noted below to find the best
compromise.
→NOTE:
Reducing BC pressure command too much will soften the no-load shifts but will cause the tractor to lose
motion (pause and slam) during a loaded 4-5 shift. The tendency will be to lower BC pressure too much if
evaluation is done by doing unloaded 4-5 and 5-4. The best method to check 4-5-4 shifts is to drive
tractor loaded in the field.
Performing NEUTRAL-to-gear shifts, (N-1, N-2, N-3, N-4 for AB shift valve, and N-5, N-7, N-9, and N-11 for BC shift valve) and
adjusting the pressure commands so the elements do not overfill or underfill will also lead to an acceptable compromise.
→NOTE:
BC pressure is the most critical factor for 4-5 and 5-4, but AB pressure can also have an effect.
C — 12-13 Rough Shift:
If the shift is aggressive (overfill, decrease pressure), or a pause and slam (underfill, increase pressure), adjust DC pressure
command in approximately 13 kPa increments until a compromise (overfill-underfill) is acceptable.
Evaluate the optimum pressure command for DC by performing a N-13 shift and adjusting the pressure command so the clutch
neither overfills or underfills.
D — 13-12 Rough Shift:
If the shift is a pause and slam (underfill, increase pressure), or an aggressive (overfill, decrease pressure), adjust CC pressure
command in approximately 13 kPa increments until a compromise (overfill-underfill) is acceptable.
Evaluate the optimum pressure command for CC by performing N-6, N-8, N-10, N-12 shifts and adjusting the pressure
command so the clutch neither overfills or underfills.
E — 2R-1R Rough Shift:
If the shift is jumpy, decrease AB pressure command in approximately 7 kPa increments until a compromise (overfill-underfill)
is acceptable. Also verify the 4-5-4 shift is still acceptable.
Evaluate the optimum pressure command for AB by performing neutral-to-gear shifts, N-1, N-2, N-3, N-4 shifts and adjusting
the pressure so the element does not overfill or underfill.
F — The Effect Of Hydraulic Oil Temperature On Shifting:
Some valves may be temperature sensitive. A tractor can shift poorly at lower oil temperature and shift acceptably at normal
operating temperatures if one valve is overly sensitive to cold oil. To determine this, perform neutral-to-gear and gear-to-gear
evaluation at different oil temperatures. Note that ALL shifts will probably be different at cold temperatures than the "over-40°
C" shift. This check will require careful evaluation and comparison of ALL shifts in order to isolate a problem valve from a
normal valve.
G — Repeated Calibrations Resulting In Acceptable Shifts That Deteriorate Over Time:
→NOTE:
This is often mistaken as a controller losing calibration. Keeping a record of the transmission calibration
values (PCU Address "30", FORM 3) is necessary to determine if a valve is inconsistent.
While calibration may generally fix this problem, if a particular valve involved in a rough shift changes pressure command
value by more than 50 kPa over multiple calibrations, replace the valve.
→NOTE:
Changes of 10—25 kPa up and down is normal. Valve pressure command value should show a 50 kPa
change in one direction to require replacement.
H — If All Tests And Adjustments Have Been Tried:
Review solution PARTS and FORMS and verify all tests have been done.
PerformPCU Shift Valve Circuit Test . (See Reference 250-15-008 ). Read all text to fully understand the test.
PerformPST Shift Accumulator Test . (See Reference 250-15-011 .)
Check for excessive transmission drag:
Place a 3 in. high board against front tires to check for excessive movement.
Go through all gears with clutch pedal full down, full throttle, and oil temperature greater than 40° C (104° F).
Record gears where engine lugs down. (This indicates a damaged input clutch).
Record gears if tractor moves over the board. (This indicates a damaged output clutch).
Reference 245-PCU-200, Power Shift Control Unit (PCU) Theory of

Operation
The Power Shift Control Unit (PCU) circuit consists of the PCU portion of the CCU/PCU, the ACU, six relays, two clutch switches,
engine and axle speed sensors and ten solenoids on the transmission.
Power Shift Control Unit
The PCU is an electronic control module located on the right side of the cab outside rear wall. Its function is to control
transmission shifting. It controls shifting by turning the appropriate solenoids on or off, based on signals from the following:
Armrest Control Unit

Transmission shift lever
Throttle command signal
Operator presence switch
Automatic Power Shift (APS) Set Switch
Automatic Power Shift (APS) Resume Switch
Clutch Engaged Switch
Clutch Disengaged Switch
Not Neutral Relay
Forward Relay
Reverse Relay
Enabling Relay
Latching Relay
Come Home Relay
Engine Speed Sensor
Wheel Speed Sensor
Park Brake Pressure switch
Fuel Flow Rate Sensor
Armrest Control Unit (ACU)
The ACU is an electronic control module located in the right armrest. The armrest contains two transmission system related
controls, and, monitors the status of the operator presence switch. The signals of the controls and switch are sensed by the
ACU which "broadcasts" them on the CCD line for use by the PCU. The controls and switch that are sensed are:
Transmission shift lever

Throttle command signal
Operator presence switch
Transmission Shift Lever (Sensed by ACU) —The transmission shift lever is used to command changes in the transmission
current gear. It will also cancel Automatic Power Shift.(APS) A "bump shift" motion is used to activate the shift lever for an
upshift or downshift. The shift lever acts as a special switch in an electronic circuit, and does not use any mechanical linkage.
Shift lever movement activates special switches which are part of a printed circuit board positioned vertically, above the shift
levers pivot point. The switch output is sensed by the ACU and is "broadcast" on the CCD line for use by the PCU.
Throttle Command Signal (Sensed by ACU) —The throttle command signal is a processed signal (pulse width modulated)
which is the result of the hand throttle, foot throttle and field cruise commands being combined by the CCU. Up to three
elements are used by the CCU/PCU to generate a throttle command signal. The ACU senses the hand throttle command signal,
the ICU senses the field cruise command and the CCU/PCU senses the foot throttle command (if equipped). The ACU and ICU
signals are "broadcast" on the CCD line for use by the CCU/PCU. The PCU scales the throttle command signal to make engine
speed changes during shifting and create special throttle ranges for the reverse gears.
When in Automatic Power Shift (APS), a change in throttle position may result in transmission shifting depending on load.
→NOTE:
The PCU "scales" the throttle command signal as follows. The PCU knows what engine speed, ground
speed, current gear position and requested gear positions are and "adjusts" the throttle command signal
to redefine slow and fast idle limits (redefines the engine speed scale) DURING shifting as well as FOR
some reverse gears.
Operator Presence Switch (Sensed by ACU) —The ACU "broadcasts" the status of the operator presence switch on the
CCD line for use by the PCU. The PCU uses the operator presence switch status signal for fault logic decisions.
Automatic Power Shift (APS) Set Switch —The Automatic Power Shift (APS) set switch is used to command the
transmission to shift gears to maintain engine speed.
Resume Switch —The Resume switch will restore control of shifting to Automatic Power Shift (APS) if it is in use.
Clutch Engaged Sensor —The clutch engaged sensor is one of two devices used by the PCU to sense clutch pedal position
(see "Clutch Disengaged Switch"). The PCU uses the Engaged sensor voltage and Disengaged switch position, together with
other inputs, to "decide" what gear command is necessary.
The clutch engaged sensor is a three wire pressure sensor and is located on the right rear of the transmission. It senses
traction clutch operating oil pressure. The pressure must rise to 1350 kPa (13.5 bar) (196 psi) before the sensor will have a
large enough voltage sent to the PCU. This voltage, along with “Clutch Disengaged” switch status, helps the PCU determine
clutch pedal position.
The pressure must decrease to or below 1120—1220 kPa (11.2—12.2 bar) (162—177 psi), which will lower the voltage from the
sensor to the PCU. This lower voltage, along with “Clutch Disengaged” switch status, helps the PCU determine clutch pedal
position.
Clutch Disengaged Switch —The clutch disengaged switch is one of two devices used by the PCU to sense clutch pedal
position (see "Clutch Engaged Sensor"). The PCU uses the Engaged sensor voltage and Disengaged switch position, together
with other inputs, to "decide" what gear command is necessary. The clutch disengaged switch is a mechanical ball switch
located in the transmission. The switch is closed when the clutch pedal is at the bottom of its stroke and sends a battery
voltage signal to the PCU.
Not-Neutral Relay —The transmission shift lever circuit board senses the position of the shift lever. These sensors are
monitored by the ACU. They also ground the not neutral relay coil whenever the transmission shift lever is moved out of
neutral. The not neutral relay, enabling relay and latching relay provide a "start-in-gear" circuit that prevents the tractor from
starting with the shift lever in gear.
Forward Relay —The transmission shift lever circuit board senses the position of the shift lever. These sensors are monitored
by the ACU. They also ground the forward relay coil whenever the transmission shift lever is put in forward.
Reverse Relay —The transmission shift lever circuit board senses the position of the shift lever. These sensors are monitored
by the ACU. They also ground the reverse relay coil whenever the transmission shift lever is put in reverse.
Enabling Relay —The enabling relay output is a battery voltage signal. It is activated when the key switch is turned on and
the shift lever is in neutral.
Latching Relay —The latching relay output is a battery voltage signal. It is activated by the enabling relay when the key
switch is turned on and the shift lever is in neutral. Because of the wiring configuration, when the shift lever is moved out of
neutral the latching relay keeps itself and the enabling relays on.
Come-Home Relay —The come-home relay provides for tractor operation in one forward (F7) and one reverse gear (R2) if a
failure occurs in the CCU/PCU, ACU, CCD line or the wheel speed sensor. The come home function requires that the forward or
reverse switch, not neutral relay, clutch disengaged switch, start-in-gear circuit and wiring to the CB, C2 and CR elements are
functional for it to work.
Engine Speed Sensor —The PCU monitors engine speed as one of the signals it uses to make its gear shifting decisions. It
also uses the engine speed signal to prevent a downshift when engine speed exceeds 2700 rpm. Some diagnostic codes that
are generated are based on engine speed.
Wheel Speed Sensor —The PCU uses the axle speed sensor to adjust electro-hydraulic solenoid valve commands during a
shift. Some diagnostic codes that are generated are based on axle speed.
Park Brake Pressure Switch —The park brake is controlled by the PCU and its circuit pressure is monitored by the PCU
continually. Operator warnings and diagnostic code numbers are generated whenever operator error or system faults are
detected.
Fuel Flow Rate Sensor —The fuel flow rate is monitored by the PCU to determine if a modified shift pattern should be
commanded.
Solenoids
The PCU controls transmission shifting by turning specific combinations of elements (clutches and brakes) on or off. The
transmission elements are controlled using electro-hydraulic solenoid valves. The PCU uses various input signals to determine
what gear to command and then turns on the appropriate solenoid valve.
Shift Modulation Inputs —The PCU uses four main inputs (variables) to decide how a shift modulation is to be made.
1. Engine RPM (from ECU)

2. Wheel Speed (from CCU)
3. Fuel flow/ injection pump rack position (from ECU)
4. Oil Temperature (from CCU)
The variable does not look at the tractor system voltage when making a shift. The PCU output to the shift valves is current
regulated, not voltage regulated. That is done by varying the pulse width modulation signal duty cycle and frequency of
operation.
Reference 245-PCU-300, PCU Wiring Diagram
PCU Wiring Diagram
Section 245 - CONTROL UNITS Group SCU: SCU References
LEGEND:
A7 Power Shift Control Unit (PCU)
A7X1 30-way CCU/ PCU Connector
A17X54 CAN Terminator Connector
B17 Clutch Engaged Pressure Sensor
S23 Clutch Disengaged Switch
W3 Chassis Harness
W4, W6 Cab Harness
W11 PST Valve Harness
X11 Chassis to Cab Harness Connector
X23 PCU to Cab/ Chassis Harnesses
X29 PST Chassis to Valve Harness
Y14 CR Clutch Solenoid
Y15 C1 Clutch Solenoid
Y19 Park Brake Solenoid
Y20 AB Brake Solenoid
Y21 BC Clutch Solenoid
Y22 CC Clutch Solenoid
Y23 DC Clutch Solenoid
Group SCU - SCU References

Essential Tools
→NOTE:
Order tools according to information given in the U.S. SERVICEGARD ™ Catalog or from the European
Microfiche Tool Catalog (MTC).
Master Hydraulic Test Kit
JT07115
Hydraulic Pressure/Flow Testing
Hydraulic Fitting Kit
JT07208
Hose/Instrument Connection
Universal Pressure Test Kit
JT05470
Hydraulic Pressure Testing
5000 psi gauge
JT05636
Measure Pressure
Specifications
SCU Address 04
Implement Option Input Jumpers Normal Mode 000
TSDC Mode 001
SCV Controlled Hitch Mode 100
SCV Solenoid Coil Resistance Resistance 3 ohm - 6 ohm
Reference 245-SCU-001, SCU Calibration

SCU Calibration
→NOTE:
SCV 1, 2 and 3 systems are systematically checked out by the SCU during the process of calibrating SCV
1, 2 and 3. If the calibration is completed successfully (see end of calibration message), the SCV 1, 2 and
3 systems are functioning normally.
( 1 ) Prepare SCV System for Calibration
Action:
Before proper SCV calibration can be made, hydraulic system pilot, standby, and stall pressures must be correctly set. These
pressures will be verified at the top of the SCV valve stack. Hydraulic oil temperature must be at least 50°C (122°F). If
necessary, seeHeating Hydraulic Oil (Reference 270-15-100 ).
Hydraulic Pressures
For pressure checking procedure seeHitch/SCV Pressures Verification (Reference 270-15-003 ).
Result:
NO:Pressures are incorrect. Set pressures to correct levels before proceeding with diagnosis.
( 2 ) Set Controls for SCU Calibration
Action:
→NOTE:
If the tractor is equipped with a hitch, it will be operated during the SCV calibration process.
Tractors with Hitch
1. Install 68—91 kg (150—200 lb) or quick coupler of equivalent weight.

2. Make sure the full range of hitch travel is not restricted.
3. Hitch control lever full forward (hitch full down).
CAUTION:
To prevent possible erratic hitch movement when the load sense circuit is connected to the hitch
valve:ALWAYS fully lower the hitch before connecting the hose between the load sense circuit and
hitch valve.DO NOT use the hitch external raise/lower switch while this hose is connected.
5. Connect 5 ft. JT07119

[ Part of JT07115 Kit ]
test hose from the pump load sense DR (B) to the auxiliary work port DR (A) at the rear of the hitch valve using JT03473
coupler.
LEGEND:
A Auxiliary work port DR
B Pump load sense DR
Auxiliary and Load Sense DRs
Tractors without hitch
1. Connect JT05497
Test hose to pump load sense DR (B) at bottom of SCV stack.
2. Connect a 35,000 kPa (350 bar) (5000 psi) pressure gauge, JT05636, to test hose.
3. Place the test gauge through the cab rear window or other place it can readily be seen.
JT07115
Hydraulic pressure/flow testing
JT07208
Hose/Instrument connection
JT05470
Hydraulic pressure testing
5000 psi gauge
JT05636
Measure pressure
Result:
YES: GO TO (3) .
Action:
→NOTE:
If “Err” is displayed at any time during the calibration procedure, an SCU circuit fault has occurred. Turn
Err
XXX (codes)
EOC
End
[2] - Start engine and set speed to 1200 rpm. The display should be:
--
diA
Result:
YES: GO TO (4) .
( 4 ) Select SCU
Action:
Operate the right turn signal until display shows “SCU”. The display should be:
--
SCU
Result:
YES: GO TO (5) .
NO:If display changes to something other than “SCU” there may be a circuit voltage problem. This may be checked with
Charging System Voltage Check (Reference 240-15-001 ).
NO:If display does not change, a turn signal circuit problem is indicated. Check and correct circuits as necessary before
proceeding. See Lighting Circuit schematic (SE5) (Reference 240-25-006 ).
( 5 ) Access SCU Diagnostic Mode
Action:
Pull flash-to-pass lever toward steering wheel to access SCU diagnostic mode. Display should be:
00
SCU
→NOTE:
The SCU is now in diagnostic mode. All other control units are in “standby” mode.
Result:
YES: GO TO (6) .
proceeding. See Lighting Circuit schematic (SE5) (Reference 240-25-006 ).
( 6 ) Check Stored SCU Codes
Action:
“SCU” and“000” if no codes are present or....
“SCU” ,“XXX” , and“End” if codes are present.
Result:
YES: GO TO (7) .
NO:Check and correct any codes displayed before proceeding with calibration. See SCU Codes (under Reference 245-05-003 )
for correct diagnostic test.
Action:
Operate right turn signal to accessSCU Address 20 on the display. SeeAccess Control Unit Address (Reference 245-05-002 ).
The display should be:
20
CAL
→NOTE:
switch OFF.
Result:
YES: GO TO (8) .
( 8 ) Calibrate SCV 1 Extend Valve
Action:
Pull SCV 1 switch rearward into the detent position. The display will show:
20
1bd (SCV 1 back detent)
....for about two seconds and then change to....
20
100
The number will then increase to between “105” and “195”.
The hitch should begin to move when the numbers stop increasing. Release the SCV switch to neutral.
On tractors without hitch, release the SCV switch to neutral when gauge pressure is between 5500-7000 kPa (55-70 bar)
(800-1000 psi). Allow 15 seconds for pressure to bleed down before proceeding with next step.
Result:
YES: GO TO (9) .
NO:If display does not go to “1bd”, see SCV Control Switch Test (Reference 245-ACU-012 ).
NO:If the final number displayed is not between “105” and “195” and the hitch does not move, a valve problem is indicated.
See Hydraulic Operational Check (Reference 270-10-001 ).
NO:If the final number displayed is not between “105” and “195” and the hitch does move, a hitch sensor problem is indicated.
See HCU Calibration (Reference 245-HCU-001 ) to check system.
( 9 ) Set Hitch Position
Action:
Press, and hold, the raise/lower rocker switch to the LOWER position until the hitch is fully down. The display would read:
20
dn
....and then....
20
CAL
....when the switch is released.
Result:
YES: GO TO (10) .
NO:If “dn” is not displayed (and PAU is) see SCV Control Switch Test (Reference 245-ACU-012 ).
NO:If “CAL” is not displayed and the hitch does not go full down, a valve problem is indicated. See Hydraulic Operational Check
(Reference 270-10-001 ).
NO:If “CAL” is displayed and the hitch does not go full down, a hitch sensor problem is indicated. See HCU Calibration
(Reference 245-HCU-001 ) to check system.
( 10 ) Calibrate SCV 1 Retract Valve
Action:
Push SCV 1 switch forward into the detent position. The display will show:
20
1Fd (SCV 1 forward detent)
20
100
Result:
YES: GO TO (11) .
NO:If display does not go to “1Fd”, see SCV Control Switch Test (Reference 245-ACU-012 ).
Action:
20
dn
....and then....
20
CAL
Result:
YES: GO TO (12) .
(Reference 270-10-001 ).
Action:
20
20
200
Result:
YES: GO TO (13) .
Action:
20
dn
....and then....
20
CAL
Result:
YES: GO TO (14) .
(Reference 270-10-001 ).
Action:
20
20
200
Result:
YES: GO TO (15) .
Action:
20
dn
....and then....
20
CAL
Result:
YES: GO TO (16) .
(Reference 270-10-001 ).
Action:
20
20
300
Result:
YES: GO TO (17) .
Action:
20
dn
....and then....
20
CAL
Result:
YES: GO TO (18) .
(Reference 270-10-001 ).
Action:
20
20
300
Result:
YES: GO TO (19) .
( 19 ) Set Hitch Position to End Calibration
Action:
Press, and hold, the raise/lower rocker switch to the LOWER position until the hitch is fully down. The display will show:
20
dn
....and then....
20
CAL
Result:
YES: GO TO (20) .
(Reference 270-10-001 ).
( 20 ) Store Calibration Data in SCU
Action:
Cycle the warning light switch to ON and then OFF (or remove diagnostic fuse F10) to store calibration data.
The display should show:
Corner Post Display
EOC
a
009
1XY
2XY
3XY
END
The left digit refers to the SCV switch position (1,2, or 3). The center digit represents the extend valve (X) and the right digit
represents the retract valve (Y). A “1” in the extend and retract positions means the valve was successfully calibrated, eg: SCV
2 successfully calibrated would be: “211”). If “X” or “Y” was other than “1” the switch was not calibrated.
The display will return to normal operation following the end of calibration (EOC) message. The key switch MUST be turned OFF
and the F10 fuse removed to return all electronic controls to their normal operating mode at the next start-up.
a
Version "009" of the SCU is the version to support 8010 series tractors. Later versions (with higher numbers) may be
developed to include changes and/or improvements.
Result:
NO:If readings are not correct, attempt to calibrate that control only. Also check for codes which may be stored. See Recall,
Record, and Clear Codes (Reference 245-05-001 ).
Reference 245-SCU-002, SCU BEEP Mode Test

Test Procedure
→NOTE:
The harness and connectors of all circuits that are input to the SCU can be checked for intermittent
conditions using the diagnostic “beep” mode. Currently the TSDC a option cable is the only feature to
provide inputs to the SCU “beep” mode.
a
Touchset™ Depth Control
( 1 ) Access SCU Address 02
Action:
→NOTE:
The engine must be OFF for this test.
If the warning horn “beeps” while moving and tugging harnesses, a harness problem is indicated. A “beep” while tugging on
connectors may also reveal a poor connection. Use a volt/ohm meter to find and confirm a wiring problem within the indicated
circuit and repair as necessary.
[1] - AccessSCU Address 02 . SeeAccess Control Unit Addresses (Reference 245-05-002 ).
[2] -
CAUTION:
To prevent unexpected cylinder movement, the engine must be OFF when installing the jumper.
Install a TSDC jumper cable to the 9-way connector at the rear of the tractor and listen for a “beep” from the warning horn. The
“beep” should sound due to the “change of state” of the wiring circuits.
[3] - Move and tug the option cable and listen for a “beep” from the warning horn. There should be no “beep”. If the warning
horn sounds, note the address shown and check the circuitry for that address. SeeImplement Option Input Test (Reference
245-SCU-004 ), andImplement Position Feedback Sensor Test (Reference 245-SCU-005 ).
Result:
YES:“Beep” test shows circuits correct.
NO:Problem(s) were found and corrected.
Reference 245-SCU-004, Implement Option Input Test

Test Procedure
→NOTE:
This test checks circuits used when an implement jumper is installed.
( 1 ) Implement Circuits Check
Action:
→NOTE:
[1] - Remove all option jumper cables from the 9-way connector at the rear of the vehicle.
[3] - The display should read:
04
000
Result:
YES: GO TO (2) .
NO:Check for a “short” from the sensor 5V supply (cct 873) to circuits 874, 875, and 876.
( 2 ) Circuit Check-TSDC
Action:
[1] - Install a jumper wire between pins “A” and “G” of the 9-way connector at the rear of the tractor.
04
001
Result:
YES: GO TO (3) .
NO:Check for continuity from pin “G” of the 9-way connector to pin “D2” of the HCU/SCU connector A5X1 (cct 874).
( 3 ) Circuit Check-SCV
Action:
[1] - Install a jumper wire between pins “A” and “J” of the 9-way connector at the rear of the tractor.
04
100
Result:
YES: GO TO (4) .
NO:Check for continuity from pin “J” of the 9-way connector to pin “E2” of the HCU/SCU connector A5X1 (cct 876).
( 4 ) Install Jumper
Action:
[1] - Install the jumper harness which was connected when the fault occurred.
SCU Address 04
Implement Option Input Jumpers Normal Mode 000
TSDC Mode 001
SCV Controlled Hitch Mode 100
[3] - Gently tug, wiggle, and move harness and connector while observing the display.
The display should not change and there should be no “beep” alarm sounded.
Result:
YES:Tractor circuit checks correct. GO TO (5) .
NO:If display was not correct or it changed during moving the cable jumper, continue with next step.
( 5 ) Jumper Circuit Check
Action:
[1] - Remove cable jumper from tractor.
[2] - Check continuity of jumper circuits at the 9-way connector that was attached to tractor:
If jumper was for TSDC, check from pin “A” to pin “G”
If jumper was for SCV operated hitch, check from pin “A” to pin “J”.
Result:
YES:Jumper check is correct.
NO:Jumper check was incorrect, repaired or replaced.
Reference 245-SCU-005, Implement Position Feedback Sensor Test

Test Procedure
→NOTE:
This test checks the circuits and operation of a remote sensor on the implement.
An implement equipped with a position sensor must be attached to the tractor for this test. The sensor
a
will be connected to the 9-way equipment connection at the rear of the tractor. If using the TSDC option,
remote cylinders should be connected to the couplers of SCV 1.
a
Action:
Loose feedback sensor linkage may affect field performance and test results. Ensure linkage connections between sensor and
implement are not loose or voltage readings may not represent the actual position of the sensor.
[1] - Start the tractor and accessSCU Address 05 . SeeAccess Control Unit Addresses (Reference 245-05-002 ).
[2] - Set SCV 1 flow rate to 0.5.
[3] -
→NOTE:
The SCV may need a “wake-up” which is accomplished by cycling the SCV controls.
Pull and hold the SCV 1 switch to the rear to raise the implement full up. The voltage reading on the display should be between:
05
0.50
....and....
05
1.50
Record this reading for later use.
Result:
YES: GO TO (2) .
NO:If voltage is 0.00 and 0.50 volts, check for a broken wire to the sensor, or a short to ground in the +5 volt power circuit (cct
873), or the sensing circuits (ccts 837 and 834).
NO:If voltage is 3.50 to 4.50 volts, check for sensor power and ground circuits being reversed.
NO:If the hitch or implement does not move, check for reversed hydraulic hose connections or increase the flow rate through
the SCV.
( 2 ) Voltage Difference
Action:
[1] - Push the SCV 1 switch forward (not into float) to lower the implement full down and lift the wheels off the ground. With
the implement lowered, the display should read between:
05
3.50
....and....
05
4.50
[2] - Subtract the first voltage reading (previously recorded) from the voltage reading just displayed.
If the difference in voltage readings is less than 3 volts, see if implement has moved full range, if sensor is binding or has
failed, or has a high resistance in the ground circuit.
Result:
YES:The feedback sensor test passed.
NO:If the voltage reading is less than 3.50 volts, check for sensor supply voltage, sensor binding or linkage adjustment, or a
failed sensor.
NO:If the voltage reading is more than 4.50 volts, adjust sensor voltage to 4.5 volts with the implement wheels off the ground
or replace the sensor.
NO:If the warning alarm sounds as the implement moves, there is a break or open in the potentiometer. Replace the sensor.
Reference 245-SCU-007, SCV 1 Control Lever Voltage Test

Test Procedure
→NOTE:
This test checks for a “range” of the control switch. If a voltage reading for the potentiometer is
necessary see SCV Control Switch Test (Reference 245-ACU-012 ).
Action:
AccessSCU Address 07 to perform this test.
→NOTE:
SeeAccess Control Unit Addresses (Reference 245-05-002 ).
1. With SCV No. 1 in the neutral position, the display should read:
07
003
2. Push the SCV switch forward, but not into detent, the display should read:
07
002
3. Push the SCV switch forward, into detent, the display should read:
07
001
4. Push the SCV switch full forward, past detent into “float”, the display should read:
07
000
5. Release the SCV switch back to neutral position. Pull the SCV switch rearward, but not into detent, the display should read:
07
004
Result:
YES: GO TO (2) .
Action:
6. Pull the SCV switch rearward, into detent, the display should read:
07
005
7. Release the SCV switch back to neutral position. The display will return to:
07
003
Result:
YES:All displays were correct.
NO:If displays were not correct, perform the SCV Control Switch Test (Reference 245-ACU-012 ).

Test Procedure
→NOTE:
Action:
→NOTE:
08
003
08
002
08
001
08
000
08
004
Result:
YES: GO TO (2) .
Action:
08
005
08
003
Result:
NO:If displays were not correct, perform the SCV Control Switch Test. (See Reference 245-ACU-012 ).

Test Procedure
→NOTE:
Action:
→NOTE:
09
003
09
002
09
001
4. Push the SCV switch full forward, passed detent into “float”, the display should read:
09
000
09
004
Result:
YES: GO TO (2) .
Action:
09
005
09
003
Result:
Reference 245-SCU-013, SCV 1 Command Status Test

Test Procedure
→NOTE:
This test checks for communication of the SCV switch to the SCU.
( 1 ) SCV Switch Circuit Check
Action:
→NOTE:
If, at any time, the display shows dashes (- - -) a solenoid or circuit problem is indicated. Check the
circuits for “opens”, “shorts”, or miswired connector terminals. Also check the solenoid coil for
resistance.
→NOTE:
[2] - Set No. 1 SCV switch to the neutral position. The display should read:
13
000
→NOTE:
The display may show “100” or “200” if the SCV switch was actuated after the key switch was turned to
ON.
[3] - Set the flow rate at “10” (maximum) on the right hand set-up panel.
[4] - Pull the switch rearward into the detent position. The display should read:
13
199
[5] - Release the switch to the neutral position.
Push the SCV switch forward into the detent position but not into “float”. The display should read:
13
299
[6] - Check circuits of faulty function.
If the “extend” position reading is incorrect, check circuits 823 and 835.
If the “retract” position reading is incorrect, check circuits 821 and 836.
For a schematic, seeSCU Wiring Diagram (SE7) (Reference 245-SCU-300 ).
Result:
YES:Switch circuit displays are correct.
NO:If any numbers other than those shown are displayed, perform the SCV Control Switch Test (Reference 245-ACU-012 ).
NO:If the numbers displayed are correct but oil flows are insufficient, a pump or valve problem is indicated.

Test Procedure
→NOTE:
Action:
→NOTE:
resistance.
→NOTE:
14
000
→NOTE:
ON.
14
199
14
299
Result:

Test Procedure
→NOTE:
Action:
→NOTE:
resistance.
→NOTE:
15
000
→NOTE:
ON.
15
199
15
299
Result:
Reference 245-SCU-016, Touchset Depth Control Test

Test Procedure
( 1 ) Address Check
Action:
If diagnostic code "SCU 098“ is stored, follow the steps in correct order.
Turn key OFF

Unplug EHDC, TSDC, or Laser Control 9 pin connector at top of SCV stack (for Row-Trak system unplug 21 pin connector)
Install diagnostic fuse
Turn key ON
AccessSCU Address 004 to verify display is “000 ”
If display is not “000 ”, performImplement Option Input Test (Reference 245-SCU-004 ).
If display is “000 ”, go to SCU address 001 and clear SCU code “098”
Code should not return
Turn key OFF
Turn key on and verify SCV operation without implement connector plugged in.
Turn key OFF
Plug in TSDC, EHDC, or Laser Control harness at 9 pin connector on top of SCV stack (for Row-Trak harness plug in 21 pin
connector)
Turn key ON
Verify system works
If system is reset properly, code “098” and alarm does not generate
Go toSCU Address 004 and display should show “001” for EHDC, TSDC, or “101” for Laser Control or Row-Trak.
Result:
YES:System is reset properly, code “098” and alarm are not generated. Diagnosis complete
NO:Code “098 returns. Repeat procedure.
NO:If vehicle has TSDC, GO TO 2 .
( 2 ) Connector Check
Action:
Wire terminals on TSDC harnesses may have oxidation preventing proper contact. Setup Panel may not display a “P” for
position control due to intermittent opens.
Use a heavy duty electrical contact cleaner and spray all connections for the TSDC harnesses on vehicle and implement.
Connectors included are the 10 pin connector located by SCU control unit and 9 pin connector at rear of tractor.
Implement connectors may vary.
For a first time failure mode check wiring of potentiometer.
Result:
YES:System is reset properly, code “098” and alarm are not generated. Diagnosis complete
Reference 245-SCU-200, Selective Control Unit (SCU) Theory Of

Operation
The SCU Control Unit receives control signals from the SCV Nos. 1, 2, and 3 switches through the ACU (Armrest Control Unit).
The signals are processed and sent to the individual valve solenoids, as required, to operate the hydraulic valves.
Power for the control unit is supplied through fuses F5 and F6 from the ELX circuit. Communication from sensors in the TSDC a
circuits will operate directly with the SCU.
a
Reference 245-SCU-300, SCU Wiring Diagram (SE7)
SCU Wiring Diagram (SE7)
Section 245 - CONTROL UNITS Group SCO: SCo References
LEGEND:
A5 HCU/SCU Control Units
W3 Chassis Harness
W4 Cab Harness
W6 Cab Harness
X13 Touchset™ Depth Control to Chassis Harness Connector
X15 Hitch and SCV I Solenoids to Chassis Harness
X17 SCV II and III Solenoids to Chassis Harness
Y7 SCV I Extend Solenoid
Y8 SCV I Retract Solenoid
Y9 SCV II Extend Solenoid
Y10 SCV II Retract Solenoid
Y11 SCV III Extend Solenoid
Y12 SCV III Retract Solenoid
Group SCO - SCo References

Essential Tools
→NOTE:
JT07115
Hydraulic Pressure/Flow Testing
JT07208
Hose/Instrument Connection
JT05470
Hydraulic Pressure Testing
5000 psi gauge
JT05636
Measure Pressure
Specifications
Reference 245-SCo-001, SCo Calibration

SCo Calibration
→NOTE:
SCV 4 and 5 systems are systematically checked out by the SCo during the process of calibrating SCV 4
and 5. If the calibration is completed successfully (see end of calibration (EOC) message), the SCV 4 and
5 systems are functioning normally.
( 1 ) Prepare SCV System for Calibration
Action:
Before proper SCV calibration can be made, hydraulic system pilot, standby, and stall pressures must be correctly set. These
pressures will be verified at the top of the SCV valve stack. Hydraulic oil temperature must at least 50 °C (122 °F). SeeHeating
Hydraulic Oil (Reference 270-15-100 ).
Hydraulic Pressures
For pressure checking procedure seeHitch/SCV Pressures Verification (Reference 270-15-003 ).
Result:
NO:Pressures are incorrect. Set pressures to correct levels before proceeding with diagnosis.
( 2 ) Set Controls for SCo Calibration
Action:
→NOTE:
If the tractor is equipped with a hitch, it will be operated during the SCV calibration process.
Tractors With Hitch
1. Install 68—91 kg (150—200 lb) weight, or quick coupler, of equivalent weight.

2. Make sure the full range of hitch travel is not restricted.
3. Hitch control lever full forward (hitch full down).
CAUTION:
To prevent possible erratic hitch movement when the load sense circuit is connected to the hitch
valve:ALWAYS fully lower the hitch before connecting the hose between the load sense circuit and
hitch valve.Do NOT use the hitch external raise/lower switch while this hose is connected.
5. Connect 5 ft. JT07119

Test hose from the pump load sense DR (B) to the auxiliary work port DR (A) at the rear of the hitch valve using JT03473
Coupler.
LEGEND:
A Auxiliary work port
B Pump load sense DR
Test Hose Connections
Tractors without hitch
1. Connect JT05497
Test hose to pump load sense DR (B) at bottom of SCV stack.
2. Connect a 35,000 kPa (350 bar, 5000 psi) pressure gauge, JT05636, to test hose.
3. Place the test gauge through the cab rear window or other place it can readily be seen.
JT07115
Hydraulic pressure/Flow testing
JT07208
Hose/Instrument connection
JT05470
5000 psi gauge
JT05636
Measure pressure
Result:
YES: GO TO (3) .
Action:
→NOTE:
If “Err” is displayed at any time during the calibration procedure, an SCo circuit fault has occurred. Turn
Err
XXX (codes)
EOC
End
[2] - Start engine and set speed to 1200 rpm. The display should be:
--
diA
Result:
YES: GO TO (4) .
( 4 ) Select SCo
Action:
Operate the right turn signal until display shows “SCo”. The display should be:
--
SCo
Result:
YES: GO TO (5) .
NO:If display changes to something other than “SCo” there may be a circuit voltage problem. This may be checked with a
voltage check (Reference 245-SCo-300 ).
NO:If display does not change, a turn signal circuit problem is indicated. Check and correct circuits as necessary before
( 5 ) Access SCo Diagnostic Mode
Action:
Pull flash-to-pass lever toward steering wheel to access SCo diagnostic mode. Display should be:
00
SCo
→NOTE:
The SCo is now in diagnostic mode. All other control units are in “standby” mode.
Result:
YES: GO TO (6) .
( 6 ) Check Stored SCo Codes
Action:
“SCo” and“000” if no codes are present or....
“SCo”, “XXX” , and“End” if codes are present.
Result:
YES: GO TO (7) .
NO:Check and correct any codes displayed before proceeding with calibration. See SCo Codes (under Reference 245-05-003 )
for correct diagnostic test.
Action:
Operate right turn signal to accessSCo Address 20 on the display. SeeAccess Control Unit Address (Reference 245-05-002 ).
20
CAL
→NOTE:
switch OFF.
Result:
YES: GO TO (8) .
Action:
20
20
400
Result:
YES: GO TO (9) .
Action:
20
dn
....and then....
20
CAL
Result:
YES: GO TO (10) .
(Reference 270-10-001 ).
Action:
20
20
400
On tractors without hitch, release the SCV switch to neutral when gauge pressure is between 5500-7000 kPa (55-70 bar,
800-1000 psi). Allow 15 seconds for pressure to bleed down before proceeding with next step.
Result:
YES: GO TO (11) .
Action:
20
dn
....and then....
20
CAL
Result:
YES: GO TO (12) .
(Reference 270-10-001 ).
Action:
20
20
500
Result:
YES: GO TO (13) .
Action:
20
dn
....and then....
20
CAL
Result:
YES: GO TO (14) .
(Reference 270-10-001 ).
Action:
20
20
500
Result:
YES: GO TO (15) .
Action:
20
dn
....and then....
20
CAL
Result:
YES: GO TO (16) .
(Reference 270-10-001 ).
( 16 ) Set Hitch Position to End Calibration
Action:
20
dn
....and then....
20
CAL
Result:
YES: GO TO (17) .
( 17 ) Store Calibration Data in SCo
Action:
Cycle the warning light switch to ON and then OFF (or remove diagnostic fuse F10) to store calibration data.
The display should show:
Corner Post Display
EOC
009 a
4XY
5XY
END
The left digit refers to the SCV switch position (4 or 5). The center digit represents the extend valve (X) and the right digit
represents the retract valve (Y). A “1” in the extend and retract positions means the valve was successfully calibrated (eg. SCV
4 successfully calibrated would be: “411”). If “X” or “Y” was other than “1” the switch was not calibrated.
The display will return to normal operation following the end of calibration (EOC) message. The key switch MUST be turned OFF
and the F10 fuse removed to return all electronic controls to their normal operating mode at the next start-up.
a
Version "009" of the SCo is the version to support 8010 series tractors. Later versions (with higher numbers) may be
developed to include changes and/or improvements.
Result:
NO:If readings are not correct, attempt to calibrate that control only. Also check for codes which may be stored. See Recall,
Record, and Clear Codes (Reference 245-05-001 ).
Reference 245-SCo-002, SCo Diagnostic “Beep” Mode
→NOTE:
The “beep” mode test is currently unavailable for SCo. Even though Address 02 can be accessed, no SCo
related circuits or components will generate a response. SCV 4 and 5 can be checked using theACU Beep
Mode Test (Reference 245-ACU-002 ).
Reference 245-SCo-010, SCV 4 Control Lever Voltage Test

Test Procedure
→NOTE:
( 1 ) Access SCo Address 10
Action:
AccessSCo Address 10 to perform this test. SeeAccess Control Unit Addresses (Reference 245-05-002 ).
1. When in SCo Address 10, and with SCV No. 4 in the neutral position, the display should read:
10
003
10
002
10
001
10
000
10
004
Result:
YES: GO TO (2) .
Action:
10
005
10
003
Result:
NO:If displays were not correct, perform the SCV Control Switch Test. (See Reference 245-ACU-012 ).
Reference 245-SCo-011, SCV 5 Control Lever Voltage Test

Test Procedure
→NOTE:
( 1 ) Access SCo Address 11
Action:
AccessSCo Address 11 to perform this test. SeeAccess Control Unit Addresses (Reference 245-05-002 ).
11
003
11
002
11
001
11
000
11
004
Result:
YES: GO TO (2) .
Action:
11
005
11
003
Result:
Reference 245-SCo-016, SCV 4 Command Status Test

Test Procedure
→NOTE:
This test checks for communication of the SCV switch to the SCo.
Action:
→NOTE:
resistance.
[1] - AccessSCo Address 16 . SeeAccess Control Unit Addresses (Reference 245-05-002 ).
16
000
→NOTE:
ON.
16
199
16
299
For a schematic, seeSCo Wiring Diagram (SE7) (Reference 245-SCo-300 ).
Result:
NO:If any numbers, other than those shown, are displayed perform the SCV Control Switch Test. (See Reference 245-ACU-012
).
Reference 245-SCo-017, SCV 5 Command Status Test

Test Procedure
→NOTE:
This test checks for communication of the SCV switch to the SCo.
Action:
→NOTE:
resistance.
[1] - AccessSCo Address 17 . SeeAccess Control Unit Addresses (Reference 245-05-002 ).
17
000
→NOTE:
ON.
17
199
17
299
For a schematic, seeSCo Wiring Diagram (SE7) (Reference 245-SCo-300 ).
Result:
NO:If any numbers, other than those shown, are displayed perform the SCV Control Switch Test. (See Reference 245-ACU-012
).
Reference 245-SCo-200, Selective Control Option (SCo) Theory Of

Operation
The SCo Control Unit receives control signals from the SCV Nos. 4 and 5 switches through the ACU (Armrest Control Unit). The
signals are processed and sent to the individual valve solenoids, as required, to operate the hydraulic valves.
Power for the control unit is supplied through fuse F7 from the ELX circuit.
Reference 245-SCo-300, SCo Wiring Diagram (SE13)
SCo Wiring Diagram (SE13)
Section 245 - CONTROL UNITS Group SSU: SSU References
LEGEND:
A12 SCo Control Unit
A12X1 30-way SCo Connector
A12X2 18-way SCo Connector
W3 Chassis Harness
W4 Cab Harness
W6 Cab Harness
W7 SCo Harness (SCV IV and V)
X19 SCo Harness to Chassis Harness
X21 SCo Harness to SCV IV and V Solenoids
Y29 SCV IV Extend Solenoid
Y30 SCV IV Retract Solenoid
Y31 SCV V Extend Solenoid
Y32 SCV V Retract Solenoid
Group SSU - SSU References

Reference 245-SSU-001, SSU Addresses
SSU Address List
→NOTE:
When replacing the SSU, a complete calibration / configuration of the SSUmust be done. For complete
calibration / configuration procedure, accessSSU address 28 and perform SSU Calibration .
Addresses in list below that are inbold need to be calibrated / configured when replacing the control unit.
Each address is one of these types:
Calibration — the control unit registers full-range output from a device to complement other
component′s operation in a system.
Adjustments — changes made to improve tractor operations when peak performance is not being
achieved.
Configuration — sets tractor operation based on model and options.
Setting — customer / operator specific choices usually done before tractor operation.
Status — is a read only address and provides information such as voltage, temperature, or switch
position.
Some addresses may use a factor. A factor is a number or value that is part of an equation. The factor
may be changeable.
To display an address seeAccess Control Unit Addresses (Reference 245-05-002 ).
( 1 ) Select Address
Action:
SSU Address 00 (Status) — Control Unit Identifier (00 / SSU)

SSU Address 01 (Status)—Control Unit Stored Codes
SSU Address 02 (Status)— SSU System Beep Mode
SSU Address 03 (Status)— System Voltage
SSU Address 04 (Status)— SSU Sensor Supply Voltage
SSU Address 05 (Status)— Steering Wheel Position Sensor 1 Supply Voltage
SSU Address 07 (Status)— Steering Wheel Position Sensor 1 Status
SSU Address 09 (Status)— Flow Meter Status
SSU Addresses 10-11—Not Used
SSU Address 12 (Status)— Flow Meter Duty Cycle
SSU Address 13 (Status)— Flow Meter Phase
SSU Address 17 (Status)— Current Operating Mode, Current Gear, and Calculated Vehicle Direction
SSU Address 18 (Status)— Current Wheel Speed
SSU Address 27 (Status)— Steering Valve Commanded Voltage
SSU Address 28 (Calibration)— SSU Calibration
SSU Address 29 (Status)—Steering Valve Deadband Status
SSU Address 30 (Status)— Steering Valve Manual Test
SSU Addresses 31—Not Used
SSU Address 32 (Status)— TCM Status
SSU Address 33 (Status)— Steering Wheel Position Sensor 1 Current
SSU Address 34 (Status)— Steering Wheel Position Sensor 2 Current
SSU Address 35 (Status)— Jumper Wire Input
SSU Address 36 (Setting)— Front Axle Type Detection
SSU Address 37 (Setting)— AutoTrac Gain Setting

SSU Address 38—Not Used
SSU Address 39 (Configuration)— AutoTrac Activation Code
SSU Address 56 and SSU Address 57 (Status)— AutoTrac Active Hours Count
SSU Address 60 (Status)— AutoTrac Inactive Status
SSU Address 61 (Status)— AutoTrac Steer and Resume Switch Status And AutoTrac Mode
SSU Address 62 (Status)— AutoTrac KeyCard and Parallel Tracking Status
SSU Address 63 (Status)— Seat Switch, Track Number, and GPS Status
SSU Address 64—Same as address 65.
SSU Address 65 (Status)— AutoTrac Lateral Off-Track Distance
SSU Address 67 (Status)— AutoTrac Heading Status
SSU Address 69 (Status)— AutoTrac Steering Angle Command
SSU Address 71 (Status)— AutoTrac Lateral Drift Correction Factor
SSU Address 73 (Status)— AutoTrac Heading Drift Correction Factor
SSU Address 77 (Status)— GSD Curvature
SSU Address 80 and SSU Address 81 (Status)— SSU Part Number
SSU Address 82 and SSU Address 83 (Status)— SSU Serial Number
SSU Address 84 and SSU Address 85 (Status)— SSU Software Part Number
SSU Address 86 and SSU Address 87 (Status)— SSU Software Version Number
SSU Address 88 and SSU Address 89 (Status)— SSU EOL Software Part Number
SSU Address 90 and SSU Address 91 (Status)— SSU EOL Software Version Number
SSU Address 92 and SSU Address 93 (Status)— Current Vehicle Model Number
SSU Address 94 and SSU Address 95 (Status)— Current Vehicle Serial Number
SSU Address 96 and SSU Address 97 (Status)— Original Vehicle Model Number
SSU Address 98 and SSU Address 99 (Status)— Original Vehicle Serial Number
Electronic version of this manual provides links from the list above to the information displayed at each address.
Result:
YES:GO TO next required address.
SSU Address 01—Control Unit Stored Codes

Status Address
Action:
This address displays any service codes which may be stored for the SSU only. The display will cycle between SSU and 000 or
service code numbers which are set.
To access service code information, Recall, Record and Clear Codes before proceeding. (See Reference 245-05-001 .)
Result:
YES:GO TO next required address.
SSU Address 02—SSU System Beep Mode

Status Address
Action:
The SSU Beep Mode can help the technician with diagnosis in two ways. It can be used to:
verify operation of devices that are part of the control units circuit.
→NOTE:
It can also be used to check for connector and harness defects by moving / tugging on harnesses or connectors while in the
The following addresses support the diagnostic ("beep") mode:
SSU Address 03 (Status)— System Voltage

SSU Address 04 (Status)— SSU Sensor Supply Voltage
SSU Address 09 (Status)— Flow Meter Status
Result:
YES: GO TO (2) .
( 2 ) Diagnostic (Beep) Mode Test
Action:
AccessSSU address 02 .
Listen for a beep to sound and an address number to be displayed during this test.
Result:
YES:No beeps heard. Control unit devices are good. Return to diagnosis in progress.
NO:If a beep is heard, GO TO the address for a specific device to test its operation.For address list seeSSU Addresses ,
Reference 245-SSU-001 .
SSU Address 03—System Voltage

Status Address
Action:
SSU address 03 tests system voltage.
The system voltage should range from 12.3 V to 15.5 V.
→NOTE:
This address is “beep” mode supported atSSU address 02 .
Result:
YES:To perform system voltage test, GO TO (2) .
( 2 ) System Voltage
Action:
With the engine OFF, accessSSU address 03 .
03
12.3
. . . .and. . . .
03
15.5
Result:
YES:System voltage is normal. Return to diagnosis in progress.
NO:Voltage reading too low. Check condition of battery (G1) and/or battery cables and connections and return to diagnosis in
progress.
SSU Address 04—SSU Sensor Supply Voltage

Status Address
Action:
SSU address 04 tests supply voltage for the steering angle sensor (B959) located on flow meter.
The sensor supply voltage should range from 4.80 to 5.20 V.
→NOTE:
Result:
YES:To perform steering angle sensor supply voltage test, GO TO (2) .
( 2 ) Sensor Voltage Supply Test
Action:
04
4.80
. . . .and. . . .
04
5.20
Result:
YES:Sensor supply voltage in specifications. Return to diagnosis in progress.
NO: GO TO step(16) of GREENSTAR ™ AutoTrac Assisted Steering System Diagnosis, Section 213 Group 60.
SSU Address 05—Steering Wheel Position Sensor 1 Supply Voltage

Status Address
Action:
SSU address 05 monitors the voltage supply to steering wheel position sensor 1 (B957) on circuit 989. Typical sensor supply
voltage is from 4.80 to 5.20 volts.
→NOTE:
Result:
YES:To test steering wheel position sensor 1 supply, GO TO (2) .
( 2 ) Steering Wheel Position Sensor 1 Supply Voltage
Action:
With key switch (S1) ON, accessSSU address 05 .
05
4.80
...to...
05
5.20
Result:
NO: GO TO (3) .
( 3 ) Steering Wheel Position Sensor 1 Supply Circuit Check
Action:
Using a voltmeter, inspect circuit 989 for 5 volts from 48-way SSU connector (X980-2) (K1) to Steering Wheel Position Sensor 1
(B957) pin A. Inspect for loose or corroded connections, and open or shorted wires.
(See SSU Wiring Diagram, Reference 245-SSU-300 .)
Result:
SSU Address 06—Steering Wheel Position Sensor 2 Supply Voltage

Status Address
Action:
SSU address 06 monitors the voltage supply to steering wheel position sensor 2 (B958) on circuit 988. Typical sensor supply
voltage is from 4.80 to 5.20 volts.
→NOTE:
Result:
YES:To test steering wheel position sensor 2 supply, GO TO (2) .
( 2 ) Steering Wheel Position Sensor 2 Supply Voltage
Action:
With key switch (S1) ON, accessSSU address 06 .
06
4.80
...to...
06
5.20
Result:
NO: GO TO (3) .
( 3 ) Steering Wheel Position Sensor 2 Supply Circuit Check
Action:
Using a voltmeter, inspect circuit 988 for 5 volts from 48-way SSU connector (X980-2) (J1) to Steering Wheel Position Sensor 2
(B958) pin C. Inspect for loose or corroded connections, and open or shorted wires.
(See SSU Wiring Diagram, Reference 245-SSU-300 .)
Result:
SSU Address 07 - Steering Wheel Position Sensor 1 Status

Status Address
Action:
This address displays the count value for the first (B957) of two steering wheel position sensors.
The display for the steering wheel position sensor can vary from 000—999. Values at this address will circulate above and
below “000” as the steering wheel is turned from left to right. There are “256” counts in one revolution. Display will reset to
“000” when AutoTrac is activated or resumed.
→NOTE:
Result:
YES:To perform steering wheel position sensor 1 test, GO TO (2) .
( 2 ) Perform Steering Wheel Position Sensor 1 Count Test
Action:
1. Start engine and set idle to 1000 rpm. Install diagnostic fuse in F10. AccessSSU address 07 .(See Reference 245-05-002 ,
Access Control Unit Addresses.)Display should be reading a number between “000 ” and “999 ”.
2. Rotate steering wheel in both directions and display should change. The numbers will wrap from “000 ” to “999 ” when
the wheel is turned past that point.
3. Slowly turn steering wheel to the left and observe the display. Display should count 256 counts per steering revolution.
Result:
NO: GO TO step(7) of AutoTrac Steering System Diagnosis, Section 213 Group 60.
SSU Address 08 - Steering Wheel Position Sensor 2 Status

Status Address
Action:
This address displays the count value for the second (B958) of two steering wheel position sensors.
The display for the steering wheel position sensor can vary from 000—999. Values at this address will circulate above and
below “000” as the steering wheel is turned from left to right. There are “256” counts in one revolution. Display will reset to
“000” when AutoTrac is activated or resumed.
→NOTE:
Result:
YES:To perform Steering Wheel Position Sensor 2 test, GO TO (2) .
( 2 ) Perform Steering Wheel Position Sensor 2 Count Test
Action:
1. Start engine and set idle to 1000 rpm. Install diagnostic fuse in F10. AccessSSU address 08 .(See Reference 245-05-002 ,
Access Control Unit Addresses.)Display should be reading a number between “000 ” and “999 ”.
2. Rotate steering wheel in both directions and display should change. The numbers will wrap from “000 ” to “999 ” when
the wheel is turned past that point.
3. Slowly turn steering wheel to the left and observe the display. Display should count 256 counts per steering revolution.
Result:
SSU Address 09 - Flow Meter Status

Status Address
Action:
This address displays a percentage of the maximum/minimum value that the flow meter is turning as oil runs through the valve
in either direction.
This value is displayed as a percentage and can range from -99 to 99. The negative and positive values determine which
direction the oil is running through the flow meter.
→NOTE:
Result:
YES:To read display.... GO TO (2) .
( 2 ) Display Flow Meter Count
Action:
CAUTION:
Perform test in area clear of all bystanders and objects. Front tires will move during this step.
1. Start tractor and access SSUSSU address 09 . SeeAccess Control Unit Addresses , Reference 245-05-002 .
2. Start with front wheels straight and cycle hazard switch to reset display to “000”.
3. Turn steering wheel to the left (counter clockwise) and display should smoothly increase as wheel turns with apositive
number. Typical display may look similar to....09 X60
4. Return front wheels to center position.
5. Turn steering wheel to the right (clockwise) and display should smoothly increase as wheel turns with anegative number.
Typical display may look similar to....09 -60
6. Return front wheels to center position and display should be around “000”.
Result:
YES:Flow meter is functioning properly.
NO:Display not correct, GO TO step(15) of AutoTrac Steering System Diagnosis, Section 213 Group 60.
SSU Addresses 10-11 - Not Used

Not Used
Action:
These addresses are not used.
Result:
YES:GO TO next address required.
SSU Address 12 - Flow Meter Duty Cycle

Status Address
Action:
SSU address 12 displays the duty cycle of the steering angle sensor (B959) signal and is used to determine the quality of the
signal. The displayed value is percent duty cycle and has a range of 0 to 100%. Typical display should be between 40-60%.
Result:
YES:To read this display.... GO TO (2) .
( 2 ) Flow Meter Duty Cycle Check

Action:
Start tractor and allow time for hydraulic oil to rise to a normal operating temperature. Move steering wheel left to right to help
warm oil.
Result:
SSU Address 13 - Flow Meter Phase

Status Address
Action:
SSU address 13 displays the phase of the steering angle sensor (B959) signal and is used to determine the quality of the signal.
Display value can range from 0° to 180° and should be between 75° and 105°.
Result:
( 2 ) Flow Meter Phase Check
Action:
Start tractor and allow time for hydraulic oil to rise to a normal operating temperature. Move steering wheel left to right to help
warm oil.
Result:

Not Used
Action:
Result:
SSU Address 17—Current Operating Mode, Current Gear, and Calculated

Vehicle Direction
Status Address
Action:
This address displays the current commanded gear, transmission gear, and vehicle direction as broadcast on the CCD network.
The possible display characters are:
r - “r”everse
n - “n”eutral
F - “F”orward
P - “P”ark
Result:
YES:To check status ofSSU address 17 , GO TO (2) .
( 2 ) SSU Address 17 Check
Action:
Display will show commanded gear, current gear and vehicle direction.
→NOTE:
SSU code 207 is generated when the SSU does not receive a commanded gear, current gear, or vehicle
direction signal when expected.
Display will show commanded gear, current gear and vehicle direction (as broadcast on the CCD network).
SSU Address 17 on Corner Post Display
Commanded Gear - Left Digit Current Gear - Center Digit Vehicle Direction - Right Digit
r r r
F F F
n n —
P P —
Result:
YES:Display matches commanded gear, current transmission gear and vehicle direction.Return to diagnosis in progress.
NO:Return to diagnosis in progress.
SSU Address 18—Current Wheel Speed

Status Address
Action:
This procedure displays the wheel speed signal that the SSU is receiving from the CCU via CCD bus.
Result:
YES:To perform the Current Wheel Speed Check, GO TO (2) .
( 2 ) Current Wheel Speed Check
Action:
Start engine and install diagnostic fuse in "dIA" mode location F10.
Press "SPEED" button on ICU (A8) to display wheel speed.
→NOTE:
The radar symbol should NOT be displayed. If it is, press the "SPEED" button until it disappears.
Drive the tractor forward at more than 2 kph and observe the ICU and wheel speed displays. Speed display on both the ICU and
display should be same approximate values.
→NOTE:
Display will show kph and ICU may show mph or kph depending on programing. To convert values to
same units multiply mph by 1.61 to get kph value 1 mph = 1.6 kph.
Result:
YES:Wheel speed sensor (B16) is functioning normally and speed signal is broadcast on the CCD network.Return to diagnosis
in progress.
NO:If both the ICU and the display read "0" and the tractor shifts to NEUTRAL after approximately six seconds, check the wheel
speed sensor.After repair return to diagnosis in progress.
NO:If the ICU display is correct but the display reads "0", check the pump drive housing harness from the wheel speed sensor
to the steering chassis harness.After repair return to diagnosis in progress.

Not Used
Action:
Result:
SSU Address 27 - Steering Valve Commanded Voltage

Status Address
Action:
SSU address 27 displays the voltage commanded from the SSU to the steering valve when AutoTrac is enabled. When display is
50% of battery voltage this indicates there is no steering oil flow. Display can range from 0 to 16 volts.
Result:
( 2 ) Steering Valve Command Voltage
Action:
Start tractor and place 10 amp fuse in F10 diagnostic position.
Drive tractor and activate AutoTrac.
Result:
YES:Valve is receiving voltage. Return to diagnosis in progress.
NO:Display shows “000” or doesn′t change as wheels adjust. GO TO step(12) of AutoTrac Steering System Diagnosis, Section
213 Group 60.
SSU Address 28 - SSU Calibration

Calibration Address
( 1 ) Introduction
Action:
There are two different types of SSU Calibrations.
A - For vehicles with SSU control unit programming software part number R218115 or lower.
B - For vehicles with SSU control unit programming software part number higher than R218115
→NOTE:
AccessSSU address 84 andSSU address 85 to determine the software part number. For example, in SSU
address 84, the software part number R218115 appears as 218 and in SSU address 85, software part
number R218115 appears as 115.
IMPORTANT:
If calibration being conducted to improve system calibration accuracy on “type A vehicles”, “type B
vehicles” or vehicles below SSU control unit programming software part number higher than R218115
and lower than R241491, then update to the latest software payload.
→NOTE:
For vehicles with SSU control unit programming software part number below R241491 (prior to February
2005 production), reference AMS Winter Software Bundle 2005 - WSB05 update (installation instructions
PC20376 for jumper harness addition and installation instructions PC20381 for R241491 software
payload), to upgrade SSU wiring with the jumper harness and then load latest SSU software available
(software part number R241491 or higher).
Result:
YES:If vehicle type A GO TO (2) .
YES:If vehicle type B GO TO (4) .
( 2 ) Address Description - Type A
Action:
SSU address 28 does a calibration of the steering portion of the steering control valve (B959) that is only used when AutoTrac
is enabled. Display will cycle through CP1, L (left), r (right), CP2, and CP3 during this calibration.
Result:
YES:To calibrate steering valve.... GO TO (3) .
( 3 ) Calibrating Steering Valve
Action:
CAUTION:
IMPORTANT:
It is required to jack up the front axle so tires are off the ground during SSU calibration. This will provide
consistent values to the controller.
1. Raise front wheels off ground and securely support front of tractor.

2. Start tractor.
3. Insert fuse in F10 and accessSSU address 28 .Display should read:28 CP1
4. Cycle the hazard lights switch to ON position, then OFF position. Display should read:28 L
→NOTE: If AutoTrac has just been installed, display numbers may jump before end stop is reached in
next step.
5. Rotate steering wheel to the left at a normal rate of rotation until end stop is reached and pause at end stop. May have to
hold at end stop to get display to change. Display should read:28 r (right)
6. Now rotate steering wheel to the right at a normal rate of rotation until end stop is reached and pause at end stop. May
have to hold at end stop to get display to change. Display should read:28 CP2
IMPORTANT: Do not bump steering wheel during next step or corner post will displaystp and key
switch will have to be cycled on/off to start procedure over at step 1.
7. With CP2 on display cycle the hazard lights switch to ON position, then OFF position. Display should readCP3 and will
automatically calibrate electro-hydraulic portion of steering valve by moving wheels to center position, then left, right,
and will finish with wheels returning to center position and corner post displaysEnd .
Result:
YES:Performing full calibration / configuration...Access SSU address 39 and perform AutoTrac Activation Code test.
NO:Check for loose terminals in steering valve harness connectors X955 and X956. If loose terminals found, repair and perform
calibration again. If problem still exists, GO TO step(10) of AutoTrac Steering System Diagnosis, Section 213 Group 60.
( 4 ) Address Description - Type B
Action:
SSU Address 28 allows calibration of the Steering Angle Sensor (Flow Meter) and the dead bands of the steering EH Valve that
are used when AutoTrac is enabled. Calibration is required when the system is installed or when the system has been repaired.
→NOTE:
No SSU service codes (except SSU 008 or 020) may be present when attempting calibration.
CAUTION:
Perform test in area clear of all bystanders and objects. The tractor will move with steering motion
during calibration.
IMPORTANT:
The steering system must be able to move the wheel full left and full right during calibration. Conditions
causing high steering loads, such as soft ground, saddle tanks, heavy front ballasting, or front dual
wheels (particularly ILS ™ front axle) may cause problems when performing the calibration. To reduce
steering resistance, the tractor is allowed to move at speeds less than 5 Kph (3 Mph) on a smooth, level
surface. Another option is to jack up the front axle to reduce steering load.
Result:
YES:To calibrate steering valve.... GO TO (5) .
( 5 ) Calibrating Steering Angle Sensor (Flow Meter)
Action:
→NOTE:
Hydraulic oil temperature must be greater than 20 °C (68 °F) and operator must be seated throughout
entire calibration. If these conditions are not met, calibration will exit immediately. If necessary,
seeHeating Hydraulic Oil (Reference 270-15-100 ).
1. Start tractor and set speed at 1200 rpm.

2. Insert diagnostic fuse in F10.Display should read:- - dIA
3. Move the turn signal to right turn several times to select SSU.Display should read:- - SSU
4. Actuate the flash to pass lever to access the SSU.Display should read:000 SSU
5. AccessSSU address 28 .Display should read:28 CAL
6. Cycle the hazard lights switch to ON position, then OFF position. Display should read:28 S-L
→NOTE: If AutoTrac has just been installed, display numbers may jump before end stop is reached in
next step.
7. Rotate steering wheel to the left (CCW) at a normal rate of rotation until full left turn is reached and pause at end stop.
Hold at end stop and cycle the hazard lights switch to ON position. Display should then change to:28 S-r
8. Now turn steering wheel to the right (CW) at a normal rate of rotation until full right turn is reached and pause at end
stop. Hold at end stop and cycle the hazard lights switch to ON position. Display should read:28 P-L
Result:
YES:Continue calibration. GO TO (6) .
NO:If “Err ” followed by a number (1-10) is displayed.... GO TO (7) .
( 6 ) Calibrating EH Steering Valve
Action:
1. Press, and hold, the “Resume” switch on the armrest. The tractor will steer automatically using the EH steering valve
during this step.
→NOTE: The switch must be held through this complete step. Releasing the switch or turning the
steering wheel will cause the steering valve (EH valve) to shut off and the calibration process to
terminate.
The tractor will begin steering left.

Steering motion will begin, then slow, two times.
The valve commands will display as the valve deadband is found.
Once the “left” deadband is determined, a full left turn to the stop will occur in preparation for calibrating the “right”
deadband.
2. When the control unit is ready to calibrate the “right” deadband, the display will show....28 P-r
The tractor will begin steering right.
Steering motion will begin, then slow, two times.
The valve commands will display as the valve deadband is found.
Once the “right” deadband is determined, the tractor will steer back to center.
3. As the tractor straightens, the display will show....28 P-C
4. After centering, the display will show....28 EOC
5. The “Resume” switch may now be released. Valve deadbands are displayed atSSU address 29 .
6. Turn key switch OFF and remove fuse F10 to return to normal operation.
Result:
NO:No steering motion.If performing a system test, return to diagnosis in progress.If performing a simple calibration, access
SSU Address 30 and perform Steering Valve Manual Test .
NO:If “Err ” is displayed.... GO TO (7) .
( 7 ) SSU Calibration Error Codes
Action:
Two types of calibration error codes may be found and will require action before further testing.
If the displayalternates between “Err” and any of the following, correct the condition and attempt a calibration.
no — SSU did not see valve motion within 10 seconds after pressing resume switch or calibration of valves was
interrupted for more than 20 seconds. Restart calibration procedure.
Str — Steering wheel was moved during calibration procedure. Restart calibration procedure.
rES — Resume switch was released before calibration procedure was complete. If necessary, seeAPS Switch Circuit
Test , (see reference 245-ACU-032 atACU Address 32 . Restart calibration procedure.
dtc — A diagnostic trouble code(s) was set during calibration. Diagnose and repair as necessary. To access service code
information, seeRecall, Record, and Clear Codes (Reference 245-05-001 ) before proceeding. Restart calibration
procedure.
SPd — The tractor wheel speed was greater than 5 kph (3mph) during calibration. If necessary, accessCCU Address 05
and performWheel Speed Sensor Test . (See Reference 245-CCU-005M ) or CCU address 58 and CCU address 59 and
GO TO step(20) of CCU Calibration, Reference 245-CCU-001 and set Transmission Pulses per Axle Revolution. (See
Reference 245-05-004 , Access Control Unit Addresses).
OIL— Hydraulic oil temperature is too low. If necessary, performHeating Hydraulic Oil procedure. (See Reference
270-15-100 .) Oil temperature can also be checked by pressing upper and lower touch pads (rear PTO speed and srv
hours) at right end of right hand control panel.
Slt— Seat switch was open during calibration. If necessary, accessACU Address 19 and performOperator Presence
Switch Test . (See Reference 245-ACU-019 or SSU address 63 Seat Switch, Track Number, and GPS Status test.
If the displaycontinuously displays “Err”, a service code has been stored and the fault must be corrected before the condition
will allow a calibration.
1. Check for SSU stored codes at SSU address 01.

Push the left hand turn signal repeatedly to decrement to SSU address 01.
The display should show three digit numbers representing service codes. Record these numbers for faults within the
steering system.
2. Follow the diagnostic procedures for each of the displayed codes to correct the fault(s) before attempting calibration.
Ignore service codes SSU 008 and SSU 020.
Select theDiagnostic tab in SERVICE ADVISOR ™ or see Service Code Descriptions. (Reference 245-05-003 ) to
diagnose the fault(s).
If no service codes are stored other than SSU 08 or SSU 020, either the resume switch was not held down or the
steering wheel was moved during calibration. If necessary, accessACU Address 32 and performAPS Switch Circuit
Test (See Reference 245-ACU-032 ).
Result:
NO:Recalibrate, repair, or perform further testing as required.
SSU Address 29 - Steering Valve Deadband Status

Status Address
Action:
SSU address 29 displays the left and right deadband calibration for the electro-hydraulic portion of the steering control valve
(Y952). Display can range from 0 to 150%.
Result:
YES:To read steering valve deadband calibration.... GO TO (2) .
( 2 ) Steering Valve Deadband Check
Action:
Display will first showL followed by the calibrated percentage for the left deadband.
Display will then showr (right) followed by the calibrated percentage for the right deadband.
→NOTE:
Hazard switch can be cycled ON/OFF to clear calibration. Display will show “- - -” and AutoTrac has to be
enabled before deadbands can be calibrated.
Result:
SSU Address 30 - Steering Valve Manual Test

Status Address
Action:
SSU address 30 is for manual operation of the electro-hydraulic portion of steering valve. During this mode the hitch
draft/position mix knob is used by the operator to control the valve. Operator must move mix knob past midpoint (50%) of
operating range before valve can be manually controlled. Display ranges from 50-150 percent.
Result:
YES:To perform manual valve control test.... GO TO (2) .
( 2 ) Manual Valve Control Test
Action:
CAUTION:
1. With engine running at 1000 rpm, install diagnostic fuse F10.

2. AccessSSU address 30 .(See Reference 245-05-002 , Access Control Unit Addresses.)
3. Cycle hazard switch, and rotate the hitch draft/position mix knob past its mid-point to activate manual valve control.
4. Rotate the knob to the left (CCW), and the front tires should move left.
5. Rotate the knob to the right (CW), and the front tires should move right.
Result:
SSU Addresses 31 - Not Used

Not Used
Action:
This address is not used.
Result:
SSU Address 32 - TCM Status

Status Address
Action:
SSU address 32 displays the status of the Terrain Compensation Module (TCM). This system will assist in accuracy of the Global
Positioning System (GPS) when using AutoTrac. The display may show “000”, “001”, or “002”.
Result:
YES:To perform TCM Status test, GO TO (2) .
( 2 ) TCM Status
Action:
The display will show....
32
002
....when the system is present and turned on....
32
001
....when the system is present but turned off, and....
32
000
....when it is not present.
Result:
YES:Return to diagnosis in progress orGO TO next address required.
NO:See reference 246C-15AC-003 , STARFIRE™ Receiver w/ TCM Diagnostics
SSU Address 33 - Steering Wheel Position Sensor 1 Current

Status Address
Action:
SSU address 33 displays the current from the steering wheel position sensor 1 (B957). The full current range is from00.0 mA
to99.0 mA .
Result:
( 2 ) Steering Wheel Position Sensor 1 Standby
Action:
→NOTE:
This procedure covers testing the Steering Wheel Position Sensor 1 for proper operation.
With engine off,
33
05.0
and...
33
20.0
Result:
YES: GO TO (3) .
NO: GO TO (4) .
( 3 ) Steering Wheel Position Sensor 1 On
Action:
Start engine and accessSSU address 33 to observe display. (See Reference 245-05-002 , Access Control Unit Addresses.)
Turn steering wheel back and forth.

33
05.0
and...
33
20.0
Result:
YES:Sensor / circuit OK. Return to diagnosis in progress.
NO: GO TO (4) .
Action:
05
4.8
...to...
05
5.2
(See Reference 245-SSU-300 , SSU Wiring Diagram.)
Result:
YES: GO TO step(7) of AutoTrac Steering System Diagnosis, Section 213 Group 60.
SSU Address 34 - Steering Wheel Position Sensor 2 Current

Status Address
Action:
SSU address 34 displays the current from the steering wheel position sensor 2 (B958). The full current range is from00.0 mA
to99.0 mA .
Result:
( 2 ) Steering Wheel Position Sensor 2 Standby
Action:
→NOTE:
This procedure covers testing the Steering Wheel Position Sensor 2 for proper operation.
With engine off,
34
05.0
and...
34
20.0
Result:
YES: GO TO (3) .
NO: GO TO (4) .
( 3 ) Steering Wheel Position Sensor 2 On
Action:
Start engine and accessSSU address 34 to observe display. (See Reference 245-05-002 , Access Control Unit Addresses.)
Turn steering wheel back and forth.
34
05.0
and...
34
20.0
Result:
YES:Sensor / circuit OK. Return to diagnosis in progress.
NO: GO TO (4) .
Action:
06
4.8
...to...
06
5.2
(See Reference 245-SSU-300 , SSU Wiring Diagram.)
Result:
YES: GO TO step(7) of AutoTrac Steering System Diagnosis, Section 213 Group 60.
SSU Address 35 - Jumper Wire Input

Status Address
Action:
SSU address 35 will display a constant value determined by the control unit. This value is initiated by the SSU identification
jumper wire (cct 947) connected from pin X2C4 to pin X1A2.
Result:
YES:To check this display value, GO TO (2) .
( 2 ) Jumper Wire Input Display
Action:
AccessSSU address 35 and observe display.
Display should read....
35
106
Result:
NO:Check circuit 947 and it′s connections for shorts or opens.
SSU Address 36 - Front Axle Type Detection

Setting Address
Action:
SSU address 36 automatically calibrates the SSU to whether or not the tractor has MFWD. This is necessary because the
steering valve spools between the MFWD tractors are a different size and can affect AutoTrac performance if SSU is not
detecting the correct option. Display may show one of the following:
“000” — Undetected
“002” — MFWD
Result:
YES:To check this display value, GO TO (2) .
( 2 ) MFWD Check
Action:
AccessSSU address 36 and observe display.
Result:
NO:Display does not match tractor. GO TO (3) .
( 3 ) Re-initiate Tractor Detection
Action:
Cycle hazard switch ON/OFF to clear display. Tractor will automatically detect MFWD.
Result:
NO:If status display is not correct or does not change, check CCD circuits. PerformCCD Network Diagnosis . (See Reference
245-05-005
SSU Address 37 - AutoTrac Gain Setting

Setting Address
Action:
SSU address 37 displays the steering gain (aggressiveness) that AutoTrac corrects itself while driving a straight line when
enabled. Lower numbers cause AutoTrac to correct at a slower rate and may not be noticeable to operator. Higher numbers
cause AutoTrac to correct itself at a much faster rate and should be observable to operator. Options for this address range from
50-200.
Result:
( 2 ) Setting SSU Address 37
Action:
1. AccessSSU address 37 .(See Reference 245-05-002 , Access Control Unit Addresses.)

2. Pull the flash-to-pass lever, pause for about three seconds. This will cause the left column digit to start flashing.
3. By moving to the right turn signal, the number will increase, and moving to the left turn signal, the number will decrease.
When the correct number is displayed, pull the flash-to-pass lever and the middle digit will start flashing.
4. Set the middle digit with the turn signal lever (S15) using the same method and then pull the flash-to-pass lever again for
the digit in the right column to begin flashing.
5. Set the right column digit with the turn signal lever using the same method and then turn the hazard lights switch (S20)
ON and then OFF to store the setting.
125 - MFWD Factory Default
Result:
SSU Address 38 - Not Used

Not Used
Action:
This address is not used.
Result:
SSU Address 39—AutoTrac Activation Code

Configuration Address
Action:
SSU address 39 is for activating AutoTrac on a controller by entering the AutoTrac Vehicle Registration code previously
obtained from (AMS) STELLARSUPPORT ™ (see www.stellarsupport.com for correct value) that is unique to each controller.
Options can range from 000-999. If display shows “000” then no code has ever been entered for current controller. Display
may revert to a previous activation code number if a invalid activation code number is entered.
→NOTE:
When replacing a SSU controller a new AutoTrac activation code will have to be entered at this address
because the code is controller specific.
Result:
( 2 ) Configuring SSU Address 39
Action:
Enter activation code:
39
XXX
To enter correct value:
1. Activate and hold the flash-to-pass lever until a digit begins to flash on the Corner Post Display (A15).
→NOTE:
This typically takes 3-5 seconds.
2. Change the value of the flashing digit using the turn signal switch (S15).
3. Change which digit flashes using the flash-to-pass lever.
4. When the correct value is displayed, cycle the hazard lights switch (S20) ON and then OFF to store it.
Result:
YES:Performing full calibration / configuration — calibration / configuration complete. Return to diagnosis in progress.
NO:If activation code is not successful, verify the tractor model and serial numbers are correct in CCU addresses 92 through
95. If values are correct in CCU addresses 92 through 95, go to www.stellarsupport.com for help on obtaining correct
value.Return to diagnosis in progress.

Not Used
Action:
Result:
SSU Address 56-57—AutoTrac Active Hours Count

Status Addresses
Action:
SSU addresses 56 and 57 display the total number of hours AutoTrac has been active. The values are formatted “XXX”, “XX.X”
hours, and require two addresses to read. The right digit of address 57 displays a tenth of an hour. An active hour is defined as
one hour with AutoTrac enabled. As an example, the display would read:
56
011
. . . .and. . . .
57
34.2
These addresses would read 011,34.2 or 1,134.2 hours.
Result:
YES:To read these addresses, GO TO (2) .
( 2 ) Reading SSU Addresses 56 and 57
Action:
1. AccessSSU address 56 .(See Reference 245-05-002 , Access Control Unit Addresses.)Record display.
2. Turn the right turn signal ON and then OFFone time to access SSU address 57. Record display.
3. Place display readings in numerical order to read total number of engine hours.
Result:

Not Used
Action:
Result:
SSU Address 60 - AutoTrac Inactive Status

Status Address
Action:
This address displays code numbers which represent faults occurring when the AutoTrac system drops out of the Active mode
or fails to enter the Active mode while Enabled. This address is available only while the engine is running and the AutoTrac
system has been activated. Once the engine is OFF the codes are not displayed until the fault occurs again.
Result:
YES:To display system exit code.... GO TO (2) .
( 2 ) Display Deactivation Condition
Action:
1. Start engine, or while engine is running, insert F10, “Diag”, fuse.

2. Access SSU Address 60. SeeAccess Control Unit Addresses , Reference 245-05-002 .
3. Activate the AutoTrac system and operate the tractor using the feature.
4. If the system fails to activate, or drops out during operation, note the displayed fault code.
5. Use the following table to determine the cause of the fault.
AutoTrac Exit Faults
000 No exit from AutoTrac
001 Steering wheel moved (more than 20°)
002 Wheel speed less than 1.5 kph (0.9 mph)
003 Wheel speed greater than 20 kph (12.4 mph)
004 Incorrect gear selected
005 Track number changed
006 GPS not in dual frequency (SF2)
007 SSU fault (Check for all SSU Codes)
008 Last AutoTrac procedure worked
009 No bus messages from GSD (Green Star Display) (should store code SSU 208)
010 Parallel Tracking not operational
011 AutoTrac KeyCard not inserted
012 Heading error out of range (will prevent AutoTrac from engaging)
013 Lateral error out of range (will prevent AutoTrac from engaging)
014 Operator out of seat
015 Hydraulic Oil Temperature < 0 °C (32°F)
016 TCM is not present/on
017 Incorrect SSU Activation Code
018 Diagnostic mode has control of valve
019 Combine header switch is not on
020 Combine road/field switch is on
999 Invalid Data
Result:
YES:AutoTrac system is functioning normally. Return to diagnosis in progress.
NO:AutoTrac will not enter Active mode. Review operating conditions which must be met before system will activate in
AutoTrac Operator′s Manual.
SSU Address 61 - AutoTrac Steer and Resume Switch Status And

AutoTrac Mode
Status Address
Action:
Each digit displayed at this address indicates the status of switch inputs and operating mode of the system.
Theleft digit displays the status of the Steer Switch on the GSD (Green Star Display).
Thecenter digit displays the status of the Auto Resume Switch on the armrest and is broadcast on the CCD bus by the
ACU.
Theright digit displays the system′s mode as determined and broadcast by the SSU.
→NOTE:
When “9 ” is displayed it indicates invalid data for that specific digit.
Result:
YES:To read status displays.... GO TO (2) .
( 2 ) Display Status of Steer Switch
Action:
1. Place key switch in RUN position, engine OFF.

3. Turn Tracking ON (on GSD).
4. Press, and hold Steer Switch (lettered pad next to Steer icon). Display should read....61 1XX
5. Release Steer Switch pad. Display should read....61 0XX
Result:
YES:Steer Switch and bus connection is correct. GO TO (3) .
NO:If status display is not correct or does not change, check CCD circuits. See CCD Network Diagnosis, Reference 245-05-005 .
NO:If Steer Switch is not shown on GSD ensure the AutoTrac KeyCard is installed and Parallel Tracking is operational.
( 3 ) Display Status of Auto Resume Switch
Action:
1. Press, and hold, Auto Resume Switch (on armrest). Display should read....61 X1X
2. Release Auto Resume Switch. Display should read....61 X0X
Result:
YES:Auto Resume Switch and bus connection is correct. GO TO (4) .
NO:If display is “X0X” and does not change, accessACU Address 32 and performAPS Switch Circuit Test (See Reference 245-
ACU-032 .
( 4 ) Display System Mode Status
Action:
1. With AutoTrac system OFF the display should read....61 XX0

2. With AutoTrac system ENABLED the display should read....61 XX1
3. With AutoTrac system ACTIVE the display should read....61 XX2
Result:
YES:AutoTrac system is functioning correctly.
NO:Refer to AutoTrac Operator′s Manual for conditions required for each operating mode.
SSU Address 62 - AutoTrac KeyCard and Parallel Tracking Status

Status Address
Action:
This address will display status readings on the KeyCard being present (center digit) and whether the Tracking is ON (right
digit) . The AutoTrac system will only operate when the KeyCard is inserted and the Parallel Tracking system is operational.
To be “Operational”, Tracking must be ON, track locations defined, and GPS differential correctional signal (SF2) is available.
→NOTE:
Result:
( 2 ) Display KeyCard Status
Action:

3. Insert the AutoTrac KeyCard. The display should read....62 X1X
→NOTE: There may be a delay of several seconds before status changes.
4. Remove the AutoTrac KeyCard from the processor. The display should read....62 X0X
Result:
YES: GO TO (3) .
NO:Check KeyCard diagnostics in GSD (Green Star Display) portion of AMS Technical Manual. If KeyCard diagnosis proves
correct, a check of the CCD bus connection to GSD will be required.
( 3 ) Display Tracking Status
Action:
1. Press Tracking switch to ON. Display should read....62 XX1

2. Press Tracking switch to OFF. Display should read....62 XX0
Result:
YES:Tracking status is correct.
NO:Check Parallel Tracking Diagnostics in the AMS Technical Manual.
SSU Address 63 - Seat Switch, Track Number, and GPS Status

Status Address
Action:
Each digit displayed at this address indicates status of inputs to the AutoTrac system. After toggling the hazard light switch one
time, track curvature is displayed.
Theleft digit displays the status of the operator seat switch. (This status and circuit testing may be found at ACU Address
19.)
Thecenter digit indicates when a Track is being crossed while AutoTrac is Enabled.
Theright digit indicates the STARFIRE ™ receiver status (frequency received).
Toggle the hazard light switch one time, to display track curvature.
→NOTE:
Result:
( 2 ) Display Status of Operator Seat Switch
Action:
The Operator Presence Switch status is broadcast on the CCD network by the ACU. The AutoTrac system will not go into the
Active mode if the operator is out of the seat. While in the Active mode, if the operator is out of the seat for more than two
seconds, a warning will sound and a fault code (SSU 100) is stored. If the operator is out of the seat for more than seven
seconds the system is shut off.

3. Sit in operator seat. The display should read....63 1XX
4. Stand up. When out of seat the display should read....63 0XX
Result:
YES: GO TO (3) .
NO:Test seat switch operation, accessACU Address 19 and performOperator Presence Switch Test . (See Reference 245-
ACU-019 .)
( 3 ) Display Status of Track Position
Action:
The GSD (Green Star Display) indicates when the tractor moves from the area over one track and goes to an area closer to
another track. If the AutoTrac system is Active it will shut off when the track number changes. To return the system to Active
the operator must actuate the Auto Resume Switch on the armrest.

2. Access SSU Address 63.
3. Place AutoTrac in “Enabled” condition.
4. Drive forward across established tracks and observe display.
5. Whilenot crossing a track the display should read....63 X0X ....and while crossing a track the display should read....63
X1X
Result:
YES: GO TO (4) .
NO:Display shows more than one track being crossed without shutting off. Test CCD bus connections. See CCD Network
Diagnosis, Reference 245-05-005 .
NO:AutoTrac display does not show tracks are being crossed. Review AutoTrac Operator′s Manual for theory of operation.
( 4 ) Display GPS Status
Action:

2. Access SSU Address 63.
3. Observe the right digit of the display as the system advances through the acquired frequencies.With no differential
correction the display should read....63 XX0 With 3D, single frequency, the display should read....63 XX1 With 3D, dual
frequency, the display should read....63 XX2
Result:
YES:GPS status is correct. GO TO (5) .
NO:Read AutoTrac Operator′s Manual on system theory of operation.
( 5 ) Display Track Curvature
Action:
Numeric values displayed in this address range from —99 to 99. A positive reading indicates a curve to the right, while a
negative (—) reading indicates a curve to the left. Verify that a positive or negative value is displayed during right and left
turns.
1. Start tractor.
2. AccessSSU address 63 .
3. Toggle hazard light switch one time to display track curvature.
4. Drive tractor in a straight line. Display should read...63 00
5. Drive tractor along a curved track. Display should read...63 XX While curving to right.—XX While curving to left.
Result:
YES:Track Curvature status is correct.GO TO next address required.
NO:Read AutoTrac Operator’s Manual on system theory of operation.
SSU Address 64 - Same as Address 65

Status Address
Action:
This address is the same as SSU address 65.
Result:
SSU Address 65 - AutoTrac Lateral Off-Track Distance

Status Address
Action:
The GSD (Green Star Display) displays the calculated lateral distance from the desired track using STARFIRE ™ receiver
position data and stored track locations. The off-track error is sent on the CCD bus to the SSU and is displayed in units of
meters and a resolution of 0.1 meters. Off-track lateral error is positive (e.g. “03.2”) when the tractor is to the left of the track
and negative (e.g. “-03.2”) when the tractor is to the right of the track. An incorrect display at this address indicates a CCD
fault.
Result:
YES:To check display of lateral error.... GO TO (2) .
( 2 ) Lateral Error Check
Action:
1. Start engine.
3. Place AutoTrac system in Enabled condition.
4. Establish the A-B line and resulting tracks.
5. Drive to the left of a track and along a parallel path. Observe the display for distance off the track then slowly steer
across the line of the track.
6. The numbers displayed should count down to “000” and then increase in negative values.
Result:
YES:Off-track error data is correct.
NO:If display is “000” and does not change, check CCD bus connection from the GSD. (Ensure the A-B line has been defined.)

Status Address
Action:
Result:
SSU Address 67 - AutoTrac Heading Status

Status Address
Action:
This address displays the difference in heading of the established A-B line (0 track) and the actual tractor heading from the
STARFIRE ™ receiver heading data. The heading error units is in degrees and is broadcast on the CCD bus to the SSU.
Result:
YES:To check display of heading difference error.... GO TO (2) .
( 2 ) Heading Difference Check
Action:
1. Start engine.
5. Drive at various angles to an established track. Observe the display for heading angle difference to the track.
6. The numbers displayed should be “000” while traveling parallel to the track and increase when turning away from the
track′s path.
Result:
YES:Track heading error data is correct
NO:If display is “000” and does not change, check CCD bus connection from the GSD. (Ensure the A-B line has been defined.)

Status Address
Action:
Result:
SSU Address 69 - AutoTrac Steering Command

Status Address
Action:
This address displays the automatic steer angle command, as a percentage of maximum command, while steering corrections
are made. The AutoTrac steering system calculates a steer angle command which is sent to the SSU on the CCD bus to control
the tractor′s steering system.
Result:
YES:To check display of the Steering Angle Command.... GO TO (2) .
( 2 ) Display Steer Angle Command
Action:
1. Start engine.
5. Approach an established track at an angle and press Resume switch. Observe the display for percentage numbers as the
system steers the tractor onto the track.
Result:
YES:Steer Angle Command is functioning correctly.
NO:Refer to AutoTrac Operator′s Manual on system theory of operation.

Status Address
Action:
Result:
SSU Address 71 - AutoTrac Lateral Drift Correction Factor

Status Address
Action:
This address displays an off-track integrator within the automatic steering control algorithm to improve system accuracy. When
the tractor is operating on a side slope, or the attached implement tends to force it off track, constant steering correction
commands are being sent to the SSU. The AutoTrac system “records” the amount of correction needed and adjusts the
command signal to compensate for the drift.
The lateral error is calculated as the distance of the vehicle from the nearest track. Display is positive when the vehicle is to
the left of the track and negative when the vehicle is to the right of the track. Display can range from ±99 percent.
Result:
YES:To check display of the Off-Track Lateral Error Integrator.... GO TO (2) .
( 2 ) Display Off-Track Lateral Integrator
Action:
→NOTE:
To cause the Integrator to display, the tractor should be operated on a side slope or attach an implement
which applies heavy side force to the tractor.
1. Start engine.
3. Place AutoTrac system in enabled condition.
5. Drive along an established track and press Resume switch to start system. Observe the display for numbers as the
system maintains the tractor′s path on the track.
Result:
YES:Integrator is functioning correctly.

Status Address
Action:
Result:
SSU Address 73 - AutoTrac Heading Drift Correction Factor

Status Address
Action:
This address displays an off-track integrator within the automatic steering control algorithm to improve system accuracy. When
the tractor is operating on a side slope, or the attached implement tends to force it off track, constant steering correction
commands are being sent to the SSU. The AutoTrac system “records” the amount of correction needed and adjusts the
command signal to compensate for the drift.
Heading error is the difference between the desired and actual heading of vehicle. Actual heading comes from the STARFIRE ™
receiver while the desired heading comes from information stored in the GREENSTAR ™ display for the Parallel Tracking
System. Display is positive when the vehicle is to the left of the track and negative when the vehicle is to the right of the track.
Display can range from ±99 percent.
Result:
YES:To check display of the Off-Track Heading Error Integrator.... GO TO (2) .
( 2 ) Display Off-Track Heading Integrator
Action:
→NOTE:
To cause the Integrator to display, the tractor should be operated on a side slope or attach an implement
which applies heavy side force to the tractor.
1. Start engine.
2. AccessSSU address 73 . SeeAccess Control Unit Addresses , Reference 245-05-002 .
3. Place AutoTrac system in enabled condition.
5. Drive along an established track and press Resume switch to start system. Observe the display for numbers as the
system maintains the tractor′s path on the track.
Result:
YES:Integrator is functioning correctly.
SSU Address 74-76 - Not Used

Not Used
Action:
Result:
SSU Address 77- GSD Curvature

Status Address
Action:
This address displays the curvature value that SSU receives from GREENSTAR ™ display via CCD bus. Units are displayed in
degrees/meter with a range from -99 to 99. A positive curvature value indicates vehicle is curving to the right. “0” is displayed
when tractor is not in a curves/circle Auto Trac mode.
Result:
YES:To check display of GSD curvature.... GO TO (2) .
( 2 ) GSD Curvature Check
Action:
Start engine and install diagnostic fuse in "dIA" mode location F10.
Drive tractor on a curved like path and observe display.
Result:
YES:SSU is receiving curvature from GSD. Return to diagnosis in progress.
NO:If status display is not correct or does not change as vehicle follows curved path, see GREENSTAR ™ GPS Receiver
Identification in section 246D, group 15B for diagnostics of correct receiver.
SSU Address 78-79 - Not Used

Not Used
Action:
Result:
SSU Addresses 80-81—SSU Part Number

Status Addresses
Action:
Address 80
This address displays thefirst three digits of the SSU Part Number.
Address 81
This address displays thelast three digits of the SSU Part Number.There is no test procedure for these addresses.
Result:
SSU Addresses 82-83—SSU Serial Number

Status Addresses
Action:
Address 82
This address displays thefirst three digits of the SSU Serial Number.
Address 83
This address displays thelast three digits of the SSU Serial Number.There is no test procedure for these addresses.
Result:
SSU Addresses 84-85—SSU Software Part Number

Status Addresses
Action:
Address 84
This address displays thefirst three digits of the SSU Software Part Number.
Address 85
This address displays thelast three digits of the SSU Software Part Number.There is no test procedure for these
addresses.
Result:
SSU Addresses 86-87—SSU Software Version Number

Status Addresses
Action:
Address 86
This address displays thefirst three digits of the SSU Software Version Number.
Address 87
This address displays thelast three digits of the SSU Software Version Number.There is no test procedure for these
addresses.
Result:
SSU Addresses 88-89—SSU EOL Software Part Number

Status Addresses
Action:
Address 88
This address displays thefirst three digits of the SSU EOL Software Part Number.
Address 89
This address displays thelast three digits of the SSU EOL Software Part Number.There is no test procedure for these
addresses.
Result:
SSU Addresses 90-91—SSU EOL Software Version Number

Status Addresses
Action:
Address 90
This address displays thefirst three digits of the SSU EOL Software Version Number.
Address 91
This address displays thelast three digits of the SSU EOL Software Version Number.There is no test procedure for these
addresses.
Result:
SSU Addresses 92-93—Current Vehicle Model Number

Status Addresses
Action:
Address 92
This address displays thefirst three digits of the Current Vehicle Model Number.
Address 93
This address displays thelast three digits of the Current Vehicle Model Number.There is no test procedure for these
addresses.
Result:
SSU Addresses 94-95—Current Vehicle Serial Number

Status Addresses
Action:
Address 94
This address displays thefirst three digits of the Current Vehicle Serial Number.
Address 95
This address displays thelast three digits of the Current Vehicle Serial Number.There is no test procedure for these
addresses.
Result:
SSU Addresses 96-97—Original Vehicle Model Number

Status Addresses
Action:
Address 96
This address displays thefirst three digits of the Original Vehicle Model Number.
Address 97
This address displays thelast three digits of the Original Vehicle Model Number.There is no test procedure for these
addresses.
Result:
SSU Addresses 98-99—Original Vehicle Serial Number

Status Addresses
Action:
Address 98
This address displays thefirst three digits of the Original Vehicle Serial Number.
Address 99
This address displays thelast three digits of the Original Vehicle Serial Number.There is no test procedure for these
addresses.
Result:
Reference 245-SSU-200, SSU Theory of Operation
Steering System Block Diagram
LEGEND:
A Steering Angle Sensor (flow meter)
B Steering Wheel Position Sensor
C Steering System Control Unit (SSU)
D Electro-hydraulic (EH) Steering Control Valve
E Wheel Speed
F Transmission Oil Temperature
G Central Control Unit (CCU)
H Powershift Control Unit (PCU)
I Gear Position
J Operator Presence Switch
K Arm Rest Control Unit (ACU)
L APS Resume Switch
M Axle Detection (MFWD)
N Electro-hydraulic Control Unit (EHo)

O GREENSTAR ™ Display (GSD)
P Mobile Processor
Q STARFIRE ™ GPS Receiver
The steering system control unit (SSU) receives data from the GREENSTAR ™ AutoTrac Assisted Steering System
microprocessor-based feedback control system that controls tractor steering based on lateral and heading errors from the
GREENSTAR™ Display (GSD) and steering angle sensor. The (SSU) shall use this data to control the electro-hydraulic (EH)
steering valve to steer the tractor in straight and parallel tracks across the field.
LEGEND:
A Steering System Unit (SSU)
Steering System Control Unit (SSU)
The Steering System Control Unit (SSU) (A) located on the rear of the tractor is an electronic control unit that talks on the CCD
bus and controls the electro-hydraulic steering system on the tractor. Steering is accomplished by the SSU sending commands
to the EH steering valve. The SSU receives inputs from the position sensors that make up the steering wheel position sensor,
steering angle sensor (flow meter), and GPS. The control unit also reads wheel speed, transmission oil temperature, operator
presence switch status, gear position, and heading and lateral error off of the CCD bus. Based on these inputs, the appropriate
command is sent to the EH steering valve.
Reference 245-SSU-300, Field Installed SSU Wiring Diagram
SSU Wiring Diagram Field
Section 245 - CONTROL UNITS Group SUP: SUP References
LEGEND:
A7X2 CCU Connector
A980 Steering System Control Unit (SSU)
A982 Steering Input Device
B959 Flow Meter
F12 Engine Control Unit (ECU) Fuse
F16 Program Diagnostic Connector Fuse
F17 Program Diagnostic Connector (PGM), SERVICE ADVISOR ™ , CAN Power Fuse
K13 Engine Control Unit (ECU) Relay
X11 Cab Harness-to-Chassis Connector
X016 Diagnostic Program Connector
X924 Field Installed GREENSTAR ™ Harness Connector
X952 SSU Wiring Harness to Steering Wheel Position Sensor Wiring Harness
X953 Chassis CAN Terminator Connector
X954 Diagnostic/Program Connector
X955 Electro-hydraulic Steering Valve Harness-to-Chassis Harness
X956 Electro-hydraulic Steering Valve Harness-to-Electro-Hydraulic Steering Valve
X980-1 SSU Connector (32-Way)
X982 SSU Wiring Harness-to-Flow Meter Connector
Group SUP - SUP References

Reference 245-SUP-002, SUP BEEP Mode Test
System Diagnostic (Beep) Mode (SUP)
The system diagnostic ("beep") mode (address 02) can help the technician with diagnosis in two ways. It can be used to:
→NOTE:
A "change of state" would be a switch going from open to closed or closed to open.
“BEEP” Mode Addresses
Beep Mode Addresses
3 Switch Status Rotary Flow Control Knob
4 Switch Status Rotary Detent Time Control Knob
5 Switch Status SCV I Touch Switch
6 Switch Status SCV II Touch Switch
7 Switch Status SCV III Touch Switch
8 Switch Status SCV IV Touch Switch
9 Switch Status SCV V Touch Switch
10 Switch Status Set Extend Touch Switch
11 Switch Status Set Retract Touch Switch
12 Switch Status SCV Lock Touch Switch
System Diagnostic (“Beep”) Mode (SUP)

( 1 ) Access System Diagnostic (Beep) Mode (02)
Action:
Operate the right turn signal to obtain SUP/02 in the corner post display window.
Result:
YES: GO TO (2) .
( 2 ) Operate Controls (Switch Type)
Action:
activated:
Rotary Flow Control Knob (CW and CCW)

Rotary Detent Time Control Knob (CW and CCW)
SCV I Touch Switch
SCV II Touch Switch
SCV III Touch Switch
SCV IV Touch Switch
SCV V Touch Switch
Set Extend Touch Switch
Set Retract Touch Switch
SCV Lock Touch Switch
Result:
YES:SUP panel switches are good. GO TO (3) .
device to check its operation."Control Unit Addresses", (Reference 245-05-004 ).
Action:
All circuits that are part of the SUP circuit can be checked for intermittent conditions using the diagnostic ("beep") mode at
address SUP/02.
If a certain circuit is creating intermittent problems, the diagnostic "beep" mode at address 02 can be used to check for
harness and connector intermittent conditions.
If the warning horn "beeps" while moving and tugging harnesses (while at address 02), a harness problem is indicated. Tugging
on connectors may reveal a poor connection if the warning horn "beeps".
Result:
NO:If a "beep" indicates a possible harness or connector problem exists, use a volt-ohmmeter to check harness leads and
connector terminals and repair as necessary.
Reference 245-SUP-003, Flow Rate Control Knob Test

Test Procedure
→NOTE:
This test covers the operation of the Flow Rate Control Knob on the SUP. If any portion of this test fails,
replacement of the SUP is recommended.
( 1 ) Flow Rate Control Knob Stationary
Action:
With the engine OFF, accessSUP Address 03 . (See Reference 245-05-002 , Access Control Unit Addresses.)
→NOTE:
The flow control knob can be in any position to start test, but do NOT turn the control knob.
03
000
Result:
YES: GO TO (2) .
NO:If "000" is not displayed, replace the SUP control panel.
( 2 ) Turn Control Knob Clockwise
Action:
→NOTE:
The flow control knob can be in any position for this test. Warning Horn should beep each time the
control is turned one notch in either direction.
SLOWLY turn the control knob clockwise (right) while watching the display.
03
001
. . . . each time the knob is turned into the next detent notch.
Result:
YES: GO TO (3) .
NO:If "001" is NOT displayed or is displayed less than five times per complete revolution of the knob, replace the SUP control
panel.
( 3 ) Turn Control Knob Counterclockwise
Action:
→NOTE:
The flow control knob can be in any position for this test.
SLOWLY turn the control knob counterclockwise (left) while watching the display.
03
010
Result:
YES:Rotary flow control is good. Return to diagnosis in process.
NO:If "010" is NOT displayed or is displayed less than five times per complete revolution of the knob, replace the SUP control
panel.
Reference 245-SUP-004, Detent Time Control Knob Test

Test Procedure
→NOTE:
This test covers the operation of the Detent Time Control Knob on the SUP. If any portion of this test
fails, replacement of the SUP is recommended.
( 1 ) Detent Time Control Stationary
Action:
→NOTE:
The detent time control knob can be in any position to start test, but do NOT turn the control knob.
04
000
Result:
YES: GO TO (2) .
NO:If "000" is not displayed, replace the SUP control panel.
( 2 ) Turn Control Knob Clockwise
Action:
→NOTE:
The detent time control knob can be in any position for this test.
SLOWLY turn the control knob clockwise (right) while watching the display.
04
001
Result:
YES: GO TO (3) .
NO:If "001" is NOT displayed or displayed less than five times per complete revolution of the knob, replace the SUP control
panel.
( 3 ) Turn Control Knob Counterclockwise
Action:
→NOTE:
The detent time control knob can be in any position for this test.
SLOWLY turn the control knob counterclockwise (left) while watching the display.
04
010
Result:
YES:Detent Time Control is good. Return to diagnosis in process.
NO:If "010" is NOT displayed or displayed less than five times per complete revolution of the knob, replace the SUP control
panel.
Reference 245-SUP-005, SCV Touch Switch Test
→NOTE:
Steps 1, 2 and 3 of the following test procedure can be used to test any of the five SCV touch switches.
The only change required would be to access the appropriate SUP diagnostic address for each switch.
SUP addresses 5 through 9 represent SCV Nos. 1 through 5.
Test Procedure
→NOTE:
This test covers the operation of the SCV Touch Switches on the SUP. If any portion of this test fails,
( 1 ) SCV Select Touch Switch Released
Action:
With the engine OFF, accessSUP Address 05 or06 or07 or08 or09 . (See Reference 245-05-002 , Access Control Unit Addresses.)
→NOTE:
Address 05 will be shown at each of the following steps and represents a typical display for each of the
touch switch tests.
05
XX0
Result:
YES: GO TO (2) .
NO:Press and release touch switch "1" several times. If "000" is not displayed, replace the SUP control panel.
( 2 ) Press and Hold Touch Switch
Action:
Press and HOLD the touch switch while watching the display.
05
XX1
. . . . while the touch switch is being held in "ON" position.
Result:
YES: GO TO (3) .
NO:Press and hold touch switch "1" several times. If "001" is not displayed, replace the SUP control panel.
( 3 ) Release Touch Switch
Action:
Press and release the touch switch several times while watching the display.
Delays between activating the switch and a corresponding change in the display should be less than five seconds.
05
XX1
05
XX0
. . . . when the touch switch is released.
Result:
YES:Touch switch is good. Return to diagnosis in process.
NO:Replace the SUP control panel.
Reference 245-SUP-010, Extend and Retract SET Touch Switches Test
→NOTE:
This test procedure applies ONLY to tractors equipped with the optional TSDC
[ Touchset™ Depth Control ]

system.
Steps 1, 2 and 3 of the following test procedure can be used to test either the extend or retract "SET"
switches. The only change required would be to access the appropriate SUP diagnostic address for each
switch. SUP address 10 represents EXTEND and SUP address 11 represents RETRACT.
Test Procedure
→NOTE:
This test covers the operation of the Extend and Retract SET Touch Switches on the SUP. If any portion of
this test fails, replacement of the SUP is recommended.
( 1 ) Set Touch Switch Release
Action:
→NOTE:
This test procedure applies ONLY to tractors equipped with the optional TSDC 1 system.
With the engine OFF, accessSUP Address 10 or11 . (See Reference 245-05-002 , Access Control Unit Addresses.)
→NOTE:
Address 10 is be shown at each of the following steps and represents a typical display for each of the
touch switch tests at their respective addresses.
10
XX0
1
Result:
YES: GO TO (2) .
NO:Press and release "SET" touch switch several times. If "000" is not displayed, replace the SUP control panel.
Action:
10
XX1
Result:
YES: GO TO (3) .
NO:Press and hold the "SET" touch switch several times. If "001" is not displayed, replace the SUP control panel.
Action:
10
XX1
. . . . while the touch switch is being held in ON position, and
10
XX0
Result:
YES:Touch switch is good. Return to diagnosis in process..
Reference 245-SUP-012, SCV Lock Touch Switch Test

Test Procedure
→NOTE:
This test covers the operation of the SCV Lock Touch Switch on the SUP. If any portion of this test fails,
( 1 ) SCV Lock Touch Switch Released
Action:
12
XX0
Result:
YES: GO TO (2) .
NO:Press and release SCV lock touch switch several times. If "000" is not displayed, replace the SUP control panel.
Action:
12
XX1
Result:
YES: GO TO (3) .
NO:Press and hold the SCV lock touch switch several times. If "001" is not displayed, replace the SUP control panel.
Action:
12
XX1
. . . . while the touch switch is being held in ON position, and
12
XX0
Result:
YES:Touch switch is good. Return to diagnosis in process.
Reference 245-SUP-014, SUP Display Segments “ON” Test

Test Procedure
→NOTE:
This test covers the operation of the Display Segments on the SUP. If any portion of this test fails,
( 1 ) Display Segments On
Action:
14
On
Result:
YES: GO TO (2) .
( 2 ) Verify Display Segments On
Action:
Verify that all display LED segments are ON.
Result:
YES:If all segments are ON, the display is good. Return to diagnosis in process.
NO:If some of the segments are not ON, replace the SUP control panel.
Reference 245-SUP-015, SUP Display Segments “OFF” Test

Test Procedure
→NOTE:
This test covers the operation of the Display Segments on the SUP. If any portion of this test fails,
( 1 ) Display Segments Off
Action:
15
OFF
Result:
YES: GO TO (2) .
( 2 ) Verify Display Segments Off
Action:
Verify that all display LED segments are OFF.
Result:
YES:If all segments are OFF, the display is good. Return to diagnosis in process.
NO:If some of the segments are ON, replace the SUP control panel.
Reference 245-SUP-200, Set-Up Panel (SUP) Theory Of Operation

LEGEND:
A Touchset™ Controls and Monitor
B SCV Selector Touch Switch
Cylinder Extend Limit Touch Switch
C [ Cylinder Extend and Retract Limit Touch Switches used with Touchset™ Depth Control
only ]
D Display-SCV Selected and Flow Rate
Cylinder Retract Limit Touch Switch
E [ Cylinder Extend and Retract Limit Touch Switches used with Touchset™ Depth Control
only ]
F Transport Lock Touch Switch
G Detent Time Adjustment
H Display-Flow Rate and Time Detents
I Flow Rate Adjustment
Side Console
SCV Controls and Monitor
CAUTION:
Push transport lock touch switch on SCV Touchset™ monitor before attaching or detaching implements
to prevent implement movement and possible personal injury.
The hydraulic setup and adjustment panel on side console provides operational display of SCV function and a means to set flow
rate and detent time operation for each SCV.
At start up, display will show all SCV numbers and symbols for 2 seconds. After start up, SCV monitor display selected time for
each SCV.
Select SCV number (I—V). SCV monitor will enter adjustment mode. Bar graph display will show rabbit, turtle and clock symbols
(H) for selected SCV. Digital display shows flow setting and detent time for selected SCV (D).
In adjustment mode, selected SCV settings may be changed. Adjustment mode remains activated for 20 seconds after which
time display returns to normal operation.
In normal mode, SCV monitor will only display current detent time settings for each SCV. Flow rate will be displayed as a bar
graph.
SUP Wiring Diagram
The SUP control unit uses the CCD Network to communicate its commands. Depending on which SCV is commanded, the SUP
will communicate with the SCU (SCV #s 1, 2 and 3) or the SCo (SCV #s 4 and 5). The SCU and SCo actually operate the SCVs
through the circuits to the SCV solenoids.
See Operator′s Manual for more detailed instructions on Set-Up Panel operation.
AG MANAGEMENT SOLUTIONS (AMS)—JDLINK™ (g) by Belgreen v2.0
Reference 245-SUP-300, SUP Circuit Wiring Diagram
SUP Circuit Wiring Diagram (SE9)
LEGEND:
Instrument Control Unit (ICU), Warning Horn, MFWD Switch, Differential Lock Switch, Air Brake Pressure Sensor 2, Park
F2
Brake Switch 2, Park Brake Reservoir Level Sensor 2, Brake Pedal Switches, SCV Set-Up Panel (SE9)
W3 Chassis Harness
W4 Cab Harness
W6 Cab Harness
X11 Cab Harness-to-Chassis Harness (78-Way) (W3,W4,W6)
<- Go to Section TOC Section 246B page 611 tm1797-DIAGNOSIS AND TESTS SERVICE MANUAL
Section 246B - AG MANAGEMENT SOLUTIONS (AMS)—JDLINK™

Table of contents
Group 10A - Accessing Diagnostic Addresses and Codes ................................................................. 1
Reference 246B-10A-001, Accessing Diagnostic Addresses and Codes ............................................... 1
Group 10B - Diagnostic Trouble Codes ................................................................................................. 4
Reference 246B-10B-001, JdL - JDLINK JDLINK is a trademark of Deere & Company Messenger
Diagnostic Trouble Codes .............................................................................................................. 4
Group 10C - Diagnostic Addresses ........................................................................................................ 5
Reference 246B-10C-001, Diagnostic Addresses By Controller ............................................................ 5
Group 15A - JDLINK™ Machine Messenger Diagnostics ................................................................... 11
Reference 246B-15A-001, JDLINK JDLINK is a trademark of Deere & Company Theory of Operation
..................................................................................................................................................... 11
Reference 246B-15A-002, Connector Locations ................................................................................. 11
Reference 246B-15A-003, Electrical Schematic (Embedded) ............................................................. 13
JDLINK™ Machine Messenger Problem ............................................................................................... 16
Reference 246B-15A-005, Electrical Schematic (Quick Install) ........................................................... 30
JDLINK™ Machine Messenger Problem ............................................................................................... 31

Section 246B - AG MANAGEMENT SOLUTIONS (AMS)—JDLINK™ Group 10A: Accessing Diagnostic Addresses and Codes

Reference 246B-10A-001, Accessing Diagnostic Addresses and Codes
Accessing Diagnostic Addresses
Use the following steps to access a Diagnostic Address (example — JdL - 61)
1. Remove the spare 10 Amp fuse from its location in F9 and install it in the “DIAG” location at F10
2. Key Switch to the ON position
3. The display will complete a two second lamp check routine and then show:
Performance Monitor DIAG

4. Cycle the “Right Turn Signal” control until the desired control unit′s letters appear.
Performance Monitor JdL

5. Cycle the “Flash to Pass” control to lock the display at that control unit. The display will show:
Performance Monitor 00/JdL

6. Cycle the “Right Turn Signal” control until the desired address number appears.
Section 246B - AG MANAGEMENT SOLUTIONS (AMS)—JDLINK™ Group 10A: Accessing Diagnostic Addresses and Codes
Performance Monitor 61/001

7. Exit address mode by turning Key Switch to the OFF position and removing the “DIAG” fuse.
Accessing Diagnostic Codes
Use the following steps to access a Diagnostic Code
3. The display will complete a two second lamp check routine and then show:
Performance Monitor JdL

Section 246B - AG MANAGEMENT SOLUTIONS (AMS)—JDLINK™ Group 10B: Diagnostic Trouble Codes

Then:

Then:
Performance Monitor 01/025

This sequence will repeat until another control unit is selected with the “Right Turn Signal” control or the DIAG mode is
exited.
Acronyms
Acronyms
Acronyms
ADC Analog to Digital Converter
AMPS Advance Mobile Phone Standard
CCD Chrysler Collision Detection System™
CIS Central Information Servers
CVDM Cellular Voice and Data Module
DTC Diagnostic Trouble Codes
ESN Electronic Serial Number
GPS Global Positioning System
MIN Mobile Identification Number
PDOP Position Dilution of Precision
RTC Real Time Clock
SID System Identification Number
Section 246B - AG MANAGEMENT SOLUTIONS (AMS)—JDLINK™ Group 10C: Diagnostic Addresses

Reference 246B-10B-001, JdL - JDLINK ™ Messenger Diagnostic Trouble
Codes
JDLINK™ Messenger Diagnostic Trouble Codes
Control Unit SPN FMI CCD Description Go To Section Go To Group
JdL 298887 31 1 Control Unit Configuration and Machine PIN Conflict 246B JDLINK™ Diagnostics
JdL 298886 31 2 Control Unit Power Limit Exceeded 246B JDLINK™ Diagnostics
JdL 298885 31 3 Control Unit Memory Capacity Exceeded 246B JDLINK™ Diagnostics
JdL 298884 31 4 CCD Bus Fault 246B JDLINK™ Diagnostics
JdL 298883 31 5 CAN Bus Fault 246B JDLINK™ Diagnostics
JdL 1542 4 6 Control Unit Voltage Low 246B JDLINK™ Diagnostics
JdL 629 12 7 Control Unit Fault 246B JDLINK™ Diagnostics
JdL 964 13 8 Invalid Time/Date 246B JDLINK™ Diagnostics
JdL 298876 31 10 Machine Data Configuration Fault 1 246B JDLINK™ Diagnostics
JdL 299630 12 15 Calibration Memory Fault 246B JDLINK™ Diagnostics
JdL 299841 31 16 GPS not Available 246B JDLINK™ Diagnostics
JdL 299841 12 17 GPS Fault 246B JDLINK™ Diagnostics
JdL 299639 14 18 JdL CAN Error Limit Exceeded 246B JDLINK™ Diagnostics
JdL 298882 31 50 GPS Lock Fault 246B JDLINK™ Diagnostics
JdL 298881 18 52 GPS Lock Lost 246B JDLINK™ Diagnostics
JdL 299620 31 54 GPS Antenna/Cable Fault 246B JDLINK™ Diagnostics
JdL 298880 31 60 Call Unanswered 246B JDLINK™ Diagnostics
JdL 299616 31 63 Call Disconnected 246B JDLINK™ Diagnostics
JdL 298879 31 64 Cellular Signal Weak or No Service 246B JDLINK™ Diagnostics
JdL 299615 31 65 Cellular Data Bit Error Rate too High 246B JDLINK™ Diagnostics
JdL 299619 31 66 Cellular Personal Identification Number Blocked 246B JDLINK™ Diagnostics
JdL 299618 31 67 Communications Service Identification Module Fault 246B JDLINK™ Diagnostics
JdL 298878 31 68 Line Busy 246B JDLINK™ Diagnostics
JdL 299617 31 69 Data Exchange Fault 246B JDLINK™ Diagnostics
JdL 298877 31 70 Modem Fault 246B JDLINK™ Diagnostics
JdL 299614 31 71 Data Upload Fault 246B JDLINK™ Diagnostics
JdL 299613 31 72 Data Download Fault 246B JDLINK™ Diagnostics
Group 10C - Diagnostic Addresses

Reference 246B-10C-001, Diagnostic Addresses By Controller
CCD Diagnostic Addresses - JDLINK ™ Control Unit
JdL CCD Diagnostic Addresses
Control Unit CCD Address Description Details
JDLINK™ The system will monitor those inputs which are assigned a function. Of those inputs the
002 JdL System Beep Mode
JdL system will show the diagnostic addresses of any input that changes.
JDLINK™
003 DISPLAY: Engine Speed Sensor Status Not implemented
JdL
JDLINK™
004 DISPLAY: External Call Request Not Implemented
JdL
JDLINK™ DISPLAY: Reserved beep mode for Opto-

005 Not Implemented
JdL isolated input
JDLINK™
006 DISPLAY: Analog Input 1 Voltage Analog Input 1 Voltage, this voltage is normally between 0 and 5.0 volts.
JdL
JDLINK™
007 DISPLAY: Analog Input 2 Voltage Analog Input 2 Voltage; this voltage is normally between 0 and 5.0 volts.
JdL
JDLINK™ DISPLAY: Reserved beep mode for future

008 Not Implemented
JdL Analog input

009 Not Implemented
JdL Analog input
Default: 000 (very weak or no signal

JDLINK™ Range: 0 to 63
010 DISPLAY: Cellular Signal Strength
JdL The received signal strength is a positive number that indicated relative signal strength
where 0 is no signal and 63 is the maximum signal.
Default: 000
Options:
JDLINK™
011 CALIBRATE: Call Request 000 No call-in in process
JdL
001 Forced call-in process
This address allows a call-in to be forced manually.
Default: 000
On an Advanced Mobile Phone Standard (AMPS) system this will be the call processing
state having one of the following values:
000 - the modem is powered off
001 - normal stand-by mode
002 - waiting for answer
JDLINK™
012 DISPLAY: Modem Activity 1 Status 003 - dialing a number
JdL
004 - normal conversation mode
005 - hang up command has been sent
006 - AMPS cellular task is suspended
007 - modem is in the minimum mode and the cellular radio is completely disabled
008 - modem will not register because auto registration is either disabled or the specified
SID does not match the current system.
Default: 000
On AMPS system this will be the cellular status with the following display definitions:
xx0 No Service
JDLINK™ xx1 Service
013 DISPLAY: Modem Activity 2 Status
JdL x0x No roaming
x1x Roaming
0xx Channel A
1xx Channel B
Default: 000
xx0 No internal error
JDLINK™ xx1 Internal call processing error
JdL x0x No page
x1x Being paged
0xx Not in conversation mode
1xx Entering conversation mode
Default 000
On AMPS system this will be the cellular status with following display definitions:
xx0 Not dialing
JDLINK™ xx1 Dialing (due to origination)
JdL x0x No Registration
x1x Registration on system succeeded
0xx no information available
1xx AMPS system access status information available
JDLINK™ DISPLAY: Cellular System Identification Typical display 013

016
JdL Number Default 000
JDLINK™ Typical display 011

017 DISPLAY: Cellular Channel Number
JdL Default 000
Typical display 030

Range: -50 to 90
JDLINK™
018 DISPLAY: Modem Temperature Default: 000
JdL
This temperature is in degrees C on the modem board as measured by the Analog to
Digital Converter (ADC)
Typical display 000

Default 000
JDLINK™
019 DISPLAY: Modem Hardware Status 1 xx1 Unused.
JdL
x1x GPS fault
1xx Modem fault
Typical display 000

Default 000
JDLINK™
020 DISPLAY: Modem Hardware Status 2 xx1 Internal Memory Fault
JdL
x1x modem fault
1xx Real Time Clock failure (RTC)
Typical display 000

Default 000
000 doing position fixes
001 don′t have GPS time yet
003 PDOP is too high
JDLINK™ 008 no usable satellites
021 DISPLAY: GPS Status 1
JdL 009 only 1 usable satellite
010 only 2 usable satellite
012 the chosen satellite is unusable
015 GPS receiver module powered off
255 GPS receiver module not detected
Typical display 14.3

JDLINK™
022 DISPLAY: JdL System Voltage Default 000
JdL
modem voltage scaled linearly from 0 volts to 40 volts
Typical display 101

Default 000
JDLINK™
023 DISPLAY: GPS Status 2 xx1 position msg received with current date and time
JdL
x1x RTC failure occurred
1xx almanac is current
Typical display 005

JDLINK™ Default 000
024 DISPLAY: GPS Satellites Signal Count
JdL This is the number of satellites used to calculate the fix. A 3 dimensional fix requires at
least 4 usable satellites to obtain a valid fix
Typical display 057

JDLINK™
025 DISPLAY: GPS Satellite Signal Strength Default 000
JdL
AvgCNo Average carrier to noise in DbHz with a range of 0 to 63
Typical display 007

Default 000
This is the number of times per week the JDLINK™ Communication Controller is to call-in
reports
JDLINK ™ 0 = on hold
026 DISPLAY: Call Request Schedule
JdL 1 = once a week
7 = every day
14 = every 12 hours
21 = every 8 hours
168 = every hour
Setting this address to a value of 1, will clear the machine configuration and all collected
data from the controller′s memory. Doing this before moving a controller to a different
JDLINK™
027 CALIBRATE: Clear Configuration Memory machine will prevent new data from being associated with the old machine. The user
JdL
must still associate the controller with the new machine to get the correct configuration to
be loaded into the controller.
This provides a display of the most significant digits of a 15 digit Mobile Identification
JDLINK™
039 DISPLAY: Mobile Identification Number Number (phone number). The remaining 12 digits are at addresses 56-59
JdL
nnn
JDLINK™ This provides a display of the real time clock hours, minutes, and seconds in 24 hour
040, 041, 042 DISPLAY: Time
JdL format as 000HHMMSS.
JDLINK™ This provides a display of the real time clock date in month, day, and the last two digits of
043, 044, 045 DISPLAY: Date
JdL the year as 000MMDDYY.
JDLINK™
056, 057 DISPLAY: Mobile Identification Number This display shows the middle digits of the Mobile Identification Number (phone number).
JdL
JDLINK™ This display shows the least significant digits of the Mobile Identification Number (phone
058, 059 DISPLAY: Mobile Identification Number
JdL number).
JDLINK™
060 DISPLAY: SID Table Version Number This display shows the SID Table Version Number
JdL
JDLINK™ Displaying addresses 061, 062, and 063 will identify the Electronic Serial number′s most
061, 062, 063 DISPLAY: Electronic Serial Number
JdL significant, middle, and least significant digits respectively.
JDLINK™ DISPLAY: GPS Boot Software Version This version number format is: 0XYY.ZZ, where X is the version, YY is the revision number,
064, 065
JdL Number and ZZ is the internal revision number.
JDLINK™ The version number format is : 0XYY.ZZ, where X is the version, YY is the revision
066, 067 DISPLAY: GPS Software Version Number
JdL number, and ZZ is the internal revision number.
JDLINK™ DISPLAY: Function Control Processor The version number format is: 0XYY.ZZ, where X is the version, YY is the revision number,
068, 069
JdL Boot Software Version Number and ZZ is the internal revision number.
JDLINK™ DISPLAY: Function Control Processor This version number format is: 0XYY.ZZ, where X is the version, YY is the revision number,
070, 071
JdL Software Version Number and ZZ is the internal revision number.
JDLINK™ DISPLAY: Modem Boot Software Version This version number format is: 0XYY.ZZ, where X is the version, YY is the revision number,
072, 073
JdL Number and ZZ is the internal revision number
JDLINK™ DISPLAY: Modem Software Version This version number format is: 0XYY.ZZ, where X is the version, YY is the revision number,
074, 075
JdL Number and ZZ is the internal revision number
JDLINK™ DISPLAY: Cellular Interface Configuration

076 This display shows the Cellular Interface Configuration Number
JdL Number
JDLINK™ Displaying addresses 077, 078, and 079 will identify the Modem Identification Number′s
077, 078, 079 DISPLAY: Modem Identification Number
JdL most significant, middle, and least significant digits respectively.
JDLINK™ This display shows a part number which when prefixed with “PF” creates the John Deere
080, 081 DISPLAY: JDLINK™ Part number
JdL part number for the communications controller.
JDLINK™ This display shows the serial number of the communications controller as assigned by the
082, 083 DISPLAY: JDLINK™ Serial Number
JdL manufacturer on the build date
JDLINK™ DISPLAY: JDLINK™ BootBlock Program This version number format is: 0XYY.ZZ, where X is the generation, YY is the major
084, 085
JdL Version Number revision number, and ZZ is the minor revision number.
JDLINK™ DISPLAY: JDLINK™ Software Version This version number format is: 0XYY.ZZ, where X is the generation, YY is the major
086, 087
JdL Number revision number, and ZZ is the minor revision number.
Displaying address 088 and 089 will show the most significant digits of a 10-digit Machine
JDLINK™ 088, 089, 090, DISPLAY: Machine Configuration configuration number. Addresses 090 and 091 displays the least significant digits of the
JdL 091 Identification Number 10-digit Machine configuration number. The machine configuration file is the information
that tells the communications controller what bus data to collect and how to report it.
JDLINK™
092, 093 DISPLAY: Current Vehicle Model Number This contains the model number of the current vehicle as determined from the CCD bus.
JdL
JDLINK™
094, 095 DISPLAY: Current Vehicle Serial Number This contains the serial number of the current vehicle as determined from the CCD bus.
JdL
This contains the model number of the vehicle the vehicle controller was originally
JDLINK™
096, 097 DISPLAY: Original Vehicle Model Number programmed and calibrated for. The first time a non-zero model number is obtained from
JdL
the CCD bus, the controller programs this address and thereafter it cannot be altered.
This contains the serial number of the vehicle the vehicle controller was originally
JDLINK™
098, 099 DISPLAY: Original Vehicle Serial Number programmed and calibrated for. The first time a non-zero serial number is obtained from
JdL
the CCD bus, the controller programs this address and thereafter it cannot be altered.
CAN Diagnostic Addresses - JDLINK™ Control Unit
JdL CAN Diagnostic Addresses
Control Unit CAN Address Description Details
JDLINK™ The system will monitor those inputs which are assigned a function. Of those inputs
002 JdL System Beep Mode
JdL the system will show the diagnostic addresses of any input that changes.
JDLINK™
003 DISPLAY: Engine Speed Sensor Status Not implemented
JdL
JDLINK™
004 DISPLAY: External Call Request Not Implemented
JdL
JDLINK™ DISPLAY: Reserved beep mode for Opto-

005 Not Implemented
JdL isolated input
JDLINK™
006 DISPLAY: Analog Input 1 Voltage Analog Input 1 Voltage, this voltage is normally between 0 and 5.0 volts.
JdL
JDLINK™
007 DISPLAY: Analog Input 2 Voltage Analog Input 2 Voltage; this voltage is normally between 0 and 5.0 volts.
JdL

008 Not Implemented
JdL Analog input

009 Not Implemented
JdL Analog input
Default: 000 (very weak or no signal

JDLINK™ Range: 0 to 63
010 DISPLAY: Cellular Signal Strength
JdL The received signal strength is a positive number that indicated relative signal
strength where 0 is no signal and 63 is the maximum signal.
Default: 000
Options:
JDLINK™
011 CALIBRATE: Call Request 000 No call-in in process
JdL
001 Forced call-in in process
This address allows a call-in to be forced manually.
Default: 000
On an Advanced Mobile Phone Standard (AMPS) system this will be the call
processing state having one of the following values:
000 - the modem is powered off
001 - normal stand-by mode
002 - waiting for answer
JDLINK™
012 DISPLAY: Modem Activity 1 Status 003 - dialing a number
JdL
004 - normal conversation mode
005 - hang up command has been sent
006 - AMPS cellular task is suspended
007 - modem is in the minimum mode and the cellular radio is completely disabled
008 - modem will not register because auto registration is either disabled or the
specified SID does not match the current system.
Default: 000
xx0 No Service
JDLINK™ xx1 Service
JdL x0x No roaming
x1x Roaming
0xx Channel A
1xx Channel B
Default: 000
xx0 No internal error
JDLINK™ xx1 Internal call processing error
JdL x0x No page
x1x Being paged
0xx Not in conversation mode
1xx Entering conversation mode
Default 000
On AMPS system this will be the cellular status with following display definitions:
xx0 Not dialing
JDLINK™ xx1 Dialing (due to origination)
JdL x0x No Registration
x1x Registration on system succeeded
0xx no information available
1xx AMPS system access status information available

016 DISPLAY: Cellular System Identification Number
JdL Default 000

017 DISPLAY: Cellular Channel Number
JdL Default 000
Typical display 030

Range: -50 to 90
JDLINK™
018 DISPLAY: Modem Temperature Default: 000
JdL
This temperature is in degrees C on the modem board as measured by the Analog
to Digital Converter (ADC)
Typical display 000

Default 000
JDLINK™
019 DISPLAY: Modem Hardware Status 1 xx1 Unused.
JdL
x1x GPS fault
1xx Modem fault
Typical display 000

Default 000
JDLINK™
020 DISPLAY: Modem Hardware Status 2 xx1 Internal Memory Fault
JdL
x1x modem fault
1xx Real Time Clock failure (RTC)
Typical display 000

Default 000
000 doing position fixes
001 don′t have GPS time yet
JDLINK™ 008 no usable satellites
021 DISPLAY: GPS Status 1
JdL 009 only 1 usable satellite
Typical display 14.3

JDLINK™
022 DISPLAY: JdL System Voltage Default 000
JdL
Modem voltage scaled linearly from 0 volts to 40 volts
Typical display 101

Default 000
JDLINK™
023 DISPLAY: GPS Status 2 xx1 position msg received with current date and time
JdL
x1x RTC failure occurred
1xx almanac is current
Typical display 005

JDLINK™ Default 000
024 DISPLAY: GPS Satellites Signal Count
JdL This is the number of satellites used to calculate the fix. A 3 dimensional fix requires
at least 4 usable satellites to obtain a valid fix
Typical display 057

JDLINK™
025 DISPLAY: GPS Satellite Signal Strength Default 000
JdL
AvgCNo Average carrier to noise in DbHz with a range of 0 to 63
Typical display 007

Default 000
This is the number of times per week the JDLINK™ Communication Controller is to
call-in reports
JDLINK™ 0 = on hold
026 DISPLAY: Call Request Schedule
JdL 1 = once a week
7 = every day
14 = every 12 hours
21 = every 8 hours
168 = every hour
Setting this address to a value of 1, will clear the machine configuration and all
collected data from the controller′s memory. Doing this before moving a controller
JDLink
27 CALIBRATE: Clear Configuration Memory to a different machine will prevent new data from being associated with the old
JdL
machine. The user must still associate the controller with the new machine to get
the correct configuration to be loaded into the controller.
JDLINK™ This provides a display of the real time clock hours, minutes, and seconds in 24 hour
040 DISPLAY: Time
JdL format as 000HHMMSS
JDLINK™ This provides a display of the real time clock date in month, day, and the last two
041 DISPLAY: Date
JdL digits of the year as 000MMDDYY
Address 042 will show the most significant digits of the Mobile Identification Number
JDLINK™
042, 043 DISPLAY: Mobile Identification Number (phone number). Address 043 will show the least significant digits of the Mobile
JdL
Identification Number (phone number)
JDLINK™ This display shows the SID Table Version Number in the left three digits and the
044 DISPLAY: SID Table Version Number
JdL most significant digits of the Electronic Serial Number in the right three digits.
JDLINK™
045 DISPLAY: Electronic Serial Number This display shows the least significant digits of the Electronic Serial number.
JdL
JDLINK™ This version number format is: 0XYY.ZZ, where X is the version, YY is the revision
046 DISPLAY: GPS Boot Software Version Number
JDLINK™ The version number format is : 0XY Y.ZZ, where X is the version, YY is the revision
047 DISPLAY: GPS Software Version Number
JDLINK™ DISPLAY: Function Control Processor Boot The version number format is: 0XY Y.ZZ, where X is the version, YY is the revision
048
JdL Software Version Number number, and ZZ is the internal revision number.
JDLINK™ DISPLAY: Function Control Processor Software This version number format is: 0XYY.ZZ, where X is the version, YY is the revision
049
JdL Version Number number, and ZZ is the internal revision number.
JDLINK™ DISPLAY: Modem Boot Software Version This version number format is: 0XYY.ZZ, where X is the version, YY is the revision
050
JdL Number number, and ZZ is the internal revision number
JDLINK™ This version number format is: 0XYY.ZZ, where X is the version, YY is the revision
051 DISPLAY: Modem Software Version Number
JdL number, and ZZ is the internal revision number
JDLINK™ DISPLAY: Cellular Interface Configuration

052 This display shows the Cellular Interface Configuration Number.
JdL Number
JDLINK™ Displaying addresses 053 and 054 will display the Modem Identification Number′s
053, 054 DISPLAY: Modem Identification Number
JdL most significant and least significant digits respectively.
JDLINK™ DISPLAY: Machine Configuration Identification Displaying addresses 055 and 056 will display the Machine Configuration
055, 056
JdL Number Identification Number′s most significant and least significant digits respectively.
JDLINK™
227 DISPLAY: JdL Boot Block Program Part Number This display shows the Controller Boot Block Program Part Number
JdL
JDLINK™ DISPLAY: JdL Boot Block Program Version

228 This display shows the JDLINK™ Boot Block Program Version Number
JdL Number
JDLINK™
229 DISPLAY: JDL EOL Software Part Number This displays the End-of-Line Data Part Number.
JdL
JDLINK™
230 DISPLAY: JDL EOL Software Version Number This displays the End-of-Line Data Version Number
JdL
Section 246B - AG MANAGEMENT SOLUTIONS (AMS)—JDLINK™ Group 15A: JDLINK™ Machine Messenger Diagnostics
JDLINK™ DISPLAY: Operating System Software Version

232 This displays the Operating System′s Version Number
JdL Number
JDLINK™
233 DISPLAY: JdL Software Part Number This display shows the JDLINK™ Software Part Number
JdL
JDLINK™
234 DISPLAY: JdL Software Version Number This display shows the JDLINK™ Software Version Number.
JdL
JDLINK™
235 DISPLAY: JdL Part Number This display shows the JDLINK™ Part Number
JdL
JDLINK™
236 DISPLAY: JdL Serial Number This display shows the JDLINK™ Serial Number
JdL
JDLINK™
237 DISPLAY: Software Assembly Part Number. This display shows the Software Assembly Part Number
JdL
JDLINK™
238 DISPLAY: Software Assembly Version Number This display shows the Software Assembly Version Number
JdL
JDLINK™
245 INPUT: Number of CAN Bus Off Retries The number of CAN Bus off retries
JdL
JDLINK™
246 INPUT: Interval Between CAN Bus Offs Shows the time Interval between CAN Bus offs
JdL
JDLINK™
247 DISPLAY :Current Vehicle Model Number Vehicle Model Number (Current Vehicle).
JdL
JDLINK™
248 DISPLAY :Current Vehicle Serial Number Vehicle Serial Number (Current Vehicle).
JdL
JDLINK™
249 DISPLAY: Original Vehicle Model Number Vehicle Model Number (Original Vehicle).
JdL
JDLINK™
250 DISPLAY: Original Vehicle Serial Number Vehicle Serial Number (Original Vehicle).
JdL
JDLINK™
251 DISPLAY: Current Vehicle John Deere PIN Thirteen character John Deere Standard PIN (Current Vehicle).
JdL
JDLINK™
252 DISPLAY: Original Vehicle John Deere PIN Thirteen character John Deere Standard PIN (Original Vehicle).
JdL
Group 15A - JDLINK™ Machine Messenger Diagnostics

Reference 246B-15A-001, JDLINK ™ Theory of Operation
JDLINK™ Machine Messenger is powered whenever the Key Switch is in the RUN position. JDLINK™; continues to listen for
requested contacts for up to 24 hours after the machine key has been turned off. After that, JDLINK™ will go into a sleep mode
until its next scheduled call in time. JDLINK™ will stay in this sleep mode for 7 days, and then it shuts down until the machine is
again started.
JDLINK™ Machine Messenger is a wireless communications system designed for John Deere agricultural equipment. The vehicle
installed components include a communications controller, Global Positioning Systems (GPS) antenna, cellular antenna and a
wiring harness.
The JDLINK™ components interface with the electronic systems (CAN and/or CCD Bus) of the equipment to gather machine
productivity and performance details. This information is combined with machine location from GPS and sent via a cellular
connection to John Deere’s Central Information Servers (CIS). The CIS then organizes the information into a readable format,
averages the data if necessary and displays the information through the internet at the secure JDLINK™ Website. Users with an
authorized ID and password may access the JDLINK™ Website to identify the location of their equipment on a map and review
machine utilization information. All of these services -- cellular service, server functionality, mapping software and the secure
Internet Website -- comprise the JDLINK™ Network Services.
With JDLINK™ Machine Messenger, machine communications are divided into three categories: contacts, scheduled reports,
and alert notification via email.Contact: A user initiated contact request from the website which updates the machines′
location and provides a snapshot of the current vehicle settings.Scheduled Report: Average machine conditions and
utilization information is summarized in the scheduled reports. A user determines the machine report-in schedule from the
JDLINK™ website (e.g. once per hour, once per day).Alert Notification via Email: JDLINK™ Machine Messenger will send an
email notification at the user′s option, when the machine generates a Stop Engine Alert to warn the user of possible machine
downtime conditions. A user shall input the email addresses for all recipients in the JDLINK™ website. All configuration for the
JDLINK™ communications controller and setup information may be completed in the JDLINK™ website.
Refer to the JDLINK™ Online Help section of the JDLINK™ Website or “Getting Started” manual for more information on
JDLINK™ Machine Messenger.
For Quick Install JDLINK™
→NOTE:
Before disconnecting JDLINK™ harness from Convenience Outlet, wait two minutes after turning OFF the
key. Loss of data could result if disconnected before two minutes after key OFF.
→NOTE:
If using SERVICE ADVISOR ™ , disconnect JDLINK™ harness from 9-pin diagnostic connector
Reference 246B-15A-002, Connector Locations
JDLINK™ Harness
LEGEND:
A JDLINK ™ Control Unit
B JDLINK™ Cellular and GPS antennas
C Ground Wire
D JDLINK™ Wiring Harness
E Battery Ground Point
Chassis Grounds
Reference 246B-15A-003, Electrical Schematic (Embedded)
→NOTE:
Designations in legend apply to JDLINK ™ components and should not be confused with tractor
designations.
Electrical Schematic
LEGEND:
A30 JDLINK™ Machine Messenger
A50 GPS Antenna and Preamplifier
A51 Cellular Antenna
F101 Unswitched Power Fuse
F102 Switched Power Fuse
W10 JDLINK™ Harness
X40 Cellular Antenna Control at Control Unit
X41 JDLINK™ Harness Connector
X42 GPS Antenna Connector at Control Unit
X50 Control Unit Ground Connector
X51 Single Point Ground
X52 Cellular Antenna Connector
X53 GPS Antenna and Preamplifier Connector
JDLINK™ Circuit Wiring Diagram
LEGEND:
F901 Switched Power Fuse
F902 Unswitched Power Fuse
X902 SCV Setup Panel (SUP) Connector
X928 CAN Terminator
X929 GREENSTAR ™ Cab Harness Terminator Connector
X930 Tractor Cab Harness
X932 JDLINK™ Harness Connector
→NOTE:
Designations in legend apply to tractor components and should not be confused with JDLINK ™
designations.
Reference 246B-15A-004, JDLINK ™ Machine Messenger Diagnostics

(Embedded)
JDLINK™ Machine Messenger Problem
( 1 ) Fleet Call Check
Action:
Confirm with customer that other vehicles in his fleet with JDLINK™ systems can be contacted.
Can other vehicles in fleet be contacted?
→NOTE:
If customer only has 1 vehicle with JDLINK™ system proceed to step 2
Result:
YES:GO TO(2) .
NO:Possible causes.• vehicles out of cellular range.• Phone service outage.• JD network down.Contact 888-GRNSTAR (N.A.) or
49-6332-79-3079 (Europe) and verify that JD Network is up and running.When problem corrected, attempt contact again.
( 2 ) Contact Vehicle Check
Action:
Have customer start vehicle and drive it to an open area where it has clear view of sky horizon.
Let vehicle run for 5 minutes.
Ask customer location of vehicle.
Record the following 3 items of information from the customer.
Name of customers business.

Vehicle Model.
Serial Number of tractor e.g. Tractor - RW8520XXXXXXX, Combine - HO9650WXXXXXX.
Call 888-GRNSTAR (N.A.) or 49-6332-79-3079 (Europe) and ask them to initiate call to vehicle.
Did support person report the call was successful?
→NOTE:
A vehicle can only be contacted once in a 24 hour period after key OFF.
Result:
YES:Obtain and record the following information from the support person.• Time/Date• Location• Diagnostic Trouble Codes
(DTC)GO TO(3) .
NO:GO TO(5) .
( 3 ) Time and Date Check
Action:
Was Time/Date recorded in step 2 correct?
Result:
YES:GO TO(4) .
NO:GO TO(16) .
( 4 ) Location Check
Action:
Did location of vehicle recorded in step 2 match actual location of vehicle?
Result:
YES:GO TO(22) .
NO:Further Diagnostics needs to be done at vehicle.GO TO(17) .
( 5 ) Cellular Service Area Check
Action:
Can any cell phone call be made at this location?
Result:
YES:Further Diagnostics needs to be done at vehicle.GO TO(6) .
NO:Drive vehicle to an area where a cell phone call can be made.GO TO(2) .
( 6 ) JdL Control Unit Data Bus Check
Action:
Turn key switch to OFF position.
Put vehicle in diagnostic mode.
Turn key switch to ON position.
DoesJdL Control Unit address appear in the list of devices on the Bus?
Result:
YES:GO TO(7) .
NO:GO TO(26) .
( 7 ) Cellular Service Check
Action:
Drive the vehicle to an open area so it has clear view of sky horizon.
Turn key switch to the OFF position.
Turn key switch to the ON position.
View any previously listed Diagnostic Trouble Codes recorded by vehicle and write them down.
Clear Diagnostic Trouble Codes.

Go to Diagnostic Address...
CCD Busor CAN Bus

JdL 013 (Modem Activity 2 Status)
See Diagnostic Addresses By Controller, (Reference246B-10C-001 ).
Does the display show...?
XX1 or Cellular Service
Result:
YES:GO TO(8) .
NO:GO TO(9) .
( 8 ) Initiate Call From Vehicle Check
Action:
Drive the vehicle to an open area so it has clear view of sky horizon.
Turn key switch to OFF position.
Put tractor in diagnostic mode.
Turn key switch to ON position.
CCD Busor CAN Bus

JdL 011 (Forced Call-in)
The display should show ...
000 which is the default value
Calibrate the default value to 001 by using the following steps:
Use the flash to pass switch 3 times to arrive at right digit of three digit code.
Use right turn lever to change this digit from a 0 to 1.
Use the flash to pass switch once to retain right digit value of 1, value is now 001.
Press hazard switch to initiate a call andimmediately
Determine Data Bus Type (CCD Bus / CAN Bus)
CCD Busor CAN Bus

Status of call should proceed from 003 dialing a number, to 004 normal conversation mode, to 001 normal stand-by mode.
Did status 004 (conversation mode) occur?
Result:
YES:Call 888-GRNSTAR (N.A.) or 49-6332-79-3079 (Europe) and verify call status on JDLINK™ Website.Find out information
from customer why JDLINK™ Website contact could not be made with tractor prior to the now successful initiated call from
tractor:• Had the tractor been turned on in the last 24 hours?• Where was the tractor.• Was the tractor operating at time of
call.Request Support person to record the reason why the initial contact could not be made and request follow-up.
NO:GO TO(9) .
( 9 ) Cellular Service Status Check
Action:
CCD Busor CAN Bus

Any of these codes 000, 006, 007, or 008.
Result:
YES:If code is 000 then replace JDLINK™ Control Unit.GO TO(2) .
YES:If code006, 007, 008 is displayed, call 888- GRNSTAR and ask support person to record the fault codes and provide
follow-up.
NO:Codes 001, 003, 004, 005 are normal cell phone statuses.GO TO(10) .
( 10 ) Coax Connection Check
Action:
Remove roof of tractor and check cellular antenna coax connection X40 and JDLINK™ Control Unit coax connection X52.
→NOTE:
Cellular antenna is cylindrical shaped and GPS antenna is saucer shaped.
Check to see if the Cellular antenna coax cable connections are loose.
Are the cellular antenna coax cable connections X40 and X52 tight?
Result:
YES:GO TO(11) .
NO:Tighten connections.GO TO(7) .
( 11 ) Coax Continuity Check
Action:
Remove roof of tractor and disconnect the coax cable at the JDLINK™ Control Unit connector X40.
Measure the resistance between the painted top of the antenna, not the sides of the antenna, and the JDLINK™ Control Unit
harness end, connector X40 center pin.
→NOTE:
Penetrate paint of cellular antenna to insure contact is made.
Is the resistance less than 3 ohms?
Result:
YES:GO TO(12) .
NO:GO TO(15) .
Action:
Remove roof of tractor.
Disconnect the coax cable at the JDLINK™ Control Unit connector X40.
Measure the resistance from the base of the cellular antenna to the shield of the coax cable at connector X40.
Result:
YES:GO TO(13) .
NO:Replace Cellular coax cable.GO TO(7) .
( 13 ) Shorted Cellular Antenna or Coax Cable Check
Action:
Remove roof of tractor and disconnect the coax cable at the JDLINK™ Control Unit connector X40. Measure the resistance at
JDLINK™ Control Unit harness end, connector X40 center conductor and the shield of the coax.
Is resistance greater than 100K?
Result:
YES:Report to 888 GRNSTAR checks that have been made to this point. Enter a DTAC case.
NO:GO TO(14) .
( 14 ) Cellular Coax Cable Shorted Check
Action:
Remove roof of tractor and disconnect the coax cable at the JDLINK™ Control Unit connector X40 and the Cellular Antenna
connector X52 by twisting the antenna off at the base.
Measure the resistance at Cellular coax end connector X52 center conductor, and the shield of the coax at JDLINK™ Control
Unit end connector X40.
Result:
YES:Replace the Cellular Antenna.GO TO(7) .
NO:Replace the cellular coax cable.GO TO(7) .
Action:
Remove roof of tractor and disconnect the coax cable at the JDLINK™ Control Unit connector X40 and Cellular Antenna
connector X52 by twisting the antenna off at the base.
Measure the resistance between JDLINK™ Control Unit harness end, connector X40 and Cellular Antenna harness end,
connector X52 center conductor.
Result:
YES:Verify that the center pin, that the Cellular Antenna threads onto is 2 mm. above the mount base and is clean and free of
debris. If the connection looks clean, replace the Cellular Antenna; otherwise fix the coax connectionGO TO(7) .
NO:Replace Cellular coax cableGO TO(7) .
( 16 ) Correct Time Settings Check
Action:
Verify with support person that the customer has selected the correct time zone and daylight savings setting.
Has the correct settings been made?
Result:
YES:Have Support person follow up.
NO:Put proper settings to correct time problem.GO TO(2) .
( 17 ) Serial Number Check
Action:
Put tractor in diagnostics mode.
Determine Data Bus type (CCD Bus / CAN Bus)
CCD Bus
JdL 082 (First 3 digits of JDLINK™ Serial Number)
JdL 083 (Last 3 digits of JDLINK™ Serial Number)
or
CAN Bus
JdL 236 (JDLINK™ Serial Number)
Check tractor association with JDLINK™ Control Unit.
Do these values match the JDLINK™ Website values for this machine?
Result:
YES:GO TO(18) .
NO:Change the JDLINK™ Website so settings match the vehicle.GO TO(2) .
( 18 ) GPS Problem Check
Action:
Move vehicle to an open area with a clear view of sky horizon.
Record all JdL Control Unit Fault Codes.
Clear Diagnostic Trouble Code′s from system.
Turn Key switch to Off position.
Wait 2 minutes.
CCD Busor CAN Bus

JdL 021 (GPS 1 Status)
008 no usable satellites.
Result:
YES:GO TO(20) .
NO:GO TO(19) .
( 19 ) GPS Status Check
Action:
CCD Busor CAN Bus
Possible GPS statuses:
000 doing position fixes, good status.

001 does not have GPS time yet.
003 PDOP is too high.
008 no usable satellites.
009 only 1 usable satellite.
010 only 2 usable satellites.
011 only 3 usable satellites.
012 the chosen satellite is unusable.
015 GPS receiver module powered off.
255 GPS receiver module not detected.
If statuses 001, 009, 010, or 011 appear, wait 10 minutes.
000 doing position fixes, good status.
Result:
YES:GO TO(2) .Verify location is now correct.
NO:If after 10 minutes a status of 003, 008, 012, 015 appear have support person follow-up.If after 10 minutes a status of 255
appears.Replace JDLINK™ Control Unit.GO TO(2) .
( 20 ) Voltage Check to GPS Antenna
Action:
At GPS antenna disconnect coax connector X53.
→NOTE:
GPS antenna is saucer shaped and Cellular antenna is cylindrical shaped.
Measure voltage at GPS harness end, connector X53 center pin to shield.
Was there 5VDC +- .3 volts?
Result:
YES:Replace GPS Antenna.Turn key switch to the OFF position.Wait 15 seconds.Turn key switch to the ON position.GO TO(19) .
NO:GO TO(21) .
( 21 ) GPS Voltage Check
Action:

Remove roof and disconnect GPS coax at JDLINK™ Control Unit connector X42.
Measure voltage at JDLINK™ Control Unit center pin to shield.
Was there 5VDC +-.3 volts?
Result:
YES:Replace GPS coax cable.GO TO(19) .
NO:Replace JDLINK™ Control Unit.GO TO(19) .
( 22 ) Vehicle Error Check
Action:
Figure out what the customers complaint is with JDLINK™ system.
In conversation with customer, is he reporting that JDLINK™ Website alert log is missing vehicle Level 1(Red) or Level 2(Yellow)
alerts?
Result:
YES:GO TO(23) .
NO:Customer might be having other problems we have not addressed yet. As an example, customer might be having problems
navigating around in JDLINK™ Website in which he needs to call 888 GRNSTAR for assistance.
( 23 ) Diagnostic Trouble Code Check
Action:
Were Diagnostic Trouble Codes 10-14 recorded in step 2?
Result:
YES:If the customer feels that some data is missing from the JDLINK™ utilization log report, have JDLINK™ administrator follow
up on incident.GO TO(2) .
NO:GO TO(24) .
( 24 ) JDLINK™ Control Unit, CAN, or CCD Diagnostic Trouble Code Check
Action:
Were Diagnostic Trouble Codes 3, 4, 5, 6, 7, 15, or 16 recorded in step 2?
Result:
YES:GO TO(25) .
NO:GO TO(31) .
( 25 ) Diagnostic Trouble Code Check with vehicle in Diagnostic Mode
Action:
Dealer technician needs to go to machine.

Record all JdL Control Unit Fault Codes.
Clear Diagnostic Trouble Code′s from system.
Turn Key switch to Off position.
Wait 2 minutes.
View fault codes generated by JDLINK™ Control Unit.
Were any fault codes generated?
Result:
YES:If Diagnostic Trouble Code 7, 15, or 16 reappeared, replace JDLINK™ Control Unit.GO TO(2) .
YES:If Code 3 appears Have Support person contact the JDLINK™ Administrator.If fault code 4 or 5 reappeared, go to Tractor
CCD and CAN tech manual procedures.GO TO(2) .
YES:If fault code 6 reappearsGO TO(26) .
NO:Customer might be having other problems we haven′t addressed. Customer needs to contact 888 GRNSTAR for help
navigating JDLINK™ Website for example.DONE
( 26 ) Single Point Ground Check
Action:
Check single point ground connection X51.
Look in 7000, 8000, or 9000 tractor tech manual for location of ground wire to chassis cc#090.
Is the JDLINK™ Control Unit grounded at single point chassis ground?
Result:
YES:GO TO(27) .
NO:Ground CC#090 at Chassis Ground according to tech manual for 7000, 8000, or 9000 tractors
( 27 ) Voltage Check at Fuses
Action:
Check for voltages at fuses F40 and F48 on a 8010.
Check for voltages at fuses F41 and F48 on a 9020.
Check fuses F101 and F102 on JDLINK™ Control Unit Harness installed inside service console.
Is voltage at both ends of fuses greater than 12VDC?
Result:
YES:GO TO(28) .
NO:If voltage is at only one end of fuse, replace fuse. If no voltage at either end of fuse, go to tractor Battery and Alternator
Diagnostics.
( 28 ) JDLINK™ Control Unit Unswitched Voltage Check
Action:
Disconnect JDLINK™ Control Unit connector X41.
Measure voltage of JDLINK™ Control Unit harness end, Unswitched Power Pin A1 (cc#262) and Ground Pin A2 (cc#090).
Is it 12VDC?
Result:
YES:GO TO(29) .
NO:GO TO(30) .
( 29 ) JDLINK™ Control Unit Switched Voltage Check
Action:
Remove roof of tractor Disconnect JDLINK™ Control Unit connector X41.
Measure voltage of JDLINK™ Control Unit harness end, Switched Power Pin A3 (cc#192) and Ground Pin A2 (cc#090).
Is it 12VDC?
Result:
YES:GO TO(33) .
NO:Refer to schematic and repair cc#192.GO TO(2) .
( 30 ) Single Point Ground Check
Action:
Measure voltage of the JDLINK™ Control Unit harness end, unswitched power pin A1 (cc#262) and frame ground.
Is it 12VDC?
Result:
YES:Refer to schematic and repair cc#090.GO TO(2) .
( 31 ) Cause vehicle Error Check
Action:
Cause a vehicle error to check JDLINK™ system.
For example put tractor in neutral and get off of seat for at least 5 seconds. This should create Level 2 (Yellow) alert in JDLINK™
Website with description:Operator Not Seated W/Transmission in Neutral .
Have 888 GRNSTAR contact the vehicle.
Did the JDLINK™ Website alert log record the Level 2 (Yellow) error?
Result:
YES:DONEExplain to the customer that everything is working, and reason for his complaint was JD network related or partial
data transfer.
NO:GO TO(32) .
Action:
Did the Power Shift Control Unit record a PCU 17 code, generated by having the transmission in neutral and getting off of seat?
Result:
YES:GO TO(33) .
NO:Try a different alert to test JDLINK™ tractor interface problem.GO TO(31) .
( 33 ) CCD Plus Voltage Check
Action:
Measure voltage of JDLINK™ Control Unit harness end, CCD plus Pin C1 (cc#925) and Ground Pin A2 (cc#090).
Is it 2.5 VDC +-.3 volts?
Result:
YES:GO TO(34) .
NO:GO TO(35) .
( 34 ) CCD Minus Voltage Check
Action:
Turn key switch to the ON position. Measure voltage of JDLINK™ Control Unit harness end, CCD minus Pin D1 (cc#924) and
Ground Pin A2 (cc#090).
Result:
YES:Go 8000 or 9000 tractor tech manual for possible other CCD problems.GO TO(36) .
NO:Refer to schematic and fix cc#924.GO TO(2) .
( 35 ) CCD Voltage Check
Action:
Measure voltage of JDLINK™ Control Unit harness end, CCD plus Pin C1 (cc#925) and frame ground.
Result:
YES:Refer to schematic and fix cc#090.GO TO(2) .
NO:Refer to schematic and fix cc#925.GO TO(2) .
( 36 ) Can Hi Voltage Check
Action:
Measure the voltage at JDLINK™ Control Unit harness end, CAN Hi Pin C2 (cc#914) and Ground Pin A2 (cc#090).

Result:
YES:GO TO(37) .
NO:Refer to schematic and repair cc#914GO TO(2) .
( 37 ) Can Lo Voltage Check
Action:
Measure the voltage at JDLINK™ Control Unit harness end, CAN Lo Pin D2 (cc#915) and Ground Pin A2 (cc#090).
Result:
YES:Replace JDLINK™ Control Unit.GO TO(2) .
Reference 246B-15A-005, Electrical Schematic (Quick Install)
Reference 246B-15A-006, JDLINK ™ Machine Messenger Diagnostics

(Quick Install)
JDLINK™ Machine Messenger Problem
( 1 ) Fleet Call Check
Action:
Confirm with customer that other vehicles in his fleet with JDLINK™ systems can be contacted.
Can other vehicles in fleet be contacted?
→NOTE:
If customer only has 1 vehicle with JDLINK™ system proceed to step 2
Result:
YES:GO TO(2)
NO:Possible causes• vehicles out of cellular range• Phone service outage• JD network downContact 888-GRNSTAR and verify
that JD Network is up and runningWhen problem corrected, attempt contact again
( 2 ) Contact vehicle Check
Action:
Have customer start vehicle and drive it to an open area where it has clear view of sky horizon.
Let vehicle run for 5 minutes.
Ask customer location of vehicle
Record the following 3 items of information from the customer
Name of customer′s business

vehicle Model
Serial Number of vehicle e.g. Tractor - RW8520XXXXXXX, Combine - HO9650WXXXXXX
Call 888-GRNSTAR and ask them to initiate call to vehicle
Did support person report the call was successful?
→NOTE:
A vehicle can only be contacted once in a 24 hour period after key OFF
Result:
YES:Obtain and record the following information from the support person• Time/Date• Location• Diagnostic Trouble Codes
(DTC)GO TO(3)
NO:GO TO(5)
( 3 ) Time and Date Check
Action:
Was Time/Date recorded in step 2 correct?
Result:
YES:GO TO(4)
NO:GO TO(16)
( 4 ) Location Check
Action:
Did location of vehicle recorded in step 2 match actual location of vehicle?
Result:
YES:GO TO(22)
NO:Further Diagnostics needs to be done at vehicleGO TO(17)
( 5 ) Cellular Service Area Check
Action:
Can any cell phone call be made at this location?
Result:
YES:Further Diagnostics needs to be done at vehicleGO TO(6)
NO:Drive vehicle to an area where a cell phone call can be made.GO TO(2)
( 6 ) JdL Control Unit Data Bus Check
Action:
Turn key switch to OFF position
Put vehicle in diagnostic mode
Turn key switch to ON position
DoesJdL Control Unit address appear in the list of devices on the Bus?
Result:
YES:GO TO(7)
NO:GO TO(26)
( 7 ) Cellular Service Check
Action:
Drive the vehicle to an open area so it has clear view of sky horizon
Turn key switch to the OFF position
Turn key switch to the ON position
View any previously listed Diagnostic Trouble Codes recorded by vehicle and write them down
Clear Diagnostic Trouble Codes

XX1 or Cellular Service
Result:
YES:GO TO(8)
NO:GO TO(9)
( 8 ) Initiate Call from vehicle Check
Action:
Drive the vehicle to an open area so it has clear view of sky horizon
Turn key switch to OFF position
Put tractor in diagnostic mode
Turn key switch to ON position
JdL 011 (Forced Call-in)
The display should show ...
000 which is the default value
Calibrate the default value to 001 by using the following steps:
Use the flash to pass switch 3 times to arrive at right digit of three digit code
Use right turn lever to change this digit from a 0 to 1
Use the flash to pass switch once to retain right digit value of 1, value is now 001
Press hazard switch to initiate a call andimmediately
Status of call should proceed from 003 dialing a number, to 004 normal conversation mode, to 001 normal stand-by mode.
Did status 004 (conversation mode) occur?
Result:
YES:Call 888-GRNSTAR and verify call status on JDLINK™ WebsiteFind out information from customer why JDLINK™ Website
contact could not be made with vehicle prior to the now successful initiated call from tractor:• Had the tractor been turned on
in the last 24 hours?• Where was the tractor• Was the tractor operating at time of callRequest Support person to record the
reason why the initial contact could not be made and request follow-up
NO:GO TO(9)
( 9 ) Cellular Service Status Check
Action:
Any of these values 000, 006, 007, or 008
Result:
YES:If value is 000 then replace JDLINK™ Control UnitGO TO(2)
YES:If value(s)006, 007, 008 is displayed, call 888- GRNSTAR and ask support person to record the fault codes and provide
follow-up
NO:Values 001, 003, 004, 005 are normal cell phone statuses.GO TO(10)
( 10 ) Coax Connection Check
Action:
Check cellular antenna coax connection X40 and JDLINK™ Control Unit coax connection X52
→NOTE:
Cellular antenna is cylindrical shaped and GPS antenna is saucer shaped
Check to see if the Cellular antenna coax cable connections are loose
Are the cellular antenna coax cable connections X40 and X52 tight?
Result:
YES:GO TO(11)
NO:Tighten connectionsGO TO(7)
Action:
Disconnect the Cellular Antenna coax cable at the JDLINK™ Control Unit connector X40
Measure the resistance between the painted top of the antenna, not the sides of the antenna, and the JDLINK™ Control Unit
harness end, connector X40 center pin.
→NOTE:
Penetrate paint of cellular antenna to insure contact is made.
Result:
YES:GO TO(12)
NO:GO TO(15)
Action:
Measure the resistance from the base of the cellular antenna to the shield of the coax cable at connector X40
Result:
YES:GO TO(13)
NO:Replace Cellular coax cableGO TO(7)
( 13 ) Shorted Cellular Antenna or Coax Cable Check
Action:
Measure the resistance at JDLINK™ Control Unit harness end, connector X40 center conductor and the shield of the coax.
Result:
YES:Report to 888 GRNSTAR checks that have been made to this point. Enter a DTAC case.
NO:GO TO(14)
( 14 ) Cellular Coax Cable Shorted Check
Action:
Disconnect the Cellular Antenna coax cable at the JDLINK™ Control Unit connector X40 and the Cellular Antenna connector X52
by twisting the antenna off at the base
Measure the resistance at Cellular Antenna coax end connector X52 center conductor, and the shield of the coax at JDLINK™
Control Unit end connector X40.
Result:
YES:Replace the Cellular AntennaGO TO(7)
NO:Replace the cellular coax cableGO TO(7)
Action:
Disconnect the Cellular Antenna coax cable at the JDLINK™ Control Unit connector X40 and Cellular Antenna connector X52 by
twisting the antenna off at the base.
Measure the resistance between JDLINK™ Control Unit harness end, connector X40 and Cellular Antenna harness end,
connector X52 center conductor.
Result:
YES:Verify that the center pin, that the Cellular Antenna threads onto is 2 mm. above the mount base and is clean and free of
debris. If the connection looks clean, replace the Cellular Antenna; otherwise fix the coax connection.GO TO(7)
NO:Replace Cellular coax cableGO TO(7)
( 16 ) Correct Time Settings Check
Action:
Verify with support person that the customer has selected the correct time zone and daylight savings setting.
Has the correct settings been made?
Result:
YES:Have Support person follow up
NO:Put proper settings to correct time problemGO TO(2)
( 17 ) Serial Number Check
Action:
Put tractor in diagnostics mode
Determine Data Bus type (CCD Bus / CAN Bus)
CCD Bus
JdL 082 (First 3 digits of JDLINK™ Serial Number)
JdL 083 (Last 3 digits of JDLINK™ Serial Number)
or
CAN Bus
JdL 236 (JDLINK™ Serial Number)
Check tractor association with JDLINK™ Control Unit
Do these values match the JDLINK™ Website values for this machine?
Result:
YES:GO TO(18)
NO:Change the JDLINK™ Website so settings match the vehicleGO TO(2)
( 18 ) GPS Problem Check
Action:
Move vehicle to an open area with a clear view of sky horizon
Record all JdL Control Unit Fault Codes
Clear Diagnostic Trouble Code′s from system
Turn Key switch to Off position
Wait two minutes.
CCD Busor CAN Bus

008 no usable satellites
Result:
YES:GO TO(20)
NO:GO TO(19)
( 19 ) GPS Status Check
Action:
CCD Busor CAN Bus

Possible GPS values:
000 doing position fixes, good status

001 does not have GPS time yet
008 no usable satellites
010 only 2 usable satellites
011 only 3 usable satellites
If values 001, 009, 010, or 011 appear, wait 10 minutes
000 doing position fixes, good status
Result:
YES:GO TO(2) Verify location is now correct.
NO:If after 10 minutes a value of 003, 008, 012, 015 appear have support person follow-upIf after 10 minutes a value of 255
appearsReplace JDLINK™ Control UnitGO TO(2)
( 20 ) Voltage Check to GPS Antenna
Action:
At GPS antenna disconnect coax connector X53
→NOTE:
GPS antenna is saucer shaped and Cellular antenna is cylindrical shaped
Measure voltage at GPS harness end, connector X53 center pin to shield
Was there 5VDC +- .3 volts?
Result:
YES:Replace GPS AntennaTurn key switch to the OFF positionWait two minutesTurn key switch to the ON positionGO TO(19)
NO:GO TO(21)
( 21 ) GPS Voltage Check
Action:
Disconnect GPS coax at JDLINK™ Control Unit connector X42
Measure voltage at JDLINK™ Control Unit center pin to shield
Was there 5VDC +-.3 volts?
Result:
YES:Replace GPS coax cableGO TO(19)
NO:Replace JDLINK™ Control UnitGO TO(19)
( 22 ) Vehicle Error Check
Action:
Figure out what the customer′s complaint is with JDLINK™ system
In conversation with customer, is he reporting that JDLINK™ Website alert log is missing vehicle Level 1(Red) or Level 2(Yellow)
alerts?
Result:
YES:GO TO(23)
NO:Customer might be having other problems we have not addressed yet. As an example, customer might be having problems
navigating around in JDLINK™ Website in which he needs to call 888 GRNSTAR for assistance
Action:
Were Diagnostic Trouble Codes 10-14 recorded in step 2?
Result:
YES:If the customer feels that some data is missing from the JDLINK™ utilization log report, have support person follow up on
incident.GO TO(2)
NO:GO TO(24)
( 24 ) JDLINK™ Control Unit, CAN, or CCD Diagnostic Trouble Code Check
Action:
Were Diagnostic Trouble Codes 3, 4, 5, 6, 7, 15, or 16 recorded in step 2?
Result:
YES:GO TO(25)
NO:GO TO(30)
( 25 ) Diagnostic Trouble Code Check with vehicle in Diagnostic Mode
Action:
Dealer technician needs to go to machine
Record all JdL Control Unit Fault Codes
Clear Diagnostic Trouble Code′s from system
Turn Key switch to Off position
Wait two minutes.
View fault codes generated by JDLINK™ Control Unit
Were any fault codes generated?
Result:
YES:If Diagnostic Trouble Code 7, 15, or 16 reappeared, replace JDLINK™ Control UnitGO TO(2)
YES:If Code 3 appears have support person follow up on incident.If fault code 4 or 5 reappeared, go to Tractor CCD and CAN
tech manual proceduresGO TO(2)
YES:If fault code 6 reappearsGO TO(26)
NO:Customer might be having other problems we haven′t addressed. Customer needs to contact 888 GRNSTAR for help
navigating JDLINK™ Website for example.DONE
( 26 ) Voltage Check at Fuses
Action:
Check for voltages at fuses F49 and F47 on 7020MR
Check for voltages at fuses F40 and F48 on a 8010
Check for voltages at fuses F41 and F48 on a 9020
Is voltage at both ends of fuses greater than 12VDC?
Result:
YES:GO TO(27)
NO:If voltage is at only one end of fuse, replace fuse.If no voltage at either end of fuse,GO TO Machine Battery and Alternator
Diagnostics
( 27 ) JDLINK™ Control Unit Unswitched Voltage Check
Action:
Disconnect JDLINK™ Control Unit connector X41
Measure voltage of JDLINK™ Control Unit harness end, Unswitched Power Pin A1 (cc#262) and Ground Pin A2 (cc# 010).
Is it 12VDC?
Result:
YES:GO TO(28)
NO:GO TO(29)
( 28 ) JDLINK™ Control Unit Switched Voltage Check
Action:
Measure voltage of JDLINK™ Control Unit harness end, Switched Power Pin A3 (cc# 202) and Ground Pin A2 (cc# 010).
Is it 12VDC?
Result:
YES:GO TO(32)
NO:Refer to schematic and repair cc# 202GO TO(2)
( 29 ) JDLINK™ Control Unit Unswitched Return Path Voltage Check
Action:
Measure voltage of JDLINK™ Control Unit harness end, Unswitched Power Pin A1 (cc#262) and frame ground.
Is it 12VDC?
Result:
YES:Refer to schematic and repair cc#010GO TO(2)
NO:Refer to schematic and repair cc#262GO TO(2)
( 30 ) Cause vehicle Error Check
Action:
Cause a vehicle error to check JDLINK™ system
For example put tractor in neutral and get off of seat for at least 5 seconds. This should create Level 2 (Yellow) alert in JDLINK™
Website with description:Operator Not Seated W/Transmission in Neutral
Have 888 GRNSTAR contact the vehicle
Did the JDLINK™ Website alert log record the Level 2(Yellow) error?
Result:
YES:DONEExplain to the customer that everything is working, and reason for his complaint was JD network related or partial
data transfer
NO:GO TO(31)
Action:
Did the Power Shift Control Unit record a PCU 17 code, generated by having the transmission in neutral and getting off of seat?
Result:
YES:GO TO(32)
NO:Try a different alert to test JDLINK™ tractor interface problemGO TO(30)
( 32 ) CCD Plus Voltage Check
Action:
Measure voltage of JDLINK™ Control Unit harness end, CCD plus Pin C1 (cc#925) and Ground Pin A2 (cc# 010).
Result:
YES:GO TO(33)
NO:GO TO(34)
( 33 ) CCD Minus Voltage Check
Action:
Turn key switch to the ON position Measure voltage of JDLINK™ Control Unit harness end, CCD minus Pin D1 (cc#924) and
Ground Pin A2 (cc# 010).
Result:
YES:Go 8000 or 9000 tractor tech manual for possible other CCD problemsGO TO(35)
NO:Refer to schematic and fix (cc#924)GO TO(2)
( 34 ) CCD Plus Return Voltage Check
Action:
Measure voltage of JDLINK™ Control Unit harness end, CCD plus Pin C1 (cc#925) and frame ground
Result:
YES:Refer to schematic and fix cc# 010GO TO(2)
NO:Refer to schematic and fix (cc#925)GO TO(2)
( 35 ) Can Hi Voltage Check
AG MANAGEMENT SOLUTIONS (AMS) — AUTOTRAC (g) by Belgreen v2.0
Action:
Measure the voltage at JDLINK™ Control Unit harness end, CAN Hi Pin C2 (cc#914) and Ground Pin A2 (cc# 010).
Result:
YES:GO TO(36)
( 36 ) Can Lo Voltage Check
Action:
Measure the voltage at JDLINK™ Control Unit harness end, CAN Lo Pin D2 (cc#915) and Ground Pin A2 (cc# 010).
Result:
YES:Replace JDLINK™ Control UnitGO TO(2)
<- Go to Section TOC Section 246C page 43 tm1797-DIAGNOSIS AND TESTS SERVICE MANUAL

Table of contents
Group 5A - How to Use This Diagnostic Information .......................................................................... 1
Reference 246C-5A-001, How to Use This Diagnostic Information ....................................................... 1
Group 10A - Accessing Diagnostic Addresses and Codes ................................................................. 9
Reference 246C-10A-001, Accessing Diagnostic Addresses and Codes ............................................... 9
Group 10B - Diagnostic Trouble Codes ............................................................................................... 12
Reference 246C-10B-001, AutoTrac Messenger Diagnostic Trouble Codes ........................................ 12
Group 15A - AutoTrac Identification ................................................................................................... 16
Reference 246C-15A-001, 8000 Series Field Installed ........................................................................ 16
Group 15B - AutoTrac Diagnostics - 8000 Series Field Installed ................................................... 17
Reference 246C-15B-001, Theory of Operation .................................................................................. 17
Reference 246C-15B-002, Electrical Schematic ................................................................................. 18
GREENSTARGREENSTAR is a trademark of Deere & Company AutoTrac Assisted Steering System
Problem ....................................................................................................................................... 20
Group 15C - GREENSTAR™ Parallel Tracking Identification ............................................................ 29
Reference 246C-15C-001, 8000 Series Field Installed ........................................................................ 29
Group 15D - Parallel Tracking Diagnostics - 8000 Series Field Installed ..................................... 30
Reference 246C-15D-001, Theory of Operation .................................................................................. 30
Reference 246C-15D-002, Schematics ............................................................................................... 31
GREENSTAR™ Parallel Tracking Problem ............................................................................................ 40
Group 15E - GREENSTAR™ Display Diagnostics ................................................................................ 49
Reference 246C-15E-001, Theory of Operation .................................................................................. 49
Reference 246C-15E-002, Electrical Schematic .................................................................................. 50
GREENSTAR™ Display Problem .......................................................................................................... 52
Group 15F - GREENSTAR™ Mobile Processor Diagnostics ............................................................... 58
Reference 246C-15F-001, Theory of Operation .................................................................................. 58
Reference 246C-15F-002, Electrical Schematics ................................................................................ 59
GREENSTAR™ Mobile Processor Problem ........................................................................................... 61
Group 15G - STARFIRE™ Receiver Diagnostics ................................................................................. 65
Reference 246C-15G-001, Theory of Operation .................................................................................. 65
Reference 246C-15G-002, Electrical Schematic ................................................................................. 66
STARFIRESTARFIRE is a trademark of Deere & Company Position Receiver Problem ......................... 67
Group 15H - GREENSTAR™ KeyCard Diagnostics .............................................................................. 79
Reference 246C-15H-001, Theory of Operation .................................................................................. 79
Reference 246C-15H-002, Schematics ............................................................................................... 80
KeyCard and PC Data Storage Card Problem ...................................................................................... 82
Group 15I - AutoTrac CAN Bus Identification .................................................................................... 85
Reference 246C-15I-001, 8000 Series Field Installed ......................................................................... 85
Group 15J - AutoTrac CAN Bus Diagnostics - 8000 Series Field Installed ..................................... 86
Reference 246C-15J-001, Theory of Operation ................................................................................... 86
Reference 246C-15J-002, Schematics ................................................................................................. 87
CAN Bus Problem ................................................................................................................................ 89
Group 15K - AutoTrac CCD Bus Identification ................................................................................... 97
Reference 246C-15K-001, 8000 Series Field Installed ........................................................................ 97
Group 15L - AutoTrac CCD Bus Diagnostics - 8000 Series Field Installed .................................... 98
Reference 246C-15L-001, Theory of Operation .................................................................................. 98
Reference 246C-15L-002, Schematics ................................................................................................ 99
GREENSTARGREENSTAR is a trademark of Deere & Company AutoTrac Assisted Steering System CCD
Bus Problem .............................................................................................................................. 100
Group 15M - AutoTrac Power Identification .................................................................................... 102
Reference 246C-15M-001, 8000 Series Field Installed ..................................................................... 102

Group 15N - AutoTrac Power Diagnostics - 8000 Series Field Installed ..................................... 103
Reference 246C-15N-001, Theory of Operation ................................................................................ 103
Reference 246C-15N-002, Schematics ............................................................................................. 104
Power Problem ........................................................................................................................... 106
Group 15O - AutoTrac Status Identification .................................................................................... 108
Reference 246C-15O-001, 8000 Series Field Installed ...................................................................... 108
Group 15P - AutoTrac Status Diagnostics - 8000 Series Field Installed ..................................... 109
Reference 246C-15P-001, Theory of Operation ................................................................................ 109
Reference 246C-15P-002, Schematics .............................................................................................. 110
Status Problem .......................................................................................................................... 112
Group 15Q - AutoTrac Steering Response Identification .............................................................. 115
Reference 246C-15Q-001, 8000 Series Field Installed ...................................................................... 115
Group 15R - AutoTrac Steering Response Diag. - 8000 Series Field Installed .......................... 116
Reference 246C-15R-001, Theory of Operation ................................................................................ 116
Reference 246C-15R-002, Schematics ............................................................................................. 117
Steering Response Problem .............................................................................................................. 119
Group 15S - AutoTrac Steering Control Unit Identification .......................................................... 121
Reference 246C-15S-001, 8000 Series Field Installed ...................................................................... 121
Group 15T - AutoTrac Steering Control Unit Diag - 8000 Series Field Installed ........................ 122
Reference 246C-15T-001, Theory of Operation ................................................................................ 122
Reference 246C-15T-002, Schematics .............................................................................................. 123
Steering Control Unit Problem .......................................................................................................... 125
Group 15U - STARFIRESTARFIRE is a trademark of Deere & Company Receiver w/TCM
Diagnostics .................................................................................................................................... 128
Reference 246C-15U-001, Theory of Operation ................................................................................ 128
Reference 246C-15U-002, Electrical Schematic ............................................................................... 129
STARFIRESTARFIRE is a trademark of Deere & Company Position Receiver with Terrain Compensation
Module Problem ......................................................................................................................... 131
Group 15V - STARFIRESTARFIRE is a trademark of Deere & Company Receiver w/TCM & RTK
Diagnostics .................................................................................................................................... 150
Reference 246C-15V-001, Type C STARFIRE™ Receiver & TCM with RTK Correctional Signal Theory of
Operation .................................................................................................................................. 150
Reference 246C-15V-002, Electrical Schematic ............................................................................... 151
STARFIRE™ Receiver & TCM with RTK Correctional Signal Problem ................................................. 153
Group 20A - Circuit Code Listing ....................................................................................................... 175
Reference 246C-20A-001, Circuit Code Listing ................................................................................. 175
Group 20B - Connector Information .................................................................................................. 176
Reference 246C-20B-001, Connector Locations ............................................................................... 176
Reference 246C-20B-002, Connector Information ............................................................................ 176

Section 246C - AG MANAGEMENT SOLUTIONS (AMS) — AUTOTRAC Group 5A: How to Use This Diagnostic Information
Group 5A - How to Use This Diagnostic Information

Reference 246C-5A-001, How to Use This Diagnostic Information
How to use the Electrical Diagnostic Section
All electrical systems on this vehicle are divided into functional systems. Each system has a Diagnostic Routine.
IMPORTANT:
Troubleshoot the machine one problem at a time. Repairing one system′s problem may solve a problem in
several other systems.
→NOTE:
If it is determined that a problem is not in an electrical system, the diagnostic routine will refer you to
the proper section of the manual.
The Electrical Diagnostic Section is divided into the following sections:
Theory of Operation: The Theory of Operation gives a quick look at how to make the system′s basic features operate,
what the system does and the actual operation of the system.
Electrical Schematics: The schematic diagram shows how all of the system′s components, wiring harnesses and
connection points are related.
Diagnostics Information: The Diagnostics provides a step by step approach to help the technician isolate the failed
components of the specific system being diagnosed.
Each connector and ground point on the vehicle have been assigned a Connector Number to facilitate diagnostics.
Each wire in the vehicle′s wiring harness is marked with it′s circuit code number every two inches to facilitate identification.
A Connector Information Group has been added to provide detailed connector locations photographs, pin number / circuit code
assignment information, repair procedure info and end views of the connector.
Electrical System Visual Inspection
Visual inspection of the electrical system′s wiring harnesses and components for the following items can significantly
reduce diagnostic time:
Mechanical damage to the wiring harness covering or harness itself

Disconnected or damaged connectors
Bare wires and/or shorts to ground
Loose wires and/or open circuits
Poor/corroded connections
Battery condition (terminal corrosion, voltage, cold cranking amperage capacity, electrolyte level)
Alternator condition (dirty, belt tension)
Overheated or discolored components
Basic Electrical Component Handling / Precautions for Vehicles Equipped with Computer
Controlled Systems
Electrical Precautions to take:
Never disconnect the batteries while the key switch is on and the engine is running. Why: This can cause electrical voltage
spikes that can damage electronic components.
Do not connect jumper cables while the key switch is on. Why: This can cause electrical voltage spikes that can damage
electronic components.
Disconnect batteries prior to recharging (if possible). Why: Electrical loads in the vehicle can slow the recharging process.
Battery chargers can cause electrical voltage spikes that can damage electronic components.
Never jump start the machine with a voltage higher than the machine is designed to operate on. Why: This can damage
electronic components.
Do not connect or disconnect electrical connectors while the key switch is on or the vehicle is running. Why: This can cause
computer system errors from interrupting a computer program while it is running and electrical voltage spikes that are
produced can damage electronic components.
Do not apply power or ground to any component as a test unless specifically instructed to do so. Why: Connecting the wrong
voltage to the wrong point of an electronic system can cause electronic component failures.
When welding on the machine, make sure to connect ground lead to the parts being welded. For maximum protection
disconnect all electronic controller before welding. Why: The high currents associated with welding can damage wiring
harnesses that are involved in the ground path. Welding can also cause electrical voltage spikes that can damage electronic
components.
Electrical Connector / Wiring Harness Handling and Repair
Electrical connectors must not be forcibly mated or un-mated. The connectors have been designed to be mated easily. If you
have to use tools or excessive force you may be doing something wrong. Why: Prying on or forcing connectors may cause
permanent damage to the locking mechanism, contacts or both.
When working on connectors make sure you are working on the correct terminal! The male and female halves of an electrical
connector are mirror images of each other and it is easy to confuse terminal locations. Look for the terminal identifier info on
the connector body. Why: Measuring diagnostic values at the wrong connector terminal can lead to unnecessary part
replacement.
Use proper terminals for any connector repairs. Why: In some connectors different terminal materials are used (to carry
different currents). If improper terminals or terminal materials are used future electrical problems may occur from corrosion or
current carrying capacity.
When removing terminals from a connector body it is very important to use the proper extraction tool and procedure.
Extraction tools are available through SERVICEGARD ™ . Why: The connector body can be damaged if terminals are just
"jerked" out. The damage caused by this action may not be readily visible, but may prevent new terminals from being properly
retained and cause replacement of the connector body.
When installing a new terminal on a wire make sure the proper crimping tools is used. Terminal crimping tools are available
through SERVICEGARD™. It is important to make sure the insulation and wire crimps on each terminal are made properly.
Soldering terminals is not recommended. Why: Each part of the electrical terminal is designed for a specific purpose, failure to
properly crimp the terminal can result in future electrical or mechanical problems.
When repairing a broken wire in a wiring harness use "Heat-Shrinkable" butt splices being careful not to place a splice is any
section of the harness subject to motion or flexing. Soldering splices is not recommended. Why: Any repairs to wires in the
harness should not allow moisture to come in contact with the actual copper conductor. Soldering a wire splice is not
recommended because a portion of stranded wire will become solid and can cause it to break in the future, especially if it is
subject to movement.
How to use an Electrical Diagnostic Schematic
All electrical systems on this vehicle are divided into systems. Each system has a Diagnostic Schematic associated with it that
provides a complete view of all associated components, connectors, terminal numbers, wiring harnesses, and ground points.
An example is shown below.
Diagnostic Schematics are provided to allow a technician to all the electrical components associated with a particular system
on the vehicle.
This schematic will allow you to follow the wiring from a component through all associated wiring harnesses to its final point of
use.
Only the terminals of a connector that are used are shown.
Only the components of a system that are used are shown.
Every ground point on this vehicle has been assigned a connector identifier number (X999) and location info is available in
Section 246 Connector Information group of this technical manual.
Schematic Information Identifier
LEGEND:
A Harness end indicator
B Connector identifier
C Wires twisted in harness
D Indicates other CAN Bus components
E Wire in harness
F Indicates terminals in same connector body
G Frame ground connection
H Connector terminal identifier
I Electrical component internal ground
J Replaceable electrical component
K Electrical component assembly
L Component identifier
M Connection to another system
N Circuit code number
Electrical Schematic Symbols
Electrical Schematic Symbols Page 1/2
LEGEND:
A Key Switch
B Relay
C Normally closed push switch
D Normally open lever switch
E Temperature operated normally open switch
F Pressure operated normally open switch
G Pedal operated normally open switch
H Horn
Electrical Schematic Symbols Page 2/2
LEGEND:
A Fuse
B Heater
C Light emitting diode
D Fixed Resister
E Diode
F Zener diode
G Solenoid
H Solenoid valve
I Connection point
J Ring terminal
K Single filament Light
L Dual filament light
M Magnetic pickup
N Battery
O Frame ground connection
Seven Basic Steps
A good program of diagnosis and testing has seven basic steps:
Know the System

Ask the Operator
Inspect the System
Operate the vehicle (if possible)
List the possible Causes
Reach a Conclusion
Test your Conclusion
Know the System
In other words, do your homework. Find out all you can about the electrical and electronic systems of the vehicle. Study this
manual, especially the diagrams of the system.
Schematics are an important tool - you should know how to read them.
Be familiar with the key specifications of the system given in each section of the vehicle technical manual.
Keep up with the latest service bulletins. Read them and file them. The problem on your latest vehicle may be in this month′s
bulletin, giving the cause and the remedy. You will be prepared for any problem by knowing the system.
Ask the Operator
What work was the vehicle doing when the trouble was noticed? Is the trouble erratic or consistent? What did the operator do
after the breakdown? Was an attempt made to fix the problem?
These are just a few of the many questions a good troubleshooter will ask the operator. Often a passing comment by the
operator will provide the key to the problem. Ask about how the vehicle is used and when it was last serviced. Many problems
can be traced to poor periodic maintenance programs or abuse to the vehicle.
Inspect the System
Carefully inspect the electrical and electronic components for possible clues into the malfunction. Check to see if the vehicle
can be operated without further damage to the system.
Always check these items before turning on switches or running the vehicle.
Look for bare wires that could cause grounds or shorts and dangerous sparks. Shorted wires can damage the changing
system.
Look for loose or broken wires. In the charging system they can damage the regulator.
Inspect all components, especially battery connection points. Acid film and dirt on the battery may cause current flow
between the battery terminals, resulting in current leakage. Check the battery ground strap for proper connection.
Check the battery electrolyte level. Continued loss of electrolyte indicates overcharging.
Check the alternator drive belt tension.
Inspect for overheated parts after the vehicle has been stopped for awhile. They will often smell like burnt insulation. Put
your hand on the alternator or regulator. Heat in these parts when the vehicle has not been operated for some time is a
sure tip-off to charging circuit problems.
Other trouble signs
In general, look for anything unusual. Many electrical failures cannot be detected even if the vehicle is started. Therefore, a
systematic and complete inspection of the electrical and electronic systems is necessary. Many times the problem can be
detected without turning on a switch or starting the engine. While inspecting the electrical and electronics systems, make
notes of all trouble signs.
Carefully inspect the electrical and electronic components for possible clues to the malfunction. Check to see if the vehicle can
be operated without further damage to the system.
Operate the Vehicle (if possible)
If your inspection shows that the vehicle can be run, first turn the Key Switch to the ACCESSORY position. Try out the accessory
circuits - lights, lighter, etc. How do each of these circuit work?
Turn the Key Switch to the RUN position. Do the proper indicator lights come on in the Warning Display Panel?
Start the vehicle. Check all gauges and indicators for proper operation.
Operate the trouble system. Look for improper operation.
List the Possible Causes
Make a list of the possible causes. What were the signs you found while inspecting the vehicle? What is the most likely cause?
Are there other possibilities? Remember that one failure often causes another.
Reach a Conclusion
Look over you list of possible causes and decide which are the most likely and which are the easiest to verify.
Test the Conclusion
Before you repair the system, test your conclusions to see if they are correct. Many of the items can be verified without further
testing. Maybe you can isolate the problem to a particular circuit, but not to an individual component. This is where test
instruments will help you further isolate the trouble spot.
Recommended Tools
Recommended Tools
Number Name Use
JTO 5791 Analog Digital Multimeter Voltage, Resistance and Current measurements
JTO 7306 Analog Digital Multimeter Voltage, Resistance and Current measurements
JTO 5719 Hand Held Digital Tachometer Speed measurements
JTO 7227 Infrared Temperature Probe Temperature measurements
JDG 140 Contact Extraction Tool CPC and Metrimate bodies
JDG 141 Contact Extraction Tool CPC large blade terminal removal
JDG 144 Crimping Pliers General purpose crimp tool
JDG 145 Electrician′s Pliers General purpose cut and strip
JDG 359 Deutsch Electrical Repair Tool Kit Deutsch connector repair
JDG 360 Deutsch Crimper Deutsch connector repair
JDG 361 12-14 Gauge extraction tool Deutsch connector repair
JDG 362 16-18 Gauge extraction tool Deutsch connector repair
JDG 363 20-24Gauge extraction tool Deutsch connector repair
JDG 364 Weatherpack Extraction Tool Terminal extraction
JDG 702 Concave Actuator Switch Concave actuator diagnosis and adjustment
JDG 707 Packard Crimper Terminal repair
JDG 708 Amp Crimper Terminal repair
JDG 776 Extractor, Weather Pack Wide Terminal extraction
JDG 777 Extractor, Weather Pack Narrow Terminal extraction
JDG 783 Packard Crimping Tool Terminal repair
JDG 785 Deutsch 6-8gauge terminal extractor Deutsch connector repair
JDG 939 METRI-PACK ™ Extraction Tool Terminal extraction
JTO 5832 Battery Load Tester Battery evaluation
JTO 7195B Technician′s Electrical Repair Kit Terminal extraction
JTO 2016A Electrical Diagnostic Receptacle Kit Diagnostic voltage measurements
Glossary of Component Names
Each component has a unique name and identifier for reduced confusion in identifying parts in the diagnostic process. These
names are not necessarily the same names used in normal conversation or marketing literature.
The following is a table with all of the component names and identifiers as used in this manual. Common names and marketing
Section 246C - AG MANAGEMENT SOLUTIONS (AMS) — AUTOTRAC Group 10A: Accessing Diagnostic Addresses and Codes
literature names are also provided.
The identifier begins with a letter that describes the device:
A—System or subassembly
B—Transducer
E—Lights, heating device
F—Fuse or circuit breaker
G—Battery or alternator
H—Signaling device
K—Relay
M—Motor
R—Resistor or Potentiometer
S—Switch
W—Harness
X—Terminal, Plug and Socket Connector
Y—Solenoid valve or clutch
Component Names and Identifiers
ID Diagnostic Name Abbrev.
A1 GREENSTAR ™ Display
A2 STARFIRE ™ GPS Receiver
A8 Active CAN Bus Terminator
A10 Passive CAN Bus Terminator
A901 Armrest Control Unit ACU
A980 Steering Control Unit SSU
A981 Central Control Unit CCU
B500 Wheel Speed Sensor
F3 Fuse - Circuit Code 932
G1 Batteries
K15 Relay - Circuit Code 72
S508 Auto Resume Switch
S930 Seat Switch
W2 Receiver Extension Harness
W3 Chassis Harness
W4 Cab Harness
W5 CAN Bus Terminator Harness
W14 ACU Harness
W34 Pump Drive Harness
W92 AMS Cab Harness
X924 Program Harness

Reference 246C-10A-001, Accessing Diagnostic Addresses and Codes
Accessing Diagnostic Addresses
Use the following steps to access a Diagnostic Address (example — SSU - 61)
3. The display will complete a two second lamp check routine and then show:- - dia

Performance Monitor SSU

Performance Motor 00/SSU

6. Cycle the “Right Turn Signal” control until the desired address number appears.
Performance Motor 61/001
Accessing Diagnostic Codes
Use the following steps to access a Diagnostic Code
3. The display will complete a two second lamp check routine and then show:- - dia
Performance Motor SSU


Then:

Then:
Section 246C - AG MANAGEMENT SOLUTIONS (AMS) — AUTOTRAC Group 10B: Diagnostic Trouble Codes
Performance Motor 01/025

This sequence will repeat until another control unit is selected with the “Right Turn Signal” control or the DIAG mode is
exited.

Reference 246C-10B-001, AutoTrac Messenger Diagnostic Trouble Codes
GREENSTAR™ Display (0X80) WARNINGS and FAULT CODES
WARNING
Messages Go To
SPN FMI Pri. Description Go To Group
and Fault Section
Codes
CAN Bus Problem

The indicated device(s) are no longer communicating with the
20 246C AutoTrac CAN Bus Diagnostics
GREENSTAR™ Display.
Check the indicated device(s) and CAN Bus wiring.
CAN Bus Problem

21 Two Devices are requesting the same Run Page section. 246C GREENSTAR™ Display Diagnostics
Perform Run Page Layout to correct the conflict.
Language Selection Problem.

GREENSTAR™ Parallel Tracking
22 The following device(s) do not support the selected language.
Operator′s Manual
They will continue to use the previously selected language.
CAN Bus Problem

Too many devices are attempting to communicate with the
30 246C GREENSTAR™ Display Diagnostics
Remove 1 or more devices.
CAN Bus Problem

31 CAN Bus communications overload. 246C GREENSTAR™ Display Diagnostics
Reset the display or turn the power off and then back on.
Internal Error.
A failure has been detected in the GREENSTAR™ Display′s internal
memory.
Replace GREENSTAR Display if problem persists
Parallel Tracking Problem

Parallel tracking is not receiving data from the GPS receiver.
40 Check 246C GPS Position Receiver Diagnostics
• GPS receiver connection
• Wiring harness

41 246C GPS Position Receiver Diagnostics
The GPS Receiver is not able to acquire a differential correction signal.

44 No Parallel Tracking Key on KeyCard or no KeyCard present. 246C
Diagnostics
Install KeyCard with Parallel Tracking key in Mobile Processor.

The GPS receiver must be set to report at the 5 Hz. rate.
45 Confirm: 246C, 246D GPS Position Receiver Diagnostics
• STARFIRE™ Receiver report rate
• License Level SFire2

46 246C, 246D GPS Position Receiver Diagnostics
The GPS receiver has no GPS signal.
Display Address Change.

You are about to change the address of the GREENSTAR™ Display.
Selection of the wrong address will cause loss of communication with
implements.
48 CAN Physical Layer changed 246C AutoTrac CAN Bus Diagnosis
CAN Bus Problem

49 No primary GREENSTAR™ Display detected. 246C GREENSTAR™ Display Diagnostics
All systems require a primary display.
Automatic Steering Problem.

50 246C AutoTrac CAN Bus Diagnosis
No communication with the steering controller.
CAN Bus Problem

52 Multiple primary GREENSTAR™ Displays detected on the bus. 246C GREENSTAR™ Display Diagnostics
Only one primary display is allowed on the bus.
An AUX address detected CCD active. CCD should only be active on

the primary display.
CAN Bus Problem

54 The auto-detected CAN layer differs from the current layer selected. 246C AutoTrac CAN Bus Diagnostics
Please change the selected layer.
AutoTrac Problem
55 The operator is responsible for the machine path. 213 AutoTrac System Diagnosis
Turn AutoTrac OFF before entering roadways.
WARNING
Messages Go To
and Fault Section
Codes
Flash Erase Failed.

GREENSTAR™ Display having problems erasing contour paths from
memory
Replace GREENSTAR™ Display if problem persists
Contour Write Error -

GREENSTAR™ Display having problems writing contour paths to
memory
GREENSTAR™ KeyCard and PC Data

100 Indicates a problem with the KeyCard or PC Data Storage Card 246C
Storage Card
Check Wiring (CAN Bus)

Wiring problem with Harness
Check Wiring (CCD)

CAN to CCD Queue Overflow
AutoTrac disabled.
Using a version of Mobile Processor Application Code that is not using
126 213 AutoTrac System Diagnosis
secure CAN.
Occurs with version released before July 2002.
Software not compatible.

128 Running different versions of Secure CAN in GSD and Mobile Processor 246 Appropriate AMS application group
Application.

150 Indicates the Data Card has been removed 246C
Storage Card

151 Indicates No Setup Data on PC Data Storage Card 246C
Storage Card
Indicates that the PC Data Storage Card if full. Take the PC Data
152 Storage Card to JDOFFICE ™ Personal Computer and unload FIELD DOC 246C
Storage Card
™ data.

155 Indicates KeyCard has been removed 246C
Storage Card

156 Indicates No KeyCard Data on PC KeyCard 246C
Storage Card

157 Indicates Invalid Key - Field Mapping Disabled 246C
Storage Card
More than one keycard has been detected. Please remove one of the GREENSTAR™ KeyCard and PC Data
158 246C
cards. Storage Card
CAN Bus Problem

The indicated device(s) are no longer communicating with the
200 246C Controller Group listed for Diagnostics
Check the indicated device(s) and CAN Bus wiring.
CAN Bus Problem

201 Two Devices are requesting the same Run Page section. 246C GREENSTAR™ Display Diagnostics
Perform Run Page Layout to correct the conflict.
CAN Bus Problem

Too many devices are attempting to communicate with the
Remove 1 or more devices.
CAN Bus Problem

211 CAN Bus communications overload. 246C GREENSTAR™ Display Diagnostics
Reset the display or turn the power off and then back on.
Internal Error.
A failure has been detected in the GREENSTAR™ Display′s internal
memory.

Parallel tracking is not receiving data from the GPS receiver.
220 Check 246C, 246D GPS Position Receiver Diagnostics
• GPS receiver connection
• Wiring harness

The GPS Receiver is not able to acquire a differential correction signal.

224 No Parallel Tracking Key on KeyCard or no KeyCard present. 246C
Diagnostics
Install KeyCard with Parallel Tracking key in Mobile Processor.
WARNING
Messages Go To
and Fault Section
Codes

The GPS receiver must be set to report at the 5 Hz. rate.
225 Confirm: 246C, 246D GPS Position Receiver Diagnostics
• STARFIRE™ Receiver report rate
• License Level SFire2

The GPS receiver has no GPS signal.
Automatic Steering Problem.

No communication with the steering controller.
Display Address Change.

You are about to change the address of the GREENSTAR™ Display.
Selection of the wrong address will cause loss of communication with
implements.
CAN Bus Problem

231 Multiple primary GREENSTAR™ Displays detected on the bus. 246C GREENSTAR™ Display Diagnostics
Only one primary display is allowed on the bus.
CAN Bus Problem

232 No primary GREENSTAR™ Display detected. 246C GREENSTAR™ Display Diagnostics
All systems require a primary display.
Language Selection Problem.

233 The following device(s) do not support the selected language. Parallel Tracking Operator′s Manual
They will continue to use the previously selected language.
CAN Bus Problem

234 This display is on the CCD Bus. It must be the primary address. Switch 246C GREENSTAR™ Display Diagnostics
you display addresses.
CAN Bus Problem

235 The auto-detected CAN layer differs from the current layer selected. 246C AutoTrac CAN Bus Diagnostics
Please change the selected layer.
AutoTrac Problem
236 The operator is responsible for the machine path. 213 AutoTrac System Diagnosis
Turn AutoTrac OFF before entering roadways.
Indicates to the operator that switched power to the Mobile Processor GREENSTAR™ Mobile Processor
280 246C
has failed Diagnostics
Indicates to the operator that unswitched power to the Mobile GREENSTAR™ Mobile Processor
281 246C
Processor has failed Diagnostics
Indicates that there is an internal voltage failure to the Mobile GREENSTAR™ Mobile Processor
282 246C
Processor. Diagnostics
301 STARFIRE™ Network Problem 246C GPS Position Receiver Diagnostics
302 Receiver not receiving on alternate frequency 246C GPS Position Receiver Diagnostics
303 GPS correction license has expired 246C GPS Position Receiver Diagnostics
304 Corrected GPS position is not available 246C GPS Position Receiver Diagnostics
305 GPS position is not available ID 246C GPS Position Receiver Diagnostics
306 Updating GPS software 246C GPS Position Receiver Diagnostics
RTK Problem
308 246C GPS Position Receiver Diagnostics
RTK Base Station has moved.
Roll sensor out of range - The internal roll sensor is out of normal
operating range. The Terrain Compensation Module cannot correct
956 16 246C GPS Position Receiver Diagnostics
position for roll angles.
If problem persists, replace Terrain Compensation Module.
No STARFIRE™ Communication - The Terrain Compensation Module

has lost communication with the STARFIRE™ Receiver.
Terrain Compensation Module not calibrated - The Terrain

2146 13 Compensation Module has not been calibrated for this vehicle. Please 246C GPS Position Receiver Diagnostics
go to SETUP Terrain Compensation Module to calibrate.
Temperature sensor out of range - The internal temperature sensor is

out of normal operating range. The Terrain Compensation Module
cannot correct position for roll angles.
If problem persists, Replace Terrain Compensation Module.
Yaw sensor not responding - The internal yaw sensor is not responding.
The Terrain Compensation Module cannot compensate for terrain
changes.
Section 246C - AG MANAGEMENT SOLUTIONS (AMS) — AUTOTRAC Group 15A: AutoTrac Identification
WARNING
Messages Go To
and Fault Section
Codes
Yaw sensor out of range - The internal yaw sensor is out of normal
operating range. The Terrain Compensation Module cannot
compensate for terrain changes.
Memory Error - An internal memory error has occurred.

Low switched voltage - The Terrain Compensation Module has detected

523319 18 low voltage on Electronic Power (cc# 21). Refer to schematic and 246C GPS Position Receiver Diagnostics
check cc# 21 and frame ground for 12VDC.
No STARFIRE™ Height setting - The STARFIRE™ Height setting has not

523441 31 been entered for this vehicle. Please go to SETUP Terrain 246C GPS Position Receiver Diagnostics
Compensation Module.
No STARFIRE™ Fore/Aft setting - The STARFIRE™ Fore/Aft setting has

523342 31 not been entered for this vehicle. Please go to SETUP Terrain 246C GPS Position Receiver Diagnostics
Compensation Module.
Unsafe Shutdown - parameters not stored - The Terrain Compensation

Module was unable to save SETUP changes when the key was turned
off. Must have unswitched battery voltage after key off in order to save
changes.
STARFIRE™ CAN voltage out of range - The STARFIRE™ CAN High (cc#
523773 3 255) voltage is out of range high. This may impact communication with 246C GPS Position Receiver Diagnostics
the STARFIRE™ Receiver.
STARFIRE™ CAN voltage out of range - The STARFIRE™ CAN High (cc#
523773 4 255) voltage is out of range low. This may impact communication with 246C GPS Position Receiver Diagnostics
STARFIRE™ CAN voltage out of range - The STARFIRE™ CAN Low (cc#
523774 3 254) voltage is out of range high. This may impact communication with 246C GPS Position Receiver Diagnostics
STARFIRE™ CAN voltage out of range - The STARFIRE™ CAN Low (cc#
523774 4 254) voltage is out of range low. This may impact communication with 246C GPS Position Receiver Diagnostics
No unswitched voltage - The Terrain Compensation Module has

detected no voltage on Unswitched Electronic Power (cc# 22). The
Terrain Compensation Module is unable to save setup changes when
the key is turned off.
Low unswitched voltage. The Terrain Compensation Module has

523792 18 detected low voltage on Unswitched Electronic Power (cc# 22). Refer 246C GPS Position Receiver Diagnostics
to schematic and check cc# 22 and frame ground for 12VDC.
Section 246C - AG MANAGEMENT SOLUTIONS (AMS) — AUTOTRAC Group 15B: AutoTrac Diagnostics - 8000 Series Field Installed
Group 15A - AutoTrac Identification

Reference 246C-15A-001, 8000 Series Field Installed
The following machines will use GREENSTAR ™ AutoTrac Assisted Steering System Diagnostics - 8000 Series Field
Installed Group for diagnostics:
8100 with Field installed GREENSTAR™ Harness

Group 15B - AutoTrac Diagnostics - 8000 Series Field Installed

Reference 246C-15B-001, Theory of Operation
For the GREENSTAR ™ AutoTrac Assisted Steering System to operate, an AutoTrac KeyCard needs to be inserted into the
Mobile Processor. Also the STARFIRE ™ receiver needs to be in a position mode of SF2.
The AutoTrac system uses the electro-hydraulic steering system of the tractor. The tractor steering system must be calibrated
and operating correctly before AutoTrac can be activated.
When troubleshooting the AutoTrac system, first make sure that the tractor steering system is working correctly. There should
be no stored errors in the steering controller, and normal tractor steering must be functioning correctly.
When AutoTrac is activated, the steering controller receives steering commands from the GREENSTAR ™ Display. These
steering commands are based on a comparison of the tractor’s current position and heading (based on GPS data received from
the STARFIRE™ receiver) to the position and heading of the nearest track, as defined in Setup/Tracking on the GREENSTAR™
Display.
AutoTrac includes and is an enhancement to Parallel Tracking. In order to operate AutoTrac, Parallel Tracking must first be
turned on and operational. When AutoTrac is in the off or enabled state, the tractor can be guided manually using the Parallel
Tracking display. When AutoTrac is activated, the tractor will be guided automatically along the track.
Reference 246C-15B-002, Electrical Schematic
LEGEND:
A901 ACU
A980 SSU
A981 CCU
F3 10A Fuse
F8 10A Fuse
F13 10A Fuse
F16 30A Fuse
F17 10A Fuse
F38 10A Fuse
G1 Batteries
K15 Relay
K29 Relay
S930 Seat Switch
W3 Chassis Harness
W4 or W6 Cab Harness
W14 ACU Harness
W92 Factory Installed AMS Cab Harness
X11 Cab Harness-to-Chassis Harness Connector
X90 GREENSTAR™ System Display Connector
X91 STARFIRE™ Receiver Connector
X92 GREENSTAR™ Mobile Processor Connector
X89 GREENSTAR™ / Tractor Cab Harness Connector
X94 GREENSTAR™ / Implement Ready Harness Connector
X901-1 ACU Connector (12-way)
X901-2 ACU Connector
X924 Diagnostic Connector (6-Pin Male)
X981-1 CCU/PCU Connector (30-Way)
→NOTE:
Designations in schematic apply to GREENSTAR ™ AutoTrac Assisted Steering System components and
should not be confused with tractor designations.
Reference 246C-15B-003, AutoTrac System Diagnostics

GREENSTAR ™ AutoTrac Assisted Steering System Problem
( 1 ) Steering Check
Action:
Does the vehicle steering work correctly, with AutoTrac off?
Result:
YES:GO TO 2
NO:See reference260-10-001 ,Steering System Operational Check
( 2 ) SSU Diagnostic Trouble Code Check
Action:
Check vehicle for applicable SSU trouble codes.
Are any displayed?
Result:
YES:SeeSection 211, SSU Code Diagnostics
NO:GO TO 3
( 3 ) GREENSTAR™ Display Screen Power Up Check
Action:
Install properly equipped KeyCard for GREENSTAR™ AutoTrac Assisted Steering System.
Key Switch in the RUN position.
Does the GREENSTAR™ Display screen light up?
→NOTE:
If more than one GREENSTAR™ Display is being used in system, check each display for power.
Result:
YES:GO TO 4
NO:See reference246C-15E-003 ,GREENSTAR™ Display Diagnostics
( 4 ) GREENSTAR™ Display Warning Messages Check
Action:
Key Switch in the OFF position.
Wait 10 seconds.
Are there any WARNING messages shown on GREENSTAR™ Display?
Result:
YES:See reference246C-10B-001 to access and view GREENSTAR™ Display Warning Messages.
NO:GO TO 5
( 5 ) GPS Receiver Check
Action:
Confirm the following:
GPS Receiver is a “Yellow” STARFIRE™ Receiver

Check for recommended STARFIRE™ Receiver location
Receiver is properly connected
Vehicle is not inside / near a building or a row of trees
Have above conditions been met?
Result:
YES:GO TO 6
NO:Install STARFIRE™ Receiver per equipment recommendations.GO TO 6
( 6 ) Multiple GREENSTAR™ Display Check
Action:
Is there more than one GREENSTAR™ Display being used on the vehicle?
Result:
YES:GO TO 7 and perform all commands onPrimary GREENSTAR™ Display
NO:GO TO 7
( 7 ) Devices on CAN Bus Check
Action:
Key Switch in the OFF position
Key Switch in the RUN position
Press INFO button on GREENSTAR™ Display
Press button next toGREENSTAR™ Display
Press button next toCAN Bus Analyzer
Observe addresses listed underSource ID
0xD2 Mobile Processor

0xFC KeyCard
0x1C STARFIRE™ Receiver
0x92 Terrain Compensation Module
0x2B Mobile Processor in Reprogramming Mode
0x80 GREENSTAR™ Display
0x81 Secondary GREENSTAR™ Display
Are any addresses listed?
Result:
YES:GO TO 8
NO:See reference246C-15J-003 ,8000 Series Field Installed AutoTrac CAN Bus Diagnostics
( 8 ) Mobile Processor CAN Bus Check
Action:
Turn Key Switch to OFF position.
Turn Key Switch to RUN position.
Press INFO button on Primary GREENSTAR Display
Press button next toGREENSTAR Display
The following addresses should be listed:
0xFC Key Card
Is address0xFC displayed and Message Count increasing?
→NOTE:
For the rest of the routine, if more than one GREENSTAR™ display is being used, do commands on the
Primary display.
Result:
YES:GO TO 9
NO:See reference246C-15F-003 ,Mobile Processor Diagnostics
( 9 ) STARFIRE™ Receiver CAN Bus Check
Action:
Turn Key Switch to OFF position
Turn Key Switch to RUN position
Press INFO button on Primary GREENSTAR™ Display
Is address0x1C displayed andMessage Count increasing?
Result:
YES:GO TO 10
NO:GO TO appropriate GPS Receiver diagnostic procedure in Section 246C, group 15 or section 246D, group 15
( 10 ) Current Software Check
Action:
Is AMS Winter 2004 or later software build installed?
Result:
YES:GO TO 11
NO:GO TO the STELLARSUPPORT ™ website at www.stellarsupport.com and obtain and load latest software.GO TO 11
( 11 ) 110 Fault Code Check
Action:
Wait 10 seconds
Is the following WARNING message being displayed on the GREENSTAR™ Display?
Fault Code 110
Wiring Problem with Harness
Result:
YES:GO TO 22
NO:GO TO 12
( 12 ) KeyCard Check
Action:
IsKeyCard shown on list?
Result:
YES:GO TO 13
NO:Load KeyCard, FIELD DOC ™ software onto Mobile Processor. Refer to AutoTrac operator′s manual for instructions.GO TO
12
( 13 ) AutoTrac Product Key Check
Action:
Press button next toKeyCard
Press button next toProduct Keys
IsAutoTrac shown on list?
Result:
YES:GO TO 14
NO:Install AutoTrac equipped KeyCard with properProduct Key GO TO 13
( 14 ) Parallel Track Check
Action:
Press SETUP button on designated Parallel GREENSTAR™ Display
Press button next toTracking
SelectSTRAIGHT TRACK mode in Parallel Tracking setup page
Establishtrack 0 . Refer to AutoTrac operator′s manual for instructions on establishing track
Operate vehicle using Parallel Tracking in GPS position modeSF2
Does Parallel Tracking work correctly?
→NOTE:
Parallel Tracking operation can run on Primary or Auxiliary GREENSTAR™ Display.
Result:
YES:GO TO 15
NO:See reference246C-15C-003 ,8000 Series Field Installed Parallel Tracking Diagnostics
( 15 ) Steer Off Icon Check
Action:
Does GREENSTAR™ Display showSteer OFF icon?
steer off icon
Result:
YES:GO TO 16
NO:Check CCD Status on GREENSTAR™ Display
( 16 ) Toggle Arrows Display Check
Action:
GPS mode on RUN page (Full Page), shows SF1 or SF2
Track 0 defined
On GREENSTAR™ Display did the toggle symbol appear next to Steer ON/OFF icon?
steer off toggle icon
Result:
YES:GO TO 17
NO:SSU operating conditions not met:The TCM and GSD messages have to be availableThe TCM must be ACTIVESF2
differential signal must be availableThe vehicle must be traveling in a FORWARD directionThe heading error sent from the GSD
must be valid data and < 45 degreesThe vehicle speed must be less than 20 kph but greater than 1.5 kphThe lateral error
must be less than 40% of the track spacingThe operator must be in the seatThe SSU can not actively be in a diagnostic mode
that controls the EH Valve
( 17 ) AutoTrac Icon Check
Action:
Turn on AutoTrac by pressing Steering OFF icon
Did icon change from “OFF” to “ON”?
Result:
YES:GO TO 18
( 18 ) AutoTrac Activate Check
Action:
Drive vehicle forward at 3.2 kph (2 mph) following a track
GPS Mode in SF2
Follow a track established in Parallel Tracking mode
PressAuto Resume switch on vehicle
Does the“A” appear on the vehicle icon?
Result:
YES:GO TO 19
NO:GO TO conditions to activate
( 19 ) AutoTrac Steering Check
Action:
Does vehicle attempt to follow track, but over steers or under steers?
Result:
YES:See reference246C-15R-003 ,8000 Series Field Installed AutoTrac Steering Response Diagnostics
NO:GO TO 20
( 20 ) AutoTrac Deactivation Check
Action:
Operator in seat
Drive vehicle forward at 3.2 kph (2 mph) following a track
AutoTrac activated
Does AutoTrac deactivate unexpectedly?
Result:
YES:Reasons for deactivation:On RUN page, 3D changes to 2D unexpectedly or disappearsSteering wheel turned at least10
degrees Operator out of seat for over 7 secondsSpeed < 1.5 kph (0.9 mph)Speed > 20 kph (12.4 mph) for over 2
secondsSteer On/Off button pressed on GREENSTAR™ DisplayOn RUN page, SF1 or SF2 disappears unexpectedly
NO:GO TO 21
( 21 ) Deactivation Check
Action:
Operator in seat
Drive vehicle forward at 3.2 kph (2 mph) following a track established in Parallel Tracking
AutoTrac activated following a track
Turn vehicle 45 degrees away from path or track
Does AutoTrac deactivate?
Result:
YES:DONE
NO:Diagnose problem with steering input deviceGOTO step 3 of213-60 ,AutoTrac Steering System Diagnosis .
Action:
Confirm the following connectors are connected:
X90 - GREENSTAR™ Display connector

X17 - STARFIRE™ Receiver connector
X92 - Mobile Processor connector
X33 - TCM connector
Result:
YES:GO TO 23
NO:Connect unmated connectorsGO TO 1
( 23 ) CAN Bus Voltage Check
Action:
Key Switch in RUN position
Press button next toDiagnostics
ObserveSelected Layer
DoesSelected Layer show2.5 ?
Result:
YES:GO TO 24
NO:AutoTrac will only function on 2.5 CAN Bus systemFix vehicle CAN - Must be 2.5
( 24 ) GREENSTAR™ Display Compatibility Check
Action:
Check 13 character Product Identification Number on bottom of GREENSTAR™ Display starting with PCGU0X xxxxxxx
Is the 6th character a 2 or 1?
→NOTE:
1=2.5V and 2=Dual CAN
Result:
YES:GO TO 25
NO:The GREENSTAR™ Display is not compatible for AutoTracUpdate GREENSTAR™ Display to Dual CAN or purchase Dual CAN
GREENSTAR™ DisplayGO TO 1
( 25 ) GREENSTAR™ Mobile Processor Compatibility Check
Action:
The GREENSTAR™ Mobile Processor is a piggy-back design mounted directly behind the GREENSTAR™ Display
Is the Mobile Processor a piggy-back design mounted behind the display?
Result:
YES:GO TO 28
NO:This Mobile Processor is not compatible for AutoTracPurchase Dual CAN piggy-back designed Mobile Processor for FIELD
DOC™GO TO 1
Section 246C - AG MANAGEMENT SOLUTIONS (AMS) — AUTOTRAC Group 15C: GREENSTAR™ Parallel Tracking Identification
( 26 ) Position Receiver Check
Action:
Observe Global Position Receiver
Is the GPS Receiver a yellow STARFIRE™ Receiver?
Result:
YES:GO TO 1
NO:The position receiver needs to be a STARFIRE™ Receiver.Obtain from your dealer a STARFIRE™ ReceiverGO TO 1
Section 246C - AG MANAGEMENT SOLUTIONS (AMS) — AUTOTRAC Group 15D: Parallel Tracking Diagnostics - 8000 Series Field Installed
Group 15C - GREENSTAR™ Parallel Tracking Identification

Reference 246C-15C-001, 8000 Series Field Installed
The following machines will use Parallel Tracking Diagnostics - 8000 Series Field Installed Group for diagnostics:
8100 with Field installed GREENSTAR ™ Harness

Group 15D - Parallel Tracking Diagnostics - 8000 Series Field Installed

Reference 246C-15D-001, Theory of Operation
The GREENSTAR ™ Parallel Tracking System is a tool used to provide the operator with a visual indicator (navigation bar) for
driving equally spaced parallel paths (straight or curved). For “Curved Track” a look ahead steering indicator (horizontal line
above the machine icon) alerts the operator of the direction and degree of an approaching curve. Also the Parallel Tracking
system′s “Row Finder” operating mode feature can be used to help the operator locate the next pass.
The system is made up of a GREENSTAR™ Display, STARFIRE ™ Receiver, Mobile Processor, Parallel Tracking KeyCard, optional
Terrain Compensation Module, and their respective connecting harnesses.
The GREENSTAR™ Parallel Tracking System is powered whenever the Key Switch is in the RUN position.
Additional features of the GREENSTAR™ Parallel Tracking System include the following:
Turning View: provides assistance when turning into a new track.
Marked Point: Allows storage of up to five locations and provides a guide to return to them.
Shift Track: Allows the operator to compensate for Global Positioning System drift.
Aerial View: An overhead view to provide a visual aid in curved track operation.
Each Parallel Track is established from the position of Track 0. Track 0 is the original path set between point A and point B
establish in “Straight Track Mode”. In “Curved Track” paths are established by driving the initial curved path and then following
the vertical (navigation bar) and the horizontal (steering indicator) for the next pass.
Reference 246C-15D-002, Schematics

Standalone Cab and Implement harness terminated by an ISO connector.
Standalone Cab and Implement harness terminated by an ISO connector.
LEGEND:
A1 Transient Voltage Protector
A2 GPS Receiver
A3 GREENSTAR ™ Mobile Processor
A4 GREENSTAR™ Display
A6 Radar
A7 Implement Switch
A95 ISO Implement Connector
F1 Fuse - Unswitched
F2 Fuse - Switched
G1 Battery
K1 Relay
K2 Relay
S1 Key Switch
W1 AMS Cab Harness
W2 AMS Implement Harness
W4 Convenience Outlet Harness
W5 Constant Power, Switched Power, and Ground Origin
W6 Cab Wiring Power Adapter Harness
W8 STARFIRE ™ Extension Harness
W9 Implement Switch Extension Harness
X31 Terminal Block
Standalone Cab and Implement harness terminated by a CAN terminator harness.
Standalone Cab and Implement harness terminated by a CAN terminator harness.
LEGEND:
A2 GPS Receiver
A6 Radar
A7 Implement Switch
F2 Fuse - Switched
G1 Battery
K1 Relay
K2 Relay
S1 Key Switch
W1 AMS Cab Harness
W8 STARFIRE™ Extension Harness
X31 Terminal Block
Standalone Cab harness terminated by a CAN terminator harness.
Standalone Cab harness terminated by a CAN terminator harness.
LEGEND:
A2 GPS Receiver
F2 Fuse - Switched
G1 Battery
K1 Relay
K2 Relay
S1 Key Switch
W1 AMS Cab Harness
X31 Terminal Block
Wiring harness, Position Receiver harness with Serial Port connection to Computer.
Wiring harness, Position Receiver harness with Serial Port connection to Computer.
LEGEND:
A2 GPS Receiver
A7 Implement Switch
A15 Serial Port Connection to Computer
G1 Battery
S1 Key Switch
W11 Wiring Harness Convenience Outlet
W20 Wiring Harness, Position Receiver
X31 Terminal Block
Reference 246C-15D-003, GREENSTAR ™ Parallel Tracking Diagnostics

GREENSTAR™ Parallel Tracking Problem
Action:
Confirm the following:
GPS Receiver is a "Yellow" STARFIRE ™ Receiver

Check for recommended STARFIRE™ Receiver location
Machine is not inside/near a building or row of trees
Have above conditions been met?
Result:
YES:GO TO(2)
NO:Install STARFIRE™ Receiver per equipment recommendations.GO TO(2)
( 2 ) GREENSTAR™ Display Screen Power Up Check
Action:
Install properly equipped KeyCard for GREENSTAR™ Parallel Tracking.
→NOTE:
If more than 1 GREENSTAR™ Display is being used in system, check each display for power.
Result:
YES:GO TO(3)
( 3 ) PC Card Warning Check
Action:
Are there any of the followingKeyCard orPC Data Storage Card WARNING errors displayed on the GREENSTAR™ Display?
ID 100 PC Card Warning -

ID 157 Invalid Key -
Result:
YES:See reference246C-15H-003 ,GREENSTAR™ KeyCard and PC Data Storage Card Diagnostics
NO:GO TO(4)
Action:
Is there more than 1 GREENSTAR™ Display being used on vehicle?
Result:
YES:Do all commands onPrimary GREENSTAR™ DisplayGO TO(5)
NO:GO TO(5)
( 5 ) Devices on CAN Bus Check
Action:

0xFC Key Card
Result:
YES:GO TO(6)
Action:
Turn Key Switch to Off position
0xFC Key Card
Is address0xFC displayed andMessage Count increasing ?
Result:
YES:GO TO(7)
NO:See reference246C-15F-003 ,Mobile Processor Diagnostics
( 7 ) STARFIRE™ Receiver CAN Bus Check
Action:
Is address0x1C displayed andMessage Count increasing ?
Result:
YES:GO TO(8)
NO:See appropriate GPS Receiver diagnostics in section 246C, group 15 or 246D, group 15 to diagnose a GPS receiver
problem.
( 8 ) Current Software Check
Action:
Is AMS winter 2004 or later software build installed?
Result:
YES:GO TO(9)
NO:GO TO STELLARSUPPORT ™ , obtain and load latest software.GO TO(9)
( 9 ) Mobile Process Software Check
Action:
Wait 10 seconds
IsKeyCard one of the entries?
Result:
YES:GO TO(10)
NO:Yield Mapping software loaded on Mobile Processor.Refer to Parallel Tracking Operator′s Manual and load KeyCard software
on Mobile Processor
( 10 ) Tracking on CAN Bus Check
Action:
Wait 10 seconds
IsTracking one of the entries?
Result:
YES:GO TO(12)
NO:GO TO(11)
( 11 ) Tracking KeyCard Product Key Check
Action:
IsParallel Tracking one of the entries?
Result:
YES:GO TO(8)
NO:Install Parallel Tracking equipped KeyCard with proper Product Key.GO TO(11)
( 12 ) GPS Warning Screen Checks
Action:
Wait 2 minutes
Do any of the following GPS WARNING Messages appear?
ID 301 STARFIRE™ Network Problem Please Stand by

ID 302 Receiver Not Receiving on Alternate Frequency
ID 303 GPS Corrections License has Expired
ID 304 Corrected GPS Position is not available
ID 305 GPS position is not available
ID 306 Updating STARFIRE™ GPS Software Please Stand by
ID 308 RTK Base Station has moved.
Result:
YES:See appropriate GPS Receiver Diagnostics in section 246C, group 15 or section 246D, group 15
NO:GO TO(13)
( 13 ) 110 Caution Message Check
Action:
Wait 10 seconds
Is Caution Message 110Check Wiring (CAN) displayed next to Section"G" of the GREENSTAR™ Display?
Result:
YES:GO TO(20)
NO:GO TO(14)
( 14 ) Straight Track Operating Mode Check
Action:
Press SETUP button on GREENSTAR™ Display
Press button next toTracking on GREENSTAR™ Display.
Press button next toTracking Mode: until the wordsSTRAIGHT TRACK is boxed.
→NOTE:
If more than one display is used, Parallel Tracking system can run on either thePrimary orAuxiliary
Display.
→NOTE:
UseSTRAIGHT TRACK mode for the rest of this diagnostic routine.
Result:
YES:GO TO(15)
( 15 ) Track Spacing Check
Action:
Press SETUP button on chosen Parallel Tracking GREENSTAR™ Display
Observe entryTrack Spacing
IsTrack Spacing value correct for the desired field task?
Result:
YES:GO TO(16)
NO:Enter correct value forTrack Spacing for task being performedGO TO(16)
( 16 ) Parallel Track Icon Check
Action:
Press SETUP button on GREENSTAR™ Display.
Press button next toTracking on GREENSTAR™ Display.
Go to Full Page view for Parallel Tracking by doing the following steps:
OnSETUP - Tracking - Page 2 select Tracking Display size 1, 2, or 3

Press RUN button on GREENSTAR™ Display
Press button next toFull Page
Is GREENSTAR™ Parallel Trackingicon displayed on the RUN page?
16
Result:
YES:GO TO(17)
NO:Call 1-888-GRNSTAR or enter a DTAC case
( 17 ) Position Mode Check
Action:
Wait 10 minutes.
Press button next toSTARFIRE™ Receiver
One of the followingPosition Mode entries will be displayed
2DSF1
3DSF1
2DxWAAS/2DxEGNOS
3DxWAAS/3DxEGNOS
2DSF2
3DSF2
NoNav
Do you have3DSF1, 3DSF2, or 3DxWAAS/3DxEGNOS Position Mode?
→NOTE:
For best accuracy, Parallel Tracking needs to be in3Dsf2 Position mode
→NOTE:
WAAS is a correction signal used in Region I .
→NOTE:
EGNOS is a correction signal used in Region II
Result:
YES:GO TO(18)
NO:See appropriate GPS Receiver Diagnostics in section 246C, group 15 or section 246D, group 15
( 18 ) Operational Tracking check
Action:
Establish Parallel Tracking track"0" by performing the following steps:
OnSETUP - Tracking - Page 1, Press button next toSave Current Location (point A), drive to point B across the field, and
Press button next toSave Current Location (Point B)
Press RUN button on GREENSTAR™ Display
Press button next toFull Page view
Does navigation bar appear in front of machine icon?
18
Result:
YES:GO TO(19)
NO:Go to Parallel Tracking operator′s manual for proper Setup and Operation
( 19 ) Parallel Tracking Functional Check
Action:
Drive machine following a track established in previous step
Is Navigation Bar stable?
Result:
YES:DONE
NO:Using SF1 or WAAS GPS modes are not as accurate as SF2 GPS mode.For rough terrain or hilly conditions, a Terrain
Compensation Module will help navigation.Call 1-888-GRNSTAR or access www.stellarsupport.com to purchase SF2 signal.In
Region II, call 800-JDGRNSTARIf problem persists: Call 1-888-GRNSTAR or enter a DTAC case
Action:
Confirm the following connectors are connected
X90 - GREENSTAR™ Display

X92 - Mobile Processor
X17 - STARFIRE™ GPS Position Receiver System
X33 - Terrain Compensation Module
Are all connectors properly mated, and pins are not backed out or damaged?
Result:
YES:GO TO(21)
NO:Connect unmated connectors and check for backed out or damaged pins.GO TO(1)
Action:
ObserveCAN Physical Layer
Isauto selected?
Result:
YES:GREENSTAR™Parallel Tracking can operate on a 2.5 or 4/5 CAN Bus system.Ensure both terminators are the same,
either both 2.5 or 4/5 terminators.GO TO(22)
NO:Press button next toCAN Physical Layer Press button next toAUTO Press button next toChange Layer Continue Press
RUN button on GREENSTAR™ DisplayGO TO(1)
Section 246C - AG MANAGEMENT SOLUTIONS (AMS) — AUTOTRAC Group 15E: GREENSTAR™ Display Diagnostics
Action:
Result:
YES:GO TO(23)
NO:This GREENSTAR™ Display is not compatible for Parallel Tracking.Update GREENSTAR™ display to Dual Can or purchase
Dual Can GREENSTAR™ DisplayGO TO(1)
( 23 ) GREENSTAR™ Mobile Processor Compatibility Check
Action:
The GREENSTAR™ Mobile Processor is a piggy-back design with the Mobile Processor mounted directly behind the
GREENSTAR™ Display
Result:
YES:GO TO(24)
NO:This Mobile Processor is not compatible for Parallel TrackingPurchase Dual Can piggy-back designed Mobile Processor for
Parallel TrackingGO TO(1)
( 24 ) STARFIRE™ Position Receiver Check
Action:
Observe Global Position Receiver
Is the Global Position Receiver a yellow STARFIRE™ Position?
Result:
YES:All components are compatibleGO TO(8)
NO:The Position Receiver needs to be a STARFIRE™ Position for Parallel Tracking operationGO TO(1)
Group 15E - GREENSTAR™ Display Diagnostics

Reference 246C-15E-001, Theory of Operation
The GREENSTAR ™ Display is on whenever the Key Switch is in the RUN position.
The GREENSTAR™ Display allows the operator to interface with the GREENSTAR™ systems.
The GREENSTAR™ Display allows the operator to view data, system diagnostics, and machine configuration. This information is
provided to the display via the CAN Bus.
The GREENSTAR™ system functions are set up using the input buttons of the Display
Reference 246C-15E-002, Electrical Schematic
LEGEND:
A2 GPS Receiver
A6 Radar
A7 Implement Switch
A8 CAN Bus Terminator
A11 CAN Bus
W1 AMS Cab Harness
Reference 246C-15E-003, GREENSTAR ™ Display Diagnostics

GREENSTAR™ Display Problem
Action:
Is there more than 1 GREENSTAR™ Display being used for GREENSTAR™ products?
Result:
YES:Disconnect “working” GREENSTAR™ Display.GO TO(2)
NO:GO TO(2)
( 2 ) Operational Check
Action:
Confirm that:
KeyCard
or
KeyCard andPC Data Storage Card is installed in GREENSTAR™ Mobile Processor for GREENSTAR™ product(s) being used.
With buttons shaded, is the keypad backlighting visible on the GREENSTAR™ Display?
Result:
YES:GO TO(3)
NO:GO TO(14)
( 3 ) Contrast Check
Action:
PressContrast button to adjust screen contrast.
→NOTE:
Contrast button is identified by a half darkened circle on top right of GREENSTAR™ Display above the A
button
Is the contrast adjustable?
Result:
YES:GO TO(4)
NO:Replace GREENSTAR™ Display (A1)GO TO(1)
( 4 ) Programming Mode Check
Action:
Is there aPROGRAMMING WARNING message being displayed on the GREENSTAR™ Display stating “DO NOT REMOVE
POWER ”?
Result:
YES:Wait for GREENSTAR™ Display to finish loading program.This software loading process could take three minutesGO
TO(16)
NO:GO TO(5)
( 5 ) Primary Display WARNING Message Check
Action:
Wait 30 seconds
Is this WARNING message being displayed?
ID 232 - CAN Bus Problem “No primary GREENSTAR™ Display detected. All systems require a primary display.”
Result:
YES:Press button next to statementMake this display primary GO TO(6)
NO:GO TO(6)
( 6 ) GREENSTAR™ Display Software Check
Action:
Press button next toDevices on CAN Bus
ViewGREENSTAR™ Display information
Is Software Version current for product requirements?
Result:
YES:GO TO(7)
NO:Go to the John Deere STELLARSUPPORT ™ site.www.stellarsupportDownloadcurrent GREENSTAR™ Display software to

KeyCard and install in Mobile Processor.AWarning message will appear stating that a software update needs to be
performed.You will be prompted to Update Software.SelectContinue GO TO(1)
( 7 ) Deere Logo Check
Action:
Did Deere Logo appear for approximately 2 seconds?
Result:
YES:GO TO(8)
( 8 ) Audible Sound Check
Action:
Key Switch to OFF position
Key Switch to RUN position
Was there an audible beep when the Deere Logo appeared?
Result:
YES:GO TO(9)
NO:Replace/RepairAudible Alarm on GREENSTAR™ DisplayGO TO(1)
( 9 ) Day/Night Backlighting Check
Action:
Key switch in the RUN position
SetBacklight choice toDAY
Press button next toDay backlight
Change Day backlighting by entering numeric values from 0 to 9.
SetBacklight choice toNIGHT
Press button next toNight backlight
Change backlighting by entering numeric values from 0 to 9.
IsDAY / NIGHT backlighting adjustable?
Result:
YES:GO TO(10)
( 10 ) Button Check
Action:
Attempt to use each of the Buttons in a Valid Function
Do all the Buttons work correctly?
Result:
YES:GO TO(11)
( 11 ) CAN Bus Analyzer Check
Action:
Key Switch to the OFF position

0xFC Key Card
Are any addresses listed and Message Count numbers increasing?
Result:
YES:DONE Connect working GREENSTAR™ Display back up, and refer to GREENSTAR™ product(s) operational manuals for
instructions on setting GREENSTAR™ Displays to Primary and Auxiliary mode.
NO:GO TO(12)
( 12 ) CAN Bus Lo Check
Action:
Disconnect the GREENSTAR™ Display connector X90
Measure the voltage between the GREENSTAR™ Display connector X90, harness end, cc# 905 (Pin B) and cc# 50 (Pin D)
Is it between 1.5VDC and 3.5VDC?
Result:
YES:GO TO(13)
( 13 ) CAN Bus Hi Check
Action:
Measure the voltage between the GREENSTAR™ Display connector X90 harness end, cc# 904 (Pin H) and cc# 50 (Pin D)
Is it between 1.5VDC and 3.5VDC? (2.5 CAN Bus)
Result:
YES:Replace GREENSTAR™ Display (A1)GO TO(1)
( 14 ) Electronic Power Check
Action:
Measure the voltage between GREENSTAR™ Display connector X90, harness end, cc# 922 (Pin G) and cc# 50 (Pin D)
Is it 12VDC?
Result:
YES:Replace the GREENSTAR™ Display (A1)GO TO(1)
NO:GO TO(15)
( 15 ) Return Path Check
Action:
Measure the voltage between GREENSTAR™ Display connector X90, harness end, cc# 922 (Pin G) and frame ground
Is it 12VDC?
Result:
YES:Refer to schematic and repair cc# 50GO TO(1)
NO:See reference246C-15N-003 ,8000 Series Field Installed AutoTrac Power Diagnostics

Section 246C - AG MANAGEMENT SOLUTIONS (AMS) — AUTOTRAC Group 15F: GREENSTAR™ Mobile Processor Diagnostics
Action:
Is the GREENSTAR™ Display still inPROGRAMMING Mode?
Result:
YES:Obtain current KeyCard software from John Deere Stellar site:www.stellarsupport.com.GO TO(17)
NO:DONE Connect working GREENSTAR™ Display back up, and refer to GREENSTAR™ product(s) operational manuals for
Action:
InsertKeyCard created in previous step into Mobile Processor.
Wait three minutes for GREENSTAR™ Display programming to complete.
IsPROGRAMMING WARNING message still being displayed?
Result:
YES:Further assistance is needed, enter a DTAC case to AMS for follow-up.
NO:DONE Connect working GREENSTAR™ Display back up, and refer to GREENSTAR™ product(s) operational manuals for
Group 15F - GREENSTAR™ Mobile Processor Diagnostics

Reference 246C-15F-001, Theory of Operation
The GREENSTAR ™ Mobile Processor is active whenever the Key Switch is in the RUN position.
The GREENSTAR™ Mobile Processor is the interface between the GREENSTAR™ system and the operator′s PC Data Storage
Card.
The GREENSTAR™ Mobile Processor can also be used to load programs to other GREENSTAR™ components.
The GREENSTAR™ Mobile Processor receives all information collected by the other GREENSTAR™ components. This information
is passed to the Mobile Processor via the CAN Bus.
The Mobile Processor uses this information to calculate the data. The data is sent to the GREENSTAR™ Display for viewing by
the operator and the data is also stored on a removable PC Data Storage Card.
Reference 246C-15F-002, Electrical Schematics
LEGEND:
A2 GPS Receiver

A11 CAN Bus
G1 Battery
S1 Key Switch
W1 AMS Cab Harness
Reference 246C-15F-003, GREENSTAR ™ Mobile Processor Diagnostics

GREENSTAR™ Mobile Processor Problem
( 1 ) GREENSTAR™ Display Power-Up Check
Action:
Confirm thatKeyCard and/orPC Data Storage Card installed for the following GREENSTAR™ products:
PC Data Storage Card :
Combine Yield Mapping
or
KeyCard :

GREENSTAR™ AutoTrac Assisted Steering
or
KeyCard andPC Data Storage Card :
FIELD DOC ™ Data Collection and/or Parallel Tracking and/or AutoTrac.

GREENSTAR™ Combine Yield Mapping with Parallel Tracking
HARVEST DOC ™ and/or Parallel Tracking and/or AutoTrac
Wait 10 seconds.
Are properPC Data Storage Card and/orKeyCard installed in Mobile Processor for GREENSTAR™ product requirements?
Result:
YES:GO TO(2)
NO:Obtain proper KeyCard and PC Data Storage Card from your Dealer for GREENSTAR™ product requirements.GO TO(2)
Action:
Turn key switch in the RUN position.
Observe GREENSTAR™ Display
IsSELECT PROGRAM Displayed?
Result:
YES:Power has been interrupted, when loading software to Mobile Processor.Load correct GREENSTAR™ software for desired
product by pressing button next to correct software.Refer to GREENSTAR™ Parallel Tracking or FIELD DOC™ Operator′s manual
for choosing correct software, orGo To www.Stellarsupport.com for help on choosing correct software for desired AMS
Product(s)GO TO(1)
NO:GO TO(3)
( 3 ) KeyCard and PC Data Storage Card WARNING Checks
Action:
Wait 10 seconds
Are there any of the following WARNING codes displayed on the GREENSTAR™ Display?
ID 100 PC Card Warning

ID 157 Invalid Key
Result:
NO:GO TO(4)
( 4 ) Mobile Processor Voltage Warning Screen Check
Action:
Wait ten seconds
Do any of the following Warning Screens appear on the GREENSTAR™ Display relating to voltage problems on the Mobile
Processor?
ID 280 Low Voltage Warning - Switched

ID 281 Low Voltage Warning - Unswitched
ID 282 Low Voltage Warning - Mobile Processor Internal Battery switch has failed
Result:
YES:ID 280 Switched voltage is lowGO TO(7) ID 281 Unswitched voltage is lowGO TO(9) ID 282 Mobile Processor Internal
Battery switch has failedReplace Mobile Processor (A3)GO TO(1)
NO:GO TO(5)
( 5 ) Mobile Processor CAN Communications Check
Action:
Key switch in the OFF position.
Key switch in the RUN position.
Press INFO button on the GREENSTAR™ Display
IsReprogram displayed?
Result:
YES:Yield Mapping software is loaded on Mobile ProcessorObtain from your dealer equipped KeyCard to load desired
GREENSTAR™ product.When proper KeyCard is obtained, insert KeyCard into Mobile Processor and aWARNING message will
appear asking operator to update GREENSTAR™ components.Press button next toContinue to load software.GO TO(6)
NO:GO TO(6)
( 6 ) Desired GREENSTAR™ Product Check
Action:
IsKeyCard displayed?
→NOTE:
For AMS product to be usable, Product Key for desired AMS product(s) also needs to be on KeyCard
Result:
YES:DONE No problem with GREENSTAR™ Mobile Processor.Return to GREENSTAR™ product and verify operation.
NO:GO TO(7)
( 7 ) Electronics Power Check
Action:
Disconnect the GREENSTAR™ Mobile Processor connector X92
Key Switch in the RUN Position
Measure the voltage between the GREENSTAR™ Mobile Processor connector X92, harness end, cc# 922 (Pin J) and cc# 50 (Pin
C)
Is it 12VDC?
Result:
YES:GO TO(9)
NO:GO TO(8)
Action:
Measure the voltage between the GREENSTAR™ Mobile Processor connector X92, harness end, cc#922 (Pin J) and frame
ground
Is it 12VDC?
Result:
YES:Refer to the schematic and repair cc# 50GO TO(1)
Section 246C - AG MANAGEMENT SOLUTIONS (AMS) — AUTOTRAC Group 15G: STARFIRE™ Receiver Diagnostics
( 9 ) Unswitched Electronic Power Check
Action:
Key Switch in the RUN Position
Measure the voltage between the GREENSTAR™ Mobile Processor connector X92, harness end, cc# 992 (Pin K) and cc# 50 (Pin
C)
Is it 12VDC?
Result:
YES:GO TO(10)
( 10 ) CAN Lo Check
Action:
Measure the voltage between the GREENSTAR™ Mobile Processor connector X92, harness end, cc#905 (Pin D) and cc# 50 (Pin
C)
Result:
YES:GO TO(11)
( 11 ) CAN Hi Check
Action:
Measure the voltage between the GREENSTAR™ Mobile Processor connector X92, harness end, cc# 904 (Pin H) and cc# 50 (Pin
C)
Is it between 1.5 VDC and 3.5VDC?
Result:
YES:Replace Mobile Processor (A3)GO TO(1)
Group 15G - STARFIRE™ Receiver Diagnostics

Reference 246C-15G-001, Theory of Operation
The STARFIRE ™ Receiver is active whenever the Key Switch is in the RUN position. Trickle power is provided continuously for
internal memory retention.
The STARFIRE™ Receiver will continue to navigate after the Key Switch is turned OFF for a period of 3 hours depending on
operator settings as long as it can maintain a lock on a minimum of 4 GPS satellites
The STARFIRE™ Receiver provides Global Position System (GPS) data and Differential Correction for the GREENSTAR ™
Systems.
GPS uses signals from satellites to establish a position. These signals will have some error or timing delay depending on the
atmosphere and interference between the satellites and the STARFIRE™ Receiver. It is the combination of these errors that
cause GPS position inaccuracies.
With the STARFIRE™ SF1 and SF2 DGPS (differential global position system) signals, a network of fixed, land based reference
sites are distributed around the world. Each site sends correction information for satellites to two processing hubs located in
Moline, IL and Torrance, CA. The processing hubs combine the GPS location information from all of the sites and generate a
single set of wide-area GPS corrections. The corrections are uplinked to a satellite where they are distributed to STARFIRE™
receivers. The STARFIRE™ receiver applies these corrections to its own calculated position. These corrections are what provide
accuracy of the SF1 and SF2 signals.
The Terrain Compensation Module is a navigational aid used with the STARFIRE™ position receiver to enhance vehicle position
and course parameters that GPS provides. The TCM corrects for vehicle dynamics such as roll on side-slopes and rough terrain.
The TCM is mounted to the STARFIRE™ receiver and connects between the STARFIRE™ receiver and the rest of the
GREENSTAR™ components.
Reference 246C-15G-002, Electrical Schematic
LEGEND:
A2 GPS Receiver
Reference 246C-15G-003, Type A STARFIRE ™ Receiver Diagnostics

STARFIRE ™ Position Receiver Problem
( 1 ) Position of STARFIRE™ Receiver Check
Action:
Drive machine away from buildings and trees
Observe the STARFIRE™ GPS Receiver with Terrain Compensation Module and confirm the following:
Receiver is properly mounted on machine.

Receiver dome is pointed upwards
Is STARFIRE™ Receiver properly mounted?
Result:
YES:GO TO(2)
NO:Remount STARFIRE™ ReceiverGO TO(2)
Action:
or
KeyCard :

or
FIELD DOC™ Data Collection and/or Parallel Tracking and/or AutoTrac.

Wait 10 seconds.
→NOTE:
If multiple GREENSTAR™ Displays are being used, check each one for power.
Result:
YES:GO TO(3)
( 3 ) STARFIRE™ Receiver Access Check
Action:
IsSTARFIRE™ Receiver an entry on Page 1 or Page 2?
→NOTE:
If more than 1 display is being used, do commands onPrimary GREENSTAR™ Display,
Result:
YES:GO TO(6)
NO:GO TO(4)
Action:
IsPosition Receiver an entry on Page 1 or Page 2?
Result:
YES:Replace STARFIRE™ Receiver (A2)GO TO(1)
NO:GO TO(5)
Action:

0xFC Key Card

Result:
YES:GO TO(23)
( 6 ) GPS WARNING Messages Check
Action:
Wait 2 minutes
Do any of the following GPS Error Codes appear?
ID 301 - STARFIRE™ Network Problem

ID 302 - Receiver Not Receiving on Alternate Frequency
ID 303 - GPS Correction License has Expired
ID 304 - Corrected GPS Position is not Available
ID 305 - GPS position is not available ID
ID 306 - Updating GPS Software
Result:
YES:ID 301- STARFIRE™ Network Problem Please stand by.The Network is not operating properly - There is nothing you can do
to correct problem. Logon to www.starfirenetwork.com and verify that the Network is not operating properlyGO TO(7)
YES:ID 302 - Receiver Not Receiving on Alternate FrequencyPress button next to "Switch to Default Frequency"GO TO(7)
YES:ID 303 - GPS Corrections License has ExpiredGO TO(14)
YES:ID 304 - Corrected GPS Position is not AvailableGO TO(17)
YES:ID 305 - GPS position is not available. An obstruction may be preventing receiver from properly accessing GPS signal.GO
TO(1)
YES:ID 306 - Updating STARFIRE™ GPS Software Please stand byWait until software has been loaded onto GPS engine
ModuleGO TO(7)
NO:GO TO(7)
( 7 ) STARFIRE™ Software Version Check
Action:
Press PAGE button to locateSoftware Version
Result:
YES:GO TO(8)
NO:Logon to www.stellarsupport.com to download current STARFIRE™ software version on KeyCardInsert KeyCard into Mobile
Processor and system will issue aWARNING message stating new software found.Press button next toContinue and software
version downloaded onto KeyCard will be loaded onto STARFIRE™ ReceiverRefer to product specific operator manuals for
instructions on loading software to GREENSTAR™ Components.
Action:
Disconnect any 2 way radio on machine
Press button next toSTARFIRE™ Receiver on Page 1 or Page 2
ObservePosition Mode on GREENSTAR™ Display
DoesPosition Mode displayNo Nav ?
→NOTE:
It could take a maximum of 10 minutes to acquire GPS and Correction Signal. Typically full navigation is
achieved in 5 minutes.
Result:
YES:GO TO(32)
NO:GO TO(9)
( 9 ) GPS Position Mode Check
Action:
Disconnect any 2 way radio on machine.
LocatePosition Mode status and verify the GPS status.
Does thePosition Mode status display one of the following?
3D
3D+
→NOTE:
2-way radios can cause GPS interference. Disconnect two-way radio and check GPS Position Mode again.
Relocating 2-way radio antennas on vehicle could be a solution.
Result:
YES:GO TO(11)
NO:GO TO(10)
( 10 ) Satellites above Elevation Mask Check
Action:
Press INFO Button on GREENSTAR™ Display
Press PAGE button to locateSatellites above elev mask
Is there 5 or moresatellites above elev mask ?
Result:
YES:GO TO(32)
NO:Verify STARFIRE™ Receiver has clear view of skyWait until satellites above elevation mask is 5 or greaterGO TO(9)
( 11 ) License Level Check
Action:
Press button next toSTARFIRE™ Receiver on Page 1 or Page 2.
Press PAGE button to locateLicense Level on GREENSTAR™ Display
Observe the following possibleLicense Level entries on the GREENSTAR™ Display
SF1
SF2
NONE
IsLicense Level SF1 orSF2 ?
Result:
YES:GO TO(12)
NO:IfLicense Level isNONE GO TO(20)
( 12 ) Differential Position Mode Check
Action:
Press INFO button on GREENSTAR™ Display.
Press button next to STARFIRE™ Receiver on Page 1 or Page 2.
Observe Differential part ofPosition Mode :
DoesPosition Mode include one of the following John Deere Differential Correction Signal Modes?
SF1
SF2
Result:
YES:GO TO(13)
NO:GO TO(14)
( 13 ) Accuracy Problem Check
Action:
Is the customer having accuracy problems?
Result:
YES:Call 1-888-GRNSTAR or enter a DTAC case.
NO:DONE Return to GREENSTAR™ product and verify operation
( 14 ) Days Left Check
Action:
Press PAGE button to locateLicense Left
ObserveLicense Left:
Is the number of days greater than 0?
Result:
YES:GO TO(15)
NO:Differential Correction License has expired.Purchase STARFIRE™ 1 or STARFIRE™ 2 Differential Subscription License by
calling 1-888-GRNSTAR or go to the John Deere STELLARSUPPORT ™ site:www.stellarsupport to purchase correct license.Return
to GREENSTAR™ products and verify correct operationGO TO(12)
( 15 ) Default Channel Check
Action:
ObserveCorrections Frequency entry.
Is the wordDefault boxed?
Result:
YES:GO TO(16)
NO:Press button next toCorrections Frequency until the wordDefault is boxedReturn to GREENSTAR™ application and verify
correct operationGO TO(12)
( 16 ) STARFIRE™ GPS Correction Check
Action:
ObserveSTARFIRE™ Corrections
Is the wordON boxed?
Result:
YES:GO TO(17)
NO:Press button next toSTARFIRE™ Corrections untilON is boxed, to use John Deere Network CorrectionsGO TO(12)
( 17 ) Lock Status Check
Action:
Press PAGE Button to locateLock Status
ObserveLock Status
IsLocked displayed?
Result:
YES:GO TO(19)
NO:There may be a STARFIRE™ Network problem external to the vehicle.To verify: Go towww.starfirenetwork.com If there
is a Network problem, wait several hours and try againGO TO(18)
Action:
ObserveLock Status
IsLocked displayed?
Result:
YES:GO TO(19)
NO:GO TO(32)
( 19 ) Packets Check
Action:
Press PAGE Button to locateGood Packets
ObserveGood Packets
Is the number ofGood Packets increasing?
Result:
YES:GO TO(12)
NO:There may be a STARFIRE™ Network problem external to the machine.To verify: Go towww.starfirenetwork.com If there
is a Network problem, wait several hours and try againCall 888-GRNSTAR or enter a DTAC case.
( 20 ) WAAS/EGNOS or No Differential License Check
Action:
This STARFIRE™ Receiver is not licensed to receive corrections from the STARFIRE™ Network.
Is WAAS/EGNOS differential correction acceptable for GREENSTAR™ product(s) being used?
→NOTE:
WAAS signal only available in North America
→NOTE:
EGNOS signal only available in Region II
Result:
YES:GO TO(21)
NO:Purchase STARFIRE™ 1 or STARFIRE™ 2 Differential Subscription License by calling 1-888-GRNSTAR or go to John Deere
Stellar support site:www.stellarsuppport.com to purchase desired license.In Region II, call 1-800-JDGRNSTAR.Refer to product
operator′s manual for instructions on renewing STARFIRE™ Receiver licenseReturn to GREENSTAR™ products and verify correct
operation
( 21 ) WAAS/EGNOS Mode Check
Action:
Press button next toSTARFIRE™ Receiver on Page 1, or Page 2
Is one of the followingPosition Mode′s displayed?
XWAAS/XEGNOS
WAAS/EGNOS
Result:
YES:GO TO(13)
NO:GO TO(22)
( 22 ) WAAS/EGNOS Activation Check
Action:
ObserveWAAS/EGNOS Corrections
Result:
YES:WAAS/EGNOS signal is currently unavailable.Purchase STARFIRE™ 1 or STARFIRE™ 2 Differential Subscription License by

going to the John Deere Stellar support site:www.stellarsupport to purchase desired license or wait until WAAS/EGNOS signal is
available.Return to GREENSTAR™ products and verify correct operation
NO:Enable WAAS/EGNOS by pressing button next toWAAS/EGNOS Corrections until the wordON is boxed.GO TO(21)
Action:
Disconnect STARFIRE™ Receiver connector X91
Measure the voltage between STARFIRE™ Receiver connector X91, Harness end, Pin 6 and Pin 7.
Is it 12VDC?
Result:
YES:GO TO(25)
NO:GO TO(24)
Action:
Measure the voltage between STARFIRE™ Receiver connector X91, Harness end, Pin 6 and frame ground
Is it 12VDC?
Result:
YES:Refer to Schematic and repair ground wire associated with Pin 7GO TO(1)
( 25 ) CAN Lo Check
Action:
Result:
YES:GO TO(26)
( 26 ) CAN Hi Check
Action:
Result:
YES:GO TO(27)
Action:
Is it 12VDC?
Result:
YES:GO TO(28)
Action:
Disconnect STARFIRE™ Receiver extension harness connector X17
Measure the voltage between STARFIRE™ Receiver extension harness connector X17, Harness end, cc# 21 (Pin F) and cc# 20
(Pin E)
Is it 12VDC?
Result:
YES:GO TO(29)
NO:Refer to schematic and repair Receiver Extension Harness cc# 21 and/or cc# 20GO TO(1)
( 29 ) CAN Lo Check
Action:
Measure the voltage between STARFIRE™ Receiver extension harness connector X17, Harness end, cc# 964 (Pin K) and cc# 20
(Pin E)
Is it between 1.5VDC and 3.5VDC
Result:
YES:GO TO(30)
NO:Refer to schematic and repair Receiver Extension Harness cc# 964GO TO(1)
( 30 ) CAN Hi Check
Action:
Measure the voltage between STARFIRE™ Receiver extension harness connector X17, Harness end, cc# 965 (Pin A) and cc# 20
(Pin E)
Result:
YES:GO TO(31)
( 31 ) Unswitched Electronics Power Check
Section 246C - AG MANAGEMENT SOLUTIONS (AMS) — AUTOTRAC Group 15H: GREENSTAR™ KeyCard Diagnostics
Action:
Measure the voltage between STARFIRE™ Receiver extension harness connector X17, Harness end, cc# 22 (Pin B) and cc# 20
(Pin E)
Is it 12VDC?
Result:
( 32 ) Check Connections / Reprogram / Replace Receiver
Action:
Check GPS connectors for corroded, bent, or damaged pins.
Reprogram STARFIRE™ Receiver with current software found at the John Deere internet site: www.stellarsupport.com
ObservePosition Mode on GREENSTAR™ Display.
Does thePosition Mode display one of the following statuses?
2Dsf1
3Dsf1
2Dsf2
3Dsf2
Result:
YES:GO TO(13)
NO:Replace STARFIRE™ Receiver (A2)GO TO(1)
Group 15H - GREENSTAR™ KeyCard Diagnostics

Reference 246C-15H-001, Theory of Operation
Software is loaded onto the GREENSTAR ™ KeyCard according to the application that the customer purchases. The KeyCard is
then inserted into the Mobile Processor and then depending on what application the operator wants to use the Mobile Processor
and GREENSTAR™ display are programmed to that application. Once the user has the KeyCard installed and the components
programmed to the specific application then the user will be prompted if any components need to be updated to newer
software versions that are on the KeyCard. Those components will then be programmed with the newer software version if the
user so chooses
The KeyCard allows AMS to utilize the distribution of new products with no piracy. We also have the capability to transfer
products and application/operations from machine to machine by reprogramming the components. The KeyCard also allows us
to differentiate between products and ensures that all components have the latest software versions as long as users update
KeyCard software whenever AMS distributes new software versions via www.StellarSupport.com
The PC Data Storage Card is the link between the JDOFFICE ™ software on the computer and the Mobile Processor in the
vehicle while using the GREENSTAR™ product FIELD DOC ™
JDOffice™ Setup Data is saved to the PC Data Storage Card and then transferred to the Mobile Processor on the vehicle. Data is
written to the PC Data Storage Card reflecting the task(s) that were performed in the field. The PC Data Storage Card is then
taken to the JDOFFICE™ computer and unloaded for customer analysis.
Reference 246C-15H-002, Schematics
LEGEND:
A2 GPS Receiver

A11 CAN Bus
G1 Battery
S1 Key Switch
W1 AMS Cab Harness
Reference 246C-15H-003, GREENSTAR ™ KeyCard and PC Data Storage

Card Diagnostics
KeyCard and PC Data Storage Card Problem
( 1 ) KeyCard Insertion Check
Action:
Confirm that:
KeyCard installed for “Parallel Tracking”
or
KeyCard andPC Data Storage Card installed for “Parallel Tracking” and “ FIELD DOC ™ ”
Ejector button on Mobile Processor will pop up and a slight click will be heard when cards are inserted correctly.
Is theKeyCard andPC Data Storage Card inserted properly in Mobile Processor?
Result:
YES:GO TO(2)
NO:Check physical condition of KeyCard and PC Data Storage Card.Check GREENSTAR™ Mobile Processor for damaged
pins.Replace/Repair as required.
( 2 ) KeyCard and PC Data Storage Card WARNING Checks
Action:
Wait 10 seconds
Are there any of the following WARNING codes displayed on the GREENSTAR™ Display?

ID 157 Invalid Key -
Result:
YES:ID 100 Indicates a problem with the KeyCard or PC Data Storage CardGO TO(3)
YES:ID 150 Indicates the Data Card has been removedGO TO(4)
YES:ID 151 Indicates No Setup Data on PC Data Storage CardGO TO(5)
YES:ID 155 Indicates KeyCard has been removedGO TO(6)
YES:ID 156 Indicates No KeyCard Data on PC KeyCardGO TO(7)
YES:ID 157 Indicates Invalid Key - Field Mapping DisabledGO TO(8)
YES:ID 158 More than one keycard has been detected. Please remove one of the cards.GO TO(9)
NO:DONE
( 3 ) ID 100 PC Card Warning Check
Action:
An ID 100 PC Card Warning indicates a problem with the KeyCard or PC Data Storage Card.
Run ScanDisk to fix the errors on the card, and re-insert the card. If the PC Date Storage Card is bad, take card to JDOFFICE ™
computer and doFILE - SAVE to PC Card. (Refer to JDOffice™ operator′s manual for instructions)
Result:
YES:GO TO(2)
Action:
AnID 150 PC Card Warning indicates that the PC Data Storage Card has been removed.
Verify that you have a PC Data Storage Card and insert /re-insert the card
Result:
YES:GO TO(2)
Action:
AnID 151 PC Card Warning indicates that no Setup data is on PC Data Storage Card.
Take PC Data Storage Card to JDOffice™ computer and do aFILE - SAVE to PC Card (Refer to JDOffice™ operator′s manual for
instruction)
Result:
YES:GO TO(2)
Action:
AnID 155 PC Card Warning indicates that the KeyCard is missing or has been removed.
Verify that you have a FIELD DOC ™ or Parallel Tracking KeyCard and Insert/Re-insert the card.
Result:
YES:GO TO(2)
Action:
AnID 156 PC Card - Warning No KeyCard Data on PC card indicates that the card is missing data or cannot be recognized as a
KeyCard.
Insert a KeyCard along with PC Data Storage Card (if FIELD DOC™) into Mobile Processor.
Section 246C - AG MANAGEMENT SOLUTIONS (AMS) — AUTOTRAC Group 15I: AutoTrac CAN Bus Identification
Result:
YES:GO TO(2)
( 8 ) ID 157 Invalid Key
Action:
An ID 157 Invalid Key - Warning FIELD DOC™ Disabled The KeyCard doesn′t have the correct key for the FIELD DOC™
application.
Press INFO on GREENSTAR™ Display.
Press button next toKeyCard .
FIELD DOC™ andParallel Tracking should be one of the entries or the customer does not have proper KeyCard.
InsertKeyCard with proper Key in Mobile Processor.
Result:
YES:GO TO(2)
Action:
An ID 158 PC Card Warning indicates more than one KeyCard has been detected. Please remove one of the cards.
There are two KeyCards in Mobile Processor. Remove one of the KeyCards
→NOTE:
For FIELD DOC™ one KeyCard and one PC Data Storage Card is required
Result:
YES:GO TO(2)
Section 246C - AG MANAGEMENT SOLUTIONS (AMS) — AUTOTRAC Group 15J: AutoTrac CAN Bus Diagnostics - 8000 Series Field Installed
Group 15I - AutoTrac CAN Bus Identification

Reference 246C-15I-001, 8000 Series Field Installed
The following machines will use GREENSTAR ™ AutoTrac Assisted Steering System CAN Bus Diagnostics - 8000 Series
Field Installed Group for diagnostics:

Group 15J - AutoTrac CAN Bus Diagnostics - 8000 Series Field Installed
Reference 246C-15J-001, Theory of Operation
The operator has no control of the CAN Bus. It operates automatically when the Key Switch is in the RUN or START position.
The CAN Bus is a network for sending messages between control units on the vehicle. These messages can be commands,
requests, broadcast information, responses, acknowledgments, and group functions
It is a linear network and control units are connected along its length. There is a terminator at each end of the CAN Bus.
The CAN Bus uses digital messages to transfer information from control unit to control unit. A message is sent by one control
unit and is addressed to another control unit or is addressed to all control units. The receiving control unit uses the information
in the message to monitor or control the vehicle.
Each control unit on the CAN Bus can send and receive messages.
Reference 246C-15J-002, Schematics
Field Installed System on 8000 Series Tractors
LEGEND:
A901 ACU
A980 SSU
A981 CCU
F3 10A Fuse
F8 10A Fuse
F13 10A Fuse
F16 30A Fuse
F17 10A Fuse
F38 10A Fuse
G1 Batteries
K15 Relay
K29 Relay
S930 Seat Switch
W3 Chassis Harness
W14 ACU Harness
→NOTE:
Reference 246C-15J-003, AutoTrac CAN Bus Diagnostics

CAN Bus Problem
( 1 ) GREENSTAR ™ Display Check
Action:
Is GREENSTAR™ Display screen visible?
Result:
YES:GO TO(2)
( 2 ) Implement CAN Check
Action:
Is there a CAN Implement attached at the ISO Implement Data Connector?
Result:
YES:GO TO(3)
NO:GO TO(4)
( 3 ) Disconnect Implement Check
Action:
Disconnect the CAN Implement attached at the ISO Implement Connector (A95) on rear of tractor.
Perform a RUN Page Layout
Press SETUP on GREENSTAR™ Display
Press button next toRUN Page Layout
Press button next toStandard Layout
Press RUN button when Standard Layout complete
Do AMS product(s) work?
Result:
YES:GO TOReference 245-05-006 - CAN Network Diagnosis
NO:GO TO(4)
( 4 ) Component Network Check
Action:
Are the only CAN components on the CAN Bus the GREENSTAR™ Display, Mobile Processor and GPS receiver?
Result:
YES:GO TO(6)
NO:GO TO(5)
( 5 ) Disconnect Implement Check
Action:
Disconnect other CAN components from network
Perform a RUN Page Layout
Press SETUP on GREENSTAR™ Display
Press button next toRUN Page Layout
Press button next toStandard Layout
Press RUN button when Standard Layout complete
Do AMS product(s) work?
Result:
YES:GO TOReference 245-05-006 - CAN Network Diagnosis
NO:GO TO(6)
Action:

0xFC KeyCard
0x1C STARFIRE ™ Receiver
Result:
YES:GO TO(7)
NO:GO TO(13)
( 7 ) Mobile Processor CAN Check
Action:
Possible Address entries listed below:

0xFC KeyCard
Is address0xD2 (Mobile Processor) or0xFC (KeyCard) listed andMessage Count number increasing?
Result:
YES:GO TO(8)
NO:GO TO(11)
( 8 ) GPS Receiver CAN Check
Action:
Possible Address entries listed below:

0xFC KeyCard
Is address0x1C (GPS Receiver) listed andMessage Count number increasing?
Result:
YES:DONE
NO:GO TO(9)
( 9 ) GPS Position Receiver CAN Hi Check
Action:
Disconnect STARFIRE™ Receiver extension harness connector X91.
Measure voltage between STARFIRE™ Receiver connector X91, harness end, cc# 904 (Pin 4) and frame ground.
Is it between 1.5 and 3.5VDC?
Result:
YES:GO TO(10)
NO:Refer to schematic and Repair cc# 904GO TO(6)
( 10 ) STARFIRE™ Receiver CAN Lo Check
Action:
Measure voltage between STARFIRE™ Receiver connector X91, harness end, cc# 905 (Pin 9) and frame ground.
Result:
YES:See reference246C-15G-003 ,STARFIRE™ Receiver Diagnostics
NO:Refer to schematic and Repair cc# 905GO TO(6)
( 11 ) Mobile Processor CAN Hi Check
Action:
Disconnect GREENSTAR™ Mobile Processor connector X92.
Measure voltage between GREENSTAR™ Mobile Processor connector X92, harness end, cc# 904 (Pin H) and frame ground.
Result:
YES:GO TO(12)
( 12 ) Mobile Processor CAN Lo Check
Action:
Disconnect GREENSTAR™ Mobile Processor connector X92.
Measure voltage between GREENSTAR™ Mobile Processor connector X92, harness end, cc# 905 (Pin D) and frame ground.

Result:
YES:See reference246C-15G-003 ,STARFIRE™ Receiver Diagnostics
( 13 ) Passive Terminator CAN Ground Check
Action:
Disconnect Passive CAN Bus Terminator connector X93
Measure resistance between Passive CAN Bus Terminator connector X93, harness end, cc# 40 (Black) and frame ground.
Is it less than 10 ohms?
Result:
YES:GO TO(14)
NO:GO TO(23)
( 14 ) Passive Terminator CAN Power Check
Action:
Measure the voltage between Passive CAN Bus Terminator harness end connector X93, cc# 52 (Red) and frame ground.
Is it 12VDC?
Result:
YES:GO TO(15)
NO:GO TO(21)
( 15 ) CAN Hi Voltage Check
Action:
Measure the voltage between Passive CAN Bus Terminator harness end, connector X93, cc# 904 (Yellow) and frame ground.
Result:
YES:GO TO(16)
NO:GO TO(20)
( 16 ) CAN Lo Voltage Check
Action:
Measure voltage between Passive CAN Bus Terminator connector X93, harness end, cc# 905 (Green) and frame ground.
Result:
YES:GO TO(17)
NO:GO TO(19)
( 17 ) GREENSTAR™ Display CAN Hi Check
Action:
Disconnect GREENSTAR™ Display connector X90
Measure voltage between GREENSTAR™ Display connector X90, harness end, cc# 904 (Pin H) and frame ground.
Result:
YES:GO TO(18)
NO:Refer to schematic and repair cc #904GO TO(6)
( 18 ) GREENSTAR™ Display CAN Lo Check
Action:
Measure voltage between GREENSTAR™ Display connector X90, harness end, cc# 905 (Pin B) and frame ground.
Result:
YES:See reference246C-15E-003 ,GREENSTAR™ Display Diagnostics
( 19 ) CAN Bus Diagnostic Check
Action:
Key Switch in the ON Position
Measure voltage between ISO Implement Connector or Active CAN Bus Terminator connector X18, cc# 905 and frame ground.
Result:
YES:Refer to Schematic and Repair cc# 905GO TO(6)
NO:Replace ISO Implement Connector or Active CAN Bus TerminatorGO TO(6)
Action:
Disconnect AMS Implement Harness Connector or Active CAN Bus Terminator connector X18
Measure voltage between ISO Implement Connector, connector or Active CAN Bus Terminator connector X18, cc# 904 and
frame ground.
Result:
YES:Refer to Schematic and Repair cc# 904GO TO(6)
( 21 ) CAN Power Check
Action:
Measure voltage between AMS Implement Harness Connector X24 or Active CAN Bus Terminator connector X18, cc# 52 and
frame ground.
Is it 12VDC?
Result:
YES:Refer to the schematic and repair cc# 52GO TO(6)
NO:GO TO(22)
( 22 ) CAN Power Check
Action:
Measure voltage between AMS Implement Harness Connector X24 or Active CAN Bus Terminator connector X18, cc# 922 and
frame ground.
Is it 12VDC?
Result:
YES:Replace ISO Implement Connector or Active CAN Bus TerminatorGO TO(6)
NO:GO TO15S - AutoTrac Power Diagnostics
Action:
Disconnect AMS Implement Harness Connector X24 or Active CAN Bus Terminator connector X18
Measure resistance between AMS Implement Harness connector X24 or Active CAN Bus Terminator connector X18, harness
end, cc# 50 and frame ground.
Section 246C - AG MANAGEMENT SOLUTIONS (AMS) — AUTOTRAC Group 15K: AutoTrac CCD Bus Identification
Result:
YES:GO TO(24)
Action:
Measure resistance between AMS Implement connector or Active CAN Bus Terminator connector X18, cc# 40 and frame
ground.
Result:
Section 246C - AG MANAGEMENT SOLUTIONS (AMS) — AUTOTRAC Group 15L: AutoTrac CCD Bus Diagnostics - 8000 Series Field Installed
Group 15K - AutoTrac CCD Bus Identification

Reference 246C-15K-001, 8000 Series Field Installed
The following machines will use GREENSTAR ™ AutoTrac Assisted Steering System CCD Bus Diagnostics - 8000 Series
Field Installed Group for diagnostics:

Group 15L - AutoTrac CCD Bus Diagnostics - 8000 Series Field Installed
Reference 246C-15L-001, Theory of Operation
The operator has no control of the CCD Bus. It operates automatically when the Key Switch is in the RUN or START position.
The CCD Bus is a network for sending messages between control units on the vehicle. These messages can be commands,
requests, broadcast information, responses, acknowledgments, and group functions
The CCD Bus uses digital messages to transfer information from control unit to control unit. A message is sent by one control
unit and is addressed to another control unit or is addressed to all control units. The receiving control unit uses the information
in the message to monitor or control the vehicle.
Each control unit on the CCD Bus can send and receive messages.
Reference 246C-15L-002, Schematics
LEGEND:
A901 ACU
A980 SSU
A981 CCU
F3 10A Fuse
F8 10A Fuse
F13 10A Fuse
F16 30A Fuse
F17 10A Fuse
F38 10A Fuse
G1 Batteries
K15 Relay
K29 Relay
S930 Seat Switch
W3 Chassis Harness
W14 ACU Harness
→NOTE:
Reference 246C-15L-003, AutoTrac CCD Bus Diagnostics

GREENSTAR ™ AutoTrac Assisted Steering System CCD Bus Problem
( 1 ) CC# 924 Check
Action:
Disconnect GREENSTAR™ Display connector X13 and SSU connector X980-1.
Measure resistance between the on GREENSTAR™ Display connector X13, harness end, cc# 924 (Pin K) and SSU connector
X980-1, harness end, cc# 924 (Pin J3)
Section 246C - AG MANAGEMENT SOLUTIONS (AMS) — AUTOTRAC Group 15M: AutoTrac Power Identification
Result:
YES:GO TO(2)
( 2 ) CC# 925 Check
Action:
Disconnect GREENSTAR™ Display connector X13 and SSU connector X980-1.
Measure resistance between the on GREENSTAR™ Display connector X13, harness end, cc# 925 (Pin A) and SSU connector
X980-1, harness end, cc# 925 (Pin J2)
Result:
YES:GO TOReference 245-05-005 - CCD Network Diagnosis
Section 246C - AG MANAGEMENT SOLUTIONS (AMS) — AUTOTRAC Group 15N: AutoTrac Power Diagnostics - 8000 Series Field Installed
Group 15M - AutoTrac Power Identification

Reference 246C-15M-001, 8000 Series Field Installed
The following machines will use GREENSTAR ™ AutoTrac Assisted Steering System Power Diagnostics - 8000 Series Field

Group 15N - AutoTrac Power Diagnostics - 8000 Series Field Installed

Reference 246C-15N-001, Theory of Operation
Power is supplied to the GREENSTAR ™ AutoTrac Assisted Steering System through the vehicle power distribution system.
Reference 246C-15N-002, Schematics
LEGEND:
A901 ACU
A980 SSU
A981 CCU
F3 10A Fuse
F8 10A Fuse
F13 10A Fuse
F16 30A Fuse
F17 10A Fuse
F38 10A Fuse
G1 Batteries
K15 Relay
K29 Relay
S930 Seat Switch
W3 Chassis Harness
W14 ACU Harness
→NOTE:
Reference 246C-15N-003, AutoTrac Power Diagnostics

GREENSTAR ™ AutoTrac Assisted Steering System Power Problem
( 1 ) CC# 922 Check
Action:
Is the problem with cc# 922?
Result:
YES:GO TO(2)
NO:GO TO(4)
( 2 ) CC# 922 Check
Action:
Disconnect AMS Cab Harness from Vehicle harness at connector X89 (Field Installed AMS Harness)
Key Switch in the ON position
Measure the voltage on the Vehicle harness between cc# 922 and cc# 50
Is the voltage 12VDC?
Result:
YES:Refer to schematic and repair cc# 922 in the AMS Harness (W1)GO TO(1)
NO:GO TO(3)
Action:
Measure the voltage on the Vehicle harness between cc# 922 and frame ground.
Result:
YES:GO TOReferences 240-25-001h (Diagnostic/Program Connector) andReference 240-25-001l SE18-

GREENSTAR™ Harnesses (Field Installed) Repair cc# 50 in the vehicle harness
NO:GO TOReferences 240-25-001h (Diagnostic/Program Connector) andReference 240-25-001l SE18-GREENSTAR™

Harnesses (Field Installed) Repair cc# 922 in the vehicle harness
( 4 ) CC# 992 Check
Action:
Measure the voltage on the Vehicle harness between cc# 992 and cc# 50

Section 246C - AG MANAGEMENT SOLUTIONS (AMS) — AUTOTRAC Group 15O: AutoTrac Status Identification
Result:
YES:Refer to schematic and repair cc# 992 in the AMS Harness (W1)GO TO(1)
NO:GO TOReferences 240-25-001H (Diagnostic/Program Connector) andReference 240-25-001l SE18-GREENSTAR™

Harnesses (Field Installed)
Section 246C - AG MANAGEMENT SOLUTIONS (AMS) — AUTOTRAC Group 15P: AutoTrac Status Diagnostics - 8000 Series Field Installed
Group 15O - AutoTrac Status Identification

Reference 246C-15O-001, 8000 Series Field Installed
The following machines will use GREENSTAR ™ AutoTrac Assisted Steering System Status Diagnostics - 8000 Series Field

Group 15P - AutoTrac Status Diagnostics - 8000 Series Field Installed

Reference 246C-15P-001, Theory of Operation
By accessing Steering Control Unit (SSU) diagnostic address 60, the operating status of the GREENSTAR ™ AutoTrac Assisted
Steering System can be determined.
Reference 246C-15P-002, Schematics
LEGEND:
A901 ACU
A980 SSU
A981 CCU
F3 10A Fuse
F8 10A Fuse
F13 10A Fuse
F16 30A Fuse
F17 10A Fuse
F38 10A Fuse
G1 Batteries
K15 Relay
K29 Relay
S930 Seat Switch
W3 Chassis Harness
W14 ACU Harness
→NOTE:
Reference 246C-15P-003, AutoTrac Status Diagnostics

GREENSTAR ™ AutoTrac Assisted Steering System Status Problem
( 1 ) AutoTrac Status Check
Action:
Without turning Tractor OFF
SSU Steering Control Unit

60 Address (Automatic steering exit code)
Does the display show any of the following values?
000
001
002
003
004
005
006
007
008
009
010
011
012
013
014
Result:
YES:000 is displayed - Indicates system is in Startup Mode.Wait for completion of Startup Mode.Done
YES:001 is displayedGO TO(2)
YES:004 is displayed - Indicates tractor is not in forward gear.Instruct operator in proper operating techniques.Done
YES:005 is displayed - Indicates track number has changed.See reference246C-15G-003 ,STARFIRE™ Receiver
Diagnostics
YES:006 is displayed - Indicates GPS not in SF2 Mode.See reference246C-15G-003 ,STARFIRE™ Receiver Diagnostics
YES:007 is displayed - Indicates SSU faulted.See reference245-05-001 ,Recall, Record and Clear Codes and record SSU
Codes.Repair as required
YES:008 is displayed - AutoTrac is running.Done
YES:009 is displayed - Indicates the GREENSTAR ™ Display is not communicating steering commands to Steering Control
UnitSee reference246C-15L-003 ,8000 Series Field Installed AutoTrac CCD Bus Diagnostics
YES:010 is displayed - Indicates there is no Parallel Tracking product available. Parallel Tracking must be turned on in Straight
Track mode.Instruct operator in proper operating techniques.Done
YES:011 is displayed - Indicates there is no AutoTrac Key Card.See reference246C-15H-003 ,Key Card Diagnostics
YES:012 is displayed - Indicates the Heading Error is too large.Done
YES:013 is displayed - Indicates the Lateral Error is too great.Done
( 2 ) 001 Address Check
Action:
001 indicates system sensed steering wheel moved more than 20 degrees
Did operator move wheel?
Result:
YES:AutoTrac deactivated when steering wheel moved 20 degrees.Instruct operator in proper operating techniques.Done
NO:Steering wheel position sensor error or SSU detected wheel movementGO TO Step(5) of AutoTrac Steering System
Diagnosis, Section 213, Group 60.
Action:
002 indicates wheel speed dropped below minimum speed requirement of 1.5 kph (0.9 mph)
Did tractor speed drop below minimum?
Result:
YES:Minimum speed 1.5 kph (0.9 mph) must be maintained.Instruct operator in proper operating techniques.Done
NO:Wheel Speed measured incorrectlySee reference245-CCU-001 ,CCU Addresses
Action:
003 indicates wheel speed exceeded maximum speed requirement of > 20 kph (12.4 mph)
Did tractor speed exceed maximum?
Result:
YES:Maximum speed requirement of 20 kph (12.4 mph) cannot be exceeded.Instruct operator in proper operating
techniques.Done
NO:Wheel Speed measured incorrectlySee reference245-CCU-001 ,CCU Addresses
Action:
014 indicates system sensed operator was out of seat for more than 7 seconds
Was operator out of seat for more than 7 seconds?
Section 246C - AG MANAGEMENT SOLUTIONS (AMS) — AUTOTRAC Group 15Q: AutoTrac Steering Response Identification
Result:
YES:Operator must remain in seat.Instruct operator in proper operating techniques.Done
NO:See reference245-ACU-019 ,ACU Addresses
Section 246C - AG MANAGEMENT SOLUTIONS (AMS) — AUTOTRAC Group 15R: AutoTrac Steering Response Diag. - 8000 Series Field Installed
Group 15Q - AutoTrac Steering Response Identification

Reference 246C-15Q-001, 8000 Series Field Installed
The following machines will use GREENSTAR ™ AutoTrac Assisted Steering System Steering Response Diagnostics - 8000
Series Field Installed Group for diagnostics:

Group 15R - AutoTrac Steering Response Diag. - 8000 Series Field

Installed
Reference 246C-15R-001, Theory of Operation
The steering response setting can be adjusted to increase or decrease the speed of the steering response to instructions from
the GREENSTAR ™ AutoTrac Assisted Steering System system.
The AutoTrac system sends steering instructions to the Steering Control Unit (SSU). How the SSU reacts to these instructions
depends, in part, on the steering response setting.
The steering response number can be increased to make steering response faster. This will make the steering more accurate.
However, if the steering response is too fast, the vehicle steering will become unstable.
The steering response number can be decreased to make steering response slower. This will make the steering more stable.
However, if the steering response is too slow, the vehicle steering will become inaccurate.
Reference 246C-15R-002, Schematics
LEGEND:
A901 ACU
A980 SSU
A981 CCU
F3 10A Fuse
F8 10A Fuse
F13 10A Fuse
F16 30A Fuse
F17 10A Fuse
F38 10A Fuse
G1 Batteries
K15 Relay
K29 Relay
S930 Seat Switch
W3 Chassis Harness
W14 ACU Harness
→NOTE:
Reference 246C-15R-003, AutoTrac Steering Response Diagnostics

Steering Response Problem
( 1 ) Setup Check
Action:
Confirm that vehicle has been properly SET-UP and Ballasted for implement being used
Is Vehicle field ready?
Result:
YES:GO TO(2)
NO:Go through SETUP procedures for vehicle. Check sway bars, ballast and other implement setupsGO TO(2)
Action:
When GREENSTAR ™ AutoTrac Assisted Steering System is steering the vehicle, does vehicle seem to respond too slowly to
steering commands to stay on track?
Result:
YES:GO TO(3)
NO:GO TO(4)
( 3 ) Steering Response Adjustment
Action:
Put vehicle in Diagnostic Mode
GO to Diagnostic Address...
SSU - Steering Control Unit

037 - address (AutoTrac Speed of response parameter)
Factory Default = 125 for MFWD
Factory Default = 150 for ILS
Range = 50-200
Larger numbers will increase speed of steering response and could cause instability
Smaller numbers will decrease speed of steering response and could cause steering inaccuracy.
Adjust number by increments of 10
Result:
YES:GO TO(2)
Section 246C - AG MANAGEMENT SOLUTIONS (AMS) — AUTOTRAC Group 15S: AutoTrac Steering Control Unit Identification
Action:
When AutoTrac is steering the vehicle, does vehicle seem to respond too quickly to steering commands and become unstable?
Result:
YES:GO TO(5)
NO:Steering response correct.Done
( 5 ) Steering Response Adjustment
Action:
Put vehicle in Diagnostic Mode
GO to Diagnostic address...
SSU - Steering Control Unit

037 - address (AutoTrac Speed of response parameter)
Factory Default = 125 for MFWD
Factory Default = 150 for ILS
Range = 50-200
Larger numbers will increase speed of steering response and could cause instability
Smaller numbers will decrease speed of steering response and could cause steering inaccuracy.
Decrease number by 2
Result:
YES:GO TO(4)
Group 15T: AutoTrac Steering Control Unit Diag - 8000 Series Field
Installed
Group 15S - AutoTrac Steering Control Unit Identification
Reference 246C-15S-001, 8000 Series Field Installed
The following machines will use GREENSTAR ™ AutoTrac Assisted Steering System Steering Control Unit Diagnostics -
8000 Series Field Installed Group for diagnostics:

Installed
Group 15T - AutoTrac Steering Control Unit Diag - 8000 Series Field
Installed
Reference 246C-15T-001, Theory of Operation
The Steering Control Unit (SSU) controls the steering of the vehicle.
It accepts GREENSTAR ™ AutoTrac Assisted Steering System steering instructions from the GREENSTAR™ Display via the CAN
Bus. It sends information to the GREENSTAR™ Display via the CAN Bus for use by the AutoTrac system.
Section 246C - AG MANAGEMENT SOLUTIONS (AMS) — AUTOTRAC Group 15T: AutoTrac Steering Control Unit Diag - 8000 Series Field Installed
Reference 246C-15T-002, Schematics
Installed
LEGEND:
A901 ACU
A980 SSU
A981 CCU
F3 10A Fuse
F8 10A Fuse
F13 10A Fuse
F16 30A Fuse
F17 10A Fuse
F38 10A Fuse
G1 Batteries
K15 Relay
K29 Relay
S930 Seat Switch
W3 Chassis Harness
W14 ACU Harness
→NOTE:
Installed
Reference 246C-15T-003, AutoTrac Steering Control Unit Diagnostics

Steering Control Unit Problem
( 1 ) SSU Code Check
Action:
Do not turn off vehicle
Put vehicle in Diagnostics Mode
Observe and record SSU codes.
Is the code 208 (Bus time-out of GREENSTAR ™ Display messages while GREENSTAR™ AutoTrac Assisted Steering System is
active or enabled) displayed?
Result:
YES:Code 208 indicates a problem with the CCD BusSee reference246C-15L-003 ,8000 Series Field Installed AutoTrac
CCD Bus Diagnostics
NO:GO TO(2)
( 2 ) SSU Code Check
Action:
Do not turn off vehicle
Observe and record SSU codes.
Is the code 100 (Operator out of seat while AutoTrac is active) displayed?
Result:
YES:Code 100 indicates a problem with the Operator Presence SwitchSee reference245-ACU-019 ,address 19 (Operator
Presence Switch)
NO:GO TO(3)
( 3 ) Auto Resume Switch Check
Action:
Go to Diagnostic Address

61 Address (AutoTrac Mode)
Press and release the Auto Resume Switch on the armrest
X1X with switch pressed
and
Group 15U: STARFIRESTARFIRE is a trademark of Deere & Company
Receiver w/TCM Diagnostics
X0X with switch released
Result:
YES:See reference246C-15L-003 ,8000 Series Field Installed AutoTrac CCD Bus Diagnostics
NO:GO TO(4)
Action:
ACU Armrest Control Unit

25 Address
1xx
If these settings are incorrect the Auto Resume Switch may not function
Result:
YES:See reference245-ACU-032 ,address 32 (Auto Resume Switch) to determine if the Resume Switch is functioning
properly
NO:Change first digit value to 1GO TO(5)
( 5 ) Auto Resume Switch Check
Action:

61 Address (AutoTrac Mode)
Press and release the Auto Resume Switch on the armrest
X1X with switch pressed
and
X0X with switch released
Result:
YES:Replace Steering Control Unit (A980)
NO:GO TOReference - 245-ACU-032, address 32 (Auto Resume Switch) to determine if the Resume Switch is functioning
properly
Group 15U - STARFIRESTARFIRE is a trademark of Deere & Company

Reference 246C-15U-001, Theory of Operation
The STARFIRE ™ Position Receiver with a Terrain Compensation Module is active whenever the Key Switch is in the RUN
position. Trickle power is provided continuously for internal memory retention.
The STARFIRE™ Receiver will continue to navigate after the Key Switch is turned OFF for a period of 3 hours depending on
operator settings as long as it can maintain a lock on a minimum of 4 GPS satellites
The STARFIRE™ Receiver provides Global Position System (GPS) data and Differential Correction for the GREENSTAR ™
Systems.
GPS uses signals from satellites to establish a position. These signals will have some error or timing delay depending on the
atmosphere and interference between the satellites and the STARFIRE™ Receiver. It is the combination of these errors that
cause GPS position inaccuracies.
The Terrain Compensation Module is a navigational aid used with the STARFIRE™ position receiver to enhance vehicle position
and course parameters that GPS provides. The TCM corrects for vehicle dynamics such as roll on side-slopes and rough terrain.
The TCM is mounted to the STARFIRE™ receiver and connects between the STARFIRE™ receiver and the rest of the
GREENSTAR™ components.
Reference 246C-15U-002, Electrical Schematic
LEGEND:
W10 TCM Wiring Harness
A2 STARFIRE ™ Receiver
A22 Terrain Compensation Module (TCM)
Reference 246C-15U-003, GPS Position Receiver Diagnostics - Type B

STARFIRE ™ Position Receiver with Terrain Compensation Module
Problem
( 1 ) Position of STARFIRE™ Receiver Check
Action:
Drive machine away from buildings and trees
Observe the STARFIRE™ GPS Receiver with Terrain Compensation Module and confirm the following:

Is STARFIRE™ Receiver properly mounted?
Result:
YES:GO TO(2)
Action:
or
KeyCard :

or
FIELD DOC ™ Data Collection and/or Parallel Tracking and/or AutoTrac.

Wait 10 seconds.
→NOTE:
Result:
YES:GO TO(3)
Action:
→NOTE:
Result:
YES:GO TO(6)
NO:GO TO(4)
Action:
Result:
NO:GO TO(5)
( 5 ) Terrain Compensation Module Access Check
Action:
IsTCM an entry on Page 1 or Page 2?
Result:
YES:GO TO(33)
NO:GO TO(24)
( 6 ) Fault Code Check on TCM
Action:
Press button next toTCM .
Press button next toFault Codes .
"Record and clear" entries underFault Codes .
Were any of the followingFault Codes listed?
956.16 Roll Sensor out of range

2146.14 Temp Sensor out of range
523309.7 Yaw Sensor not responding
523309.16 Yaw Sensor out of range
523310.2 Memory Error
Result:
YES:Clear Codes, If codes reappear, replace Terrain Compensation Module (A22).After replacing TCM, set parameters: height,
fore/aft, mount direction, and calibrate before operating.GO TO(1)
NO:GO TO(7)
Action:
Wait 2 minutes
ID 301 - STARFIRE™ Network Problem

ID 302 - Receiver Not Receiving on Alternate Frequency
ID 303 - GPS Correction License has Expired
ID 304 - Corrected GPS Position is not Available
ID 305 - GPS position is not available ID
ID 306 - Updating GPS Software
Result:
YES:ID 301- STARFIRE™ Network Problem Please stand by.The Network is not operating properly - There is nothing you can do
to correct problem. Logon to www.starfirenetwork.com and verify that the Network is not operating properlyGO TO(8)
YES:ID 302 - Receiver Not Receiving on Alternate FrequencyPress button next to "Switch to Default Frequency"GO TO(8)
YES:ID 303 - GPS Corrections License has ExpiredGO TO(15)
YES:ID 304 - Corrected GPS Position is not AvailableGO TO(18)
TO(1)
YES:ID 306 - Updating STARFIRE™ GPS Software Please stand byWait until software has been loaded onto GPS engine
ModuleGO TO(8)
NO:GO TO(8)
Action:
Result:
YES:GO TO(9)
NO:Logon to www.stellarsupport.com to download current STARFIRE™ software version on KeyCardInsert KeyCard into Mobile
instructions on loading software to GREENSTAR™ Components.
Action:
DoesPosition Mode displayNo Nav ?
→NOTE:
Result:
YES:GO TO(55)
NO:GO TO(10)
Action:
LocatePosition Mode status and verify the GPS part of the status.
Does the GPS part of thePosition Mode display one of the following?
3D
3D+
→NOTE:
Result:
YES:GO TO(12)
NO:GO TO(11)
Action:
Result:
YES:GO TO(55)
Action:
Press PAGE button to locateLicense Level on GREENSTAR™ Display
Observe the following possibleLicense Level entries on the GREENSTAR™ Display
SF1
SF2
NONE
IsLicense Level SF1 orSF2 ?
Result:
YES:GO TO(13)
NO:IfLicense Level isNONE GO TO(21)
( 13 ) Differential Position Mode Check
Action:
Press button next to STARFIRE™ Receiver on Page 1 or Page 2.
Observe Differential part ofPosition Mode :
DoesPosition Mode include one of the following John Deere Differential Correction Signal Modes?
SF1
SF2
Result:
YES:GO TO(14)
NO:GO TO(15)
Action:
Result:
YES:GO TO(44)
Action:
Press PAGE button to locateLicense Left
ObserveLicense Left:
Is the number of days greater than 0?
Result:
YES:GO TO(16)
NO:Differential Correction License has expired.Purchase STARFIRE™ 1 or STARFIRE™ 2 Differential Subscription License by
calling 1-888-GRNSTAR or go to the John Deere STELLARSUPPORT ™ site:www.stellarsupport to purchase correct license.Return
to GREENSTAR™ products and verify correct operationGO TO(13)
Action:
ObserveCorrections Frequency entry.
Is the wordDefault boxed?
Result:
YES:GO TO(17)
NO:Press button next toCorrections Frequency until the wordDefault is boxedReturn to GREENSTAR™ application and verify
correct operationGO TO(13)
Action:
ObserveSTARFIRE™ Corrections
Result:
YES:GO TO(18)
NO:Press button next toSTARFIRE™ Corrections untilON is boxed, to use John Deere Network CorrectionsGO TO(13)
Action:
ObserveLock Status
IsLocked displayed?
Result:
YES:GO TO(20)
NO:There may be a STARFIRE™ Network problem external to the vehicle.To verify: Go towww.starfirenetwork.com If there
is a Network problem, wait several hours and try againGO TO(19)
Action:
ObserveLock Status
IsLocked displayed?
Result:
YES:GO TO(20)
NO:GO TO(55)
Action:
Press PAGE Button to locateGood Packets
ObserveGood Packets
Result:
YES:GO TO(13)
NO:There may be a STARFIRE™ Network problem external to the machine.To verify: Go towww.starfirenetwork.com If there
is a Network problem, wait several hours and try againCall 888-GRNSTAR or enter a DTAC case.
( 21 ) WAAS/EGNOS or No Differential License Check
Action:
This STARFIRE™ Receiver is not licensed to receive corrections from the STARFIRE™ Network.
Is WAAS/EGNOS differential correction acceptable for GREENSTAR™ product(s) being used?
→NOTE:
WAAS signal only available in North America
→NOTE:
EGNOS signal only available in Region II
Result:
YES:GO TO(22)
NO:Purchase STARFIRE™ 1 or STARFIRE™ 2 Differential Subscription License by calling 1-888-GRNSTAR or go to John Deere
STELLARSUPPORT ™ site:www.stellarsuppport.com to purchase desired license.In Region II, call 1-800-JDGRNSTAR.Refer to
product operator′s manual for instructions on renewing STARFIRE™ Receiver licenseReturn to GREENSTAR™ products and
verify correct operation
( 22 ) WAAS/EGNOS Mode Check
Action:
Press button next toSTARFIRE™ Receiver on Page 1, or Page 2
Is one of the followingPosition Mode′s displayed?
XWAAS/XEGNOS
WAAS/EGNOS
Result:
YES:GO TO(14)
NO:GO TO(23)
( 23 ) WAAS/EGNOS Activation Check
Action:
ObserveWAAS/EGNOS Corrections
Result:
YES:WAAS/EGNOS signal is currently unavailable.WAAS/EGNOS signals are government controlled.Return to GREENSTAR™

products and verify correct operation
NO:Enable WAAS/EGNOS by pressing button next toWAAS/EGNOS Corrections until the wordON is boxed.GO TO(22)
Action:
Measure the voltage between connector X11 Harness end, Pin 6 and Pin 7.
Is it 12VDC?
Result:
YES:GO TO(26)
NO:GO TO(25)
Action:
Disconnect STARFIRE™ Receiver connector X11.
Measure the voltage between connector X11, Harness end, Pin 6 and frame ground
Is it 12VDC?
Result:
YES:Refer to Schematic and repair ground wire associated with Pin 7.GO TO(3)
( 26 ) CAN Lo Check
Action:
Measure the voltage between connector X11, Harness end, Pin 9 and Pin 7.
Result:
YES:GO TO(27)
( 27 ) CAN Hi Check
Action:
Result:
YES:GO TO(28)
Action:
Is it 12VDC?
Result:
YES:GO TO(29)
Action:
Disconnect TCM Harness (W10) connector X33
Measure the voltage between Terrain Compensation Module connector X33, Harness end, cc# 21 (Pin 1) and cc# 20 (Pin 3)
Is it 12VDC?
Result:
YES:GO TO(30)
NO:Refer to schematic and repair TCM Harness cc# 21 and/or cc# 20GO TO(3)
( 30 ) CAN Lo Check
Action:
Result:
YES:GO TO(31)
NO:Refer to schematic and repair Terrain Compensation Harness cc# 964GO TO(3)
( 31 ) CAN Hi Check
Action:
Result:
YES:GO TO(32)
NO:Refer to schematic and repair Terrain Compensation Module Harness cc# 965GO TO(3)
Action:
Is it 12VDC?
Result:
YES:Replace Terrain Compensation Module (A22)After replacing TCM, set parameters: height, fore/aft, and mount direction
correctly before operating.GO TO(3)
NO:Refer to schematic and repair TCM Harness cc# 22GO TO(3)
( 33 ) TCM Receive Message Count Check
Action:
Press PAGE button to locateSTARFIRE™ CAN Rx Count .
IsSTARFIRE™ CAN Rx Count increasing?
Result:
NO:GO TO(34)
Action:
Disconnect TCM Harness (W10) connector X11.
Measure the voltage between TCM Harness (W10) connector X11, Harness end, cc# 21 (Pin F) and cc# 20 (Pin E).
Is it 12VDC?
Result:
YES:GO TO(35)
NO:GO TO(36)
Action:
Measure the voltage between TCM Harness (W10) connector X11, Harness end, cc# 22 (Pin B) and cc# 20 (Pin E).
Is it 12VDC?
Result:
YES:GO TO(37)
Action:
Measure the voltage between TCM Harness (W10) connector X33, Harness end, cc# 21 (Pin F) and frame ground.
Is it 12VDC?
Result:
Action:
Measure the voltage between TCM Connector X33, harness end, cc# 255 (Pin 9) and cc# 20 (Pin 3).
Is voltage between 1.0VDC and 4.0VDC?
Result:
YES:GO TO(38)
NO:GO TO(41)
Action:
Measure the voltage between TCM Connector X33, Harness end, cc# 254 (Pin 4) and cc# 20 (Pin 3).
Result:
YES:GO TO(39)
NO:GO TO(42)
( 39 ) Short Check, CAN Hi/Lo Wires
Action:
Disconnect TCM Harness (W10) connectors X11 and X33.
Measure resistance between connector X33, harness end, cc# 255 (Pin 9) and cc# 254 (Pin 4).
Is resistance less than 10,000 ohms?
Result:
YES:Refer to schematic and repair short between cc# 255 and cc# 254.GO TO(3)
NO:GO TO(40)
Action:
Now isSTARFIRE™ Receiver an entry on Page 1 or Page 2?
Result:
YES:Problem is fixed nowReturn to GREENSTAR™ application and verify correct operation.
NO:Replace Terrain Compensation Module (A22).After replacing TCM, set parameters: height, fore/aft, mount direction, and
calibrate before operatingGO TO(3)
( 41 ) CAN Hi Wire Resistance Check
Action:
Disconnect TCM Harness connector X11 and X33.
Measure resistance between connector X11 harness end, cc# 255 (Pin A) and connector X33, harness end, cc# 255 (Pin 9).
Is resistance less than 1 ohm?
Result:
YES:GO TO(43)
( 42 ) CAN Lo Wire Resistance Check
Action:
Measure resistance between connector X11 harness end, cc# 254 (Pin K) and connector X33 harness end, cc# 254 (Pin 4).
Result:
YES:GO TO(43)
Action:
Disconnect TCM Harness (W10) connectors X11 and X33.
Result:
NO:Replace STARFIRE™ Receiver (A2).
( 44 ) TCM Steering Guidance Check
Action:
When operatingGREENSTAR™ Parallel Tracking orGREENSTAR™ AutoTrac Assisted Steering System is navigation
position always left or right?
Result:
YES:GO TO(45)
NO:GO TO(48)
Action:
Refer to Parallel Tracking Operator′s manual for directions on setting implement offset parameters.
Disconnect any implement attached to vehicle for this test.
Drive machine up and down a track established using Parallel Tracking.
Did the machine wheel tracks line up?
Result:
YES:No problem with Terrain Compensation ModuleGO TO(48)
NO:GO TO(46)
Action:
Calibrate TCM on level surface.
Press button next toCalibrate TCM .
Drive machine up and down a track established using Parallel Tracking. No implement should be attached for this test.
→NOTE:
The TCM should be calibrated after initial installation and every time it is moved to a different machine.
Result:
YES:No problem with Terrain Compensation ModuleGO TO(48)
NO:GO TO(47)
( 47 ) Turn TCM OFF Check
Action:
Press button next toTCM
Turn TCM off by pressing button next tooff/ON untilOFF is boxed.
Drive machine up and down a track established using Parallel Tracking with no implement attached.
Now did the machine wheel tracks line up?
Result:
YES:Replace Terrain Compensation Module (A22)After replacing TCM, set parameters: height, fore/aft, mount direction, and
calibrate before operating.GO TO(1)
NO:If running AutoTrac, GO TO Machine AutoTrac section.
Action:
inaccurate through bumps or quickly changing terrain?
Result:
YES:GO TO(49)
NO:GO TO(50)
( 49 ) TCM Mounted Position Check
Action:
CheckSTARFIRE™ Mount Direction .
IsSTARFIRE™ Mount Direction set according to the actual physically mounted direction of the receiver?
→NOTE:
John Deere Gators currently is the only machine where the STARFIRE™ Receiver would be facing
backwards
Result:
YES:GO TO(50)
NO:Press button next toSTARFIRE™ Mount Direction until correct direction is boxed.GO TO(48)
( 50 ) TCM Height Parameter Check
Action:
CheckSTARFIRE™ Height .
(See TCM Manual)
Measure from the ground to the top of the STARFIRE™ Receiver.
Is theSTARFIRE™ Height parameter correct?
Result:
YES:GO TO(51)
NO:Enter correct height number according to operator′s manualGO TO(48)
Action:
Now is navigation significantly more inaccurate when the TCM was turned OFF?
Result:
YES:Terrain Compensation Module is working as designed.GO TO(52)
NO:Replace Terrain Compensation Module (A22)After replacing TCM, set parameters: height, fore/aft, mount direction, and
( 52 ) Navigation Bar Stability Check
Action:
When operatingGREENSTAR™ Parallel Tracking orAutoTrac Assisted Steering System is navigation unstable or hunting?
Result:
YES:GO TO(53)
NO:All Terrain Compensation Module function check out alright.DONE
( 53 ) Fore / Aft Check
Action:
CheckSTARFIRE™ Fore/Aft setting with Operator manual′s recommended setting.
IsFore/Aft setting correct?
Result:
YES:GO TO(54)
NO:Enter correct Fore/Aft setting parameter into GREENSTAR™ DisplayGO TO(52)
Action:
Now is navigation unstable or hunting?
Group 15V: STARFIRESTARFIRE is a trademark of Deere & Company
Receiver w/TCM & RTK Diagnostics
Result:
YES:Terrain Compensation Module is working as designed.If running AutoTrac, refer to machine specific AutoTrac steering
section.
NO:Replace Terrain Compensation Module (A22)After replacing TCM, set parameters: height, fore/aft, mount direction, and
Action:
Does thePosition Mode display one of the following statuses?
2Dsf1
3Dsf1
2Dsf2
3Dsf2
Result:
YES:GO TO(14)
Group 15V - STARFIRESTARFIRE is a trademark of Deere & Company

Reference 246C-15V-001, Type C STARFIRE™ Receiver & TCM with RTK
Correctional Signal Theory of Operation
GPS (global position system) uses signals from satellites to establish a position. These signals will have some error or timing
delay depending on the atmosphere and interference between the satellites and the STARFIRE™ Receiver. It is the combination
of these errors that cause GPS position inaccuracies.
RTK (Real Time Kinematics) is a form of GPS differential correction. The RTK concept is similar to SF1 and SF2 but utilizes a
localized GPS correction instead of using reference sites that may be hundreds of miles away.
The RTK system uses a fixed reference station, known as a base station. Since the base station is in a fixed position, it can
determine the timing and amount of GPS positional errors. Corrections for these errors are then transmitted via radio to the
vehicle(s) to correct the vehicle position. All radio communication is one-way; data is only sent from the base station to the
vehicle(s). The STARFIRE™ Receiver mounted on the vehicle applies these corrections to its own calculated position.
The base station can operate in two survey modes to determine a known location. In absolute (24 hour survey) mode, the base
station STARFIRE™ conducts a 24 hour survey to determine the exact location of the base station. This mode requires a
permanent mounting location, such as the top of a building or a fence post cemented into the ground to prevent movement of
the receiver. This mode is for customers requiring an exact location for multi-pass operations without using ShiftTrack. The
STARFIRE™ receiver can save up to 20 base station locations so that the customer can have up to 20 permanent locations in
various fields when one location does not provide line of sight or adequate geographic range.
In quick survey mode the Base Station receiver can be attached to a tripod to move it from field to field. When turned on, the
Base Station begins transmitting RTK corrections as soon as the initial GPS position is calculated. This is ideal for custom
operators not wanting to conduct a 24 hour survey. When returning to the same field for a second or third operation quick
survey mode can still be utilized, but the operator will need to ShiftTrack on the first pass to compensate for any change in
base station location.
At the Base Station, data is transmitted from the STARFIRE™ Receiver to the radio. Then the Vehicle(s) radio receives this data
and transmits the data to the STARFIRE™ Receiver. This data, combined with raw GPS, provides a corrected GPS location
Reference 246C-15V-002, Electrical Schematic
LEGEND:
A2 GPS Receiver
A22 Terrain Compensation Module (TCM)
W42 Terrain Compensation Module/Real Time Kinematic Wiring Harness
Reference 246C-15V-003, STARFIRE ™ Receiver & TCM with RTK

Correctional Signal
STARFIRE™ Receiver & TCM with RTK Correctional Signal Problem
( 1 ) Multiple Vehicle RTK Check
Action:
Are there other RTK vehicle(s) using this RTK Base Station?
Result:
YES:GO TO(2)
NO:GO TO(3)
( 2 ) Other RTK Vehicle Check
Action:
Are other RTK vehicle(s) operating correctly?
Result:
YES:GO TO(3)
NO:See manualTM2820 -STARFIRE™ RTK (Real Time Kinematic) Base Station Diagnostics
( 3 ) STARFIRE™ Receiver Check
Action:
Drive machine away from buildings and trees.
Observe the STARFIRE™ GPS Receiver and confirm the following:
Receiver is properly mounted on machine

Is GPS Receiver mounted correctly and it is a STARFIRE™ (yellow dome) receiver?
Result:
YES:GO TO(4)
Action:
or
KeyCard :

or
FIELD DOC™ Data Collection and/or Parallel Tracking and/or AutoTrac.

Wait 10 seconds.
→NOTE:
Result:
YES:GO TO(5)
Action:
→NOTE:
Result:
YES:GO TO(6)
NO:GO TO(7)
( 6 ) RTK Radio Channel and Network ID Check
Action:
Press SETUP Button on GREENSTAR™ Display
Press PAGE button to locateRTK Network ID information.
Record the Network ID of the Vehicle Radio.
Proceed to Base Station and do the above steps
IsRTK Network ID the same on theVehicle as theBase Station ?
Result:
YES:GO TO(9)
NO:Match values so Vehicle and Base Station Radios are operating on same Network ID.GO TO(9)
Action:
Result:
NO:GO TO(8)
( 8 ) Terrain Compensation Module Access Check
Action:
IsTCM an entry on Page 1 or Page 2?
Result:
YES:GO TO(37)
NO:GO TO(48)
( 9 ) Fault Code Check on TCM
Action:
Press button next toFault Codes
"Record and clear" entries underFault Codes .
Were any of the followingFault Codes listed?
956.16 Roll Sensor out of range

2146.14 Temp Sensor out of range
523309.7 Yaw Sensor not responding
523309.16 Yaw Sensor out of range
523310.2 Memory Error
Result:
YES:Clear Codes, If codes reappear, replace Terrain Compensation Module (A22)After replacing TCM configure the following
parameters: height, fore/aft, and mount direction correctly before operating.GO TO(1)
NO:GO TO(10)
Action:
Is STARFIRE™ Receiver software current for required GREENSTAR™ product(s)?
Result:
YES:GO TO(11)
NO:Logon to www.stellarsupport.com to download current STARFIRE™ software version to KeyCard Insert KeyCard into Mobile
instructions on loading software to GREENSTAR™ Components.GO TO(1)
Action:
Make sure STARFIRE™ receiver has open view of sky.
DoesPosition Mode showNo Nav ?
IMPORTANT:
Result:
YES:GO TO(69)
NO:GO TO(12)
( 12 ) GPS / RTK Differential Position Mode Check
Action:
Does the GPS part ofPosition Mode display one of the following statuses?
3D
3D +
→NOTE:
Result:
YES:GO TO(13)
NO:GO TO(15)
Action:
Does the differential correction part ofPosition Mode displayRTK ?
Result:
YES:GO TO(14)
NO:GO TO(16)
Action:
Result:
YES:GO TO(57)

Action:
Result:
YES:GO TO(69)
( 16 ) RTK License Check
Action:
LocateLicense / Activation Level
Does theLicense / Activation Level entry includeRTK ?
Result:
YES:GO TO(17)
NO:With customer order number, call 888-GRNSTAR, to acquire license activation.GO TO(13)
( 17 ) RTK Operating Mode Check
Action:
Press SETUP Button on GREENSTAR™ Display
Press PAGE button to locateRTK Operation Mode
IsRTK Operation Mode set toVEHICLE ?
Result:
YES:GO TO(18)
NO:Press button next toRTK Operation Mode until VEHICLE is displayedGO TO(13)
( 18 ) Data Received Check
Action:
Ensure all power is disconnected from any 2-way radios
Press PAGE button to locateData Received entry.
ViewData Received values for 1 minute.
DidData Received values ever show a value above0% ?
Result:
YES:GO TO(19)
NO:GO TO(22)
( 19 ) RTK Base Station Status Check
Action:
Press PAGE button to locateRTK Base Station Data and viewStatus .
DoesStatus displayOK ?
Result:
YES:If there are 5 satellites or more above mask, the vehicle GPS is shadedDrive vehicle to an open area, so STARFIRE™
Receiver has clear view of sky.GO TO(13)
NO:GO TO(20)
( 20 ) Radio Initialization Check
Action:
Does it showinitializing ?
Result:
YES:See manualTM2820 -STARFIRE™ RTK (Real Time Kinematic) Base Station Diagnostics
NO:GO TO(21)
( 21 ) Survey Mode Check

Action:
Does it showSurvey ?
Result:
YES:Wait for SURVEY mode to completeGO TO(13) If SURVEY mode exceeds 24 hours, see manualTM2820 -STARFIRE™ RTK
(Real Time Kinematic) Base Station Diagnostics
NO:Refer to Operator′s Manual and Reconfigure both Vehicle and Base Station radios.GO TO(1)
( 22 ) Radio Status Check
Action:
Press PAGE button to locateRadio Data.
Does theRadio Data SN displayNo Radio ?
Result:
YES:GO TO(23)
NO:GO TO(27)
( 23 ) Radio Electronic Power Check
Action:
Disconnect STARFIRE™ RTK Harness (W42) connector X64.
Measure the voltage at connector X33, harness end, cc# 021 (Pin 1) and cc# 020.
Is voltage 12VDC?
Result:
YES:GO TO(25)
NO:GO TO(24)
( 24 ) Radio Electronic Return Power Check
Action:
Disconnect STARFIRE™ RTK Harness (W42) connector X64.

Measure the voltage at connector X64, harness end, cc# 021 (Pin 1) and frame ground.
Is voltage 12VDC?
Result:
YES:Refer to schematic and Repair cc# 020.GO TO(13)
NO:Refer to schematic and Repair cc# 021.GO TO(13)
( 25 ) RS232 Resistance Check
Action:
Disconnect STARFIRE™ RTK Harness (W42) connector X11 and X64.
Measure resistance between connector X11 harness end, cc# 939 (Pin G) and connector X64, harness end, cc# 939 (Pin 2)
Result:
YES:GO TO(26)
NO:Refer to Schematic and Repair cc# 939GO TO(13)
( 26 ) RS232 Resistance Check
Action:
Disconnect STARFIRE™ RTK Harness (W42) connector X11 and X64.
Measure resistance between connector X11 harness end, cc# 937 (Pin D) and connector X64, harness end, cc# 937 (Pin 3)
Result:
YES:Replace RTK RadioGO TO(1)
NO:Refer to Schematic and Repair cc# 937.GO TO(13)
( 27 ) RTK Search Check
Action:
Press INFO Button on GREENSTAR™ Display.
Press PAGE button to locateRTK Search entry.
Does theRTK Search status displayComplete ?
Result:
YES:GO TO(14)
NO:GO TO(28)
( 28 ) Multi-Path RTK Search
Action:
Does theRTK Search status displayToo Much Multi-Path ?
Result:
YES:Either the base station or the vehicle is in a high multi-path environment. Move the vehicle to an open area (1/4 mile from
any high line wires, metal buildings or angular structures).If Too Much Multi-path is still displayed, the Base Station will need to
be moved away from high line wires, metal buildings, or angular structures.
NO:GO TO(29)
( 29 ) Too Far From Base Station RTK Search Check
Action:
Does theRTK Search status displayToo Far From Base Station ?
Result:
YES:RTK system needs Line of Sight with correctional signal. Optimum operating radius is 6 miles. Move Vehicle until both
conditions are met.GO TO(13)
NO:GO TO(30)
( 30 ) Antenna Check
Action:
If a Repeater Radio is being used, shut power down to the Repeater system.
Move vehicle within 1/4 mile of Base Station ensuring Line of Sight .
Press button next toSTARFIRE™ Receiver .
LocatePosition Mode
IsPosition Mode now3D RTK ?
Result:
YES:Replace Radio antennas at both the vehicle and base station.GO TO(31)
NO:See manualTM2820 -STARFIRE™ RTK (Real Time Kinematic) Base Station Diagnostics
( 31 ) Repeater Radio Check
Action:
Was a Repeater Radio being used when problem occurred?
Result:
YES:GO TO(34)
NO:GO TO(32)
( 32 ) Original Problem Location Check
Action:
Drive vehicle back to location where original problem occurred, ensuring location is Line of Sight and a 6 mile radius of Base
Station.
LocatePosition Mode .
Result:
YES:Radio antennas were faulty.GO TO(14)
NO:GO TO(33)
( 33 ) Noise Level Check at Original Problem Location
Action:
Drive vehicle back to location where original problem occurred.
Press PAGE button to locateRadio Data .
DoesRadio Data displayNoise Level (<30) value less than 30?
Result:
YES:See manualTM2820 -STARFIRE™ RTK (Real Time Kinematic) Base Station Diagnostics
NO:Either the base station or the vehicle is in a highNoise Level environment. Move the vehicle to an open area (1/4 mile
from any high line wires, metal, buildings or angular structures).IfNoise Level is still more than 30, the Base Station will need
to be moved away from high line wires, metal buildings, or angular structures.
( 34 ) Repeater Radio Location Check
Action:
Drive vehicle to open area within 100 feet of repeater radio.

Vehicle and repeater radio must be in line of sight to base station.
LocatePosition Mode .
IsPosition Mode on vehicle3D RTK ?
Result:
YES:GO TO(35)
NO:Move Repeater Radio to location where vehicle shows Position Mode3D RTK GO TO(35)
( 35 ) Radio Connection Check
Action:
Restore power to Repeater Radio system
Press PAGE button to locateRadio Connection
Press button next to Radio Connection until the wordREPEATER is selected.
Does the wordREPEATER stay selected for 10 seconds?
Result:
YES:GO TO(36)
NO:Configure the Repeater Radio per RTK operator′s manualGO TO(35)
( 36 ) Original Problem Location Check
Action:
Drive vehicle back to location where original problem occurred, within Line of Sight and a 6 mile radius of repeater radio.
LocatePosition Mode
Result:
YES:GO TO(14)
NO:Replace Repeater Radio antennaIf problem persists, replace Repeater RadioGO TO(1)
( 37 ) TCM Receive Message Count Check
Action:
Press PAGE button to locateSTARFIRE™ CAN Rx Count .
IsSTARFIRE™ CAN Rx Count increasing?
Result:
NO:GO TO(38)
Action:
Disconnect STARFIRE™ RTK Receiver Harness (W42) connector X11.
Measure the voltage between connector X11, Harness end, cc# 21 (Pin F) and cc# 20 (Pin E).
Is it 12VDC?
Result:
YES:GO TO(39)
NO:GO TO(40)
Action:
Measure the voltage between connector X11, Harness end, cc# 22 (Pin B) and cc# 20 (Pin E).
Is it 12VDC?
Result:
YES:GO TO(41)
Action:
Measure the voltage between connector X11, Harness end, cc# 21 (Pin F) and frame ground.
Is it 12VDC?
Result:
Action:
Measure the voltage between TCM connector X33, harness end, cc# 255 (Pin 9) and cc# 20 (Pin 3).
Result:
YES:GO TO(42)
NO:GO TO(45)
Action:
Measure the voltage between TCM connector X33, Harness end, cc# 254 (Pin 4) and cc# 20 (Pin 3).
Result:
YES:GO TO(43)
NO:GO TO(46)
Action:
Disconnect STARFIRE™ RTK Receiver Harness (W42) connectors X11 and X33.
Result:
NO:GO TO(44)
Action:
Now isSTARFIRE™ Receiver an entry on Page 1 or Page 2?
Result:
YES:Problem is fixed nowReturn to GREENSTAR™ application and verify correct operation.
NO:Replace Terrain Compensation Module (A22).After replacing TCM, set parameters: height, fore/aft, mount direction, and
calibrate before operatingGO TO(3)
( 45 ) CAN Hi Wire Resistance Check
Action:
Measure resistance between connector X11 harness end, cc# 255 (Pin A) and connector X33, harness end, cc# 255 (Pin 9).
Result:
YES:GO TO(47)
( 46 ) CAN Lo Wire Resistance Check
Action:
Measure resistance between connector X11 harness end, cc# 254 (Pin K) and connector X33 harness end, cc# 254 (Pin 4).
Result:
YES:GO TO(47)
Action:
Result:
NO:Replace STARFIRE™ Receiver (A2).
Action:
Disconnect AMS Cab Harness (W1) connector X10
Measure the voltage between AMS Cab Harness connector X10, Harness end, Pin 6 and Pin 7.
Is it 12VDC?
Result:
YES:GO TO(50)
NO:GO TO(49)
Action:
Disconnect connector X10
Measure the voltage between connector X10, Harness end, Pin 6 and frame ground
Is it 12VDC?
Result:
YES:Refer to Schematic and repair ground wire associated with Pin 7.GO TO(5)
( 50 ) CAN Lo Check
Action:
Result:
YES:GO TO(51)
NO:See reference246C-15J-003 , 8000 Series Field Installed AutoTrac CAN Bus Diagnostics to diagnose an AutoTrac CAN Bus
problem.
( 51 ) CAN Hi Check
Action:
Result:
YES:GO TO(52)
Action:
Is it 12VDC?
Result:
YES:GO TO(53)
Action:
Is it 12VDC?
Result:
YES:GO TO(54)
NO:Refer to schematic and repair TCM Harness cc# 21 and/or cc# 20GO TO(5)
( 54 ) CAN Lo Check
Action:
Result:
YES:GO TO(55)
( 55 ) CAN Hi Check
Action:
Measure the voltage between Terrain Compensation Module connector X33, Harness end, cc# 965 (Pin 11) and cc# 20 (Pin 3
Result:
YES:GO TO(56)
Action:
Is it 12VDC?
Result:
YES:Replace Terrain Compensation Module (A22)After replacing TCM set parameters: height, fore/aft, and mount direction
correctly before operating.GO TO(5)
Action:
position always left or right consistently?
Result:
YES:GO TO(59)
NO:GO TO(58)
Action:
position always North, East, South, or West?
Result:
YES:Ensure Base Station hasn′t moved. If RTK Base station has moved, use Shift Track feature to compensate for error.
NO:GO TO(62)
Action:
Disconnect any implement attached to vehicle for this test
Drive machine up and down one track established using Parallel Tracking.
Result:
YES:No problem with TCMGO TO(62)
NO:GO TO(60)
Action:
Calibrate TCM on level surface.
Press button next toCalibrate TCM
Drive machine up and down a track established using Parallel Tracking. No implement should be attached for this test.
→NOTE:
The TCM should be calibrated after initial installation and every time it is moved to a different machine.
Result:
YES:No problem with TCMGO TO(62)
NO:GO TO(61)
Action:
TurnTCM off by pressing button next tooff/ON untilOFF is boxed
Drive machine up and down a track established using Parallel Tracking with no implement attached.
Now did the machine wheel tracks line up?
Result:
YES:Enter a DTAC case.GO TO(1)
NO:If running AutoTrac, GO TO Machine AutoTrac section

Action:
When operatingGREENSTAR™ Parallel Tracking orAutoTrac Assisted Steering System is navigation inaccurate through
bumps or quickly changing terrain?
Result:
YES:GO TO(63)
NO:GO TO(64)
( 63 ) TCM Mounted Position Check
Action:
CheckSTARFIRE™ Mount Direction
IsSTARFIRE™ Mount Direction set according to the actual physically mounted direction of the Receiver ?
→NOTE:
John Deere Gators currently is the only machine where the STARFIRE™ Receiver would be facing
backwards
Result:
YES:GO TO(64)
NO:Press button next to STARFIRE™ Mount Direction until correct direction is boxed.GO TO(62)
( 64 ) TCM Height parameter Check
Action:
CheckSTARFIRE™ Height (See TCM Manual)
Measure from the ground to the top of the STARFIRE™ Receiver.
Is theSTARFIRE™ Height parameter correct?
Result:
YES:GO TO(65)
NO:Enter correct height number according to operator manualGO TO(62)
( 65 ) Turn TCM off Check

Action:
TurnTCM off by pressing button next tooff/ON untiloff is boxed
Now is navigation significantly less accurate when the TCM was turned OFF?
Result:
YES:TCM is working as designedGO TO(66)
NO:Replace Terrain Compensation Module (A22)GO TO(1)
( 66 ) Navigation Bar Stability Check
Action:
When operatingGREENSTAR™ Parallel Tracking orAutoTrac Assisted Steering System is navigation unstable or hunting?
Result:
YES:GO TO(67)
NO:All Terrain Compensation Module functions check out alright.DONE
( 67 ) Fore/Aft Check
Action:
CheckSTARFIRE™ Fore/Aft setting with Operator manual′s recommended setting.
Is Fore/Aft setting correct?
Result:
YES:GO TO(68)
NO:Enter correct Fore/Aft setting parameter into GREENSTAR™ DisplayGO TO(66)
( 68 ) Turn TCM off Check
Action:
TurnTCM off by pressing button next tooff/ON untilOFF is boxed
Section 246C - AG MANAGEMENT SOLUTIONS (AMS) — AUTOTRAC Group 20A: Circuit Code Listing
Now is navigation unstable or hunting?
Result:
YES:If running AutoTrac, refer to machine specific AutoTrac steering section.
NO:Replace Terrain Compensation Module (A22)GO TO(1)
Action:
Does the GPS part ofPosition Mode display one of the following statuses?
3D
3D +
→NOTE:
Result:
YES:GO TO(13)
Section 246C - AG MANAGEMENT SOLUTIONS (AMS) — AUTOTRAC Group 20B: Connector Information
Group 20A - Circuit Code Listing

Reference 246C-20A-001, Circuit Code Listing
Power Circuits 0-99 (Red Wires Except as Noted)
cc # Description
002 Positive Battery Cable (Black)
040 Ground
050 Ground
070 Ground
052 CAN Power
072 Switched Power
292 Seat Switch Power
502 Wheel Speed Sensor Power
508 Wheel Speed Signal
542 Resume Switch Power
591 Resume Switch
592 Resume Switch
904 CAN Hi
905 CAN Lo
922 AMS Switched Power
923 Seat Switch
924 CCD-
925 CCD+
932 ACU Power
962 SSU Power
992 AMS Unswitched Power
AG MANAGEMENT SOLUTIONS (AMS) —FIELD DOC™ (g) by Belgreen v2.0
Group 20B - Connector Information

Reference 246C-20B-001, Connector Locations
Refer toReference 245-GSS-306 for locations of connectors.
Reference 246C-20B-002, Connector Information

For Field Installed GREENSTAR ™ Harness information, Refer toReference 245-GSS-302
<- Go to Section TOC Section 246D page 176 tm1797-DIAGNOSIS AND TESTS SERVICE MANUAL
Section 246D - AG MANAGEMENT SOLUTIONS (AMS) —FIELD DOC™

Table of contents
Group 15A - GREENSTAR™ FIELD DOC™ Diagnostics ......................................................................... 1
Reference 246D-15A-001, Theory of Operation .................................................................................... 1
Reference 246D-15A-002, Schematics ................................................................................................. 2
FIELD DOC™ System Problem ............................................................................................................ 15
Group 15B - GREENSTAR™ GPS Receiver Identification .................................................................. 29
Reference 246D-15B-001, GPS Position Receiver Identification- Type A STARFIRE STARFIRE is a
trademark of Deere & Company Receiver ................................................................................... 29
Reference 246D-15B-001A, GPS Position Receiver Identification- Type B STARFIRE STARFIRE is a
trademark of Deere & Company Receiver & Terrain Compensation Module (TCM) ..................... 29
Reference 246D-15B-001B, GPS Position Receiver Identification - Type C STARFIRE STARFIRE is a
trademark of Deere & Company Receiver & TCM with RTK Correctional Signal .......................... 30
Reference 246D-15B-002, L-Band GPS Receiver ................................................................................ 30
Reference 246D-15B-003, Non—John Deere GPS Receiver ................................................................ 31
Group 15C - GREENSTAR™ GPS Receiver - L-Band Diagnostics ..................................................... 32
Reference 246D-15C-001, Theory of Operation .................................................................................. 32
Reference 246D-15C-002, Electrical Schematic ................................................................................. 33
L-Band Receiver Problem ................................................................................................................... 35

Section 246D - AG MANAGEMENT SOLUTIONS (AMS) —FIELD DOC™ Group 15A: GREENSTAR™ FIELD DOC™ Diagnostics
Group 15A - GREENSTAR™ FIELD DOC™ Diagnostics

Reference 246D-15A-001, Theory of Operation
The GREENSTAR ™ FIELD DOC ™ System is a tool used to collect and analyze field data. The system is made up of a
GREENSTAR™ Display, GREENSTAR™ GPS Receiver, GREENSTAR™ Mobile Processor, FIELD DOC™ KeyCard, PC Data Storage
Card and GREENSTAR™ Harnesses.
The FIELD DOC ™ System provides the operator with easy-to-use menu driven commands through the GREENSTAR™ Display.
These commands allow the operator to customize the system to their specifications.
The FIELD DOC™ system in conjunction with the JDOFFICE ™ desktop software from John Deere AMS, allows the operator to
collect and analyze farm/field data to support farm business management in areas such as crop record keeping, reporting and
accounting. The system allows the operator to automatically collect operation-related data primarily on seeding, tillage,
fertilizer and pesticide applications. The system is compatible with other John Deere implement control systems such as
SEEDSTAR ™ on John Deere planters and SPRAYSTAR ™ on John Deere Sprayers. It also provides the basis for map-based
variable rate application in combination with John Deere′s variable rate SEEDSTAR system on row-crop planters.
The FIELD DOC™ Systems allows the operator to collect detailed information on mapping boundary or tile lines, product
application rates, operator data, implement type, implement depth, and weather conditions. The system also allows the
operator to collect field task totals including date, area, field time, and average rates.
FIELD DOC™ is organized with the client being the top level. For each client, there can be multiple farms, fields, tasks and
operations. Each task can have up to 6 operations.
Reference 246D-15A-002, Schematics

Standalone Cab and Implement harness terminated by an ISO connector with Implement Switch.
Standalone Cab and Implement harness terminated by an ISO connector with Implement Switch.
LEGEND:
A2 GPS Receiver
A6 Radar
A7 Implement Switch
F2 Fuse - Switched
G1 Battery
K1 Relay
K2 Relay
S1 Key Switch
W1 AMS Cab Harness
X31 Terminal Block
Standalone Cab, Implement, and TCM harness terminated by ISO Connector with Implement
Switch.
Standalone Cab, Implement, and TCM harness terminated by ISO Connector with Implement Switch.
LEGEND:
A2 GPS Receiver
A6 Radar
A7 Implement Switch
A22 Terrain Compensation Module
F2 Fuse - Switched
G1 Battery
K1 Relay
K2 Relay
S1 Key Switch
W1 AMS Cab Harness
W10 TCM Harness
X31 Terminal Block
Standalone Cab and Implement harness terminated by a CAN terminator harness with
Implement Switch.
Standalone Cab and Implement harness terminated by a CAN terminator harness with Implement Switch.
LEGEND:
A2 GPS Receiver
A6 Radar
A7 Implement Switch
F2 Fuse - Switched
G1 Battery
K1 Relay
K2 Relay
S1 Key Switch
W1 AMS Cab Harness
X31 Terminal Block
Standalone Cab, Implement, and TCM harness terminated by CAN terminator harness
Standalone Cab, Implement, and TCM harness terminated by CAN terminator harness
LEGEND:
A2 GPS Receiver
A6 Radar
A7 Implement Switch
F2 Fuse - Switched
G1 Battery
K1 Relay
K2 Relay
S1 Key Switch
W1 AMS Cab Harness
W10 TCM Harness
X31 Terminal Block
Wiring harness, Position Receiver harness with a Serial Port connection to a computer and a
Implement Switch.
Wiring harness, Position Receiver harness with a Serial Port connection to a computer and a Implement Switch.
LEGEND:
A2 GPS Receiver
A7 Implement Switch
G1 Battery
S1 Key Switch
X31 Terminal Block
Wiring Harness, Position Receiver with TCM harness and Implement Switch
Wiring Harness, Position Receiver with TCM harness and Implement Switch
LEGEND:
A2 GPS Receiver
A7 Implement Switch
G1 Battery
S1 Key Switch
W10 TCM Harness
X31 Terminal Block
Reference 246D-15A-003, FIELD DOC ™ Diagnostics

FIELD DOC™ System Problem
( 1 ) GPS Position Receiver Check
Action:
Drive machine with FIELD DOC™ capability away from buildings and trees to check for system functionality.
Observe the STARFIRE ™ GPS Position Receiver and confirm the following:

Receiver dome is pointed upward.
Receiver is properly connected.
Is GPS receiver properly mounted and has a clear view of the sky?
Result:
YES:GO TO(2)
NO:Remount STARFIRE™ Position ReceiverGPS Position Receiver needs to have clear view of sky before it can communicate
with GPS satellitesGO TO(2)
Action:
Install KeyCard and PC Data Storage Card for FIELD DOC™ Basic
Wait 10 seconds
→NOTE:
If multiple GREENSTAR™ Displays are being used, check each one of the displays for power.
Result:
YES:GO TO(3)
( 3 ) FIELD DOC™ Basic Software Check
Action:
Press button next toProgram Target
Press button next toMobile Processor.
Observe FIELD DOC™ Basic Software version
Is there aFIELD DOC™ Basic software version entry on KeyCard?
Result:
YES:GO TO(4)
NO:Obtain FIELD DOC Basic™ KeyCard from your dealer.If you own a KeyCard, go to John Deere internet site:
www.stellarsupport.com and download current GREENSTAR™ FIELD DOC™ Basic software onto your KeyCard.GO TO(4)
( 4 ) Current FIELD DOC™ Basic Software Check
Action:
Ensure software version on KeyCard is current.
Press button next toKeyCard .
Press button next toProgram Target .
Press button next toMobile Processor .
Press button next toFIELD DOC™ Basic to load software.
Did FIELD DOC™ Basic software load correctly?
→NOTE:
The process of loading software to the GREENSTAR™ components could take 10 minutes to complete
Result:
YES:GO TO(6)
NO:GO TO(5)
Action:
Key switch in the OFF position.
Observe GREENSTAR™ Display
IsSELECT PROGRAM displayed?
Result:
YES:Power has been interrupted, when loading software to Mobile Processor.Go to www.Stellarsupport and download current
FIELD DOC™ Basic software to KeyCardInstall KeyCard in Mobile ProcessorPress button next to FIELD DOC™ Basic software
with following format:FDOCxxx GO TO(6)
NO:Call 1-888-GRNSTAR or enter an AMS DTAC case.
( 6 ) KeyCard and PC Data Storage Card Warning Check
Action:
Are there any of the following KeyCard or PC Data Storage Card WARNING errors displayed on the GREENSTAR™ Display?
ID 150 PC Card Warning - Data Card has been removed

ID 151 PC Card Warning - No Setup Data on PC Card
ID 155 PC Card Warning - KeyCard has been removed
ID 156 PC Card Warning - No KeyCard Data on PC Card
ID 157 Invalid Key - Field Mapping Disabled
ID 158 PC Card Warning - More than one
KeyCard has been detected.
Result:
NO:GO TO(7)
Action:

0xFC Key Card
→NOTE:
For the rest of the routine, If more than 1 GREENSTAR™ display is being used, do commands on the
Primary display.
Result:
YES:GO TO(8)
( 8 ) Mobile Process Software Check
Action:
Wait 10 seconds
IsKeyCard displayed?
Result:
YES:GO TO(10)
NO:GO TO(9)
( 9 ) Software Loaded on Mobile Processor Check
Action:
Wait 10 seconds
IsReprogram one of the entries?
Result:
YES:Combine Yield Mapping Software is loaded on Mobile Processor. Refer to FIELD DOC™ or GREENSTAR™ Parallel Tracking
operator manual′s Programming section and Load FIELD DOC™ software onto Mobile ProcessorGO TO(10)
NO:GO TO(3)
( 10 ) FIELD DOC™ CAN Bus Check
Action:
Wait 10 seconds
IsFIELD DOC™ displayed?
Result:
YES:GO TO(11)
NO:GO TO(3)
( 11 ) FIELD DOC™ Product Key Check on KeyCard
Action:
IsFIELD DOC™ Basic displayed?
Result:
YES:GO TO(12)
NO:Obtain properly equipped FIELD DOC™ Basic KeyCard with a FIELD DOC™ Basic Product Key.GO TO(11)
( 12 ) STARFIRE™ Position Receiver CAN Bus Check
Action:
Wait 10 seconds
IsSTARFIRE™ Receiver displayed?
Result:
YES:GO TO(13)
( 13 ) 110 Fault Code Check
Action:
Wait 10 seconds
Is the following WARNING message being displayed on the GREENSTAR™ Display?
Fault Code 110

Wiring Problem with Harness
Result:
YES:GO TO(31)
NO:GO TO(14)
( 14 ) FIELD DOC™ Warning Screen Checks
Action:
Wait 2 minutes
Do any of the following FIELD DOC™ WARNING Messages appear?
ID 200 GPS communications failure

ID 201 No GPS position information
ID 202 No GPS differential correction
ID 245 Data card has file left open
ID 246 Data card full error
Result:
YES:•ID 200 •ID 201 •ID 202 Wait 15 minutes and try again, if problem still existsSee appropriate GPS Receiver Diagnostics
in section 246C, group 15 or section 246D, group 15
YES:•ID 245 •ID 246 There is a PC Data Storage Card errorCall 1-888-GRNSTAR or enter an AMS DTAC case
NO:GO TO(15)
( 15 ) GPS Warning Screen Checks
Action:
Wait 2 minutes
ID 301 STARFIRE™ Network Problem Please Stand by

ID 302 Receiver Not Receiving on Alternate Frequency
ID 303 GPS Corrections License has Expired
ID 304 Corrected GPS Position is not available
ID 305 GPS position is not available
ID 306 Updating STARFIRE™ GPS Software Please Stand by
ID 308 RTKBase Station has moved.
Result:
YES:ID 301 - There is nothing you can do to correct problem. Logon to www.starfirenetwork.com and verify Network
operationGO TO(16)
YES:ID 302 - Press button next to "Switch to Default Frequency"GO TO(16)
YES:ID 303 - GPS Corrections License has Expired. Obtain new license by calling 1-888-GRNSTAR
YES:ID 304 - There may be a STARFIRE™ Network problem external to machine. Wait 15 minutes and try again.If problem still
existsSee appropriate GPS Receiver Diagnostics in section 246C, group 15 or section 246D, group 15.
YES:ID 305 - An obstruction may be preventing receiver from properly accessing GPS signal.GO TO(1)
YES:ID 306 - Wait until software has been loaded onto GPS engine moduleGO TO(16)
YES:ID 308 - RTK Base Station has moved. If using AutoTrac use Shift Track feature to adjust navigation bar.GO TO(16)
NO:GO TO(16)
Action:
Wait 10 minutes.
Press button next toSTARFIRE™ Receiver.
ObservePosition Mode
One of the followingPosition Mode statuses will be displayed
2DSF1
3DSF1
2DxWAAS/2DxEGNOS
3DxWAAS/3DxEGNOS
2DSF2
3DSF2
NoNav
Do you have3DSF1, 3DSF2, or 3DxWAAS/3DxEGNOS Position Mode?
→NOTE:
WAAS is a correction signal used in North America.
→NOTE:
EGNOS is a correction signal used in Europe.
→NOTE:
Also thisPosition Mode is displayed onRUN - PAGE 1 in left box besideF
Result:
YES:GO TO(17)
NO:For FIELD DOC™ 1 of the above 3 position modes is required.If NoNav is displayed see appropriate GPS Receiver
Diagnostics in section 246C, group 15 or section 246D, group 15.If no license has been purchased and customer wants to solely
use WAAS correctional signal,GO TO(38)
( 17 ) Field Documentation Operational Check
Action:
→NOTE:
Initial setup data needs to be entered into JDOFFICE ™ pertaining to farm(s)/field(s)/task(s) data and then
saved to thePC Data Storage Card
Turn Key Switch to the RUN position
Wait until GPS signal is acquired
Drive vehicle and press button next toRecording is: OFF/ON.
DidRecording is: status change fromOFF toON ?
→NOTE:
FIELD DOC™ Basic software will automatically change recording to "OFF" if no speed is detected. FIELD
DOC™ Basic requires a speed of at least 0.2 MPH for recording to turn "ON"
Result:
YES:GO TO(19)
NO:Make sure vehicle was moving when manually pressing button next toRecording is: GO TO(18)
( 18 ) Speed Source Check
Action:
Press button next toGREENSTAR™ Display .
Press button next toDisplay Diagnostics.
ObserveSpeed Source value on GREENSTAR™ Display.
Is there aSpeed Source selected?
Result:
YES:Call 1-888-GRNSTAR or enter an AMS DTAC case.
NO:Vehicle needs a Speed Source for FIELD DOC™ Basic to function.
NO:GO TO(17)
( 19 ) Implement Switch Usage Check
Action:
Is Implement Switch used to turn RecordingON andOFF ?
Result:
YES:GO TO(20)
NO:GO TO(23)
( 20 ) Implement Switch Operation Check
Action:
Drive vehicle in field and actuate the implement switch by lowering and raising implement.
Observe GREENSTAR™ Display.
Did Recording TurnON andOFF?
Result:
YES:GO TO(21)
NO:GO TO(24)
( 21 ) Implement Switch Check
Action:
Is Implement Switch turning RecordingON andOFF opposite of customer′s expectation?
Result:
YES:Reverse Selection on Step 24GO TO(24)
NO:GO TO(22)
( 22 ) Implement Switch Operational Check
Action:
Perform the desired field task(s)
Did the use of the Implement Switch to turn RecordingON/OFF accurately reflect FIELD DOC™ task(s)?
→NOTE:
Refer to Field Documentation OM for correct Setup Information
Result:
YES:GO TO(23)
NO:Adjust Implement Switch positionGO TO(22)
( 23 ) Documentation Check
Action:
Perform the desired field task(s)
After field task(s) are complete, take PC Data Storage Card and download the data into JDOffice™ computer
Do the results seem accurate?
Result:
YES:DONE
NO:Refer to FIELD DOC™ Operator′s Manual for setting task parameters correctly.GO TO(23)
( 24 ) Implement Switch Setup Check
Action:
Key Switch in RUN position
Press button next toFIELD DOC™
Press button next to
Oper
Mach
Imp
Width
Press button next toImplement Switch
Press button next to one of the following to ensure use of the Implement Switch
RECORD WHEN OPEN

RECORD WHEN CLOSED
Drive vehicle and raise and lower implement.
Does Recording turnON andOFF ?
Result:
YES:GO TO(21)
NO:GO TO(25)
( 25 ) Implement Switch Open/Close Check
Action:
Press button next toGREENSTAR™ Display.
Press button next toDisplay Diagnostics.
ObserveImplement Switch status
Raise and lower implement to actuate and unactuate Implement Switch.
DidOpen/Close status change when implement was raised and lowered?
Result:
YES:GO TO(18)
NO:GO TO(26)
( 26 ) Implement Switch Check
Action:
Observe Implement Switch.
Is it..?
•Free and clear of obstructions
•Properly mounted on implement so raising and lowering of implement actuates and unactuates switch.
Result:
YES:GO TO(27)
NO:Repair as requiredGO TO(20)
( 27 ) Voltage Meter Check for Open/Close Circuit at GREENSTAR™ Display
Action:
Raise or lower implement to actuate Implement switch.
Measure resistance between GREENSTAR™ Display connector X13, harness end, cc#209 (Pin F) and cc# 050 (Pin D).
Did resistance on voltage meter change from less than 3 ohms to greater than 3 ohms?
Result:
YES:GO TO(28)
NO:GO TO(29)
( 28 ) GREENSTAR™ Connector Check
Action:
Observe the GREENSTAR™ Display connector X13.
Is it dirty, corroded or damaged?
Result:
YES:Replace/repair as requiredGO TO(1)
( 29 ) Voltage Meter Check for Open/Close Circuit at Implement Switch
Action:
Disconnect Implement Switch A7 connector X25.
Measure resistance between Implement Switch connector X25, Implement Switch side Pin A and Pin B.
Did resistance on voltage meter change from less than 3 ohms while unactuated to greater than 3 ohms when actuated?
Result:
YES:GO TO(30)
NO:Replace Implement Switch (A7)GO TO(1)
( 30 ) Resistance Check on cc#209
Action:
Disconnect GREENSTAR™ Display connector X13 and Implement Switch connector X25
Measure resistance between Implement Switch, connector X25, harness end, cc# 209 (Pin A) and cc# 010 (Pin B).
Is resistance less than 3 ohms?
Result:
YES:Refer to schematic and repair cc# 209 short circuit to ground.GO TO(1)
NO:Refer to schematic and repair open circuit in cc# 209 and/or cc# 010GO TO(1)
Action:
Confirm the following connectors are connected
X13 - GREENSTAR™ Display

X12 - Mobile Processor
X17 - STARFIRE™ Receiver connector
X33 - Terrain Compensation Module connector
Are all connectors properly mated, and pins are not backed out or damaged?
Result:
YES:GO TO(32)
NO:Connect unmated connectors and check for backed out or damaged pins.GO TO(1)
Action:
ObserveCAN Physical Layer
Isauto selected?
Result:
YES:FIELD DOC™ can operate on a 2.5 or 4/5 CAN Bus system.All components must be same voltage or Dual CAN.GO TO(33)
NO:Press button next toCAN Physical Layer Press button next toAUTO Press button next toChange Layer Continue Press
RUN button on GREENSTAR™ DisplayGO TO(7)
Action:
→NOTE:
1=2.5V and 2=Dual Can
Result:
YES:GO TO(34)
NO:This GREENSTAR™ Display is not compatible for FIELD DOC™.Update GREENSTAR™ display to Dual Can or purchase Dual
Can GREENSTAR™ DisplayGO TO(1)
( 34 ) GREENSTAR Mobile Processor Compatibility Check
Action:
The GREENSTAR™ Mobile Processor is a piggy-back design mounted directly behind the GREENSTAR™ Display
Result:
YES:GO TO(35)
NO:This Mobile Processor is not compatible for FIELD DOC™Purchase Dual Can piggy-back designed Mobile Processor for FIELD
DOC™GO TO(1)
( 35 ) Position Receiver Check
Action:
Check 13 character Product Identification Number on bottom of Position Receiver starting with PCGU0 X xxxxxxx
Result:
YES:GO TO(36)
NO:The Position Receiver needs to be a Dual CAN Position Receiver.Purchase for FIELD DOC™ operationGO TO(1)
Action:
0xD2 Mobile Process

0xFC Key Card
Is address0xD2 and0xFC displayed andMessage Count increasing ?
Result:
YES:GO TO(37)
NO:See reference246C-15F-003 ,GREENSTAR™ Mobile Processor Diagnostics
( 37 ) STARFIRE™ Position Receiver CAN Bus Check
Action:
Is address0x1C displayed andMessage Count increasing?

Section 246D - AG MANAGEMENT SOLUTIONS (AMS) —FIELD DOC™ Group 15B: GREENSTAR™ GPS Receiver Identification
Result:
YES:CAN Bus communication are intermittentRecheck connectors and also check for backed out or damaged pins.GO TO(7)
Action:
ObserveSTARFIRE™ Corrections .
Result:
YES:GO TO(16)
NO:Press button next toSTARFIRE™ Corrections untilON is boxed to use John Deere Network CorrectionsGO TO(16)
Group 15B - GREENSTAR™ GPS Receiver Identification

Reference 246D-15B-001, GPS Position Receiver Identification- Type A
STARFIRE ™ Receiver
STARFIRE™ Receiver without TCM
Bottom view of STARFIRE™ Receiver without TCM
The STARFIRE ™ Position Receiver has a yellow dome and is labeled with the word STARFIRE™.
Use GPS Position Receiver Diagnostics - Type A to diagnose the STARFIRE™ Position Receiver.
Reference 246D-15B-001A, GPS Position Receiver Identification- Type B

STARFIRE ™ Receiver & Terrain Compensation Module (TCM)
STARFIRE™ Receiver with TCM
Bottom view of STARFIRE™ Receiver with TCM
The STARFIRE ™ Position Receiver with a TCM (Terrain Compensation Module) has a yellow dome and is labeled with the word
STARFIRE™. This GPS system also has a TCM mounted under the STARFIRE™ Receiver inside the bottom housing of the shroud.
Use GPS Position Receiver Diagnostics - Type B to diagnose the STARFIRE™ Position Receiver with TCM.
Reference 246D-15B-001B, GPS Position Receiver Identification - Type C

STARFIRE ™ Receiver & TCM with RTK Correctional Signal
STARFIRE™ Receiver with TCM and attached RTK radio
This STARFIRE ™ Position Receiver has a TCM (Terrain Compensation Module) which compensates for vehicle tilt and a RTK
(Real Time Kinematics) radio attached which utilizes the RS232 correction signal from the RTK base station.
Use STARFIRE™ Position Receiver with TCM using RTK correction signal Type C to diagnose this type of Position Receiver.
Reference 246D-15B-002, L-Band GPS Receiver
L-Band GPS Receiver
The L-Band GPS Receiver has an orange dome. For this receiver useReference 246D-15C-003 - GREENSTAR ™ GPS Receiver
Section 246D - AG MANAGEMENT SOLUTIONS (AMS) —FIELD DOC™ Group 15C: GREENSTAR™ GPS Receiver - L-Band Diagnostics
- L-Band Diagnostics.
Reference 246D-15B-003, Non—John Deere GPS Receiver

For this receiver, use the diagnostics supplied with receiver.
Group 15C - GREENSTAR™ GPS Receiver - L-Band Diagnostics

Reference 246D-15C-001, Theory of Operation
The GPS Receiver is active whenever the Key Switch is in the RUN position. Trickle power is provided continuously for internal
memory retention.
The L-Band Receiver will continue to navigate after the Key Switch is turned OFF for a period of 1 to 3 hours as long as they can
maintain lock on a minimum 4 GPS satellites
The GPS Receiver provides Global Position System (GPS) data and Differential Correction for the GREENSTAR ™ Systems.
Reference 246D-15C-002, Electrical Schematic
LEGEND:
A2 GREENSTAR ™ GPS Receiver
S1 Key Switch
G1 Battery
W1 AMS Cab Harness (GREENSTAR™ Factory Installed Harness

W6 Cab Harness
X8 Diagnostic Connector (SE12c)
X10 GREENSTAR™ GPS Receiver Connector
→NOTE:
Designations in schematic apply to GREENSTAR™ AutoTrac Assisted Steering System components and
should not be confused with tractor designations. 8000, 8010 and 8020 series tractor components with
different callouts are in parenthesis in legend.
Reference 246D-15C-003, GREENSTAR ™ GPS Receiver - L-Band

Diagnostics
L-Band Receiver Problem
Action:
Drive machine away from buildings and trees.
Observe the GPS Receiver and confirm the following:
Receiver is mounted at highest point on machine and centered.

Receiver dome is pointed upwards.
Receiver is properly connected.
Result:
YES:GO TO(2) .
NO:Remount L-Band Receiver.GO TO(2) .
( 2 ) L-Band Receiver Access Check
Action:
KeyCard andPC Data Storage Card installed for GREENSTAR™ FIELD DOC™. FIELD DOC ™
Result:
YES:GO TO(3) .
NO:GO TO(15) .
Action:
Wait 2 minutes.
ID 301 - STARFIRE ™ Network Problem.

ID 302 - Receiver Not Receiving on Alternate Frequency.
ID 303 - GPS Correction License has Expired.
ID 304 - Corrected GPS Position is not Available.
ID 305 - GPS position is not available.
ID 306 - Updating GPS Software.
Result:
YES:ID 301- STARFIRE™ Network Problem. Please stand by.The Network is not operating properly - there is nothing you can do
to correct problem. Logon to www.starfirenetwork.com and verify that the Network is not operating properly.GO TO(4)
YES:-ID 302 - Receiver Not Receiving on Alternate Frequency.Press button next to "Switch to Default Frequency".GO TO(4) .
YES:ID 303 - GPS Corrections License has Expired.GO TO(8)
YES:ID 304 - Corrected GPS Position is not Available.GO TO(11)
TO(1) .
YES:ID 306 - Updating STARFIRE™ GPS Software Please stand by.Wait until software has been loaded onto GPS engine
Module.GO TO(4) .
NO:GO TO(4) .
Action:
Press button next toPosition Receiver .
Does it indicate any mode other thanNo Nav ?
→NOTE:
It could take a maximum of 10 minutes to acquire GPS and Correction Signal. If the receiver has been
unplugged from the harness and has just been re-connected, it could take up to one hour for the Position
Receiver to acquire GPS and Correction Signal.
Result:
YES:GO TO(5) .
NO:Replace GPS Receiver (A2).Return to GREENSTAR™ products and verify Correct Operation.
( 5 ) GPS Check
Action:
Press button next toPosition Receiver on Page 1 or Page 2.
Does thePosition Mode display one of the following?
2D .
3D .
Result:
YES:GO TO(6) .
Action:
Press PAGE button to locateLicense Level .
One of the following entries will be displayed:
JDdif .
NONE .
Is License LevelNONE”?
→NOTE:
NONE indicates the L-Band Receiver is not licensed to receive corrections from the STARFIRE™ Network.
Result:
YES:To purchase Differential Correction License call 1-888-GRNSTAR or access www.stellarsuppport.com to purchase
correction signal.GO TO(1) .
NO:GO TO(7) .
( 7 ) L-Band GPS Receiver Check
Action:
IsJDdif license acceptable for GREENSTAR™ products being used?
Result:
YES:GO TO(8) .
NO:Purchasing a STARFIRE ™ Receiver will improve accuracy.Return to GREENSTAR™ products and verify Correct Operation.
Action:
Press PAGE button to locateLicense Left .
ObserveLicense Left entry on GREENSTAR™ Display.
IsLicense Left days greater than 0?
Result:
YES:GO TO(9) .
NO:Differential Correction License has expired. Renew License by calling 1-888-GRNSTAR or accessing
www.stellarsuppport.com to purchase correct signal.Return to Return to GREENSTAR™ products and verify Correct Operation.
Action:
One entry will beUse: Default Channel orUse: Channel Below .
Is it set toDefault Channel ?
Result:
YES:GO TO(10) .
NO:SetUse : toDefault Channel by pressing button next toUse .Return to Return to GREENSTAR™ products and verify
Correct Operation.
Action:
2Ddif .
3Ddif?
Result:
YES:DONE .
NO:GO TO(11) .
Action:
Press PAGE button to locateLock Status .
ObserveLock Status .
IsLocked being displayed?
Result:
YES:GO TO(13) .
NO:There may be a STARFIRE™ Network problem external to the machine. To verify: Go towww.starfirenetwork.com .If
there is a Network problem, wait several hours and try again.GO TO(12) .
Action:
Press PAGE button to locateLock Status .
ObserveLock Status .
IsLocked being displayed?
Result:
YES:GO TO(13) .
NO:Replace GPS Receiver (A2).Return to GREENSTAR™ product(s) and verify Correct Operation.
Action:
Press PAGE button to locateGood Packets .
ObserveGood Packets .
Result:
YES:GO TO(14) .
NO:There may be a John Deere Network problem external to the vehicle. To verify:Go to ww.starfirenetwork.com.If there is a
Network problem, wait several hours and try again.GO TO(1) .
Action:

2Ddif .
3Ddif?
Result:
YES:DONE .
( 15 ) Primary Display WARNING Message Check
Action:
Key Switch in the Run position.
Wait 20 seconds.
Is this WARNING message being displayed?
"No primary display detected on the CAN Bus" .
Result:
YES:Press button next to statement"Make this display primary" .GO TO(2) .
NO:GO TO(16) .
( 16 ) Dual Display Check
Action:
Are two displays being used?
Result:
YES:Designate one of the GREENSTAR™ Displays to be used asPRIMARY .GO TO(17) .
NO:GO TO(17) .
( 17 ) Display Mode Check
Action:
Press SETUP button on designatedPRIMARY GREENSTAR™ Display.
Press button next to GREENSTAR™ Display.
ObserveDisplay Address on GREENSTAR™ Display.
GREENSTAR™Display Address could be set to one of the following:
Primary .
Auxiliary 1 .
Auxiliary 2 .
Auxiliary 3 .
Is theDisplay Address set asPrimary ?

Result:
YES:GO TO(18) .
NO:Refer to Parallel Tracking or FIELD DOC™ operator′s manual for instructions on setting GREENSTAR™ Display toPrimary
.GO TO(2) .
Action:
Disconnect L-Band Receiver connector X10.
Measure the voltage between L-Band Receiver connector X10, Harness end, cc#922 (Pin 6) and cc# 50 (Pin 7).
Is it 12VDC?
Result:
YES:GO TO(20) .
NO:(19) .
Action:
Measure the voltage between L-Band Receiver connector X10, Harness end, cc#922 (Pin 6) and frame ground.
Is it 12VDC?
Result:
YES:Refer to Schematic and repair cc# 050.GO TO(1) .
( 20 ) CAN Lo Check
Action:
Result:
YES:GO TO(21) .
( 21 ) CAN Hi Check
Action:
Result:
YES:GO TO(22) .
Action:
Is it 12VDC?
Result:
YES:GO TO(23) .
Action:
Disconnect L-Band Receiver extension harness connector X11.
Measure the voltage between L-Band Receiver extension harness connector X11, Harness end, cc# 21 (Pin F) and cc# 20 (Pin
E).
Is it 12VDC?
Result:
YES:GO TO(24) .
NO:Refer to schematic and repair Receiver Extension Harness W8 cc# 21 and/or cc# 20.
( 24 ) CAN Lo Check
Action:
Measure the voltage between L-Band Receiver extension harness connector X11, Harness end, cc# 964 (Pin K) and cc# 20 (Pin
E).
POWER SHIFT TRANSMISSION (g) by Belgreen v2.0
Is it between 1.5VDC and 3.5VDC.
Result:
YES:GO TO(25) .
NO:Refer to schematic and repair Receiver Extension Harness W8 cc# 964.
Action:
Measure the voltage between L-Band Receiver extension harness connector X11, Harness end, cc# 965 (Pin A) and cc# 20 (Pin
E).
Is it between 1.5VDC and 3.5VDC.
Result:
YES:GO TO(26) .
NO:Refer to schematic and repair Receiver Extension Harness W8 cc# 965.
Action:
Measure the voltage between L-Band Receiver extension harness connector X11, Harness end, cc# 22 (Pin B) and cc# 20 (Pin
E).
Is it 12VDC?
Result:
YES:Replace L-Band Receiver.Return to GREENSTAR™ products and verify Correct Operation.
NO:Refer to schematic and repair Receiver Extension Harness W8 cc#22.
Section 250 - POWER SHIFT TRANSMISSION

Table of contents
Reference 250-10-001, Transmission Operational Check ..................................................................... 1
Specifications ....................................................................................................................................... 4
Reference 250-15-001, PTO Calibration ............................................................................................... 6
Reference 250-15-002, Park Brake Leak Test ....................................................................................... 7
Reference 250-15-003, Transmission (PST) System Pressure Test ....................................................... 8
Reference 250-15-004, Park Brake, Diff Lock, PTO and MFWD Leak Test ........................................... 10
Reference 250-15-005, Park Brake, PTO And MFWD Pressure Test .................................................... 12
Reference 250-15-006, PST Shift Solenoid Valve Test ........................................................................ 14
Reference 250-15-007, PST Element Leak Test .................................................................................. 16
Reference 250-15-008, PCU Shift Valve Circuit Test ........................................................................... 19
Reference 250-15-009, PST Element Pressure Test ............................................................................ 21
Reference 250-15-010, PST Stuck Shift Valve Test ............................................................................. 23
Reference 250-15-011, PST Shift Accumulator Test ........................................................................... 26
Reference 250-15-012, Oil Cooler Relief Valve Test ........................................................................... 28
Reference 250-15-013, Oil Cooler Flow Test ....................................................................................... 30
Reference 250-15-014, Lube Valve Checks ........................................................................................ 32
Reference 250-15-015, PCU Address 34 Calibration ........................................................................... 34
Reference 250-15-016, Transmission Pressure with Valve Stack Isolated Test .................................. 36
Reference 250-15-100, Transmission System Pressure Adjustment ................................................... 38
Reference 250-20-001, List of Power Shift Transmission Theories ..................................................... 41
Reference 250-20-002, Transmission Power Flow .............................................................................. 42
Reference 250-20-003, Powershift Transmission (PST) Component Locations ................................... 43
Reference 250-20-004, System 1 Oil .................................................................................................. 46
Reference 250-20-005, System 2 Oil .................................................................................................. 49
Reference 250-20-006, Power Flow—7th Speed Forward ................................................................... 52
Reference 250-20-007, Power Flow—2nd Speed Reverse .................................................................. 54
Reference 250-20-008, Park Position—Engine Running ...................................................................... 55
Reference 250-20-009, Power Shift Transmission (PST)—Neutral ...................................................... 56
Reference 250-20-010, A-Brake Lube Valve ....................................................................................... 57
Reference 250-20-011, Park Brake Release Valve .............................................................................. 58
Reference 250-20-012, Traction Clutch Valve .................................................................................... 60
Reference 250-20-013, Output Clutch Check Valve Orifice ................................................................ 62
Reference 250-20-014, Lube Cut-Off Valve ........................................................................................ 63
Reference 250-20-015, Lube Relief Valve .......................................................................................... 65
Reference 250-20-016, Cooler Relief Valve ........................................................................................ 67
Reference 250-20-017, Ground Driven Pump ..................................................................................... 69
Reference 250-20-018, Ground Speed Park Control Valve ................................................................. 71
Reference 250-20-019, Scavenge Pump Operation ............................................................................ 73
Reference 250-20-020, Automatic Power Shift (APS) Operation ......................................................... 75
Reference 250-20-021, Transmission Shift Logic ................................................................................ 76
Reference 250-20-022, Selecting Gear ............................................................................................... 78
Reference 250-20-023, Transmission Shifting Features ..................................................................... 80
Reference 250-20-024, PST Shifting Characteristics .......................................................................... 81
Reference 250-20-025, Electro-hydraulic Solenoid Valve Operation .................................................. 82
Reference 250-20-026, Analog Shift Valve Operation ........................................................................ 84
Reference 250-20-027, Transmission Diagnostic Codes ..................................................................... 86

Reference 250-25-001, List of Power Shift (PST) Drawings ................................................................ 88

Reference 250-25-002, System 1 Oil—JIC Drawing ............................................................................. 89
Reference 250-25-003, System 2 Oil—JIC Drawing ............................................................................. 91
Reference 250-25-004, Park Brake Release Valve—JIC Drawing ........................................................ 93
Reference 250-25-005, Lube Cut-Off Valve—JIC Drawing ................................................................... 95
Reference 250-25-006, Lube Relief Valve—JIC Drawing ..................................................................... 97
Reference 250-25-007, Cooler Relief Valve—JIC Drawing ................................................................... 99
Reference 250-25-008, Ground Speed Park Control Valve—JIC Drawing .......................................... 101
Reference 250-25-009, Power Shift (PST) Checkout Forms .............................................................. 103
Reference 250-25-010, PST Element Engagement Chart ................................................................. 110

Section 250 - POWER SHIFT TRANSMISSION Group 10: Operational Checks

Reference 250-10-001, Transmission Operational Check
Tractor Inspection
With tractor in PARK, start engine. Corner post display should indicate “P” for PARK.
Check for external leaks with engine running.
CAUTION:
Observe the following safety precautions to prevent personal injury.
1. Keep hands away from moving parts. Shut engine OFF before checking hydraulic lines near moving
parts.
2. Use only 14mm adapters or plugs in 14mm ports. Fittings of incorrect size may appear to fit but
could be blown out under pressure. 14mm DRs are usually marked with an “M” (for metric
reference) or have a groove around hex.
Possible causes are:
Broken pipes, hoses or loose connections

Leaking O-rings or seals
Cracked housing
Transmission Operational Check
With tractor in PARK, start engine. Corner Post Display (A15) should indicate “P” for PARK.
Select SPEED on the ICU (A8) and monitor for a non-zero speed if / when tractor moves. If the radar symbol is showing, press
SPEED again to display wheel speed.
Move shift lever into FORWARD slot. PCU (A7) selects 7F (factory set). Corner Post Display (A15) should read “7F” and tractor
speed.
Shift through all FORWARD gears. Determine if tractor moves forward in any of the FORWARD gears and record results.
Move shift lever to REVERSE slot. PCU (A7) selects 2R (factory set). Corner Post Display (A15) should read “2R”.
Shift through all REVERSE gears. Determine if tractor moves in any of the REVERSE gears and record results.
If no gear commands respond, STOP engine and check that transmission output is still attached to the driveshaft.
If the tractor responds to FORWARD gear commands but no REVERSE commands, the CR element is suspected problem.
If the tractor responds to REVERSE gear commands but no FORWARD commands, one or more of the elements C1, C2, C3 and
C4 is the suspected problem.
If the tractor responds to some FORWARD and some REVERSE gear commands, record which gears DO NOT operate and
consult PST Element Engagement Chart to isolate the problem elements and their valves. (See Reference 250-25-010 , PST
Element Engagement Chart.)
PTO Operational Check
Stop tractor motion and set engine at any speed.
Move rear PTO switch (S31) to OFF position. The PTO symbol on the vehicle monitor should be OFF and there should be no
creep of the PTO shaft.
Section 250 - POWER SHIFT TRANSMISSION Group 10: Operational Checks
Move rear PTO switch to ON position. The PTO symbol on the vehicle monitor should be ON and there should be rotation of the
PTO shaft.
Move rear PTO switch to OFF position. The PTO shaft should stop rotating immediately or within 7 seconds if implement is
attached.
Differential Lock Operational Check
Start engine and prepare to drive tractor.
Engage differential lock while driving tractor in 7F at 1000 rpm. Differential lock symbol on vehicle monitor should be ON.
Turn steering wheel sharply left or right. Tractor should demonstrate resistance during turning.
During the turn, lightly depress the brake pedals to release the differential lock. Differential lock symbol on the vehicle monitor
should be OFF.
Tractor should turn freely in any direction with differential lock OFF.
MFWD Operational Check
Start engine and prepare to drive tractor.
Press the MFWD switch (S24) while driving the tractor in 7F at 1000 rpm to engage the MFWD. The MFWD symbol on the
vehicle monitor should be ON.
Turn the steering wheel sharply left or right and stop tractor.
Observe front of tractor for slight side movement when switching MFWD OFF. The MFWD symbol should be OFF.
Park Brake Operational Check
PART ONE-ELECTRICAL CHECK
Place tractor in PARK.
The Park Brake lamp should be ON.
Start engine and install diagnostic fuse F10.
Access CCU address 13 to observe display. The center digit represents the status of the Park Brake Solenoid.
13
X0X
Shift into NEUTRAL.
The Park Brake lamp should be OFF.
13
X1X
Go back and forth between PARK and NEUTRAL to observe the middle digit cycling between 0 and 1.
PART TWO-DRIVING CHECK
IMPORTANT:
To avoid personal and equipment injury, make sure area is clear of any obstructions.
Section 250 - POWER SHIFT TRANSMISSION Group 15: Tests and Adjustments
Drive tractor onto steep incline that will allow tractor to roll a few feet, and move shift lever to PARK.
The Corner Post Display should read “P” for PARK. Park Brake should hold tractor firmly in place on incline.
The Park Brake lamp should be ON.
After a few seconds, move shift lever to NEUTRAL.
The Park Brake lamp should be OFF.
The Corner Post Display should read “N” for NEUTRAL. Tractor should roll down the incline.
Brake tractor to a STOP. Place tractor in PARK.
Park Brake Release Valve Operational Check
Remove diagnostic fuse F10 if installed.
Park the tractor on an incline and stop engine. DO NOT start engine.
Locate the park brake release valve knob located on the left rear of the transmission on the ledge with the vertical mounted
shift valves.
Push park brake release valve all the way down.
Depress and hold both brake pedals to prevent the tractor from rolling. Depress and release the clutch pedal 15-20 times. The
Park Brake is released when the clutch pedal remains at the floor.
→NOTE:
The clutch pedal should remain on the floor for a minimum of one minute after brake pedal operation and
clutch pedal exhibits no return force.
The tractor should begin to roll down the incline when the brake pedals are released.
Start the engine before the tractor stops rolling and move the shift lever to NEUTRAL and back to PARK. This should cause the
park brake release valve to rise and the park brake will engage immediately.
The clutch pedal will also rise with spring force.
CAUTION:
Avoid personal injury. Keep clear of the clutch pedal when starting the engine. The clutch return spring
will cause the pedal to rise with force.
Return to diagnosis in progress.

Specifications
Park Brake Pressure

System vs. Park Brake Pressure Maximum Pressure Differential 100 kPa
(1.0 bar)
(15 psi)
Transmission System Pressure @ 2000 RPM 1830-2040 kPa
(18.3-20.4 bar)
(265-295 psi)
Park Brake Leak Check

Park Brake Pressure Differential at 38°C Park vs. Neutral 20 kPa
(3.0 psi)
(2.0 psi)
Differential Lock Leak Check

Differential Lock Differential Pressure at 38°C Diff Lock Switch ON vs. OFF 40 kPa
(6.0 psi)
(4.0 psi)
PTO Leak Check

PTO Differential Pressure at 38°C PTO Switch ON vs. OFF 40 kPa
(6.0 psi)
(4.0 psi)
MFWD Leak Check

MFWD Differential Pressure at 38°C MFWD Switch ON vs. OFF 40 kPa
(6.0 psi)
(4.0 psi)
Park Brake, PTO and MFWD Pressure

System vs. Element Pressure Differential Pressure Differential Less Than 100 kPa
(1.0 bar)
(15 psi)
PST Shift Element Pressure

PST Shift Element Pressure “Dip” Pressure “Dip” 70—100 kPa
(0.7—1.0 bar)
(10—15 psi)
PST Element Pressure Differential

PST Element Pressure Differential at 38°C Pressure Differential Less Than 40 kPa
(0.4 bar)
(6.0 psi)
(0.3 bar)
(4.0 psi)
Shift Valve Elements

Pressure Differential from “PS” Pressure CR, C1, C2, C3, C4 180 kPa (18 bar) (25 psi)
AB, BC, CC, DC 110 kPa (11 bar) (15 psi)
BC, CC 140 kPa (14 bar) (20 psi)
PST Accumulator Maximum Pressure Change 300 kPa
(3 bar)
(45 psi)
Oil Cooler; Relief Valve Opening Pressure 750-850 kPa
(7.5-8.5 bar)
(110-123 psi)
Oil Cooler; Relief Valve Full Open Pressure 1150-1250 kPa
(11.5-12.5 bar)
(167-181 psi)
Oil Cooler Flow @ 38°C

Typical Flow @ 1000 rpm LPM (GPM) 32.5 (8.6)

Lube Pressure Change with Clutch Pedal

Clutch Pedal UP Pressure 90 kPa (13.0 psi)
Clutch Pedal Full Down Pressure 75 kPa (10.8 psi)
Max Lube Pressure @ 2200 rpm Pressure Change 600 kPa
(6 bar)
(90 psi)
Shift Valves Duty Cycle Amperage Duty Cycle No. 1 1.01
Duty Cycle No. 2 0.0
Duty Cycle No. 5 (Ramps Up and Down) 1.0 (peak)
Reference 250-15-001, PTO Calibration

Oil temperature must be 55°C. Install jumper hose in SCV No. 1. Set SCV No. 1 flow setting to continuous. Drive tractor as
necessary to heat oil. Set flow to 7.5 if necessary to maintain oil temperature.
With diag fuse (F10) installed, start engine and set to 2200 rpm.
Move shift lever to PARK position.
Corner Post Display
2200
24
PTO
The engine speed will be commanded to 2200 rpm.
IMPORTANT:
PTO calibration must be performed without an implement attached to the PTO.
Turn the PTO switch ON and calibration begins.
Calibration Instructions
“Oil” indicates that oil temperature is too low and needs to be heated.
“SPd” indicates engine not at 2200 rpm. Set to 2200 rpm.
“oFF” instructs the technician to turn PTO switch OFF.
“Pto” instructs the technician to turn PTO switch ON.
“End” indicates the calibration is finished.
Calibration Error Messages
“PtF” indicates the PTO fill duration has calibrated too fast.
“PtS” indicates that PTO fill duration has calibrated too slow.
“PtL” indicates that PTO pressure has calibrated too low.
“PtH” indicates PTO pressure calibrated too high.
When display shows “End”, the procedure has been completed. If no“F” ,“S” ,“L” or“H” messages were displayed, the
procedure was successful.
Reference 250-15-002, Park Brake Leak Test
→NOTE:
This procedure tests the Park Brake transmission element for excessive leakage.
CAUTION:
Park Brake may not be functioning even though wheel speed is zero. Be sure area is clear of personnel
and other obstructions before performing.
LEGEND:
A Park Brake Pressure Test Port
Park Brake Pressure Test Port
Equipment Connections
1. With the engine OFF, install a DR in the test port for the Park Brake.
2. Connect a JT05497, 10 ft. hose, to DR on test port. The other end of the hose; attach to right side of JT07118, dual
manifold needle valve.
3. Connect JT07119, 5 ft. hose, to “PS” system port on top of the SCV stack and left side of dual manifold needle valve.
4. Connect JT05474, 2000 kPa (20 bar) (300 psi) gauge in manifold.
Power Shift Transmission Test Kit
JT05452
Transmission Element Pressure Testing
Test Procedure
1. Open left valve on manifold and close the right valve.

2. Start tractor and set engine speed to 1000 rpm.
3. Place shift lever in PARK. Do NOT check “PS” system pressure with hydraulic pressure applied to Park Brake element.
Hydraulic pressure is removed with shift lever in PARK.
4. Record “PS” system pressure.
5. Move shift lever to NEUTRAL. This applies pressure to element.
6. Close valve on left side and open right side valve.
7. Record pressure from Park Brake hydraulic circuit.
Park Brake Pressure

System vs. Park Brake Pressure Maximum Pressure Differential 100 kPa
(1.0 bar)
(15 psi)
Reference 250-15-003, Transmission (PST) System Pressure Test
→NOTE:
This test procedure checks the transmission system pressure and involves the connecting of hoses and
gauges on the transmission oil cooler and the “PS” port on the SCV stack.
LEGEND:
A PS Pressure Test Port
PS Pressure Test Port
Connect JT07119, 5 ft. hose at "PS" port DR (A) on top of SCV stack and attach a JT05474, 2000 kPa (20 bar) (300 psi) gauge for
transmission control pressure.
Install a 1/2 inch ID x 36 inch jumper hose in No. 1 SCV couplers.
JT05470
Test Procedure
With tractor in PARK, start engine and set at 2000 rpm.
Check system pressure from the "PS" port on the SCV stack.
Set rpm to 1000 rpm.
Recheck system pressure.
Transmission System Pressure @ 2000 RPM 1830-2040 kPa
(18.3-20.4 bar)
(265-295 psi)
→NOTE:
Pressure is usually near the high side of the spec at 2000 rpm and near the low side at 1000 rpm. If
system pressure increases more than 200 kPa (2.0 bar) (30 psi) from 1000 rpm to 2000 rpm, the pressure
regulating valve is sticking.
If pressure is slightly low, heat hydraulic oil to 38°C minimum. (See Reference 270-15-100 , Heating
Hydraulic Oil)
Reference 250-15-004, Park Brake, Diff Lock, PTO and MFWD Leak Test
→NOTE:
This procedure tests the Park Brake, Diff Lock, PTO and MFWD elements for excessive leakage. This is
done by comparing the pressure reading with the element ON to the pressure reading with the same
element OFF.
LEGEND:
A Lube DR
B JT05497, 10 foot hose
C JT05475, 400 kPa (4 bar) (60 psi) Lube Gauge
Oil Cooler Lube Pressure Check
Connect a JT05497, 10 foot hose (B), to JT07119, 5 foot hose, using a JT03474 connector. Connect the hoses to the lube DR (A)
at front of oil cooler.
Connect a JT05475, 400 kPa (4 bar) (60 psi) lube gauge (C), modified with JT03475 (tee) and JT07207, 1400 kPa (14 bar) (200
psi) gauge, to the test hose at the oil cooler lube DR.
IMPORTANT:
Close the needle valve to prevent the 400 kPa (4 bar) (60 psi) gauge from being over pressurized. Open
the needle valve only when the pressure is below 400 kPa (4 bar) (60 psi) to observe pressure, then close
valve.
Test Procedure
IMPORTANT:
Turn key switch OFF and remove fuse from diagnostic terminal F10 when leak checking Park Brake.
→NOTE:
The differential lock, PTO and MFWD can be leak checked with the diagnostic fuse installed or removed.
Start tractor and set the engine at 1000 rpm. Record peak lube pressure, at the transmission oil cooler, for each control
position in the chart.
→NOTE:
If necessary, increase engine speed to get 10 psi of lube pressure.
When shift lever is in the PARK position, the Park Brake and Park Brake lamp should be ON. In the
NEUTRAL position, the Park Brake and lamp should be OFF.
When the Differential Lock, PTO and MFWD are ON, the respective lamp should be ON. The Lamps should
be OFF when these features are OFF.
There is excessive leakage if the pressure difference, between the element being ON and the element being OFF, is greater
than the specification.
If test passed at 38°C, heat oil to 65°C and repeat test. (See Reference 270-15-100 , Heating Hydraulic Oil)
Lube Pressure
38° C 65° C
Shift lever at PARK
Shift lever at NEUTRAL
Diff. Lock switch ON
Diff. Lock switch OFF
PTO switch ON
PTO switch OFF
MFWD switch ON
MFWD switch OFF
Park Brake Leak Check

(3.0 psi)
(2.0 psi)
Differential Lock Leak Check

(6.0 psi)
(4.0 psi)
PTO Leak Check

(6.0 psi)
(4.0 psi)
MFWD Leak Check

(6.0 psi)
(4.0 psi)
Reference 250-15-005, Park Brake, PTO And MFWD Pressure Test
→NOTE:
This procedure covers pressure testing the Park Brake, Diff Lock, PTO and MFWD elements on the
transmission at their test ports.
LEGEND:
A Park Brake Test Port
B MFWD Test Port
C PTO Clutch Test Port
D PTO Brake Test Port
MFWD and Park Brake Test Ports
PTO Test Ports
Install a DR in the test port for the element suspected of excessive leakage.
Connect a JT05497, 10 foot hose, to DR for leaky element being checked. Connect the opposite end of this hose to the right
side of the JT07118, dual manifold valve.
Connect a JT07119, 5 foot hose, to "PS" system Port on top of the SCV stack and Left side of the Dual manifold valve.
Connect JT05474, 2000 kPa (20 bar) (300 psi) gauge, in manifold.
Test Procedure
Open left valve of dual needle valve manifold and close the right side valve.
Start tractor and set engine to 1000 rpm.
Record system pressure at “PS” port.
Close left side valve and open valve on the right side. Record pressure from circuit suspected of leaking.
→NOTE:
DO NOT record "PS" system pressure when the leaking element is applied. Eg: If PTO brake is leaking,
record system pressure with PTO clutch engaged. If the Park Brake circuit is leaking, record system
pressure with the shift lever at PARK.
Park Brake, PTO and MFWD Pressure

System vs. Element Pressure Differential Pressure Differential Less Than 100 kPa
(1.0 bar)
(15 psi)
Reference 250-15-006, PST Shift Solenoid Valve Test
→NOTE:
This procedure covers testing the PST shift valve operation for each FORWARD and REVERSE shift
element. This is done by accessing PCU address 20 and measuring “PS” system pressure.
LEGEND:
Connect a JT07119, 5 foot hose, to "PS" system Port on top of the SCV stack and Left side of the Dual manifold valve (JT07118).
Connect JT05474, 2000 kPa (20 bar) (300 psi) gauge, in manifold.
Test Procedure
→NOTE:
Apply moderate force to brake pedals to prevent unexpected tractor movement while performing this
check.
With engine OFF, install diagnostic fuse F10.
20
---
→NOTE:
Clutch pedal must be full up.
Move the shift lever to FORWARD.
20
Ab.1
Observe the pressure gauge for a pressure "Dip" of approximately 70—100 kPa (0.7—1.0 bar) (10—15 psi) and then return to
original pressure.
Select each FORWARD element by “bumping” the shift lever to the (+) slot and releasing. The display should start with Ab and
cycle through bC, cC, dC, C1, C3, C2 and C4; in that order.
Observe the pressure gauge for a pressure "Dip" of approximately 70—100 kPa (0.7—1.0 bar) (10—15 psi) and then return to
original pressure for each element.
Move the shift lever to REVERSE to check the reverse clutch CR.
Record the element displayed on the tachometer when there is no pressure "Dip" and continue checking the remaining
elements.
PST Shift Element Pressure

PST Shift Element Pressure “Dip” Pressure “Dip” 70—100 kPa
(0.7—1.0 bar)
(10—15 psi)
Reference 250-15-007, PST Element Leak Test
→NOTE:
This procedure tests the PST shift elements for excessive leakage. This is done by comparing the
pressure reading of the element with the highest lube pressure to the pressure reading of the element
with the lowest lube pressure.
LEGEND:
A Lube DR
B JT05497, 10 foot hose
Oil Cooler Lube Pressure Test Port
Connect a JT05497, 10 foot hose (B), to JT07119 (5 foot hose) using a JT03474 connector. Connect the hoses to the lube DR (A)
at front of the oil cooler.
Connect a JT05475, 400 kPa (4 bar) (60 psi) lube gauge (C), modified with JT03475 (tee) and JT07207 1400 kPa (14 bar) (200
psi) gauge to the test hose at the oil cooler lube DR.
IMPORTANT:
Close the needle valve to prevent the 400 kPa (4 bar) (60 psi) gauge from being over pressurized. Open
the needle valve only when the pressure is below 400 kPa (4 bar) (60 psi) to observe pressure, then close
valve.
Test Procedure
CAUTION:
To avoid personal injury from unexpected tractor movement, the diagnostic fuse MUST be inserted into
terminal F10 BEFORE key switch is turned "ON" or tractor will move when shifting into gear. Also apply
moderate force on brake pedals while performing this check.
→NOTE:
MFWD must be on during this test if equipped.
Heat hydraulic oil to 38°C. (See Reference 270-15-100 , Heating Hydraulic Oil)
20
---
→NOTE:
Clutch pedal must be full up.
If necessary, increase engine speed to get 10 psi at lube pressure port.
20
Ab.1
Record the peak lube pressure for each element on the chart.
Select each FORWARD element by “bumping” the shift lever to the (+) slot and releasing. The display should start with Ab and
cycle through bC, cC, dC, C1, C3, C2 and C4; in that order.
Move the shift lever to REVERSE to check the REVERSE clutch CR.
Compare lube pressure of element Ab and cC. Also compare the highest lube pressure to the lowest lube pressure for elements
bC, cC, dC, C1, C3, C1, C4 and CR.
Return shift lever to PARK and record that pressure after all other pressures have been recorded.
There is excessive leakage if the pressure difference between the element with the highest pressure and the rest of the
elements is greater than the specification.
If the test passes at 38°C, heat oil to 65°C and repeat test.
IMPORTANT:
To prevent damage to the low pressure gauge, close the needle valve when the gauge is not being used.
Element Leakage Check
ELEMENT 38°C. 65°C.
Ab
bC
cC
dC
C1
C3
C2
C4
ELEMENT 38°C. 65°C.
Cr
The element with the lowest pressure has the most leakage.
PST Element Pressure Differential

(0.4 bar)
(6.0 psi)
(0.3 bar)
(4.0 psi)
Reference 250-15-008, PCU Shift Valve Circuit Test
→NOTE:
This procedure covers testing the circuits associated with the PST shift solenoid valves. Voltage can be
checked, but checking current (Amps) is the preferred method.
JDG774 Tap Out Harness
LEGEND:
A 104 mm (4 inches)
B R65597 Male Terminal
C U46662 Female Terminal
D Shift Valve Connector
E Tractor Harness Connector
F Weatherpack two-way Tower connector
Connect a JDG774 test lead in series with solenoid and harness of faulty circuit. See Section 299, Essential and Recommended
Tools, for instructions to modify the JDG774 test lead for measuring current (DFRW126).
Connect a digital multimeter in series with the test leads (B & C) and set to read Amps.
IMPORTANT:
To prevent damage to the meter, (1) DO NOT allow meter leads to contact ground and (2) move meter
leads from “Amp” jacks to “Volt” jacks immediately after performing the check.
Test Procedure

Heat hydraulic oil to 38°C. (See Reference 270-15-100 , Heating Hydraulic Oil)
20
---
20
Ab.1
Record the amperage for the Ab.1 element. The “.1 ” denotes duty cycle number 1. Fully depress and release the clutch pedal
to move to the next duty cycle. There are five duty cycles for each element (Ab.1, Ab.2, Ab.3, Ab.4 and Ab.5) and each duty
cycle has a different amperage specification.
Record the amperage for each duty cycle.
Select each FORWARD element by “bumping” the shift lever to the (+) or (-) slot and releasing. The display should start with
Ab and cycle through bC, cC, dC, C1, C3, C2 and C4; in that order.
Cycle the clutch pedal to get the amperage readings for each duty cycle for every element.
Move the shift lever to REVERSE to check the REVERSE clutch, CR, and record amperage readings for all duty cycles.
Duty Cycle Five: The amperage will ramp up to a peak reading (1.0 amps) in 20 seconds. Then it will ramp down to zero in 20
seconds.
Shift Valves Duty Cycle Amperage Duty Cycle No. 1 1.01
Duty Cycle No. 5 (Ramps Up and Down) 1.0 (peak)
Reference 250-15-009, PST Element Pressure Test
→NOTE:
This procedure tests the suspected transmission element for leakage by checking its pressure.
PST Test Ports
LEGEND:
A C1 Test Port
B C3 Test Port
C C4 Test Port
D CR Test Port
E C2 Test Port
F Park Brake Test Port
G A Brake Test Port
H B Clutch Test Port
I C Clutch Test Port
J D Clutch Test Port
K MFWD Test Port
Install a DR in the test port for the element suspected of excessive leakage.
Connect JT05497 a , 10 foot Hose, and JT03437 a , 90° Elbow, to DR for leaking element being checked and to the right-side of
b
JT07118 , Dual Needle Valve Manifold.
Connect JT07119, 5 foot Hose, to "PS" system port (on top of the SCV stack) and to the left-side of the Dual Needle Valve
Manifold.
a
Part of JT05452 Kit
b
Part of JT07115 and 7115SUP Kit
Test Procedure
Open left valve of Dual Needle Valve Manifold and close right valve.
Start tractor and set engine speed to 1000 rpm.
AccessPCU Address 20 . (See Reference 245-05-002 , Access Control Unit Addresses.) The display should read:
20
—-
Record system pressure at "PS" port. Close left needle valve of manifold and open right needle valve.
Select the suspected leaking FORWARD element by “bumping” the shift lever to the (+) or (-) slot and releasing. The display
should start with AB and cycle through BC, CC, DC, C1, C3, C2 and C4; in that order. Move to REVERSE if CR element is
suspected.
20
Ab.1
Ab.1, C1.1, Cr.1, dC.1, etc...(Whichever element is selected).
→NOTE:
DO NOT record "PS" system pressure when the leaking element is applied.
There is excessive leakage if pressure difference between the element and “PS” pressure is more than the specification listed
below.
Shift Valve Elements

Pressure Differential from “PS” Pressure CR, C1, C2, C3, C4 180 kPa (18 bar) (25 psi)
AB, BC, CC, DC 110 kPa (11 bar) (15 psi)
BC, CC 140 kPa (14 bar) (20 psi)
Reference 250-15-010, PST Stuck Shift Valve Test
→NOTE:
When the PCU (A7) is in diagnostic mode (diagnostic fuse F10 installed), the park brake is always
engaged. When one input clutch (C1, C2, C3, C4 or CR) and one output clutch (AB, BB, BC or DC) is
engaged, the engine will pull down. When two clutches on the same shaft are engaged at the same time,
the engine will pull down and possibly stall.
LEGEND:
Connect JT07119
[ Part of JT07115 Master Hydraulic Test Kit. See Section 299 Group 15 for a complete breakdown of kit. ]
, 5 ft. Hose at "PS" port DR (A) on top of SCV stack and attach a JT07041
[ Part of JT05412 Industrial Universal Pressure Test Kit. See Section 299 Group 15 for a complete breakdown of kit. ]
, 2800 kPa (28 bar) (400 psi) gauge for transmission control pressure.
PST Stuck Valve Test
Test Procedure
( 1 ) Engine Stall Check
Action:
[1] - Install diagnostic fuse F10 and then turn key switch (S1) ON without starting engine.
[2] - Fully depress clutch pedal to the lower limit of its travel and start engine.
[3] - Slowly release clutch pedal and the engine should not pull down or stall.
If the engine stalls within seconds after start-up, there are two or more shift valves for the input clutches (C1, C2, C3, C4 or CR)
stuck open.
Result:
YES: GO TO (2) .
NO:Remove all shift valves for input clutches. Clean or replace as necessary then repeat this step.
( 2 ) Clutch Pedal and Duty Cycle Check
Action:
[1] - AccessPCU address 20 to observe display.
[2] - Operate the engine at slow idle and apply light pressure on brake pedal.
[3] - Hold the clutch pedal fully depressed. Move the shift lever to the forward position and upshift one time.
Oil pressure for all output clutches (AB, BB, BC or DC) on the bottom shaft will be cutoff by the clutch valve.
[4] - Cycle the clutch pedal UP and DOWN two times. The display should be at “AB.3 ”.
Duty cycle 3 will normally give approximately 2 bar (30 psi) to the AB clutch element . For some clutches the pressure is less
and not enough to cause the engine to pull down.
[5] - Slowly release the clutch pedal and observe the engine for pull down. When the clutch pedal is fully released the display
will read “AB.4 ”.
Duty cycle 4 will normally provide adequate pressure (9.7 bar (140 psi) to engage a clutch.
IMPORTANT:
If engine pulls down, quickly depress clutch pedal to shut off oil to the AB clutch.
Result:
YES:Engine did not pull down. GO TO (3) .
NO:Engine did pull down. GO TO (4) .
( 3 ) Output Clutch Elements Pressure Check
Action:
[1] - Observe the pressure gauge connected to the PS port (A) on the valve stack for a pressure dip while upshifting to the BC,
CC and DC clutches one at a time.
[2] - Downshift to AB element and repeat upshift to verify pressure dip for each output clutch element.
A pressure dip indicates the shift valves are not sticking. The problem may be intermittent.
No pressure dip indicates a stuck shift valve open and the clutch is already engaged.
Result:
YES:Pressure dip observed. GO TO (6) .
NO:No pressure dip observed. Clean or replace the shift valves as necessary. Repeat test. GO TO (1) .
( 4 ) Input Clutch Elements Pressure Check
Action:
[1] - Hold the clutch pedal fully depressed while upshifting until “DC.1 ” is displayed.
[2] - Upshift one more time and “C1 ” will be displayed.
[3] - Continue upshifting until all input clutches (C2, C3, C4, CR) are checked. Restart engine if necessary.
If engine does not pull down or stall, the shift valve is stuck open.
Result:
YES:Engine does not pull down or stall for one or more input clutches. Clean or replace shift valves as required and then repeat
test. GO TO (1) .
NO:Engine pulls down or stalls when C1 is engaged. GO TO (5) .
( 5 ) Quick Shift Check
Action:
[1] - Restart engine and accessPCU address 20 to observe display. (See Reference 245-05-002 , Access Control Unit
Addresses.)
[2] - Hold the clutch pedal fully depressed and upshift until “DC.1 ” is displayed.
[3] - Quickly upshift with a double bump to select “C3 ” and observe the engine for pull down.
[4] - Repeat this step by upshifting from “DC.1 ” for “C2 ” and “C4 ” (C2 is three bumps and C4 is four bumps).
[5] - Check reverse clutch by upshifting from “DC.1 ” to “CR ” by placing shift lever in the reverse position.
A shift valve that is stuck open will already have the input clutch engaged. When selecting that clutch with the shift lever, the
engine WILL NOT pull down. When selecting another input clutch, the engine WILL pull down because each input clutch is trying
to drive the output shaft at two different speeds.
Result:
NO:Clean or replace shift valves as required and repeat test. GO TO (1) .
( 6 ) Shift All Clutches
Action:
[1] - Leave engine at slow idle and release the clutch pedal.
[2] - Upshift and downshift from AB to C4 and back to AB. Repeat this at least 10 times.
[3] - If engine does not pull down, heat oil to 50°C (122°F) and repeat 1 and 2 above.
PerformHeating Hydraulic Oil Procedure. (See Reference 270-15-100 .)
[4] - Engine does not pull down at 50°C (122°F). Heat oil to 70°C (158°F) and repeat 1 and 2 above.
[5] - Engine does not pull down at 70°C (158°F). Calibrate the PCU (A7) before releasing tractor to the field.
Result:
YES:Engine does not pull down or stall. Calibrate PCU. GO TO step(4) of PCU Calibration, Reference 245-PCU-001 and set PCU
model number for Load Compensation. After this configuration, access PCU address 22, (See Reference 245-05-004 , Access
Control Unit Addresses) and perform PCU Calibration (See Reference 245-PCU-001 , PCU addresses.
NO:Engine does pull down or stall. Repeat test. GO TO (1) .
Reference 250-15-011, PST Shift Accumulator Test

LEGEND:
Connect JT07119
[ Part of JT07115 Master Hydraulic Test Kit. See Section 299 Group 15 for a complete breakdown of kit. ]
, 5 ft. Hose at "PS" port DR (A) on top of SCV stack and attach a JT07041
, 2800 kPa (28 bar) (400 psi) Gauge for transmission control pressure.
Test Procedure
AccessPCU address 20 to observe the selected element being tested.
Move shift lever to FORWARD and select either C3 or C4 clutch.
→NOTE:
This check will not be valid if there is excessive leakage in C2, C3 C4, PTO or SCV / Hitch pilot hydraulic
circuits.
Record the transmission control pressure at the PS port (A) on the SCV stack. Observe the lowest pressure reached as clutch
C2 is engaged (bottom end of pressure dip).
→NOTE:
A typical pressure dip is 138-173 kPa (20-25 psi). The accumulator is not functional if the pressure dip is
more than 300 kPa (3 bar) (45 psi).
PST Accumulator Maximum Pressure Change 300 kPa
(3 bar)
(45 psi)
Reference 250-15-012, Oil Cooler Relief Valve Test
→NOTE:
This procedure determines at what pressure the oil cooler relief valve begins to open, thus bypassing the
oil cooler. The Cooler Relief Valve is sometimes referred to as the Cooler Bypass Valve.
LEGEND:
A Tin
B Cooler Inlet
C Cooler Outlet
D Lube DR
Oil Cooler Flow Check
Equipment Connection
Install the Flow Meter in place of the oil cooler.
→NOTE:
The lube pressure DR is located on the outlet side of the oil cooler.
Connect flow meter inlet hose to oil cooler inlet hose with JT05690 ORFS adaptor.
Connect flow meter outlet hose with JT05690 ORFS adaptor and 38H1272 (-12 ORFS union connector).
Install 38H1149 ORFS plug on oil cooler inlet and 38H1418 ORFS cap on oil cooler outlet.
Test Procedure
→NOTE:
Fully open flow meter control valve before starting the engine.
With transmission in PARK, start engine and set at 1000 rpm.
Heat oil to 38°C (100°F) minimum. (See Reference 270-15-100 , Heating Hydraulic Oil.)
Observe the flow gauge on the flow meter. Look for a slight decrease in flow while slowly turning the flow meter control valve
CW to restrict flow.
The cooler relief valve should start opening at 750-850 kPa (7.5-8.5 bar) (110-123 psi).
Oil Cooler; Relief Valve Opening Pressure 750-850 kPa
(7.5-8.5 bar)
(110-123 psi)
Continue to close the control valve.DO NOT exceed 16.0 bar (230 psi).
With the flow control valve completely closed (zero flow), the pressure should be 1150-1250 kPa (11.5-12.5 bar) (167-181 psi).
Oil Cooler; Relief Valve Full Open Pressure 1150-1250 kPa
(11.5-12.5 bar)
(167-181 psi)
Reconnect oil cooler hoses.
Reference 250-15-013, Oil Cooler Flow Test
→NOTE:
This procedure measures the oil flow rate through the oil cooler.
LEGEND:
A Tin
B Cooler Inlet
C Cooler Outlet
D Lube DR
Oil Cooler Flow Check
Install the Flow Meter in place of the oil cooler.
→NOTE:
The lube pressure DR is located on the outlet side of the oil cooler.
Connect flow meter inlet hose to oil cooler inlet hose with JT05690 ORFS adaptor.
Connect flow meter outlet hose with JT05690 ORFS adaptor and 38H1272 (-12 ORFS union connector).
Install 38H1149 ORFS plug on oil cooler inlet and 38H1418 ORFS cap on oil cooler outlet.
Test Procedure
With transmission in PARK, start engine and set at 1000 rpm.
Heat oil to 38°C (100°F) minimum. (See Reference 270-15-100 , Heating Hydraulic Oil.)
Fully open flow meter control valve and record flow. Repeat step at 2000 rpm.
→NOTE:
The pressure at the flow meter must be less than 600 kPa (6.0 bar) (90 psi) for an accurate flow check.

Reconnect oil cooler hoses.
Reference 250-15-014, Lube Valve Checks
→NOTE:
This procedure checks the operation of the Lube Cutoff Valve and the Lube Relief Valve.
LEGEND:
A Lube DR
B JT05497, 10 ft. Hose
Lube Pressure Connections
Connect JT05497, 10 ft. hose (B) and JT07119, 5 ft. hose with JT03474, connector.
Connect hose to lube DR (A) at front of lube oil cooler.
Connect a JT05475, 400 kPa (4 bar) (60 psi) lube gauge (C), modified with JT03475, Tee and JT07207, 1400 kPa (14 bar) (200
psi) gauge, to test hose at oil cooler DR.
IMPORTANT:
Keep needle valve closed on the lube gauge when pressure is over 410 kPa (4.1 bar) (60 psi) to avoid
damage to the lube gauge.
Heat the hydraulic oil to 38°C (See Reference 270-15-100 , Heating Hydraulic Oil.)
Lube Cutoff Valve Check
Record lube pressure with clutch pedal full up and full down.
Lube pressure shoulddecrease with theclutch pedal down .
Lube Pressure Change with Clutch Pedal

Clutch Pedal UP Pressure 90 kPa (13.0 psi)
Clutch Pedal Full Down Pressure 75 kPa (10.8 psi)
→NOTE:
Normally the lube pressure increases approximately 55 kPa (8 psi) when the clutch pedal is partially
depressed 50 mm (2 inches) from the full up position, then decreases as the pedal is depressed to full
down.
Lube Relief Valve Check
IMPORTANT:
Close needle valve to prevent damage to lube gauge.
Observe the 1400 kPa (14 bar) (200 psi) lube gauge while quickly moving the throttle to 2200 rpm.
The lube pressure should not exceed 600 kPa (6 bar) (90 psi) at 38°C.
Move throttle lever back to slow idle after check.
Max Lube Pressure @ 2200 rpm Pressure Change 600 kPa
(6 bar)
(90 psi)
Reference 250-15-015, PCU Address 34 Calibration

PCU Address 34 Explanation
The blow off balls in the C-Clutch can open up in higher gears and allow all of the oil to behind the clutch piston to escape. The
speed at which this happens can vary from tractor to tractor. If the balls have opened up, a longer fill time is needed for the C-
Clutch when doing the 13-12 downshift.
Without the longer fill time, the tractor freewheels excessively during the shift and then comes in harshly (underfill).
If extra fill time is added to the C-Clutch, but the blow off balls have not opened, the 13-12 downshift is very harsh immediately
(overfill).
PCU address 34 is the address in which the speed at which the PCU assumes the blow off balls have opened can be changed.
The factory default is 73 axle rpm with an allowable range of 53-80 axle rpm. This corresponds to a range of 1500-2260 engine
rpm in 15F gear, with the factory default at 2060 engine rpm in 15F.
Calibration Procedure
[1] - Warm up oil to at least 50°C (122°F). (See Reference 270-15-100 , Heating Hydraulic Oil.)
[2] - Set PCU address 34 to its lowest possible value which is 53. (See Reference 245-05-002 , Access Control Unit Addresses.)
[3] - Drive tractor in15F at1550 engine rpm for 10 seconds minimum, then rapid shift down to 12F. The 13F-12F shift should
be very hard (overfill).
[4] - Repeat step three with increasing engine speeds, still 15F, until the shift smooths out and stops overfilling clutch element.
This is the engine speed where the C-Clutch blow off balls have opened.
[5] - Match the engine speed from step four to the axle rpm listed on the table below. Set PCU address 34 to the value from
the table.
→NOTE:
It is usually best to set the value a little higher than the actual speed where the blow off balls opened.
This is because a 13-12 overfill shift is usually much worse than a 13-12 underfill shift.
PCU Address 34
PCU Address 34—Engine RPM vs. Axle RPM
Engine RPM Axle RPM
1495 53
1551 55
1608 57
1664 59
1721 61
1777 63
1833 65
1890 67
1946 69
1974 70
2003 71
2031 72
2059 73
2087 74
2115 75
2144 76
2172 77
2200 78
2228 79
2256 80
Reference 250-15-016, Transmission Pressure with Valve Stack Isolated

Test
→NOTE:
Leakage from the pilot circuit in the SCV or hitch valve can cause low pressure at the PS port on the valve
stack since pilot pressure and transmission pressure are supplied by the primary pump. This procedure
isolates the valve stack by disconnecting the hydraulic line to the PTO housing.
LEGEND:
A Pilot Line to PTO Solenoid
B PTO Solenoid
PTO Solenoid and Pilot Oil Connection
Remove pilot line (A) to the PTO solenoid (B) on left side of pump drive housing.
Install a 38H1279 (-8) ORFS Union and a RE43774 (-8) ORFS (F) DR, Hose and a JT07041
, 2800 kPa (28 bar) (400 psi) gauge on disconnected pilot line.
Install 38H1148 (-8) ORFS Cap on the fitting that the pilot line was connected to.
Test Procedure
Make sure tractor is in PARK.
Increase engine to 2000 rpm.
Transmission system Pressure @ 2000 rpm 1827-2034 kPa
(18.3-20.34 bar)
(265-295 psi)
→NOTE:
Pressure is usually near the high side of the specification at 2000 rpm and near the low side at 1000 rpm.
The pressure regulating valve is sticking if the system pressure increases more than 200 kPa (2 bar) (30
psi) from 1000 rpm to 2000 rpm.
If pressure is slightly low, heat hydraulic oil to 38°C (100°F) minimum. PerformHeating Hydraulic Oil
Procedure. (See Reference 270-15-100 .)
Return to Diagnosis in process.
Diagnostic Receptacle
RE43774
RE43774
Hydraulic Testing
-8 ORFS Union
38H1279
38H1279
Hydraulic Fitting
Reference 250-15-100, Transmission System Pressure Adjustment
→NOTE:
This procedure measures and adjusts transmission system pressure by adding shims to the transmission
regulating valve.
LEGEND:
A PS Pressure Port
PS Pressure Port
Connect JT07119, 5 ft. Hose at “PS” port DR (A) on top of SCV stack and attach a JT05474, 2000 kPa (20 bar) (300 psi) Gauge
for transmission control pressure.
Install 1/2 inch ID x 36 inch Jumper Hose in No. 1 SCV couplers.
Adjustment Procedure
LEGEND:
A Spool Valve
B Spring
C Shims
D Plug
Transmission Pressure Regulating Valve
Heat oil if temperature below 38°C. (See Reference 270-15-100 , Heating Hydraulic Oil)
Check system pressure from the “PS” port on the SCV stack.
Set engine to 1000 rpm. Recheck pressure.
STOP engine and prepare to gain access to bottom of the transmission.
→NOTE:
One method to minimize oil leakage is to place duct tape over the oil filler tube. This creates a small
vacuum once the regulating valve is accessed.
Remove four screws and small shield at bottom of transmission.
Remove the plug in bottom right side of valve manifold. Oil should trickle out.
Add shims to increase pressure. Each shim adds approximately 35 kPa (.35 bar) (5 psi).
Remove shims to decrease pressure.
Reinstall plug and add oil if necessary.
Section 250 - POWER SHIFT TRANSMISSION Group 20: Theory of Operation
Restart tractor and check pressure.
Transmission system Pressure @ 2000 rpm 1827-2034 kPa
(18.3-20.34 bar)
(265-295 psi)
Add or remove shims as necessary to bring pressure within spec.
Return to Diagnosis in process.

Reference 250-20-001, List of Power Shift Transmission Theories
Reference 250-20-002 , Transmission Power Flow
Reference 250-20-003 , Power Shift Transmission (PST) Component Locations
Reference 250-20-004 , System 1 Oil
Reference 250-20-005 , System 2 Oil
Reference 250-20-006 , Power Flow—7th Speed FORWARD
Reference 250-20-007 , Power Flow—2nd Speed REVERSE
Reference 250-20-008 , Park Position—Engine Running
Reference 250-20-009 , Power Shift Transmission (PST)—Neutral
Reference 250-20-010 , A-Brake Lube Valve
Reference 250-20-011 , Park Brake Release Valve
Reference 250-20-012 , Traction Clutch Valve
Reference 250-20-013 , Output Clutch Check Valve Orifice
Reference 250-20-014 , Lube Cut-Off Valve
Reference 250-20-015 , Lube Relief Valve
Reference 250-20-016 , Cooler Relief Valve
Reference 250-20-017 , Ground Driven Pump
Reference 250-20-01 8, Ground Speed Park Control Valve
Reference 250-20-019 , Scavenge Pump Operation
Reference 250-20-020 , Automatic Power Shift (APS) Operation
Reference 250-20-021 , Transmission Shift Logic
Reference 250-20-022 , Selecting Gear
Reference 250-20-023 , Transmission Shifting Features
Reference 250-20-024 , PST Shifting Characteristics
Reference 250-20-025 , Electro-hydraulic Solenoid Valve Operation
Reference 250-20-026 , Analog Shift Valve Operation
Reference 250-20-027 , Transmission Diagnostic Codes
Reference 250-20-002, Transmission Power Flow
Transmission Power Flow
LEGEND:
A Input Shaft Clutches C3, C1, C4
B Counter Shaft Clutches C2, CR
C Output Shaft Clutches and Brakes BC, DC, CC, AB, PB
D Auxiliary Drive Shaft (PTO)
E MFWD Clutch
The transmission input shaft is driven by the engine driveline, and turns at engine speed. When a clutch on the input shaft is
engaged, the clutch hub drive gear starts to rotate. The clutch hub gears mesh with a gear splined to the countershaft, which
forces the countershaft to rotate.
The C2 clutch and CR clutch are located on the countershaft. The C2 clutch drive gear and CR drive gear are splined to the
input shaft, which rotates at engine speed. The countershaft rotates in a forward direction when any of the forward clutches,
C1, C2, C3, or C4 are engaged, or it rotates in a reverse direction when the CR clutch is engaged. The CR clutch receives power
through the input shaft and reverse idler gear.
Each forward input clutch (C1, C2, C3, and C4) can be engaged with any one of three output clutches or A-Brake (AB, BC, CC, or
DC) to obtain 16 forward speeds. The reverse clutch (CR) can be engaged with any one of the three output clutches or A-Brake
to acquire the four reverse speeds.
Only one input clutch (C1, C2, C3, C4, CR) can be engaged at one time. Only one output clutch or brake (AB, BC, CC, DC) can
be engaged at one time.
The output shaft will remain stationary until one input clutch plus one output clutch or brake are engaged.
Reference 250-20-003, Powershift Transmission (PST) Component

Locations
PST—Internal View
LEGEND:
A C4 (Clutch 4)
B C1 (Clutch 1)
C C3 (Clutch 3)
D Input Shaft from Engine
E Countershaft
F MFWD Clutch
G C2 (Clutch 2)
H CR (Reverse Clutch)
I BC (B Clutch)
J Auxiliary Drive Gear (PTO)

K DC (D Clutch)
L CC (C Clutch)
M AB (A Brake)
N Auxiliary Drive Shaft
O Output Shaft
P Reverse Idler Gear
PST Rear View
LEGEND:
A Input Shaft
B C1 Test Port
C CR Clutch Solenoid Valve
D C1 Clutch Solenoid Valve
E C2 Clutch Solenoid Valve
F C3 Clutch Solenoid Valve
G C4 Clutch Solenoid Valve
H CR Test Port
I Countershaft-Behind Manifold
J C2 Test Port
K C3 Test Port
L C4 Test Port
M Park Brake Release
N Park Brake Solenoid
O A-Brake Solenoid Valve
P B-Clutch Solenoid Valve
Q C-Clutch Solenoid Valve
R D-Clutch Solenoid Valve
S Clutch Engage Sensor
T Park Brake Pressure Sensor (test port)
U Park Brake Test Port (pressure sensor)
V A-Brake Test Port
W B-Clutch Test Port
X C-Clutch Test Port
Y D-Clutch Test Port
Z MFWD Test Port
AA Brake Valve Sump
BB Vent
CC Park Brake Release Pump
DD Clutch Disengage Switch
EE Output Shaft
FF Lube Cutoff Valve
GG Ground Speed Park Control Valve
HH Clutch Outer Arm
II Ground Driven Pump
JJ Cooler Relief Valve
KK Lube Relief Valve
LL Steering Pilot Oil
MM Steering Load Sense
NN Auxiliary Output Shaft
OO Scavenge Pump
PP Transmission Lube
QQ Transmission Inlet
RR Oil Cooler
SS Sump Screen
TT Pressure Regulating Valve
UU Shift Accumulator (Internal)
VV GDP Inlet Passage Plug
WW GDP 5 Bar Relief Valve
XX GDP 60 Bar Relief Valve
YY Secondary Steering Valve
Reference 250-20-004, System 1 Oil
System 1 Oil
LEGEND:
A MFWD Solenoid
B Park Brake Solenoid
C Inlet Check Ball
D Park Brake Release Valve
E From Park Brake Solenoid
F Park Brake
G Pump Outlet Check Ball
H Park Brake Release Pump
I Ground Speed Park Control Valve
J Steering Pilot
K Secondary Steering Valve
L Sump Orifice
M Tow Pump Inlet
N Pressure Regulating Valve
O To Cooler
P Lube Relief Valve
Q Cooler Relief Valve
R Lube Cut-off Valve
1 High Pressure Oil
2 System 1 Oil
3 Sump Oil
System 1 Oil with Solenoid Valves
LEGEND:
A MFWD Solenoid Valve
B Park Brake Solenoid Valve
C Park Brake Inlet Check Ball
F To Park Brake
G Park Brake Pump Outlet Check Ball
J Steering Pilot
L Sump Orifice
M Tow Pump Outlet
O To Cooler
P Lube Relief Valve
R Lube Cut-Off Valve
S C4 Clutch Solenoid Valve
T C3 Clutch Solenoid Valve
U C2 Clutch Solenoid Valve
V C1 Clutch Solenoid Valve
W CR Clutch Solenoid Valve
X A-Brake Solenoid Valve
1 System 1 Oil
Oil from the Primary pump (Steering/Brake) flows directly to the Secondary Steering Valve and on to the priority valve. Oil
flowing back to the transmission from the Priority Valve serves as System 1 oil for the Park Brake Release Valve, Input Clutch
Solenoids, MFWD, PTO, Differential Lock, and pilot oil for the Output Clutches, and SCV pilot oil.
Reference 250-20-005, System 2 Oil
System 2 Oil
LEGEND:
A MFWD Solenoid
B Park Brake Solenoid
C Inlet Check Ball
F Park Brake
G Pump Outlet Check Ball
J Steering Pilot
L Sump Orifice
M Tow Pump Inlet
O To Cooler
P Lube Relief Valve
R Lube Cut-off Valve
1 High Pressure Oil
2 System 1 Oil
3 System 2 Oil
4 Lube Oil
5 Sump Oil
System 2 Oil with Solenoids
LEGEND:
F To Park Brake
J Steering Pilot
L Sump Orifice
M Tow Pump Outlet
O To Cooler
P Lube Relief Valve
S C4 Clutch Solenoid Valve
T C3 Clutch Solenoid Valve
U C2 Clutch Solenoid Valve
V C1 Clutch Solenoid Valve
W CR Clutch Solenoid Valve
X A-Brake Solenoid Valve
1 High Pressure Oil
2 System 2 Oil
3 Lube Oil
When System 1 pressure reaches 1900 kPa (19.0 bar) (275 psi), the Pressure Regulating valve is forced downward allowing oil
to flow to System 2. Oil flows to the oil cooler and transmission lube after System 1 and 2 oil reaches 1900 kPa (19.0 bar) (275
psi).
System 2 provides oil for the Traction Clutch Valve. The traction clutch valve provides oil for the clutchable elements (BC, DC,
CC, AB) on the transmission output shaft.
System 1 and System 2 are virtually the same pressure. There will be a temporary pressure difference during engagement of
the electro-hydraulic solenoids
Reference 250-20-006, Power Flow—7th Speed Forward
7th Speed Forward
LEGEND:
1 System 1 Oil
2 System 2 Oil
3 Lube Oil
4 Sump Oil
The PCU automatically selects 7th speed FORWARD when the tractor is started and shift lever is moved into the forward gear
position.
System 1 oil flows from C2 solenoid valve through a passage in the countershaft into the C2 clutch piston. Oil pressure on the
clutch piston forces the clutch plates and discs together. This causes rotation of the countershaft and the B range drive gear.
System 2 oil flows from the BC clutch valve through a passage in the output shaft into the piston of the B clutch. The piston
applies pressure on the clutch disk and plates forcing rotation of the output shaft to move the tractor forward in 7th gear.
Accumulators for the C1, C2, C3 and C4 input clutches and for the B, C and D output clutches help stabilize pressure and
provide a more consistent shift. The Planetary Lube valve serves as an accumulator for the A-Brake.
Lube oil is released to the clutch as the engagement piston is moved away from the clutch drum, forcing the piston springs
outward opening lube passages.
Reference 250-20-007, Power Flow—2nd Speed Reverse
2nd Speed Reverse
LEGEND:
1 System 1 Oil
2 System 2 Oil
3 Lube Oil
4 Sump Oil
The PCU selects 2nd speed REVERSE when the tractor is started and the shift lever is moved to a reverse gear position. The
reverse clutch receives power from the reverse idler gear. The idler gear is rotated by the reverse drive gear which is splined to
the input shaft. The reverse idler gear causes the reverse clutch hub, drive gear to operate in reverse operation.
System 1 oil flows from the CR solenoid valve to a passage in the countershaft into the CR clutch piston. This forces the piston
outward, applying pressure on the clutch disks and plates to rotate the countershaft. System 2 oil is released from the BC
solenoid valve and travels through the output shaft to the BC piston, forcing the piston outward applying pressure on the clutch
disks and plates. This causes the output shaft to rotate in 2nd speed REVERSE. Piston return springs are forced outward. Lube
oil is released to the clutch as the engagement is moved away from the clutch drum.
Reference 250-20-008, Park Position—Engine Running
Park Position
LEGEND:
1 System 1 Oil
2 Lube Oil
3 Sump Oil
4 Rotating Shafts and Gears
5 Output Shaft
The Park Brake separator plates are seated in the transmission rear cover. The brake disks are splined to the output end of the
AB planetary. The AB planetary is splined to the output shaft.
The Park Brake is spring engaged and hydraulically disengaged. When spring pressure is applied to the Park Brake backing
plate, the brake disks and plates prevent rotation of the output shaft.
Reference 250-20-009, Power Shift Transmission (PST)—Neutral
PST-Neutral
LEGEND:
1 System 1 Oil
2 Lube Oil
3 Sump Oil
When the shift lever is moved out of the PARK position and into either NEUTRAL, FORWARD or REVERSE, System 1 oil flows
from the Park Brake solenoid valve into the brake release piston. Pressure builds behind the release piston, forcing the
engagement spring to collapse, releasing the brake disks to rotate inside the plates, releasing the Park Brake.
Reference 250-20-010, A-Brake Lube Valve
A-Brake Lube Valve
LEGEND:
1 System 2 Oil
2 Lube Oil
3 A-Brake Carrier Assembly
When A-Brake is engaged, System 2 oil forces the piston to contact the brake backing plate causing the brake disks and plates
to compress together. The brake disks are splined to the ring gear, which becomes stationary, forcing the pinion gears to begin
walking around (rotating inside) the ring gear. The pinion carrier is splined to the output shaft. When the planetary carrier is
rotating, it forces rotation of the output shaft.
Lube oil for the plates and disks enters into the pack from the rear cover. It is blocked off by the piston return plate when the
brake is disengaged. The A-Brake lube valve is operated by piston engagement oil and prevents lube oil from being slung out
of the brake pack when the brake is engaged. When the brake is disengaged, it moves and allows the oil to leave the pack,
which reduces drag.
Reference 250-20-011, Park Brake Release Valve
Park Brake Release Valve
LEGEND:
F To Park Brake
J Steering Pilot
L Sump Orifice
M Tow Pump Inlet
O To Cooler
P Lube Relief Valve
1 System 1 Oil
2 Sump Oil
The park brake must be released to tow tractor. Push down on the Park Brake Release valve on the transmission manifold to
disengage park brake. This shifts the valve, opening a oil passage and closes the park brake outlet to sump.
Cycle the clutch pedal (15—20 cycles until clutch pedal stays down) to pump oil to release Park Brake.
The Park Brake Release Pump forces oil by the outlet check ball and into the Park Brake release piston. This will cause the
engagement springs to collapse to release the Park Brake.
In cold temperatures the clutch pedal may not pump off the park brake. A hydraulic hand pump with pressure gauge may be
required. Connect hand pump and pressure gauge to the park brake DR below the park brake release valve.
IMPORTANT:
Avoid possible damage to the transmission. DO NOT exceed 1725 kPa (17 bar) (250 psi) to release park
brake.
System 1 oil is routed through the Park solenoid to the bottom of the Park Brake Release valve forcing the valve upward, when
the engine is started and the shift lever is moved from the PARK position. The clutch pedal will stay in the down position until
the shift lever is moved from the PARK position. The Park Brake Release Valve can be released manually by pulling up on the
valve to engage Park Brake.
CAUTION:
The clutch pedal will spring back (disengage ) quickly because of the strong clutch return spring when
shift lever is moved from the PARK position. To avoid injury depress clutch pedal and release slowly.
Reference 250-20-012, Traction Clutch Valve
Traction Clutch Valve
LEGEND:
F To Park Brake
J Steering Pilot
L Sump Orifice
M Tow Pump Inlet
O To Cooler
P Lube Relief Valve
S Traction Clutch Valve
1 High Pressure Oil

2 System 1 Oil
3 System 2 Oil
4 Lube Oil
5 Sump Oil
The transmission does not have a “Master Clutch”. The Output Shaft Clutches or the A-brake serve as the clutch. The active
clutch or brake on the Output Shaft will serve as the “Master Clutch”, depending on which gear the transmission is being
operated in.
The Traction Clutch Valve shifts when the clutch pedal is depressed, cutting off modulation oil. When modulation oil pressure is
cut off, there is no engagement oil pressure to the Output Shaft clutches or brake.
Reference 250-20-013, Output Clutch Check Valve Orifice
Output Clutch Check Valve Orifice
LEGEND:
A Output Clutch Engagement Oil
B Orifice
C Lube Oil Inlet
1 System 2 Oil
2 Lube Oil
Passages in the output shaft that connect B, C and D clutch pistons are drilled and tapped for the installation of a one way
check valve orifice.
Lube oil is present at the lube passage in the driveshaft coupler. When the clutch is disengaged, lube pressure opens the check
valve in the output shaft. Lube pressure flows into drilled passage in the shaft through to the clutch piston and to the shift
valve.
The lube pressure is flowing at a low rate, controlled by the fit of the pin (D) in its bore. Since the clutch is off, the lube oil is
flowing through the shift valve to the sump. There is minimal pressure placed on the clutch piston, not enough to engage it.
This keeps the passages to the output clutches full of oil to give consistent shifts.
When the clutch is engaged, the shift valve is ON. System 2 oil pressure is directed to the clutch through the rear cover
manifold, sealing rings and output shaft drilled passages. System 2 pressure oil is greater than lube oil pressure. Check valve
closes. Full System 2 pressure goes to the output clutch.
The drive shaft coupler acts as an oil passage way to divert lube oil to the output clutch check valve. The coupler also diverts
lube oil for spline lubrication at the driveshaft coupler.
Reference 250-20-014, Lube Cut-Off Valve
Lube Cut-Off Valve
LEGEND:
F To Park Brake
J Steering Pilot
L Sump Orifice
M Tow Pump Inlet
O To Cooler
P Lube Relief Valve
1 High Pressure Oil
2 System 1 Oil
3 System 2 Oil
4 Lube Oil
5 Sump Oil
When the transmission clutch pedal is depressed, modulation pressure begins to drop. As modulation pressure drops, the valve
spring forces the lube cut-off valve over to block off most of the lube oil passage to the top shafts. This makes more lube oil for
the Output Shaft clutches and A-Brake.
The Output Shaft clutches and A-Brake are clutchable elements and generate heat when the clutch pedal is operated. These
elements require more lube oil for cooling.
When modulation pressure approaches zero, the valve opens up the lube passage to the top shaft and also opens a passage to
sump, reducing the tendency to creep.
Reference 250-20-015, Lube Relief Valve
Lube Cut-Off Valve
LEGEND:
F To Park Brake
J Steering Pilot
L Sump Orifice
M Tow Pump Inlet
O To Cooler
P Lube Relief Valve
1 High Pressure Oil
2 System 1 Oil
3 System 2 Oil
4 Lube Oil
5 Sump Oil
When pressure in the lube circuit reaches 600 kPa (87 psi), the lube relief valve spring will begin to compress, allowing some
lube oil to go to sump.
Reference 250-20-016, Cooler Relief Valve
Cooler Relief Valve
LEGEND:
F To Park Brake
J Steering Pilot
L Sump Orifice
M Tow Pump Inlet
O To Cooler
P Lube Relief Valve
1 High Pressure Oil
2 System 1 Oil
3 System 2 Oil
4 Lube Oil
5 Sump Oil
The cooler relief valve is forced open allowing oil to bypass the oil cooler and flow directly to Lube when oil pressure reaches
950 kPa (9.5 bar) (138 psi). Pressure builds behind the cooler if the oil cooler becomes restricted (cold oil).
Reference 250-20-017, Ground Driven Pump
Ground Driven Pump
LEGEND:
A GDP Outlet
B GDP
C GDP Inlet
1 Emergency Oil for Brakes and Steering
2 Sump Oil
3 Rotating Shaft and Gears
The Ground Driven Pump (GDP) is an external gear type pump that provides emergency oil for steering and brakes if System 1
should lose pressure. The GDP provides oil pressure to the ground speed park control valve and steering priority valve.
The Ground Speed Park Control Valve prevents premature engagement of the Park Brake during transport.
The GDP is located in the in the transmission manifold and receives power from the transmission output shaft. The output shaft
is always turning when the tractor is moving.
There is approximately five gallons of oil located in front of the scavenge screen inlet reserved for the GDP.
Reference 250-20-018, Ground Speed Park Control Valve
Ground Speed Park Control Valve
LEGEND:
F To Park Brake
J Steering Pilot
L Sump Orifice
M Tow Pump Inlet
O To Cooler
P Lube Relief Valve
1 High Pressure Oil
2 System 1 Oil
3 System 2 Oil
4 Lube Oil
5 Sump Oil
The ground speed park control valve is located in the park brake sump passage. Pressure oil from the ground driven pump
forces the valve to close off the oil passage to sump when the tractor is moving. This prevents premature engagement of the
park brake when the tractor is moving at a high rate of speed. When the tractor slows to 1.5—2.5 kph (1—1.5 mph), the ground
driven pump can not supply enough pressure to prevent park brake engagement. The return spring will shift the valve to
release oil to sump, causing the park brake to engage, stopping the tractor.
Reference 250-20-019, Scavenge Pump Operation
Scavenge Pump
LEGEND:
A GDP Inlet
B Scavenge Inlet
C Scavenge Pump
1 Lube Oil
2 Sump Oil
The transmission Scavenge pump (C) is a gear type pump located in the lower portion of the manifold. The auxiliary drive shaft
turns when the tractor engine is running which powers the scavenge pump.
The pump suction screen (B) is located in the bottom of the transmission case. Oil level is kept low in the transmission case to
keep windage loss low.
Oil pumped out of the transmission case by the scavenge pump is routed through the auxiliary drive shaft and into the pump
drive housing. Scavenge oil is a mixture of 20% air and 80% oil. It is used to lubricate the pump drive gears and PTO clutch.
Reference 250-20-020, Automatic Power Shift (APS) Operation

LEGEND:
A SET Switch
B Indicator Symbol
Automatic Power Shift (APS) Controls
Automatic Power Shift (APS) shifts the transmission to maintain engine speed. Automatic Power Shift (APS) will not shift above
the maximum gear selected. The control unit determines shift points based on throttle setting, engine speed and fuel flow.
The transmission will downshift as many gears as necessary under load. A change in throttle position with no variation in load
allows a maximum downshift or upshift of three gears.
Select the maximum “command” FORWARD gear.
→NOTE:
Full engine RPM is recommended when setting Automatic Power Shift (APS).
Press the Automatic Power Shift (APS)SET switch (A). Automatic Power Shift (APS) indicator symbol (B) will light. Automatic
Power Shift (APS) will automatically downshift and upshift as load changes.
Any manual shift cancels Automatic Power Shift (APS). Pushing the RESUME switch (C) restores control shifting to Automatic
Power Shift (APS).
Automatic Power Shift (APS) Resume Switch
Depressing the clutch pedal while Automatic Power Shift (APS) is active, causes Automatic Power Shift (APS) to stop shifting,
but will not cancel the Automatic Power Shift (APS) function and will resume when clutch pedal is released.
→NOTE:
Automatic Power Shift (APS) can be programmed intoImplement Management System (IMS) .
Automatic Power Shift (APS) is cancelled when:
Operator shifts transmission.

Operator shifts to NEUTRAL or REVERSE position.
Operator depresses clutch pedalwhile Automatic Power Shift (APS) is resuming .
Reference 250-20-021, Transmission Shift Logic
Corner Post Display
Gear Shift Lever
CAUTION:
Avoid personal injury or damage to the tractor. If the engine starts with the shift lever in gear, there is a
malfunction of the starting circuit. Repair should be made immediately.
DESCRIPTION
The 8110, 8210, 8310 and 8410 tractors are equipped with a power shifted transmission that provides 16 forward and 4
reverse speeds. The transmission is shifted with a lever on the CommandARM armrest control.
Transmission can be shifted, without use of clutch pedal, either into a forward or reverse direction. Clutch pedal is provided to
allow manual control of modulation for ease of connecting to implements, operating in confined areas or rocking tractor. To
preselect a "Command Gear", depress clutch pedal, then move shift lever into forward or reverse slot and bump the lever up or
down.
Corner post display shows gear "commanded". When gear shift lever is moved to NEUTRAL, the park brake will release and the
display will show the pre-selected forward gear and the letter "N" for Neutral. When lever is in FORWARD or REVERSE, the
display will show an "F" or an "R" along with the "commanded" gear.
OPERATION
Engine will only start with gear shift lever (A) in PARK or NEUTRAL position. Shifts are made one at a time by "bumping" lever.
Pushing and holding lever or pulling and holding lever will result in continuous up or down shifts.
The operator presence switch prevents shifting from NEUTRAL to gear unless operator is in the seat or the clutch pedal is
depressed.
Reference 250-20-022, Selecting Gear
Shift Lever Positions
GEAR SELECTION
Shift pattern has three gated slots:
Park — Rear slot (A): Park Brake is applied when lever is fully forward in this slot.
Forward — Front slot (C): tractor will start moving forward as soon as lever enters this slot. Push lever forward for upshifts and
pull rearward for downshifts
Reverse — Center slot (B): tractor will start moving rearward as soon as lever enters this slot. Push lever forward for downshifts
and pull rearward for upshifts
→NOTE:
Transmission is in Neutral whenever shift lever is not in Park, Forward or Reverse. The PCU powers up in
PARK even if the shift lever is in Neutral. Reset the PCU by moving the shift lever back to PARK and shift
to Neutral or directly into gear to release the Park Brake.
Shifting to Park with engine running from either forward or reverse will not occur until ground speed of 4
km/h (2.5 mph) has been reached. Park brake will always be engaged if engine is not running and tractor
motion is stopped.
SELECTING FORWARD OR REVERSE "COMMAND" GEARS
[1] - Each time transmission enters the forward or reverse section of the shift pattern, transmission will start in the "command"
gear, shown on corner post display.
[2] - Transmission will always start out in 7F and 2R after engine is started. These are the default "command" gears. Start-up
default "command" gears may be permanently changed.
[3] - Once transmission has been initially placed in either Forward or Reverse, the "command" gear changes to the last gear
operated in before shifting to Neutral. This feature allows starting out in the same gear as the tractor was last operating in prior
to shifting to Neutral. If last operating gear prior to shifting to Neutral was faster than 13F or 3R, these will become the new
"commanded" gears.
[4] - The initial "command" gear can also be changed prior to initiating motion to match the operation.
•Forward Gear between 1 and 13 may be preselected by depressing clutch pedal and pushing or pulling shift lever until desired
"command" gear is displayed
•Reverse Gear between 1 and 3 may be preselected by depressing clutch pedal and pulling or pushing shift lever until desired
"command" gear is displayed
Transmission will start out in preselected forward or reverse gear when clutch pedal is released.
Reference 250-20-023, Transmission Shifting Features
Shifting in Forward or Reverse
Shifting—Without Using Clutch Pedal
Gear-to-Gear — Hold lever to shift up or down to selected gear. Transmission will shift one gear at a time until lever is released
Gear-to-Gear — "Bump" lever to quickly shift up or down to selected gear. Transmission will skip gears if lever is moved faster
than transmission can shift
Shifting—Using Clutch Pedal
IMPORTANT:
Clutch pedal must be fully depressed to completely disengage clutch for correct operation.
Gear-to-Gear — Hold lever to shift up or down until desired gear is displayed. Transmission will go into "commanded" gear
when clutch pedal is released
Gear-to-Gear — "Bump" lever to quickly shift up or down until desired gear is displayed. Transmission will go into
"commanded" gear when clutch pedal is released
Shifting From Reverse
The highest forward gear the transmission will automatically shift to is 11F, when shifting from REVERSE. For Example, if
transmission is in 13F and is shifted to REVERSE, and then back to FORWARD, transmission will automatically shift to 11F.
However, if transmission is in 13F or higher and tractor is stopped by using the clutch or shifting to NEUTRAL and not shifted
through REVERSE, transmission will be in 13F when shifted FORWARD again.
Rapid Shift
When tractor is in light load condition, such as transport, transmission can be shifted very fast by rapidly "bumping" shift lever
to reach transport speed quickly.
→NOTE:
Transmission will skip some gears as it tries to keep up with operator’s command.
"Bump" gear shift lever once in the opposite direction to cancel remaining shifts.
To reach transport speed quickly, depress clutch pedal and rapidly “bump” shift lever to 13F. Transmission will shift directly to
13F when clutch is released. Once tractor is underway in 13F, “bump” shift lever to 16F.
Double Shift
The transmission (under load) can shift two gears at a time when operating in gears 5F—12F by double "bumping" shift lever to
adjust speed to sudden load changes in the field.
Shuttle Shifting (Direction Change)
Moving shift lever between Forward and Reverse slots causes transmission to modulate directly to opposite direction of travel
without clutching or braking
Shuttle shift occurs between last "commanded" forward and reverse gears
“Commanded” gear will be 2R, regardless of previous REVERSE gear, when shifting from 14F—16F to REVERSE.
Ground Speed Matching
Transmission will match ground speed as clutch is released after tractor slows when clutch pedal is depressed at speeds
greater than 13F or 3R
Transmission will not match ground speeds as clutch is released after tractor slows when clutch pedal is depressed at speeds
below 13F or 3R. Transmission will remain in 13F or 3R even if tractor comes to complete stop
CAUTION:
Avoid possible accident and injury from loss of vehicle control. Never coast down hill.
Transmission will not up shift to match ground speed as clutch is released, if tractor speeds up while clutch pedal is depressed
Reference 250-20-024, PST Shifting Characteristics

Transmission will go to last commanded gear when shift lever is moved from Neutral to a forward or reverse gear. The
first time after engine start up, the command" gears will be 7F and 2R
Commanded (displayed) gear may be ahead of actual gear if lever is "bumped" rapidly. Transmission will continue to shift
until it catches up with "commanded" gear
Operator may feel transmission shift more than once as transmission matches gear selection
Operator will experience changes in engine speeds when shifting into:
16F, slight increase in speed
3R, 200 rpm increase in speed
4R, decrease in speed; to 1600 rpm at full throttle position
Cold oil, below 0°C (32°F), can affect shifting quality. Below —10°C (14°F) shifting may be delayed along with slow
hydraulics and hard steering
If PTO is ON, transmission can not be shifted into 4R
Reference 250-20-025, Electro-hydraulic Solenoid Valve Operation
Electro-hydraulic Solenoid Valve
LEGEND:
A Signal for Full Pressure
B Pulse Width at 100% Duty Cycle
C Pulse Frequency
D Signal for Low Pressure
E Pulse Width at 36% Duty Cycle
F Signal for Medium Pressure
G Pulse Width at 57% Duty Cycle
Pulse Width Modulation (PWM) provides accurate control of electro-hydraulic modulating solenoid valves on a Power Shift
transmission. To engage a clutch, an electrical impulse from the PCU is sent to the solenoid at a given frequency (C).
Current flow doesn’t actually start and stop within each segment. Instead, pulse width regulates the effective, or average
current flow. Power is turned ON and OFF within each segment. The percent of ON time can be varied to control oil flow
through the valve allowing clutch engagement (See B, E, and G). The ratio of "on time" to cycle time is called duty cycle
command.
Power Electrically controlled valves allow superior control, filling and dumping oil from elements, particularly one element
relative to another. One element can be partially filled before dumping another.
The five solenoids on the rear cover for the input clutches (C1, C2, C3, C4 and CR) use two 1/8" holes for clutch oil supply to the
element.
The four solenoids located on the manifold for the output clutches and brake (AB, BC, CC, and DC) have four 1/4" holes to
supply clutch oil to the element because they require a larger volume of oil.
Although these valves look similar, they have different diameters on two of the valve lands to prevent installation in an
incorrect location.
IMPORTANT:
The top of the solenoid has epoxy over the center adjustment. This is set at the factory and is not to be
adjusted.
Reference 250-20-026, Analog Shift Valve Operation

Analog Shift Valve (Clutch Disengaged)
Analog Shift Valve (Clutch Disengaged)
LEGEND:
A Electromagnet
B Flat Spring
C System 1 (Pilot) Oil
D Orifice
E No Pressure to Top of Spool Valve
F To Sump
1 Lube Oil
2 Pilot Oil
The word "Analog" has nothing to do with the electronic signal coming to the shift valve from the PCU. That signal is still a
pulse width modulated (PWM) or ON then OFF.
"Analog" refers to the way the valve handles the (PWM) signal. Current doesn’t actually start or stop within each segment.
Instead, pulse width regulates the effective, or average current flow which is proportional to the plunger movement.
The analog valve plunger return spring is a flat wafer. The plunger is welded to it. When the valve is Off, the spring positions
the plunger to allow pilot oil (System 1) oil to go to sump unrestricted. No pressure is created to shuttle the spool valve to
engage the clutch.
Analog Shift Valve (Clutch Engaged)
Analog Shift Valve (Clutch Engaged)
LEGEND:
A Electromagnet
B Flat Spring
C System 1 (Pilot) Oil
D Orifice
E Pressure to Top of Spool Valve (Spring Compresses)
F To Sump
1 Lube Oil
2 Pilot Oil
When the "Analog" valve is engaged, the plunger does not return to its "home" or off position with each PWM cycle because of
the strength and duration of the magnetic field along with the design of the flat spring.
The plunger now has a variable position over the pilot section of the valve. That creates a variable restriction based on
adistance between the plunger and the pilot oil nozzle seat.
As the plunger is pushed closer to the pilot oil nozzle, restriction is increased and the spool valve has pressure applied to it,
compressing the spring and the clutch engagement oil flows.
→NOTE:
Review the flat spring in the illustration with the Clutch Disengaged vs Clutch Engaged.
The strength of the electromagnet is determined by the current flow through it. The PCU can control current flow by varying
the PWM frequency as well as the duty cycle of the variable frequency.
The higher the frequency the lower the current flow. The farther away the plunger is from the pilot oil nozzle, the smaller the
amount of oil that flows to the clutch being engaged or disengaged.
Analog Valve Commands for On-Coming Clutch
Analog Valve Commands (On-coming Clutch)
LEGEND:
A Time
B Command Pressure
C Wake-up Pulse
D Final Fill
E Modulation
F Complete Clutch Engagement
G Load Compensation and Variable Modulation
H Clutch Exchange (OFF)
I Calibration Pressure & 10%
Wake-Up Pulse: The valve gets a full on command to bring the clutch to fill up to 90% full. This is from a calibration value
stored in the PCU.
Valve Setting: Off for a short time for valve to reset itself.
Final Fill: The remaining 10% of the clutch filled as well as another 10% of the calibrated value applied. The clutch is now
capable of transferring power.
Modulation: The clutch is full, transferring some power but is slipping at a controlled rate. The upward angle of the chart is
controlled by the PCU. That rate (or angle) is variable based on load that is being applied and sensed by the PCU. At this point,
the clutch exchange takes place between the oncoming clutch and the off going clutch for the gear being selected. Timing for
this event is controlled by the PCU.
Complete Engagement: The clutch is fully engaged and shift solenoid is at full duty cycle.
Reference 250-20-027, Transmission Diagnostic Codes
Section 250 - POWER SHIFT TRANSMISSION Group 25: Schematics and Diagrams
LEGEND:
A Code # Switch
Code # Switch
If transmission indicator comes ON and/or transmission shifts to NEUTRAL, there is a problem in transmission system.
PushCode # Touchset™ switch (A) and see (Reference 245-05-003, Service Code Descriptions).
Problems may be caused by:
Riding the clutch pedal.

Attempting to start engine in gear.
Attempting to shift into gear without being in seat.
Leaving seat with transmission in gear.
Reset transmission by fully engaging clutch pedal and/or moving shift lever to NEUTRAL position.
To clear the code, push and hold theCode # Touchset™ switch (A) for seven seconds.

Reference 250-25-001, List of Power Shift (PST) Drawings
Reference 250-25-002 , System 1 Oil—JIC Drawing
Reference 250-25-003 , System 2 Oil—JIC Drawing
Reference 250-25-004 , Park Brake Release Valve—JIC Drawing
Reference 250-25-005 , Lube Cut-Off Valve—JIC Drawing
Reference 250-25-006 , Lube Relief Valve—JIC Drawing
Reference 250-25-007 , Cooler Relief Valve—JIC Drawing
Reference 250-25-008 , Ground Speed Park Control Valve—JIC Drawing
Reference 250-25-002, System 1 Oil—JIC Drawing
System 1 Oil--JIC
DEFINITIONS:
A Input Clutches
B Output Clutches and A-Brake
B1 Output Clutch Lube Check Valve
B2 Planetary Lube Sump Valve
B3 A-Brake Lube Valve
C Output Clutch Solenoid Valves
D Input Solenoid Valves
E MFWD Solenoid Valve
E1 MFWD Clutch
F Output Shaft Lube
G Input Shafts Lube
H Lube Cut-Off Valve
I Clutch Pedal Valve
I1 Clutch Engage Pressure Sensor
I2 Clutch Pedal
J Scavenge Screen
K Scavenge Pump
L Park Brake Release Pump
L1 Tow Pump Inlet Check Valve
M Pilot System DR (PS)
N PTO
O Differential Lock
P SCV Pilot
Q System 1 Engagement Oil
R System 2 Engagement Oil
S System Lube
T Ground Speed Control Valve
U Park Brake Solenoid Valve
U1 Park Brake Inlet Check Valve
V Tow Release Valve
V1 Park Brake Outlet Check Valve
W Park Brake
W1 Park Brake DR
W2 Park Brake Pressure Sensor
X Shift Accumulator
Y Pressure Regulating Valve
Z Cooler Relief Valve
AA C1, C2, C3, C4 Accumulator
AB Lube Relief Valve
AC Ground Driven Pump + Forward - Reverse
AC1 Reverse Check Valve
AC2 5 Bar Relief Valve
AC4 60 Bar Relief Check Valve
AD Sump Speed Orifice
AE Secondary Steering Valve
AF Oil Cooler
AG Lube Pressure DR
AH Steering and Brake Circuit
AH1 Brake Valve
AH2 Priority Valve
AI Steering and Transmission Pump
AI1 External Steering Inlet Check Valve
AJ Clean Oil Reservoir
AK Pump Drive Housing
AL Final Drives
AM Auxiliary Drive Shaft
AN Differential Housing
AO Sump Screen
AP Charge Pump
AQ Hydraulic Filter
AR BC, CC, DC Accumulator
1 High Pressure Oil
2 System 1 Oil
3 Sump Oil
Reference 250-25-003, System 2 Oil—JIC Drawing
System 2 Oil--JIC
LEGEND:
A Input Clutches
E1 MFWD Clutch
F Output Shaft Lube
G Input Shafts Lube
I2 Clutch Pedal
J Scavenge Screen
K Scavenge Pump
N PTO
P SCV Pilot
S System Lube
V Tow Release Valve
W Park Brake
W1 Park Brake DR
X Shift Accumulator
Z Cooler Bypass Valve
AF Oil Cooler
AG Lube Pressure DR
AH1 Brake Valve
AH2 Priority Valve
AL Final Drives
AO Sump Screen
AP Charge Pump
AQ Hydraulic Filter
1 High Pressure Oil
2 System 1 Oil
3 System 2 Oil
4 Sump Oil
Reference 250-25-004, Park Brake Release Valve—JIC Drawing
Park Brake Release Valve--JIC
LEGEND:
A Input Clutches
E1 MFWD Clutch
F Output Shaft Lube
G Input Shafts Lube
I2 Clutch Pedal
J Scavenge Screen
K Scavenge Pump
N PTO
P SCV Pilot
S System Lube
V Tow Release Valve
W Park Brake
W1 Park Brake DR
X Shift Accumulator
AF Oil Cooler
AG Lube Pressure DR
AH1 Brake Valve
AH2 Priority Valve
AL Final Drives
AO Sump Screen
AP Charge Pump
AQ Hydraulic Filter
1 System 2 Oil
2 Sump Oil
Reference 250-25-005, Lube Cut-Off Valve—JIC Drawing
Lube Cut-Off Valve--JIC
LEGEND:
A Input Clutches
E1 MFWD Clutch
F Output Shaft Lube
G Input Shafts Lube
I2 Clutch Pedal
J Scavenge Screen
K Scavenge Pump
N PTO
P SCV Pilot
S System Lube
V Tow Release Valve
W Park Brake
W1 Park Brake DR
X Shift Accumulator
AF Oil Cooler
AG Lube Pressure DR
AH1 Brake Valve
AH2 Priority Valve
AL Final Drives
AO Sump Screen
AP Charge Pump
AQ Hydraulic Filter
1 High Pressure Oil
2 System 1 Oil
3 System 2 Oil
4 Lube Oil
5 Sump Oil
Reference 250-25-006, Lube Relief Valve—JIC Drawing
Lube Relief Valve—JIC
LEGEND:
A Input Clutches
E1 MFWD Clutch
F Output Shaft Lube
G Input Shafts Lube
I2 Clutch Pedal
J Scavenge Screen
K Scavenge Pump
N PTO
P SCV Pilot
S System Lube
V Tow Release Valve
W Park Brake
W1 Park Brake DR
X Shift Accumulator
AF Oil Cooler
AG Lube Pressure DR
AH1 Brake Valve
AH2 Priority Valve
AL Final Drives
AO Sump Screen
AP Charge Pump
AQ Hydraulic Filter
1 High Pressure Oil
2 System 1 Oil
3 System 2 Oil
4 Lube Oil
5 Sump Oil
Reference 250-25-007, Cooler Relief Valve—JIC Drawing
Cooler Relief Valve—JIC
DEFINITIONS:
A Input Clutches
E1 MFWD Clutch
F Output Shaft Lube
G Input Shafts Lube
I2 Clutch Pedal
J Scavenge Screen
K Scavenge Pump
N PTO
P SCV Pilot
S System Lube
V Tow Release Valve
W Park Brake
W1 Park Brake DR
X Shift Accumulator
Z Cooler Relief Valve
AF Oil Cooler
AG Lube Pressure DR
AH1 Brake Valve
AH2 Priority Valve
AL Final Drives
AO Sump Screen
AP Charge Pump
AQ Hydraulic Filter
1 High Pressure Oil
2 System 1 Oil
3 System 2 Oil
4 Lube Oil
5 Sump Oil
Reference 250-25-008, Ground Speed Park Control Valve—JIC Drawing
Ground Speed Park Control Valve—JIC
LEGEND:
A Input Clutches
E1 MFWD Clutch
F Output Shaft Lube
G Input Shafts Lube
I2 Clutch Pedal
J Scavenge Screen
K Scavenge Pump
N PTO
P SCV Pilot
S System Lube
V Tow Release Valve
W Park Brake
W1 Park Brake DR
X Shift Accumulator
AF Oil Cooler
AG Lube Pressure DR
AH1 Brake Valve
AH2 Priority Valve
AL Final Drives
AO Sump Screen
AP Charge Pump
AQ Hydraulic Filter
1 High Pressure Oil
2 System 1 Oil
3 System 2 Oil
4 Lube Oil
5 Sump Oil
Reference 250-25-009, Power Shift (PST) Checkout Forms

Form 1 Customer Complaint
Form 1. Complaint and Operating Conditions
COMPLAINT AND OPERATING CONDITIONS—FORM 1
Record the Following:
TRACTOR MODEL — SERIAL NUMBER DATE — TIME
BALLASTING — TIRE INFORMATION (Wheel Tractors)
Front Weights
Wheel Weights
Tire Size
Tire Pressure (Front/Rear)
OPERATING CONDITIONS
Engine rpm
Transmission Oil Temperature
PTO On/Off?
Field Cruise On/Off?
SCVs On/Off?
Implement/Application - Heavy Load?
Wheel Tractors:
MFWD On/Off?
Differential Lock On/Off?
SHIFT COMPLAINT
Record each problem shift separately along with all details, such as:
•Each shift may have a different "feel" and be dependent on different conditions. Note "jerk", "pause and jerk", "complete stop", "engine lugs down", "double shift", etc.
•Note how long tractor is in the previous gear before the shift is made. Many times a rough shift may occur only when the shift is made after a certain time, such as
under 3 seconds or over 10 seconds.
COMPLAINT AND OPERATING CONDITIONS—FORM 1
Record the Following:
When did shift complaint begin (after repair, gradually getting worse over time, suddenly)?
Preliminary Checks—Tractor Condition—Form 2
Form 2. Prelim. Checks—Tractor Condition
Record Transmission Pressure at "PS" Port on Top of SCV Stack:
NOTE: Oil temperature should be greater than 38°C (100° F)
at 1000 rpm
Specification - 1620—1660 kPa (16—17 bar) (235—240 psi)
at 2000 rpm
Specification - 1793—1827 kPa (18—19 bar) (260—265 psi)
IMPORTANT: Low or overly high system pressure possibly will cause poor shifting.
Adjust transmission pressure control valve as needed, then RECALIBRATE.
Perform Leak Tests for PARK and PTO (and MFWD and Differential Lock for Wheel Tractors). (See Group 10, Test 19 for 65° C only).
Record Below:
Oil Temperature
LUBE PRESSURE @ 1000 rpm :
ON OFF
Park Brake (Leave ON)
ON OFF
PTO (Leave OFF)
Wheel Tractors:
ON OFF
MFWD (Leave ON)
ON OFF
Differential Lock (Leave OFF)
Perform Element Leak Tests (MFWD in ON position for Wheel Tractors)
Record Below:
Ab
NOTE: Compare Ab to CC
bC
cC
Compare bC, cC, dC, C1, C2, C3, C4, and Cr
dC
C1
A difference of 30 kPa (0.3 bar) (4.0 psi) indicates a leak.
C3
C2
C4
Cr
Steering and Brakes function OK?
Engine Functions OK? Response Good? Is HP to specification?
Calibration Values—Form 3A
Form 3A. Calibration Values
Check and record the following addresses:
ADDRESS CALIBRATION FOR: DEFAULT VALUE RECORDED VALUE
CCU 27 PTO Load Factor 40
CCU 30 SCV Load Factor 0
CCU 58 Transmission Pulses per Axle Revolution 003
Transmission Pulses per Axle Revolution:

72.9
CCU 59 Wheel Tractor
78.3
Track Tractor
PCU 29 Model Number for Shift Load Compensation 081, 082, 083 or 084 for Tractor
Form 3A. Calibration Values
PCU ADDRESS 30 — VALVE CALIBRATION VALUES
Record Original Calibration Values Min/Max Calibration Values (Specification) Typical Calibration Values
Element Pressure Command Time Pressure Command (kPa) Time (ms) Pressure Command (kPa) Time (ms)
AB 80—653 60—140 313 100
BC 80—653 140—280 373 210
CC 80—653 140—280 373 200
DC 60—653 60—200 360 120
C1 80—653 60—200 400 110
C3 80—653 60—200 400 110
C2 80—653 60—200 400 120
C4 80—653 60—200 400 110
CR 80—653 60—200 460 120
ELEMENT ENGAGEMENT CHART
ELEMENT ENGAGEMENT CHART (Reference Only)
C1 C2 C3 C4 CR
AB 1F 2F 3F 4F 1R
BC 5F 7F 9F 11F 2R
CC 6F 8F 10F 12F 3R
DC 13F 14F 15F 16F 4R, 5R
Form 3B
Form 3B. Calibration Values
PCU ADDRESS 30 — RECORDING MULTIPLE VALVE CALIBRATION VALUES
Record Changes: Record Changes: Record Changes:
Element Pressure Time Pressure Time Pressure Time
AB
BC
CC
DC
C1
C3
C2
C4
CR
Transmission Pressure
Record Changes: Record Changes: Record Changes:
Element Pressure Time Pressure Time Pressure Time
AB
BC
CC
DC
C1
C3
C2
C4
CR
→NOTE:
See calibration specification values on FORM 3A.
Neutral-to-Gear Evaluation—Form 4
Form 4. Neutral-to-Gear Evaluation
FULL THROTTLE — Field Cruise, PTO, SCVs (MFWD on Wheel Tractors) in OFF Position — No Clutch — No Load
NOTE: Oil temperature should be greater than 40° C (104° F) UNLESS evaluating shifts at cooler temperatures.
SHIFT FEEL SHIFT FEEL

NEUTRAL TO GEAR OUTPUT ELEMENT CHECKED INPUT ELEMENT CHECKED
—1st RUN— —2nd RUN—
OK NOT OK OK NOT OK
1F AB C1
2F AB C2
3F AB C3
4F AB C4
5F BC C1
7F BC C2
9F BC C3
11F BC C4
6F CC C1
8F CC C2
10F CC C3
12F CC C4
13F DC C1
1R AB CR
2R BC CR
3R CC CR
SUMMARY:
Record the number of shifts checked "NOT OK" for each element FROM 2nd RUN ONLY:
AB BC CC DC
C1 C2 C3 C4 CR
Gear-to-Gear Evaluation — Upshifts—Form 5A
Form 5A. Gear-to-Gear Evaluation (Upshifts)
3—5 Seconds between shifts
Form 5A. Gear-to-Gear Evaluation (Upshifts)
SHIFT EXPECTED SHIFT QUALITY APPROXIMATE SPEED CHANGE ELEMENTS ENGAGED OBSERVED SHIFT QUALITY
mph km/h 1st Run 2nd Run 3rd Run
N to 1F Average 1.4 2.2 C1, AB
1F to 2F Average 0.4 0.6 C2, AB
4F to 5F Distinctive 0.6 1.0 C1, BC
5F to 6F Average 0.4 0.6 C1, CC
6F to 7F Average 0.6 1.0 C2, BC
12F to 13F Distinctive 2.2 3.5 C1, DC
13F to 14F Average 3.1 5.0 C2, DC
N to 1R Average 1.2 1.9 CR, AB
1R to 2R Average 2.1 3.4 CR, BC
2R to 3R Average 0.7 1.1 CR, CC
3R to 4R Average 2.8 4.5 CR, DC
Average shift quality: Should experience an initial quick acceleration that will smooth out as tractor reaches
speed for that gear. Approximate speed change is given because greater change will result in greater
acceleration.
Gear-to-Gear Evaluation — Downshifts—Form 5B
Form 5B. Gear-to-Gear Evaluation (Downshifts)
3—5 Seconds between shifts
Form 5B. Gear-to-Gear Evaluation (Downshifts)
SHIFT EXPECTED SHIFT QUALITY APPROXIMATE SPEED CHANGE ELEMENTS ENGAGED OBSERVED SHIFT QUALITY
mph km/h 1st Run 2nd Run 3rd Run
13F to 12F Distinctive 2.2 3.5 C4, CC
5F to 4F Distinctive 0.6 1.1 C4, AB
4R to 3R Average 2.8 4.5 CR, CC
3R to 2R Average 0.7 1.1 CR, BC
2R to 1R Average 2.1 3.4 CR, AB
Average shift quality: Should experience an initial quick acceleration that will smooth out as tractor reaches
speed for that gear. Approximate speed change is given because greater change will result in greater
acceleration.
Gear-to-Gear Evaluation — Worksheet—Form 5C
Form 5C. Gear-to-Gear Evaluation Worksheet
Use completed Gear-to-Gear Evaluation FORM 5A and 5B. Complete the chart below:
If 7-8 was considered a poor shift:

Under column 1, enter 7-8
Under column 2, enter C2, CC
Example:
Under column 3, enter C2, BC (from 6-7 shift)
Under Column 4, enter CC for the on-coming element
Under Column 5, enter BC for the off-going elements
For a 6-7 poor shift, the on-coming elements would be both C2 and BC.
Off-going elements would be both C1 and CC
1 2 3 4 5
POOR (Circled) SHIFT ELEMENTS ENGAGED THIS SHIFT ELEMENTS ENGAGED THE PREVIOUS SHIFT ON-COMING ELEMENTS OFF-GOING ELEMENTS
SUMMARY:
Record the number of times each element appears in BOTH columns for on-coming and off-going elements.
AB BC CC DC
C1 C2 C3 C4 CR
Reference 250-25-010, PST Element Engagement Chart
DRIVE SYSTEMS (g) by Belgreen v2.0
PST Element Engagement Chart
Section 256 - DRIVE SYSTEMS

Table of contents
Specifications ....................................................................................................................................... 1
Reference 256-15-001, PTO Clutch And Brake Pressure Test ............................................................... 1
Reference 256-20-001, Drivetrain Theory Of Operation Contents ........................................................ 2
Reference 256-20-002, PTO Clutch Operation ...................................................................................... 3
Reference 256-20-003, PTO Solenoid Valve Operation ......................................................................... 5
Reference 256-20-004, Clutch Disengaged—Brake Engaged—Solenoid De-Energized ........................ 6
Reference 256-20-006, Clutch Engaged—Brake Disengaged—Solenoid Energized .............................. 8
Reference 256-20-008, PTO Output Housing Operation ..................................................................... 10
Reference 256-20-009, Standard PTO Output Housing Operation ...................................................... 11
Reference 256-20-010, Optional PTO Output Housing Operation ....................................................... 12
Reference 256-20-011, 1000 RPM Output Operation ......................................................................... 13
Reference 256-20-012, 540 RPM Output Operation ........................................................................... 14
Reference 256-20-014, Final Drive Theory Of Operation .................................................................... 15
Reference 256-20-015, Differential Lock Circuit Theory Of Operation ................................................ 16

Section 256 - DRIVE SYSTEMS Group 20: Theory of Operation

Specifications
PTO Clutch and Brake Pressure

PTO Clutch and Brake Pressure Pressure @ 2000RPM 1723-2040 kPa
(17.2-20.4 bar)
(250-295 psi)
Reference 256-15-001, PTO Clutch And Brake Pressure Test
→NOTE:
This procedure will test PTO clutch and brake element pressures on the transmission at their test ports.
LEGEND:
A PTO Clutch Test Port
B PTO Brake Test Port
PTO Clutch and Brake Test Ports
Install a DR in the test port for the element to be tested.
Connect a JT05497 a , 10 foot hose, to DR . Connect the opposite end of this hose to JT05474 a , 2000 kPa (20 bar) (300 psi)
Gauge.
a
Part of JT05470, Universal Pressure Test Kit
Test Procedure
Start engine and set 2000 rpm.
Record pressure with element engaged of concern, (PTO ON Clutch) (PTO OFF Brake).
PTO Clutch and Brake Pressure

PTO Clutch and Brake Pressure Pressure @ 2000RPM 1723-2040 kPa
(17.2-20.4 bar)
(250-295 psi)

Reference 256-20-001, Drivetrain Theory Of Operation Contents
PTO Clutch Operation (See Reference 256-20-002 )
Electro-Hydraulic Solenoid Valve Operation (See Reference 256-20-003 )
Clutch Disengaged—Brake Engaged—Solenoid De-Energized (See Reference 256-20-004 )
Clutch Engaged—Brake Disengaged—Solenoid Energized (See Reference 256-20-006 )
PTO Output Housing Operation (See Reference 256-20-008 )
Standard PTO Output Housing Operation (See Reference 256-20-009 )
Optional PTO Output Housing Operation (See Reference 256-20-010 )
1000 RPM Output Operation (See Reference 256-20-011 )
540 RPM Output Operation (See Reference 256-20-012 )
Final Drive Theory of Operation (See Reference 256-20-014 )
Differential Lock Circuit Theory of Operation (See Reference 256-20-015 )
Reference 256-20-002, PTO Clutch Operation
PTO Clutch
LEGEND:
A Hydraulic Pump Hypoid Input Gear Shaft
B Clutch Hub
C Clutch Pack
D Clutch Piston
E Front Bearing
F Rear Bearing
G PTO Output Drive Shaft
H Clutch Drum Lube Oil Passages
I Brake Piston
J Brake Disk
K Dowel Pins (2 used)
L Pump Housing Sump
M Clutch Drum Assembly
N Belleville Spring Washers
1 Lube Oil
2 Sump and Resident Oil
The PTO clutch provides power from the transmission to the PTO output housing.
The PTO clutch is located in the pump drive housing between the mid-frame and the differential case.
The main components of the PTO clutch are the clutch hub (B), clutch pack (C), belleville spring washers (N), clutch drum
assembly (C), and clutch piston (D).
Power flows from the transmission auxiliary drive shaft through the mid-frame auxiliary drive shaft through the hydraulic pump
hypoid input gear shaft (A) to the PTO clutch hub (B). The shaft of the hub is externally splined to the hypoid gear shaft. The
clutch hub is connected to the clutch drum by way of a clutch pack (C). The clutch drum is splined to the PTO output drive shaft
(G).
The PTO clutch brake is composed of a brake piston (I) that is located in the pump housing and a brake disk (J) that is retained
to the pump housing by two dowel pins (K). The brake is applied whenever the tractor is running and the clutch is not engaged.
PTO clutch and brake operating oil flows from the electro-hydraulic solenoid valve to the clutch and brake by way of internal
passages in the pump drive housing.
The PTO clutch is lubed with return oil from the transmission that flows through a passage in the transmission auxiliary drive
shaft, mid-frame auxiliary drive shaft and the hydraulic pump hypoid input gear shaft through the clutch hub shaft
passageways (H) and into the clutch drum assembly.
Oil flows through passages in the clutch drum to cool the clutch plates and disks, lube the front PTO clutch bearing (E), and
lube and cool the PTO brake pad. This oil then flows into the sump area (L) of the pump housing.
The PTO clutch rear bearing (F) is lubricated by resident oil in the differential case.
Reference 256-20-003, PTO Solenoid Valve Operation
Pulse Width Modulation
LEGEND:
A Signal for High Pressure
B Pulse width at 95% Duty Cycle
C Pulse Frequency
D Signal for Low Pressure
E Pulse Width at 33% Duty Cycle
F Signal for Medium Pressure
G Pulse Width at 57% Duty Cycle
PTO solenoid valve is controlled by Pulse Width Modulation (PWM). The clutch is engaged by pulsing a solenoid at a given
frequency (C) to power the solenoid. The pulse width regulates the average current flow. The percent of "on time" of each cycle
is varied to control oil flow through the solenoid valve. The ratio of "on time" to cycle time is called duty cycle command.
→NOTE:
Items that may affect the signal are coil inductance, magnetic response, hydraulic pressure, fluid volume,
and mechanical losses.
Electrically controlled valves allow much better control and timing of both filling and dumping oil from elements, particularly
one element relative to another. One element (PTO clutch or brake) can be partially filled before dumping the other.
Reference 256-20-004, Clutch Disengaged—Brake Engaged—Solenoid

De-Energized
Brake Operation
LEGEND:
A Supply Oil
B Fixed Orifice
C Variable Orifice
D Electro-hydraulic Valve
E Plunger
F Solenoid Plunger Housing
G Valve Sump Passage
H Screen Filter
I Operating Valve
J Sump Passage
K Valve Spring
L Electro-hydraulic Valve Supply Oil
M Brake Passage
N Clutch Passage
O PTO Output Drive Shaft
P Pump Housing Sump
Q Clutch Hub
R Belleville Springs
S Clutch Disks
T Clutch Drum
U Clutch Separator Plates
V Clutch Piston
W Brake Disk
X Brake Piston
1 Pressure Oil
2 Pressure Free Oil
3 Pilot Oil
4 Power Flow
When the PTO clutch is disengaged, lack of pressure oil against the piston (V) causes the belleville springs (R) to force the
clutch piston (V) away from the clutch separator plates (U) that are externally splined to the clutch drum (T), allowing the
clutch disks (S) that are internally splined to the clutch hub (Q) to turn freely.
At the same time that the clutch piston retracts, pressure oil against the brake piston (X) forces the brake disk (W) against the
clutch drum causing the drum and the PTO output drive shaft (O), that is splined to the clutch drum, to stop rotating.
Note that supply oil goes to the pilot inlet port, as well as both the clutch and brake pressure inlet ports of the EH control valve.
With the PTO switch turned off, the control valve solenoid is not energized. The plunger remains in neutral position allowing the
pilot oil to flow easily through the orifice to sump. The spring at the bottom of the valve pushes the spool upward, deadheading
clutch pressure oil at the inlet port: blocking off oil through the clutch pressure outlet port to the clutch.
With the spool valve in the upward position, the pressure oil is free to pass to through the brake inlet port, past the spool
through the brake outlet port, and down to engage the PTO brake. Therefore whenever the tractor is operating with the PTO
clutch disengaged, the brake is applied. At the same time, (with the spool valve in the upward position) clutch engagement oil
becomes pressure-free, and has a path back through the clutch outlet port of the control valve, and through to sump.
Because the EH valve is controlled with a pulse-width-modulated signal, brake engagement is modulated.
→NOTE:
If the operator turns the PTO on, then off before the PTO clutch is fully engaged (approximately 5
seconds), the PTO brake will not modulate. It will engage immediately.
Reference 256-20-006, Clutch Engaged—Brake Disengaged—Solenoid

Energized
Clutch Engage, Brake Disengage, Solenoid Energized
LEGEND:
A Supply Oil
B Fixed Orifice
C Variable Orifice
D Electro-hydraulic Valve
E Plunger
F Solenoid Plunger Housing
G Valve Sump Passage
H Screen Filter
I Operating Valve
J Sump Passage
K Valve Spring
L Electro-hydraulic Valve Supply Oil
M Brake Passage
N Clutch Passage
O PTO Output Drive Shaft
P Pump Housing Sump
Q Clutch Hub
R Belleville Springs
S Clutch Disks
T Clutch Drum
U Clutch Separator Plates
V Clutch Piston
W Brake Disk
X Brake Piston
1 Pressure Oil
2 Pressure Free Oil
3 Pilot Oil
4 Power Flow
When the PTO clutch is engaged, pressure is released from the brake piston (X) and brake disk (W). Pressure against the clutch
piston (V) forces the plates (U) and disks (S) together. When the plates and disks are pressed together, the clutch drum (T) and
hub (Q) are locked together forcing the PTO output drive shaft (O), that is splined to the clutch drum, to rotate.
When the PTO switch is turned on, the control valve solenoid is energized. The plunger moves down restricting the flow of pilot
oil to sump. Because of that restriction, pressure builds at the top of the spool valve forcing it downward. Pressure oil can now
pass through the clutch inlet port, past the spool through the clutch outlet port, and down to engage the PTO clutch.
At the same time, the path previously open for pressure oil to engage the brake is now blocked, deadheading at the brake
pressure inlet port. Brake engagement oil becomes pressure-free, and has a path back through the brake outlet port of the
control valve, and through to sump.
Because the EH valve is controlled with a pulse-width modulated signal, clutch engagement is modulated.
Reference 256-20-008, PTO Output Housing Operation
PTO Output Housing Operation
LEGEND:
A Standard PTO Output Housing
B Optional PTO Output Housing
C 35 mm (1-3/8 in.) Shaft Adapter Housing
D Torque Limiting Collar
E Bearings
The PTO output housing provides power to operate implements.
The output housing is located in the hitch frame.
Power flows from the transmission auxiliary drive shaft, through the mid-frame auxiliary drive shaft, hydraulic pump hypoid
input gear shaft, PTO clutch assembly, and through the PTO drive shaft to the PTO output housing.
There are two PTO output housing options available. The standard 45mm (1 3/4 in.) 1000 rpm, 20-spline shaft housing (A) and
the optional 45 mm (1-3/4 in.) 1000 rpm, 20-spline shaft housing (B). A 35 mm (1-3/8 in.) 1000 rpm, 21-spline shaft / 540 rpm
6-spline shaft adapter housing (C) is available to be installed in place of the 45 mm (1-3/4 in.) 1000 rpm 20-spline output shaft
on the optional housing.
The 35 mm (1-3/8 in.) shaft adapter is designed for "light" duty applications.
The torque limiting collar (D) serves as a "fused link" that protects implements when used with high horsepower tractors. The
collar is designed to fail before damage occurs to the shaft or the implement.
The components in the standard and optional output housings are lubricated with resident oil.
The 35 mm (1-3/8 in.) shaft adapter bearings (E) are packed with grease at the factory and require no further service.
Reference 256-20-009, Standard PTO Output Housing Operation
Standard PTO Output Housing Operation
LEGEND:
A PTO Drive Shaft
B PTO Clutch Drum Shaft
1 Resident Oil
2 Power Flow
The standard output housing PTO drive shaft (A), and the output shaft is a single shaft that is splined directly to the PTO clutch
drum shaft (B) in the PTO clutch assembly.
Reference 256-20-010, Optional PTO Output Housing Operation
Optional PTO Output Housing Operation
LEGEND:
A PTO Drive Shaft
B PTO Clutch Drum Shaft
C PTO Input Gear
D Countershaft Gear
E Shift Collar
F Shift Collar Plunger
G 540 Output Drive Gear
H PTO Output Drive Shaft
I PTO Output Shaft
J Retaining Ring
K Hollow End of Shaft
1 Resident Oil
2 Power Flow
The PTO drive shaft (A) is splined to the PTO clutch drum shaft (B) at the front and to the input gear (C) at the rear.
The main components of the optional output housing, consists of the input gear (C), countershaft gear (D), shift collar (E), shift
collar plunger (F), 540 output drive gear (G), PTO output drive shaft (H) and the 1000 rpm 45 mm (1-3/4 in.) 20 spline output
shaft (I). The shift collar is splined to the output drive shaft.
Power flows from the PTO drive shaft which is splined to the input gear. The input gear is internally splined to the shift collar
which is splined to the output drive shaft. The output drive shaft is internally splined to the output shaft. The output shaft is
retained in the output drive shaft by an internal retaining ring (J).
Since the end of the output shaft is hollow (K), the shaft does not contact the shift collar plunger, the shift collar meshes with
the internal teeth on the input gear and power flows from the input gear through the shift collar to the output drive shaft to the
output shaft at an output speed of 1000 rpm.
Even though the input gear and the 540 output drive gear mesh with the countershaft, the 540 output drive gear will free-
wheel on the output drive shaft.
When the 35 mm (1-3/8 in.) shaft adapter is to be used, remove the internal retaining ring (J) and the 1-3/4 in output shaft (I).
Reference 256-20-011, 1000 RPM Output Operation
1000 RPM Output Operation
LEGEND:
A Torque Limiting Collar
B PTO Output Drive Shaft
C 540 rpm Shaft
D Housing Retaining Cap Screw (4 used)
E Hollow End of Shaft
F Shift Collar Plunger
G Input Gear
H Shift Collar
1 Resident Oil
2 Power Flow
For 35 mm (1-3/8 in.) shaft 1000 rpm operation, install the collar (A) into the PTO output drive shaft (B), then install the 540
rpm shaft end (C) into the collar and the PTO output drive shaft. Fasten the housings together with the four cap screws (D).
Since the end of the 540 rpm shaft is hollow (E), the shaft does not contact the shift collar plunger (F). The shift collar (H) is in
mesh with the internal teeth of the input gear (G) and power flows from the input gear through the shift collar (H) which
connects the output drive shaft to the output shaft at a speed of 1000 rpm.
Reference 256-20-012, 540 RPM Output Operation
540 RPM Output Operation
LEGEND:
A Torque Limiting Collar
B 1000 rpm Shaft
C Housing Retaining Cap Screw (4 used)
D Shaft End
E Shift Collar Plunger
F Shift Collar
G 540 Output Gear
H Input Gear
I Countershaft
1 Resident Oil
2 Power Flow
For 35 mm (1-3/8 in.) shaft 540 rpm operation, install the collar (A) into the PTO output drive shaft, then install the 1000 rpm
shaft end (B) into the collar and the PTO output drive shaft, Fasten the housings together with the four cap screws (C)
The end (D) of the 1000 rpm shaft contacts the shift plunger (E) which moves the shift collar (F) so that the teeth mesh with
the internal teeth on the 540 output gear (G).
Power flows from the input gear (H) to the countershaft (I), 540 output gear (G), and shift collar (F) to the output drive shaft
through the collar (A) which connects the output drive shaft to the PTO output shaft at a speed of 540 rpm.
Reference 256-20-014, Final Drive Theory Of Operation
Final Drive
LEGEND:
A Sun Pinions (2 used)
B Planet Pinions (3 used each axle)
C Planet Pinion Carrier
D Axle Shaft
E Final Drive Ring Gear
F Resident Oil
Power flows through the differential to the final drives. The final drives provide each drive wheel a final speed reduction and
torque increase while turning the wheels.
The differential sun pinions (A) rotate three planet pinions (B) in each final drive. Planet pinions are supported by the planet
pinion carrier (C) which is splined to the axle shaft (D).
As the sun pinions rotate, the planet pinions are forced to “walk around” the stationary final drive ring gear (E), rotating the
carrier and the axle shaft.
Lubrication is provided by resident oil and splash oil from the rotating carriers.
Reference 256-20-015, Differential Lock Circuit Theory Of Operation

LEGEND:
A Differential Lock Switch
B Two Brake Switches
C Wheel Speed Sensor
D Differential Lock Solenoid
Differential Lock Switch
Two Brake Switches
Differential Lock Solenoid and Wheel Speed Sensor
The differential lock circuit consists of the differential lock switch (A), two brake switches (B), differential lock solenoid (D), the
CCU and ICU.
Differential Lock Switch (S25)
The differential lock switch is a foot operated single pole, single throw, momentary switch. The status of the closed contact is
monitored by the ICU. the ICU “broadcasts” the status of the switch on the CCD line for use by other control units. The switch is
closed when pressed down by the operator and open when released. When closed, it sends a battery voltage signal to the ICU.
Brake Switch(es) (S27, S28)
The brake pedal switches are used to tell the CCU when the brakes are released or applied. The status of the brake switches is
monitored by the ICU. The ICU “broadcasts” their status on the CCD line for use by other control units. The switches are closed
when the brakes are released and open when the brakes are applied. When the brake pedals are released, a battery voltage
signal is send to the ICU.
Differential Lock Solenoid (Y26)
The differential lock solenoid is turned on and off by the CCU based on inputs it receives from all other devices in the
differential lock circuit. It is an on/off (non-modulated) solenoid that directs oil to engage the differential lock brake when it is
on.
CCU (A7)
The CCU receives input signal from the differential lock switch and brake switch input sensors, via the CCD line, to control the
STEERING AND BRAKES (g) by Belgreen v2.0
operation of the differential lock solenoid.
ICU (A8)
The ICU monitors the status of the differential lock switch contacts, as well as the two brake switches. It does not need or use
the switch status inputs for any processing or circuit control. Instead, it continually “broadcasts” the status of these switches
on the CCD line for use by other control units.
Normal Operation
→NOTE:
The CCU must sense the differential lock switch as open when the tractor is started or the differential
lock circuit will not function.
SWITCH CLOSED (Pressed)—The CCU controls the operation of the differential lock by turning the solenoid on or off, based on
inputs it receives from all other devices in the differential lock circuit. When the operator presses the differential lock switch the
CCU will turn the differential lock solenoid on (and it will remain on) IF both brake pedals are released. If either brake pedal is
applied, the CCU will automatically turn the differential lock solenoid off to disengage the differential lock brake.
SWITCH OPEN (Released)—With the switch released, the differential lock solenoid will remain off, regardless of brake pedal
position or tractor speed. The CCU must sense the differential lock switch as off before it will turn the differential lock solenoid
on again.
DIFFERENTIAL LOCK CIRCUIT OPERATION-CONTINUED
Circuit Fault Codes
CCU Code 80 —If the differential lock switch is not sensed as open within 15 seconds of the tractor being started or within 15
seconds after the brake pedals have been released, the differential lock “information” indicator will flash and code 80 is stored.
The indicator will flash until the switch is sensed as open.
The differential cannot be locked while this fault condition is active.
CCU Code 81 —If the differential lock is engaged and a circuit open, short or CCU fault is detected, the differential lock is
turned off the “information” indicator will flash and code 81 is stored. The indicator will flash only until the solenoid is turned
off.
Section 260 - STEERING AND BRAKES

Table of contents
Group 05 - Preliminary Checks .............................................................................................................. 1
Preliminary Check ................................................................................................................................. 1
Reference 260-05-002, Brake System Check ....................................................................................... 3
Reference 260-05-003, AutoTrac Steering System Preliminary Check ................................................. 3
Operational Checks .............................................................................................................................. 4
Reference 260-10-003, Brake Operational Check ................................................................................. 7
Reference 260-10-004, AutoTrac Steering System Operational Check ................................................ 9
Group 15 - Tests and Adjustments ...................................................................................................... 11
Specifications ..................................................................................................................................... 11
Reference 260-15-001, Steering System Pressure Test ..................................................................... 12
Reference 260-15-002, Steering Supply Oil Leakage Test .................................................................. 15
Reference 260-15-003, Steering Trapped Oil Leakage Test ............................................................... 17
Reference 260-15-004, Priority Valve Pressure Test .......................................................................... 18
Reference 260-15-005, Secondary Steering Valve Test ..................................................................... 26
Reference 260-15-006, ESV Hydraulic Pressure Test ......................................................................... 31
Reference 260-15-007, Primary Pump Flow Test ................................................................................ 33
Reference 260-15-008, Steering Test Equipment For Secondary Steering Valve Test Step (4) .......... 35
Reference 260-15-009, Steering Test Equipment For ESV Hydraulic Pressure Test ........................... 37
Reference 260-15-010, Bleed Brakes ................................................................................................. 41
Reference 260-15-011, Manual Brakes Test ....................................................................................... 42
Reference 260-15-012, Brake Valve Leak Test ................................................................................... 42
Reference 260-15-013, Steering Valve Pressure Test ........................................................................ 44
Reference 260-15-014, Priority Valve Differential Pressure Test ........................................................ 46
Reference 260-15-016, Steering Wheel Position Sensor Count Test .................................................. 47
Reference 260-15-017, Electro-Hydraulic Steering Valve Test ........................................................... 47
Reference 260-15-018, Electro-Hydraulic Steering Valve Manual Test ............................................... 48
Reference 260-15-019, Flow Meter and Sensor Test .......................................................................... 48
Reference 260-15-020, Flow Meter Inspection and Disconnected Operational Test ........................... 48
Reference 260-15-021, AutoTrac Steering Accuracy Check ............................................................... 50
Reference 260-20-001, List Of Steering / Brakes Component Theory ................................................ 52
Reference 260-20-002, Steering System Theory ................................................................................ 53
Reference 260-20-003, Steering System Operation ........................................................................... 60
Reference 260-20-004, AutoTrac Steering System Theory ................................................................. 64
Reference 260-20-030, Brake System Theory .................................................................................... 67
Reference 260-20-031, Brake System Operation ............................................................................... 69
Reference 260-25-001, Steering System ISO Diagram ....................................................................... 75
Reference 260-25-002, Brake System ISO Diagram ........................................................................... 77

Section 260 - STEERING AND BRAKES Group 05: Preliminary Checks

Reference 260-05-001, Steering Preliminary Checks
Preliminary Check
( 1 ) Ask Operator
Action:
(Engine OFF)
Make following preliminary checks before installing test equipment.
Ask operator:
How is machine being used?

What is the specific malfunction?
How frequently does malfunction occur?
What warning signals are illuminated?
What service code is displayed when # button was pressed?
Result:
YES: GO TO: (2) .
( 2 ) Check Maintenance Records
Action:
Check maintenance records for:
Previous failures and repairs.

Proper service intervals.
Result:
YES: GO TO: (3) .
( 3 ) Mechanical Failures
Action:
Check for:
Kinked, pinched or dented oil lines and hoses.

Mechanical binding of moving parts (dry joints).
Loose or worn tie rod ends.
Loose or worn connection between steering wheel, column and steering valve assembly.
Correct steering toe-in adjustment.
Other mechanical failures.
Result:
YES: GO TO: (4) .
NO:Make note to repair then... GO TO: (4) .
( 4 ) Hydraulic Oil Condition
Action:
Check hydraulic oil condition:
Section 260 - STEERING AND BRAKES Group 05: Preliminary Checks
Oil reservoir low? Oil level should be between top and bottom marks on the sight glass.Possible Causes:
Improper service interval
External leaks
Transmission Oil Level Too HighPossible Causes:
Improper fill procedures
Oil milky or dirty? View sight glass.Possible Causes:
Water in oil (milky)
Filter plugged (dirty)
Metal particles (mechanical failure)
Oil discolored or has burned odor (overheated oil)Possible Causes:
Kinked hoses
Crushed pipes
Plugged oil cooler
Wrong oil viscosity
Internal leaks
Slippage of transmission clutches
Leaking transmission pump suction line.
Result:
YES: GO TO: (5) .
( 5 ) External Oil Leaks
Action:
Check for external oil leaks.
CAUTION:
Observe Safety Precautions regarding oil leak checks. (See General References 210-15-001 ).
(Engine stopped) Check for external oil leaks.Possible causes:

Broken pipes, hoses or loose connections
Leaking O-rings or seals
Cracked housings
Start Engine and operate at slow idle.
(Engine Running) Check for external oil leaks.Cycle steering and all hydraulic control levers, pedals and switches.Possible
Causes:
Broken pipes, hoses or loose connections.
Leaking O-rings or seals.
Cracked housing.
Result:
YES: GO TO: (6) .
( 6 ) Unusual Noises
Action:
Check for usual noises:
With engine running at various speeds, operate the steering.
Section 260 - STEERING AND BRAKES Group 10: Operational Checks
Identify conditions that could isolate problem or cause further damage.
Stop Engine
Result:
YES:Correct all abnormal conditions found in all previous steps then...Return to diagnosis in process.
NO:Correct all abnormal conditions found in all previous steps then...Return to diagnosis in process.
Reference 260-05-002, Brake System Check

With tractor engine OFF, perform the following checks:
Inspect all brake lines and fittings for leaks and / or damage.
Inspect all fittings to ensure they are snug.
In Operators Station, inspect brake pedal and linkage for damage, or any bent, missing, or loose linkage. Ensure that
linkage operates smoothly when brake pedal is applied.
Check to ensure that tractor has the correct type and quantity of hydraulic oil.
Inspect oil for excessive amounts of air, moisture, or other contaminants.
Inspect exterior of brake valve for damage, leaks, or loose fittings. Brake valve is located near bottom of steering column,
underneath front of cab.
Reference 260-05-003, AutoTrac Steering System Preliminary Check

Check the following for proper installation and connection.
STARFIRE ™ receiver mounting and harness connection

GREENSTAR ™ display and mobile processor connection
Be sure key card is installed properly into the mobile processor
Lift hood and inspect the flow meter sensor for proper connection
Inspect the electro-hydraulic steering valve for proper connection
Inspect harnesses to ensure they are in good condition

Reference 260-10-001, Steering Operational Checks
Operational Checks
( 1 ) Steering Wheel Travel
Action:
Start engine and turn front wheels full left and full right four times.
Count steering wheel turns from full left to full right.
→NOTE:
Full left to full right turn is normally 3.6 or 4.1 turns of the steering wheel with the engine running. 3.6
turns for a MFWD front axle with one steering arm stop and 4.1 turns for a conventional front axle
without steering arm stops.
Stop engine and check free travel of steering wheel from left to right of neutral.
Free travel is excessive if total movement is more than 110 mm (4.3 in.).
Result:
YES: GO TO: (2) .
NO:Check for loose or worn tie rod ends.Check for loose or worn connection between steering wheel, column and steering
valve assembly.Make note to repair and continue to next step.
( 2 ) Leak Checks
Action:
Set engine at 2000 rpm. Turn steering wheel from full left to full right at a rate of 5 seconds. Record number of steering wheel
turns (slow).
Repeat full left to full right turn at a rate of one turn in 1 second (fast).
Record number of steering wheel turns.
The number of steering wheel turns should be the same at slow and fast operation.
Result:
YES: GO TO: (3) .
NO:System has internal leakage.Return to diagnosis in process for further testing.
( 3 ) Leak Check Continued
Action:
Set engine at slow idle. Continue turning steering wheel after full turn with 12 N˙m (9 lb-ft) torque.
Repeat check in opposite direction.
There is excessive leakage if the steering wheel can be turned more than 3 turns in one minute with the oil at 60°C (150°F).
Result:
YES:Return to diagnosis.
NO:System has excessive leakage.Return to diagnosis in process for further testing.
Reference 260-10-002, Secondary Steering Operational Checks

Operational Checks
( 1 ) Secondary Steering Operational Check
Action:
Drive tractor down a hill in F12 at 1500 rpm.
The tractor must be moving for the ground drive pump to produce hydraulic pressure for steering operation.
CAUTION:
Avoid personal injury. The Park Brake will normally engage shortly after the key switch is turned off. If
tractor speed does not exceed 6.1 km/h (3.8 mph) the rear wheels lock up and abruptly stops the tractor.
Be sure ground speed is 8.0 km/h (5.0 mph) or above.
→NOTE:
If a hill is not available, perform “Loading Ramp Check” GO TO: (2) .
Turn the key switch off. Observe the effort required to turn the steering wheel left to right to left and movement of the front
end.
The amount of effort required to turn the steering wheel is about 3-4 times greater than normal power steering, when the
tractor is moving 8.0 kph (5.0 mph) or above. The steering effort increases as the tractor speed decreases.
The front end of the tractor should move left and right when the steering wheel is turned in the respective direction.
The Park Brake will come on when the tractor slows to a speed less than 1.3 km/h (0.8 mph), abruptly stopping the tractor.
Result:
YES:The secondary steering system is normal if the front end will turn both directions with normal effort applied to steering
wheel.Return to diagnosis in process.
NO:Tractor steers hard, Steering wheel turns but won′t steer, or Steers in one direction and not the other.Return to diagnosis in
process.
( 2 ) LOADING RAMP CHECK: (when a hill is not available).
Action:
If a loading ramp is not available, proceed to “Steering check by towing tractor” GO TO: (3) .
Position tractor with the front end facing straight down on the incline of a ramp. Put the transmission in "Park" and stop the
engine.
Be sure forward travel is clear.
Push the "Tow Override Valve" at rear of transmission full down.
Hold both brake pedals down and fully depress the clutch pedal. Release approximately 19 times until pedal remains near the
floor.
Be prepared to steer the tractor left to right to left and release the brake pedals.
The front end of the tractor should move left and right when the steering wheel is turned in the respective direction. The
amount of effort to turn the steering wheel is dependent upon the tractor speed.
Result:
YES:The secondary steering system is normal if the front end will turn both directions with normal effort applied to steering
NO:Tractor steers hard, Steering wheel turns but won′t steer, or Steers in one direction and not the other.Return to diagnosis in
process.
( 3 ) STEERING CHECK BY TOWING TRACTOR:
Action:
The tractor can be towed to check operation of the ground drive pump and steering system when a hill or loading ramp is not
available.
Push the "Tow Override Valve" at rear of transmission full down.
Fully depress the clutch pedal and release approximately 19 times until the pedal remains near the floor.
Tow the tractor with another tractor.
It is not necessary for any switches to be on.
The front end of tractor should move left and right when the steering wheel is turned in the respective direction.
The amount of effort required to turn the steering wheel is dependent upon towing speed, oil temperature and differential
pressure (steering load sense and pump pressure) across the emergency pump valve.
Result:
YES:The Secondary steering system is normal if the front end will turn both directions with normal effort applied to steering
NO:Tractor steers hard, Steering wheel turns but won′t steer tractor, or Steers in one direction and not the other.Return to
diagnosis in process.
Reference 260-10-003, Brake Operational Check

Manual Brake Check
1. With the engine OFF, pump individually the left brake pedal and then the right brake pedal. The pedals should have a
solid feel.
2. Check that brake pedals do not settle to the end of stroke within 10 seconds after being applied.
3. Press both pedals simultaneously. A solid pedal should be obtained at approximately the same height for both brake
pedals.
Driving Check
IMPORTANT:
To avoid damage to property or personnel, drive tractor in safe open area clear of obstructions.
1. With engine at slow idle, press each brake pedal one at a time. The pedal should feel solid with 43mm (1 3/4 in.) of pedal
travel.
2. Set engine at 1500 rpm. Apply the brakes while driving straight forward. The front end should not pull to either side.
3. Apply one brake pedal at a time while turning. Each brake should provide smooth braking without grabbing.
4. Drive tractor 10-112 km/h (8-10 mph). Fully depress clutch pedal and firmly apply both brakes. The tractor should stop
immediately without coasting.The rear wheels can usually be locked up and the tires will slide on the surface depending
on ballasting of the tractor, type and condition of the surface the tractor is driven on.
5. Drive tractor 16-19 km/h (10-12 mph). Fully depress clutch pedal and turn the key switch (S1) OFF.Firmly apply both
brake pedals together. In one full pedal stroke the tractor should stop without pumping. Additional pedal strokes may be
required to stop the tractor at higher speeds.
Reference 260-10-004, AutoTrac Steering System Operational Check

PerformSteering System Operational Check . (See Reference 260-10-001 .)
Drive tractor to an area free of over-head interference (buildings, trees, high line poles).
→NOTE:
Over-head interference may cause the receiver to have problems receiving satellite signals.
Allow the tractor to remain in this open area for a while to ensure it has proper satellite reception.
Depress the “INFO” button of the GREENSTAR ™ display. Next depress the STARFIRE ™ receiver button. (SF2) reception must
be achieved before GREENSTAR™ AutoTrac Assisted Steering System will work. Display should read “Satellites in Solution”.
There needs to be at least 4 satelites in solution before AutoTrac will function and a minimum of 6 for good performance.
Depress the “SET-UP” button on the GREENSTAR™ display. The display will change. Press the tracking button (A). The display
will change again. For proper operation, ensure the “Tracking Mode” is set to “Straight Track”. Set “Track Spacing” to a
standard width. If this is already set don′t change the customer′s setting.
→NOTE:
For easier testing, the track spacing should be greater than 6 m (20 ft). This is because it is difficult to
turn much sharper than 6 m (20 ft). If location does not allow for this wide of turning, a narrower setting
will work.
Towards the bottom of the GREENSTAR™ display, there should be a darkened area that says “Save current location”. Depress
that button.
Drive the tractor in a direction to avoid interference and then stop. Depress the button marked Save location “B”. This will set
your “Track”.
Depress the “RUN” button, and the page should change. This page should contain a tractor icon and a line extending forward
directly in front of the tractor. The “Steer” arrow in the display should be reading “OFF”. Depress the corresponding button and
the display should read “ON”.
Start to drive the tractor, and depress the “Resume” rocker switch on the armrest. There should be a three-tone audible alarm
heard, and an “A” should appear in the tractor icon in the display.
Release the steering wheel while driving and allow the tractor to follow the straight line set earlier.
→NOTE:
If at any time you need to steer the tractor to avoid hitting something, or to turn a corner, the
GREENSTAR ™ AutoTrac Assisted Steering System will be disabled and manual steering will take over.
While driving the tractor with AutoTrac activated, turn the steering wheel. A different audible alarm should be heard, and the
“A” should be removed from the front of the tractor in the display. The tractor is now in manual steering mode.
→NOTE:
AutoTrac can be disabled by, turning the steering wheel more than 20 degrees in either direction,
traveling faster than 20 kph (12 mph) or traveling slower than 1.5 kph (1 mph).
Depress the resume rocker switch on the armrest, the audible alarm should be heard again and the “A” should return on the
Section 260 - STEERING AND BRAKES Group 15: Tests and Adjustments
tractor in the display. The steering should automatically try to keep on track.
→NOTE:
If a bump is hit with the rear tire to cause the tractor to rock side-to-side, it is common for the steering to
respond by counter steering. The STARFIRE™ receiver moving from side to side causes this.

Specifications
Tractor Serial number (MFWD —002946) and (non-MFWD —004943) Pressure at stalled full turn 19000—20800 kPa
(190—208 bar)
(2750—3025 psi)
Tractor Serial number (MFWD 002947—) and (non-MFWD 004944—) Pressure at stalled full turn 19600—21000 kPa
(196—210 bar)
(2850—3040 psi)
Tractor Serial number (MFWD —002946) and (non-MFWD —004943) Steering Inlet Pressure 2500—3500 kPa
(25—35 bar)
(362—508 psi)
Tractor Serial number (MFWD 002947—) and (non-MFWD 004944—) Steering Inlet Pressure 3900—4900 kPa
(39—49 bar)
(565—711 psi)
Tractor Serial number (MFWD —002946) and (non-MFWD —004943) Steering Inlet DR 18961—20857 kPa
(189.6—208.6 bar)
(2750-3025 psi)
Tractor Serial number (MFWD 002947—) and (non-MFWD 004944—) Steering Inlet DR 19650—20960 kPa
(196.5—209.6 bar)
(2850-3040 psi)
Tractor Serial number (MFWD —002946) and (non-MFWD —004943) Pressure Differential 620—970 kPa
(6.2—9.7 bar)
(90—140 psi)
Tractor Serial number (MFWD 002947—) and (non-MFWD 004944—) Pressure Differential (11—14.5 bar)
(1103—1448 kPa)
(160—210 psi)
Flow at 38°C Typical Flow (1000 rpm) 39.7 L/m (10.5 gpm)
Typical Flow (2000 rpm) 83.3 L/m (22.0 gpm)
Reference 260-15-001, Steering System Pressure Test

LEGEND:
A Priority Valve
B Steering Control Valve
C Load Sense DR
D Steering Inlet DR
E Load Sense from Brakes
F Load Sense to GDP
G Inlet from Primary Pump
H Transmission Supply Port
I To Left Steering Cylinder
J To Right Steering Cylinder
Early Version of Steering Control Assembly
Applies to early version of steering control assembly with serial numbers for (MFWD — 002946) and (non-MFWD — 004943).
Connect JT07119, 5ft. hose, to steering inlet DR (D) on left side of priority valve housing (A) on the steering valve (B).
Connect JT07118, dual needle manifold valve with JT07117, 3 gauge assembly attached; to the hose.
Test Procedure
CAUTION:
To avoid injury from escaping fluid under pressure, stop engine and relieve the pressure in the system
before disconnecting or connecting hydraulic or other lines. Tighten all connections before applying
pressure.
Start tractor and set engine at 1000 rpm.
Turn steering wheel full left or full right to reach stall pressure.
(190—208 bar)
(2750—3025 psi)
LEGEND:
A Priority Valve
C Load Sense DR
D Steering Inlet DR
E Load Sense From Brakes
F Load Sense to GDP
G Inlet From Primary Pump
Late Version of Steering Control Assembly
Applies to late version of steering control assembly with serial numbers for (MFWD 002947—) and (non-MFWD 004944—).
Connect JT07119, 5ft. hose, to steering inlet DR (D) towards middle of priority valve housing (A).
Connect JT07118, dual needle manifold valve with JT07117, 3 gauge assembly attached; to the hose.
Test Procedure
CAUTION:
To avoid injury from escaping fluid under pressure, stop engine and relieve the pressure in the system
before disconnecting or connecting hydraulic or other lines. Tighten all connections before applying
pressure.
Start tractor and set engine at 1000 rpm.
Turn steering wheel full left or full right to reach stall pressure.
(196—210 bar)
(2850—3040 psi)
Reference 260-15-002, Steering Supply Oil Leakage Test

Test Procedure
( 1 ) Brake Valve Leakage Test
Action:
Disconnect and cap off pressure supply line to brake valve.
Check pressure at DR on priority valve see “Steering System Pressure Test” (Reference 260-15-001 ).
Pressure with steering at full turn should be:
(190—208 bar)
(2750—3025 psi)
(196—210 bar)
(2850—3040 psi)
Result:
YES:Pressure in spec. Repair leak in brake valve and then recheck steering pressure with brake valve connected.If OK. Return
to diagnosis in process.
NO:Pressure low with brake supply capped off. GO TO: (2) .
( 2 ) Brake Valve Load Sense Leakage Test
Action:
Disconnect brake load sense line at brake valve.
The brake load sense check valve is leaking if oil flows from oil line with engine idling.
Result:
YES:No leakage. GO TO: (3) .
NO:Repair brake load sense check valve and then repeat this step. If steering pressure is OK after repair return to diagnosis in
process.If steering pressure is NOT in spec after repair. GO TO: (3) .
( 3 ) Secondary Steering Leak Test
Action:
[1] - Disconnect primary pump oil line before and after the Tee (lower rear of transmission) to secondary steering valve pilot
port.
[2] - Install a jumper hose in place of the Tee for flow to the steering valve.
[3] - Repeat pressure check at DR on priority valve, see “Steering System Pressure Test” (Reference 260-15-001 ).
[4] - Pressure with steering at full turn should be:

(190—208 bar)
(2750—3025 psi)
(196—210 bar)
(2850—3040 psi)
Result:
YES:Pressure in spec. Leak is at secondary steering valve in transmission. Repair as needed then...Return to diagnosis in
process.
Reference 260-15-003, Steering Trapped Oil Leakage Test

Test Procedure
( 1 ) Cylinder Leakage Test
Action:
Check for steering cylinder packing leakage.
[1] - Turn steering wheel full left turn with engine at a slow idle.
[2] - Disconnect hoses from rod end of the extended cylinder and piston end of the retracted cylinder. Cap both return hoses.
[3] - Turn steering wheel in the same direction as the front wheels with the engine at a slow idle. Check cylinder ports for oil
flow.
[4] - Reconnect hoses to cylinders. Turn front wheels full right. Repeat 2. and 3. of this step.
There is excessive leakage if oil flows from either port of either cylinder.
Result:
YES: GO TO: (2) .
NO:Repair or replace leaking cylinder as necessary and continue testing. GO TO: (2) .
( 2 ) Steering Valve Leakage Test
Action:
[1] - Reconnect steering cylinders.
[2] - Set engine at slow idle. Continue turning steering wheel after full turn with 12 N˙m (9 lb-ft) torque.
[3] - Repeat check in opposite direction.
There is excessive leakage if the steering wheel can be turned more than 3 turns in one minute with the oil at 60°C (150°F).
Result:
NO:One or both steering relief valves or anti-cavitation valves are stuck open or leaking.Steering valve or gerotor is worn or
has excessive leakage.Replace steering unit and bleed air from circuits, then...Return to diagnosis in process.
Reference 260-15-004, Priority Valve Pressure Test

Test Procedure
( 1 ) Priority Valve Pressure Check
Action:
LEGEND:
A Steering Load Sense JT03437 Elbow and DR Assembly
B Steering Pressure Port
C JT07119 Hoses
D JT07118 Dual Needle Valve Manifold
E JT07117 3-Gauge Assembly
Priority valve pressure test
Connect JT07119
[ Part of JT07115 Master Hydraulic Test Kit. See Section 299 Group 15 for complete breakdown of kit. ]
, 5 ft Hoses at steering pressure and load sense DRs on priority valve under front of cab. Use JT03437
90° Elbow and DR assembly to aid in the connection to DRs.
→NOTE:
On early model tractors, serial number (MFWD —002946) and (non-MFWD —004943), the load sense DR
faces the front of the tractor and the pressure DR is on left side of priority valve (behind wiring harness).
On later model tractors, serial number (MFWD 002947—) and (non-MFWD 004944—), both of the DR′s face
the front of the tractor, with the load sense DR on the left side.
Connect hose at steering pressure inlet port to left side of JT07118
, Dual Needle Valve Manifold and hose at load sense DR to right side of manifold. Close right valve on manifold and open left
valve for steering pressure.
Close left valve on manifold and open right valve for load sense pressure.
Set engine at 2000 rpm and put steering and brakes at neutral. Record pressures as indicated above.
Due to a steering / priority valve change during production, the specifications below are identified by model and serial number.
These numbers are for all tractors in the 8010 series.
Tractor Serial number (MFWD —002946) and (non-MFWD —004943) Steering Inlet Pressure 2500—3500 kPa
(25—35 bar)
(362—508 psi)
Tractor Serial number (MFWD 002947—) and (non-MFWD 004944—) Steering Inlet Pressure 3900—4900 kPa
(39—49 bar)
(565—711 psi)
Result:
YES: GO TO (4) .
NO:Pressure is low. GO TO (3) .
NO:Pressure is high. GO TO (2) .
( 2 ) High Priority Neutral Pressure
Action:
Causes for high priority valve neutral pressure are:
1. Steering wheel shaft binding in the steering column (A3).To isolate: Turn the steering wheel left and right to locate
neutral. If the priority valve neutral pressure is now in specification, repair the steering column (A3), cowling or guides.
2. The steering valve neutral springs are weak.To isolate: Turn steering wheel left and right to locate neutral. Check neutral
pressure again. If neutral pressure for the priority valve is now in specification, the problem is inside the steering valve.
3. Either or both brake pedals are not at neutral.To isolate: check the pedals for full up position. Check the brake valve
plungers for contact with brake pedals with the pedals full up.Disconnect the brake load sense line at the check valve. If
the priority valve neutral pressure is now in specification, the problem is inside the brake valve.
Result:
NO:Inspect and repair. GO TO (1) and verify that pressure is within specification after repair is completed. Return to diagnosis
in progress.
( 3 ) Low Priority Valve Neutral Pressure
Action:
Causes for low priority valve neutral pressure are:
1. Priority valve stuck open, or spring is weak, broken or missing.

2. The manual steering check valve (in steering valve) is leaking.
3. Brake valve load sense check valve is leaking or missing.
4. Step(4) may help to isolate steps 2 and 3 above.
Result:
YES:After repair continue to next step to evaluate the results. GO TO (4) .
( 4 ) Steering Valve Pressure Check
Action:
With equipment connected as instructed in Step(1) .
Set engine at 2000 rpm. Turn steering wheel full left and record pressure.
Repeat check at full right turn.
Tractor Serial number (MFWD —002946) and (non-MFWD —004943) Steering Inlet DR 18961—20857 kPa
(189.6—208.6 bar)
(2750-3025 psi)
Tractor Serial number (MFWD 002947—) and (non-MFWD 004944—) Steering Inlet DR 19650—20960 kPa
(196.5—209.6 bar)
(2850-3040 psi)
→NOTE:
If pressure difference from left to right turn is 1500 kPa (15 bar) (225 psi) or more, there is excessive
leakage.
Typical pressure while using the brakes hard is:
Both brakes applied together: 7600 kPa (76 bar) (1100 psi).
Left or right brake applied separately: 10400 kPa (104 bar) (1500 psi).
Result:
YES: GO TO (9) .
NO:Excessive differential pressure. GO TO (8) .
NO:Pressure is high. GO TO (5) .
( 5 ) High Steering Valve Stall Pressure
Action:
Causes for high steering valve "Stall" pressure are:
1. Steering load sense relief valve set too high or is stuck.

2. Steering load sense relief valve is stuck in its bore.
3. Debris in passages to steering load sense relief valve.
4. Incorrect spring used with relief valve.
Result:
NO:Steering load sense pressure set too high. GO TO (7) .
in progress.
( 6 ) Low Steering Valve Stall Pressure
Action:
Causes for low steering valve "Stall" pressure are:
1. A steering cylinder piston seal is leaking. To isolate:

Use a second person to continue turning the steering wheel at full left turn for several minutes. Feel the steering
cylinder for warm to hot spots. Repeat the check at full right turn. A hot spot indicates leakage.
Cap the steering cylinder inlet line. If Steering Valve pressure is now in specification as checked in step(4) there is
leakage at one or both steering cylinders.
2. The load sense check valve for the brake valve (located at the lower, rear connection of the priority valve) is leaking or
missing.To isolate: Disconnect the brake load sense line at the check valve. Cap check valve and check steering
operation. The check valve has excessive leakage if the steering operates.
3. The load sense passage to the secondary steering valve in the transmission is leaking. To isolate: Cap the load sense line
from the steering valve at the transmission. Recheck steering pressure at step(4) . If OK check secondary steering valve
for condition of check ball, its seat and a sticking valve. Check for correct valve type. If NOT OK continue testing at step 5
below.
4. Primary pump has internal leakage. To isolate: Return to diagnosis and perform Primary Pump Flow Test.
5. The steering pilot passage to the secondary steering valve in the transmission is leaking.To isolate: Remove the "tee" at
the steering pilot port (at transmission manifold) and install a jumper hose between the primary pump to priority valve
inlet. Do not drive tractor. If Steering Valve Pressure is now in specification as checked in step(4) , there is leakage in
pilot or load sense passage.
6. Steering load sense relief valve set too low or the load sense passage to the priority valve is restricted.
→NOTE: See “Adjust Steering Load Sense Relief Valve”
Result:
NO:Adjust steering load sense relief valve. GO TO (7) .
in progress.
( 7 ) Adjust Steering Load Sense Relief Valve
Action:
LEGEND:
A Steering Load-Sense Relief Valve
B Load-Shock Valves
Early Version of Steering Valve
Applies to early version of steering control assembly with serial numbers for (MFWD — 002946) and (non-MFWD — 004943).
LEGEND:
A Steering Load Sense Adjustment Screw
AutoTrac Steering Relief Valve Adjustment Screw
LEGEND:
A Steering Load Sense Adjustment Screw
Applies to late version of steering control assembly with serial numbers (MFWD 002947—) and (non-MFWD 004944—)
Adjust the steering load sense relief valve pressure as follows:
1. If pressure is more than 30 bar (435 psi) below specification, see TM1575 for removal of the steering valve housing for
inspection.
2. If pressure is within 30 bar (435 psi) below specification or any value above specification, attempt to adjust pressure to
specification 196-210 bar (2850-3050 psi). Access steering valve located in front of cab below floor. Clean paint and
debris fro 3/16” hex socket head in the adjusting screw. May have to remove a rubber dust plug. Use a 6 mm Allen
wrench to adjust the steering relief pressure.
3. Turning the screw 1/2 turn CW increases the pressure 3450 kPa (500 psi). Turn the screw at 1/8-1/4 increments and
recheck the pressure as described in step(4) .
4. Repeat the adjustment and pressure checks until the pressure is normal. If the adjustment is not successful, replace
steering valve assembly.
Result:
YES:Made adjustment. GO TO (1) and verify that pressure is within specification after repair is completed. Return to diagnosis
in progress.
( 8 ) Excessive Pressure Difference
Action:
Causes for excessive pressure difference are:
1. Steering cylinder leakage.To isolate: Cap off the inlet lines to both steering cylinders.
The problem is in the steering cylinders if steering valve pressure is now in specification, see step(4) to check.
Continue with 2 and 3 below if steering valve pressure is still out of specification.See step(4) to check.
2. Low pressure during left turn:
Steering valve "Left turn" relief valve is leaking.
Steering valve "Right turn" makeup valve is leaking.
3. Low pressure during right turn:
Steering valve "Right turn” relief valve is leaking.
Steering valve "Left turn" makeup valve is leaking.
Result:
in progress.
( 9 ) Priority Valve Differential Pressure Check
Action:
LEGEND:
C JT07119 Hoses
Priority valve pressure test
Connect JT07119
, 5 ft Hoses at steering pressure and load sense DRs on priority valve under front of cab. Use JT03437
90° Elbow and DR assembly to aid in the connection to DRs.
→NOTE:
On early model tractors the load sense DR faces the front of the tractor and the pressure DR is on left
side of priority valve (behind wiring harness). On later model tractors both of the DR′s face the front of
the tractor, with the load sense DR on the left side.
Connect hose at steering pressure inlet port to left side of JT07118
, Dual Needle Valve Manifold and hose at load sense DR to right side of manifold.
Set engine at 2000 rpm and put steering and brakes at neutral.
Open the left needle valve for steering pressure and close the right needle valve for load sense pressure. Set engine at 2000
rpm and record steering pressure.
Close the left needle valve and open the right needle valve. Record steering load sense pressure and stop the engine. Record
difference between steering load sense and priority valve inlet pressure.
Due to a steering / priority valve change during production, the specifications below are identified by model and serial number.
These numbers are for all tractors in the 8010 series.
(6.2—9.7 bar)
(90—140 psi)
(1103—1448 kPa)
(160—210 psi)
Result:
NO: GO TO (10) .
( 10 ) Incorrect Differential Pressure
Action:
Causes for incorrect differential pressure are:
Steering or brakes were not at neutral.

Orifice in priority valve housing is restricted or over size.
Pressure at "PS" DR on top of SCV stack below 1827 kPa (18.3 bar) (265 psi).See Transmission Testing for leak testing and
adjustment of system pressure.
Brake load sense check valve leaking.
Priority valve spring weak.
Priority valve scored.
Orifice in steering valve housing or the one in steering valve is restricted or over size.
There is leakage in load sense or steering pilot passage to the secondary steering valve in transmission.
Result:
in progress.
Reference 260-15-005, Secondary Steering Valve Test

Test Procedure
( 1 ) Check Operation of Steering, Hitch, SCV and Transmission
Action:
With engine at slow idle, turn steering wheel full left or right. The front wheels should go to full turn.
Move hitch control lever rearward or forward. The hitch should move up and down.
Set SCV detent on the right console to "C" (continuous). Move the SCV lever forward or rearward (No hoses in SCV couplers).
Turn the flow rate knob for the SCV between 5.0 and 10. The SCV should load the engine at both lever positions. Depress clutch
pedal and move shift lever into forward. Hold both brake pedals and slowly release clutch pedal enough to slip clutch. The
transmission should engage and load engine.
Result:
YES:All functions operate. GO TO (2) .
NO:NONE of the functions operate. GO TO (7) .
NO:One or more of the functions do not operate. Exit this diagnosis and select the appropriate Observable Symptom.
OK:The recheck of steering, hitch, SCV and transmission functions OK. Return to diagnosis.
( 2 ) ESV Check Holding Steering Wheel at Full Turn
Action:
While holding steering wheel with front wheels at full turn, turn key switch OFF to stop engine. Continue to hold steering wheel
at full turn and wait 5 seconds, then restart engine. Operate hitch, SCV and transmission controls as in step 1.
The hitch, SCV and transmission should NOT operate.
REASON: The steering load sense circuit was indexed with primary pump pressure and load sense signal immediately gets to
spring end of ESV in transmission manifold when engine is started. The ESV does not close because force at spring end is
greater than at head end. This position of ESV routes the primary pump flow to sump through ESV and 870 psi relief valve.
Result:
YES:All functions DID NOT operate: GO TO: (5) .
NO:All functions operate. GO TO: (3) .
( 3 ) Check for Stuck Closed ESV
Action:
Disconnect the "load sense" hose of steering valve from adapter at spring end of ESV on rear of transmission manifold. Connect
a 5000 psi gauge at end of "load sense" hose with 38H128 (-6) ORFS Union Connector, JT03421 and JT03002 Adapters, and
JT05498 (19-inch) Hose. Connect another 5000 psi gauge at load sense DR at front side of priority valve housing.
START ENGINE: If valve is stuck closed, both the inlet pressure and LS pressure will be approximately below 600 psi with
steering wheel in neutral and above 2700 psi at full turn. The pressure at both gauges should be equal with steering wheel at
neutral or at a full turn if ESV is stuck closed.
Result:
YES:Pressures are equal. ESV is stuck closed. GO TO: (4) .
NO:Pressure is lower at hose end. The "load sense" circuit of steering valve is restricted. Repair and GO TO: (1) .
( 4 ) Check ESV with Air Pressure
Action:
See Install Steering Test Equipment Step 4 (Reference 260-015-008 ).
Connect air line with 100 psi minimum pressure to adapter at head end of ESV.
Leave load sense port (spring end) OPEN.
Apply air pressure to ESV and listen for a ′click′ when ESV moves to right against spring force. Release air pressure and listen
for a second ′click′ after 8-12 seconds when ESV moves to left side of transmission.
→NOTE:
After 3 or 4 applications of air pressure to head end of ESV, oil sealing the valve will be blown away and
ESV will not operate or ′click′.
Result:
YES:Valve clicks. Reassemble and repeat steps 1 to 6. If OK, flush clean oil reservoir (COR) and return to diagnosis in process.
NO:Valve did not ′click′. Repair ESV and flush COR, then... GO TO: (1) .
NO:Test results are not clear. Remove air line and adapter at head end of ESV and perform “ESV Hydraulic Pressure Test” (See
Reference 260-015-006 ).
( 5 ) ESV Check with Steering Wheel at Neutral
Action:
With engine at slow idle, move steering wheel to neutral.
Operate steering, hitch, SCV and transmission controls as in Step 1.
Steering, hitch, SCV and transmission should operate.
REASON: When steering valve is placed at neutral, the load sense passage is no longer indexed with pump passage. The force
at spring end of ESV will be less than force at head end and ESV will move stopping pump flow to sump.
Result:
YES:All functions operated. GO TO: (6) .
NO:All functions did not operate. GO TO: (7) .
( 6 ) ESV Check with Front Wheels Straight Ahead
Action:
With engine at slow idle, turn steering wheel so that front wheels are approximately straight ahead. Turn key switch OFF.
Immediately after engine stops rotating, turn steering wheel left or right and hold steering wheel into either turn. Restart
engine within three (3) seconds and continue to hold steering wheel into turn. While still holding steering wheel into turn,
operate hitch, SCV and transmission controls as in Step 1.
Hitch, SCV and transmission should NOT operate until steering wheel is released to neutral.
→NOTE:
This check will NOT work if engine is restarted after 3 seconds.
Result:
YES:ESV operation is normal. Repeat steps 1-6 several times. If repeated checks are normal then...Return to diagnosis in
process.
NO:Hitch, SCV and transmission operated. GO TO: (2) .
( 7 ) Causes for Inoperative Steering, Hitch, SCV and Transmission
Action:
Read list below for causes:
Primary Pump flow is going to sump or pump shaft is sheared.

Priority valve is stuck.
ESV is stuck open.
Priority valve differential pressure is below specification 620-970 kPa (6.2-9.7 bar) (90-140 psi).
The ESV requires higher than normal pressure at head end to move valve.
Result:
YES: GO TO: (8) .
( 8 ) Checking Primary Pump Pressure
Action:
With engine at 1000 rpm, check for pressure at "PS" DR on top of SCV stack as you turn the steering wheel 90 degrees left and
90 degrees right. If ESV is open, pressure should pulsate from 689.5—1378.9 kPa (6.9—13.8 bar) (100—200 psi).
Result:
YES:Pressure pulsates at specification. GO TO: (9) .
NO:There was no pressure. Pump shaft is sheared. Repair pump.After repair, make sure front hose at bottom of priority valve
housing is from the pump and rear hose goes to right side of transmission. Also, do Step 9 before starting engine, otherwise
new pump shaft may be sheared. GO TO: (9) .
( 9 ) Check Priority Valve for Being Stuck and Inspect Orifices
Action:
Remove plug (use 5/16 in. hex bit) between the two hoses at bottom of priority valve housing. Check to see if priority valve is
stuck.
Remove priority valve and inspect orifices in side and at end for debris. Remove 0.031 in. orifice plug from end of priority valve
and carefully check for debris. Check the 0.025 in. orifice inside the valve for proper size.
Result:
YES:Priority valve was not stuck and orifices were OK. GO TO: (10) .
NO:Priority valve was stuck. Replace housing and flush clean oil reservoir (COR) then... GO TO: (1) .
NO:0.031 in. orifice was plugged. Clean orifice and flush COR, If 0.025 in. orifice is OVERSIZE, replace priority valve, then... GO
TO: (1) .
( 10 ) Check for Stuck “Open” or “Closed” ESV
Action:
IMPORTANT:
Doing this check before doing step 9 could result in shearing the shaft between primary and charge
pumps.
Disconnect steering load sense hose at spring end of ESV in valve.
Install a 38H1146 (-6) ORFS Plug in hose.
Leave adapter in valve manifold OPEN to vent spring end of ESV.
With engine at slow idle, check operation of steering, hitch, SCV and transmission as in Step 1.
Result:
YES:All functions operate. ESV was stuck closed. Reconnect load sense hose and do Steps 1 through 6. If ESV sticks again,
repair ESV and flush the COR. GO TO: (1) .
NO:All functions did NOT operate. ESV is stuck OPEN. GO TO: (11) .
( 11 ) Check for Stuck “Open” ESV
Action:
Remove primary pump outlet line, tee fittings and adapter at head end of ESV in transmission manifold.
Insert a narrow blade screwdriver with long shaft in port to head end of ESV. The ESV should move against spring force by
moving handle of screwdriver toward left side of transmission.
IMPORTANT:
Be extremely careful not to damage ESV or valve bore.
→NOTE:
If ESV is stuck, doing step 12 will verify operation of hydraulic functions.
Result:
YES:Valve is not stuck. GO TO: (12) .
NO:Valve is stuck, repair and flush COR, then... GO TO: (1) .
( 12 ) Verifying Operation of Hydraulic Functions
Action:
Install test equipment See “Install Steering Test Equipment” (Reference 260-15-009 ).
[1] - Install RE62785 Hose (L) (hitch cylinder) and 38H1280 (-10) ORFS Union Connector (M) between tee (K) on primary pump
(H) and priority valve inlet hose (J).
[2] - Install 38H1149 (-12) ORFS Plug (N) in tee (K).
[3] - Plug ESV load sense hose (D) with 38H1146 (-6) ORFS Plug (E).
Check operation of steering, hitch, SCV and transmission as in Step 1.
All functions should operate.
→NOTE:
Reconnect system after testing or repair.
Result:
YES:All functions operate. GO TO: (13) .
NO:All functions DO NOT operate. GO TO: (7) .
( 13 ) Check Other Hydraulic Components
Action:
There is internal leakage in transmission valve manifold or missing parts from ground drive pump circuit.
Read, inspect and/or repair the following causes:
A gasket is blown on either side of separator plate between the valve manifold and transmission rear cover.
The 5579 kPa (55.8 bar) (870 psi) relief valve is leaking or parts are missing.
The ground driven pump reverse check valve is leaking or parts are missing.
The ground speed PARK sump valve is leaking or parts are missing.
The ground driven pump has failed.
Result:
YES:Inspect and/or repair causes, then... GO TO: (1) .
Reference 260-15-006, ESV Hydraulic Pressure Test

Test Procedure
( 1 ) Checking Hydraulic Pressures of ESV
Action:
LEGEND:
A Head End of ESV
B LS & Spring End of ESV
C GDP Pressure Port
D 60 psi Gauge
E Bleed Valve
F 3 Gauge Assembly
G Pump
H DRFW2
ESV Test Connection Diagram
See Install Steering Test Equipment “ESV Hydraulic Pressure Test” (Reference 260-015-009 ).
Be sure needle valves on DFRW2 and bleed hose is CLOSED before starting the engine.
With engine at slow idle, observe pressure at the Ground Drive Pump (GDP) switch port and head end of the ESV as you slowly
open needle valve on DFRW2. Continue to open needle valve slowly and listen for a ′click′ when ESV moves against spring
force, toward right side of transmission.
There should be approximately 165 kPa (1.65 bar) (24 psi) at the GDP pressure port and 241—345 kPa (2.4—3.5 bar) (35—50
psi) at the head end of ESV when valve moves.
The pressure at head end of ESV will increase to equal priority valve inlet pressure (3000-4000 kPa) (30-40 bar) (435-580 psi)
after the ESV moves and sump flow stops.
Close needle valve on DFRW2 and slowly open needle valve to bleed off pressure at head end of ESV. Listen for ′click′ when
ESV moves toward left side of transmission.
Close needle valve and repeat this check several times to obtain accurate results for pressure when ESV moves.
→NOTE:
If pressure required at head end of ESV is near priority valve differential pressure the ESV can easily
open, during field operation, routing primary pump flow to sump through 5579 kPa (55.8 bar) (870 psi)
relief valve. When ESV is open, loss of steering, SCV, hitch and transmission will occur.
Result:
YES:ESV opens (clicks) at 241—345 kPa (2.4—3.5 bar) (35—50 psi)Return to diagnosis in process.
NO:Pressure is low. This will NOT cause loss of all functions. Replace spring at a later repair when transmission is
disassembled.Return to diagnosis in process.
NO:Pressure is high. Spring force too high or ESV is sticky.Repair and repeat , “Secondary Steering Valve Test” (See Reference
260-15-004 ).
Reference 260-15-007, Primary Pump Flow Test
→NOTE:
This procedure tests the flow from the primary hydraulic pump to the rear of transmission.
Primary Pump Hook-Up and Flow Check
Primary Pump Hook-Up and Flow Check
LEGEND:
A JT03059 Elbow
B JT05690 Connector
C Flow Meter Inlet Hose
D JT05690 Connector
E JT03059 Elbow
F Left Side of Tractor
G Rear View of Transmission
Install flow meter between primary pump outlet and rear of transmission as follows:
→NOTE:
The primary pump is the outer pump.
Remove 24 screws and plate at bottom of mid-frame. Connect flow meter inlet hose to primary pump outlet with JT03059
(1-1/16—12 M/F JIC) 90° Elbow and JT05690 (1-3/16—12 F swivel) ORFS Connector.
IMPORTANT:
Do not drive tractor with bottom plate removed.
Connect flow meter outlet hose to TEE fitting at rear, left side of transmission with JT03059 and JT05690 Fittings.
CAUTION:
Be sure flow meter control valve is wide open before starting engine.
Test Procedure
If SERVICE ADVISOR ™ is connected accessEngine RPM/Hydraulic Oil Temperature Status Template.
With tractor in PARK, start engine and set speed to 1000 rpm.
Heat hydraulic oil to 38°C (100°F). PerformHeating Hydraulic Oil Procedure . (See Reference 270-15-100 .)
Turn flow meter control valve CW to get 20700 kPa (207 bar) (3000 psi).
→NOTE:
If unable to get 20700 kPa (207 bar) (3000 psi), repair pump and repeat this step.
Turn flow meter control valve CCW to 13800 kPa (138 bar) (2000 psi) and record flow.
Repeat flow check at 2000 rpm.
Heat hydraulic oil to 65°C (150°F) and record peak lube pressure at 1000 and 2000 rpm.
→NOTE:
Reconnect oil lines and install bottom plate of mid-frame after testing or repair.
Causes for low primary pump flow:
Restriction in COR
Restriction in suction tube
Primary pump worn
Broken pump shaft
Worn hypoid gear set

Reference 260-15-008, Steering Test Equipment For Secondary Steering

Valve Test Step (4)
Install Steering Test Equipment for Secondary Steering Valve Test step (4)
Adapter Hose Fabrication
LEGEND:
A Adapter at Head End of ESV
B Ground Drive Pump Pressure Port
C Adapter at Spring End of ESV
D JT05690, (-12) ORFS x 1-1/16 -12 JIC
E JT03103, 1-1/16 -12 JIC x 7/16 -20 JIC
F STD 67 Hose
G JT05487, 7/16 -20 JIC x 7/16 -20 JIC
H PLE18-207 Blow Gun
I Shop Air Hose
[1] - Remove screws and bottom plate of mid-frame, if they were not removed earlier.
[2] - Remove oil line between primary pump and tee for brake attenuator at rear of transmission.
[3] - Remove brake attenuator and priority valve hoses from tee′s at rear of transmission.
[4] - Remove tee′s at ESV pilot port (A).
[5] - Install a JT05690 Connector (D) on pilot port (A) for ESV. Install a JT03103 Adapter (E), STD67 Hose (F), JT05487 Adapter
(G) and PLE18-207 Blow Gun (H) from D05361ST Rubber Stopper/Leak Testing Kit.
[6] - Connect blow gun (H) to a shop air supply (I) of at least 600 kPa (6 bar) (90 psi).
Perform “Secondary Steering Valve Test” (Reference 260-15-004 ) step (4) Check ESV with Air Pressure.
Reference 260-15-009, Steering Test Equipment For ESV Hydraulic

Pressure Test
Install Steering Test Equipment for ESV Hydraulic Pressure Test
Installation of Test Equipment to check Emergency Steering Valve (ESV) or in the Transmission Valve Manifold. See illustrations
following instructions.
[1] - Remove plate from bottom of mid-frame.
[2] - Remove hose from ESV load sense port (C) and 38H1146 (-6) ORFS Plug (E).
[3] - Remove adapter at load sense port (C) for easier access to remove Ground Drive Pump (GDP) pressure port (B) and ORFS
adapter at port (A).
[4] - Disconnect inlet hose from brake attenuator (F) and install 38H1416 (-8) ORFS Cap (G).
[5] - Remove pipe (H) from primary pump (I) and disconnect priority valve inlet hose (J) from tee near port (A) at head end of
ESV.
[6] - Remove tee with check valve and inlet hose to brake attenuator as an assembly.
[7] - The ESV position can be checked by removing ORFS adapter at port (A). The valve is horizontal and a small opening is
usually visible at left side of port (A). The narrow blade of a long shaft screwdriver can be placed in this opening to check for a
spongy feeling by moving valve to right side of tractor against spring force.
a. If valve is difficult to move with a screwdriver, it is probably stuck in open mode. Attempting to force valve may damage
valve or bore. Alternately applying high pressure hydraulic oil at head end of ESV, then spring end of ESV may free up
valve.
b. If there is a large opening at head end of ESV, the valve is stuck closed. Alternately applying high pressure hydraulic oil at
spring end of ESV, then the head end of ESV may free up the valve.
c. Reinstall the ORFS adapter at port (A) after visually checking ESV.
[8] - Connect the tee removed from adapter at port (A) to pipe (H) from pump (I)
[9] - Connect 38H1280 (-10) ORFS Union Connector (M) and RE62785 Hose (L) between priority valve inlet hose (J) and tee (K).
Install 38H1149 (-12) ORFS Plug at front of tee (K).
[10] - Install JT03445 Adapter (O) in test port of primary pump (I).
[11] - Connect JT03341, 90 degree Elbow (P) to adapter (O) and connect DFRW2 (Q)
[12] - Connect JT03424 Adapter (R), JT03341, 90 degree Elbow (S) and JT03008 tee (T).
[13] - Connect valve end of DFRW2 to tee (T). This is pressure supply from hydraulic pump to head end of ESV.
[14] - Connect JT03002 Reducer (U), JT03191 Tee (V) and JT05498, 19" Hose (W) to tee (T).
[15] - Remove gauge coupler from JT05498, 19" Hose (X) and install JT03498 Needle Valve (Y) to tee (V). Install a 1/4" x 4"
nipple (Z) in outlet of needle valve (Y) to easily direct bleed oil into a bucket.
[16] - Install JT05491 Adapter (AA) in ground drive pump pressure port (B). Connect JT05476, 90 degree DR Elbow Assembly
(BB) and JT07117, (5 ft.) Hose (CC) to adapter (AA).
[17] - Reinstall ORFS load sense adapter in port (C) and connect JT03421 Adapter (DD), JT03002 Reducer (EE), JT05483, 90
degree Elbow (FF) and JT05498 Hose (less gauge coupler) (GG). End of hose (GG) must be open to vent spring end of ESV.
[18] - Connect JT05475, 60 psi Gauge to hose (CC) at ground drive pump switch port (B).
[19] - Connect JT07117, 3-Gauge Assembly to hose (W) and close needle valve (Y).
Perform “ESV Hydraulic Pressure Test” (Reference 260-015-006 ).
LEGEND:
A 29H668 3/8 NPT x 15 cm (6 in.) Nipple

B 15H199 3/8 Street Elbow
C JT03402 3/8 NPT Shut-Off Valve
D 29H659 (M) 3/8 NPT x 2 1/1 in. Nipple
E 15H586 1/2 (M) NPT x 3/8 (F) NPT Bushing
F JT03348 (F) 1/2 NPT Tee
G 15H625 1/2 (M) x 1/4 (F) NPT Bushing
H JT03265 (M) 1/4 NPT Gauge Coupler
I R38016 3/8 NPT (M) x 3/4-16 (F) Adaptor
J AA20991 10 ft. Hose
K JT03218 3/8 NPT x 9/16-18 (F) JIC Coupler (2)
L JT03341 9/16-18 JIC SW 90° Elbow
M JT03445 9/16-18 JIC x 14-1.5(M) (metric ) Connector (2)
N JT03241 9/16-18 JIC X 11/16-16 ORFS Adaptor
O JT03036 9/16-18 (M) JIC x 9/16-18 (M) JIC Union
P JT03023 9/16-18 (F) Cap Nut (2)
LEGEND:
A Port at Head End of ESV in Transmission Valve Manifold (Pump Pressure)
B Port for Ground Drive Pump Pressure in Valve Manifold
C Port at Spring End of ESV in Valve Manifold (Load Sense Pressure)
D Load Sense Hose from Priority Valve
E 38H1146 (-6) ORFS Plug
F Brake Attenuator
G 38H1416 (-8) ORFS Cap
H Primary Pump Outlet Pipe
I Primary Pump
J Hose to Inlet of Priority Valve
K Tee (-12 x -10) used at Port "A"
L RE62785 Hitch Cylinder Hose (-10) ORFS Ends
M 38H1280 (-10) ORFS Union Connector
N 38H1149 (-12) ORFS Plug
O JT03445 Adapter, 9/16-18 (M) JIC x 14 mm x 1.5 (M) O-Ring
P JT03341 Elbow, 90 Degree, 9/16-18 (M) x (F) JIC
Q DFRW2 Hose Assembly, see Section 299 for Drawing
R JT03424 Adapter (-12) ORFS x 9/16-18 (M) JIC
S JT03341 Elbow, 90 Degree, 9/16-18 (M) x (F) JIC
T JT03008 Tee, 9/16-18 (M) x (F) JIC
U JT03002 Reducer, 9/16-18 (F) x 7/16-20 (M) JIC
V JT03191 Tee, 7/16-20 (M) x (F) JIC
W JT05498 Hose, 19" with Gauge Coupler (Connect 3-gauge assembly JT07117)
X JT05498 Hose, 19" Less Gauge Coupler
Y JT03499 Needle Valve, 1/4" (F) NPT
Z Nipple, 1/4" NPT x 4"
AA JT05491 Adapter, 7/16-20 (M) JIC x 14 mm x 1.5 (M) O-Ring
BB JT05476 Elbow 90 Degrees DR Assembly, 7/16-20 (F) JIC x (M) DR Plug
CC JT07119 Hose, 5 ft. with Gauge Coupler (Connect JT05475 Gauge 60 psi)
DD JT03421 Adapter (-6) ORFS (F) x 9/16-18 (M) JIC
EE JT03002 Reducer, 9/16-18 (F) JIC x 7/16-20 (M) JIC
FF JT05483 Elbow 90 Degree, 7/16-20 (F) JIC x (M) JIC
GG JT05498 Hose, 19" Less Gauge Coupler
Reference 260-15-010, Bleed Brakes
LEGEND:
A Bleed Port Lock Nut
B Bleed Screw
Brake Bleed screws
→NOTE:
Brake bleed screws are on either side of the differential housing.
1. Loosen the brake bleed port lock nuts (A) a minimum of one complete turn.
2. Open the bleed screws (B) one and one half turns.
3. Uncouple the brake pedals. Start engine and pump the left and right brake pedals together three times with one of the
pedals at least 13 mm (0.5 in) lower than the other one.
4. Lock the brake pedals together and depress the brake pedals for a minimum of 2 minutes.
5. Close the bleed screws and tighten lock nuts with pedals still depressed.
6. Check that all brakes function correctly. Bleed brakes again if necessary.
→NOTE:
Bleeding process is internal. Therefore no oil will escape externally from bleed screws (B) during this
procedure.
Reference 260-15-011, Manual Brakes Test

LEGEND:
A Left brake pedal
B Right brake pedal
Brake pedals
With engine OFF, check manual brakes for correct function.
1. Pump individually the left brake (A) and right brake (B). The pedals should have a solid feel.
2. Check to make sure the pedals do not settle to the end of stroke within 10 seconds after being applied.
3. Press both pedals at the same time. A solid pedal should be obtained at approximately the same pedal height on both
pedals.
Reference 260-15-012, Brake Valve Leak Test
LEGEND:
A Brake Lines
B Load-Sense Line
C Pressure Inlet Line
D Return Line
E Bracket Cap Screws
Brake valve
This test will determine if one side or the other of the Brake Valve is leaking internally.
1. Remove outlet lines (A). Install Plugs (part no. 38H5141 or 38H1415) into openings on brake valve body where outlet lines
were removed from.
2. With tractor in PARK, start engine and apply brake pedals one at a time. Note whether or not brakes still feel spongy.
3. After performing test, remove plugs and reinstall brake lines.
→NOTE:
After opening any brake lines or doing any repairs to the brake system, it is necessary to bleed the
brakes (See Reference 260-115-010 ).
Reference 260-15-013, Steering Valve Pressure Test

LEGEND:
C JT07119 Hoses
Steering valve pressure test
Connect JT07119 5 ft. hoses at steering pressure and load sense DR′s on priority valve under front of cab. Use JT03437 90°
Elbow and DR assembly for load sense port.
→NOTE:
side of priority valve (behind wiring harness). On later model tractors, both DR′s face the front of the
tractor, with the load sense DR on the left.
Connect hose at steering pressure port to left side of JT07118 Dual Needle Valve Manifold and hose at load sense DR to right
side of manifold. Close right valve on manifold and open left valve for steering pressure.
Test Procedure
Set engine at 2000 rpm. Turn steering wheel full left and record pressure. Repeat check at right turn.
→NOTE:
leakage.
Pressure with steering at full turn should be:
(190—208 bar)
(2750—3025 psi)
(196—210 bar)
(2850—3040 psi)
Set engine at 2000 rpm. Turn steering wheel full left and record pressure. Repeat check at right turn.
→NOTE:
leakage.
Reference 260-15-014, Priority Valve Differential Pressure Test

LEGEND:
C JT07119 Hoses
Priority valve differential pressure test
Connect JT07119 5 ft. hoses at steering pressure and load sense DR′s on priority valve under front of cab. Use JT03437 90°
Elbow and DR assembly for load sense port.
→NOTE:
side of priority valve (behind wiring harness). On later model tractors both DR′s face the front of the
tractor, with the load sense DR on the left. These are identified by serial number below.
Connect hose at steering pressure port to left side of JT07118 Dual Needle Valve Manifold and hose at load sense DR to right
side of manifold. Close right valve on manifold and open left valve for steering pressure.
Test Procedure
Set engine at 2000 rpm and put steering and brakes at neutral.
Open the left needle valve for steering pressure and close the right needle valve for load sense pressure. Set engine at 2000
rpm and record steering pressure.
Close the left needle valve and open the right needle valve. Record steering load sense pressure and stop the engine. Record
difference between steering load sense and priority valve inlet pressure.
(6.2—9.7 bar)
(90—140 psi)
(1103—1448 kPa)
(160—210 psi)
Reference 260-15-016, Steering Wheel Position Sensor Count Test

Before performing this test be sure to record and clear all related codes.
With engine running at 1000 rpm, and a good fuse in F10 diagnostic location, access SSU address 7.
The display should be reading a number between 000 and 999.
Cycle the turn signal to access SSU address 8. The display should be reading the same number as address 7 (± 2).
Rotate the steering wheel in both directions and the display should change. The numbers will wrap from 0 to 999 when the
wheel is turned past that point. Center the steering wheel and cycle the hazard switch on and off. Slowly turn the steering
wheel to the left and observe the display. Display should count 256 counts per steering wheel revolution. Slowly turn the
steering wheel to the right, the display should again count 256 counts per steering wheel revolution.
Both SSU address 7 and 8 should always read the same number (± 2).
Reference 260-15-017, Electro-Hydraulic Steering Valve Test
IMPORTANT:
It may be required to jack the front axle off the ground. Conditions causing high steering loads, such as
soft ground, saddle tanks, heavy front ballasting, or front dual wheels may cause a problem when
performing this test.
The display should read “CP1”
Purge the air out of the steering lines by turning the steering wheel full left to full right. Return the wheel to the center position
so they point straight ahead. Cycle the hazard switch and the display should change to “L”. Slowly turn the steering wheel to
the left. It should take about 10 seconds to reach the full left steering stop. Continue to hold the steering wheel to the left until
the display changes to read “r”.
Slowly rotate the steering wheel to the right at approximately the same rate. It should take approximately 15 - 20 seconds to
reach the full right steering stop. Continue to hold the steering wheel to the right until the display changes to read “CP2”.
Cycle the hazard switch on and off. The display will change to “CP3”. The front wheel should turn straight, then turn left, then
right and return to the straight ahead position. The steering should not turn to the end stops. They should only turn
approximately 1/2 of full travel on either side of center steering position. The display will change to read “END” after
completion.
→NOTE:
The key switch must be turned off and the fuse in the F10 slot must be removed to return to normal
operation.
Reference 260-15-018, Electro-Hydraulic Steering Valve Manual Test

Disconnect the electro-hydraulic valve harness at the 4-pin connection at the left side of the tractor.
Connect DFRW176 to the GREENSTAR ™ AutoTrac Assisted Steering System electro-hydraulic steering valve 4-pin harness
connector (See Section 299, Group 10, DFRW176 Electro-Hydraulic Steering Valve Test Harness.). Connect the red lead to
battery voltage, the black lead to battery ground.
Be sure the potentiometer is in the center of its travel range.
CAUTION:
Be sure everything is clear of the front tires′ full travel range in each direction during this test.
Start engine and operate at 1000 rpm. Be sure the transmission stays in Park.
Slowly rotate the potentiometer to the left and the wheels should turn left.
Rotate the potentiometer back to the center position and the steering should stop turning.
Slowly rotate the potentiometer to the right and the wheels should turn to the right.
The farther the potentiometer is rotated, the faster the steering should operate in each direction.
Reference 260-15-019, Flow Meter and Sensor Test

The display should be reading a number between -99 and 99.
Center the steering wheel so the tires are pointing straight ahead, cycle the hazard switch on and off. The display should zero.
Slowly rotate the steering wheel to the left. The display should count up to a positive number as the wheel is turned. Hold the
steering wheel against the stop and the display should not continue to count up. Record the displayed number.
Slowly rotate the steering wheel to the right. The display should count down to 0, then continue to count in the negative
direction. When the steering is at full right turn, the display should stop counting. Record the displayed number.
During steering wheel rotation, the display should count smoothly and evenly, with no stops or skips. There should always be a
count change when the steering wheel is rotated.
Rotate the steering wheel so the tires are straight forward, and the display should read a number in the middle of the ranges.
Example
Full left: 62
Center: 0
Full right: -64
Reference 260-15-020, Flow Meter Inspection and Disconnected

Operational Test
Remove the flow meter from the tractor. Remove the bypass valve housing, and the sensor from the flow meter. Pour
remaining oil from flow meter.
IMPORTANT:
Do not use compressed air to blow through the flow meter, this will overspeed the gears and cause the
flow meter to fail.
Use an aerosol can of penetrating oil or parts cleaner to spray onto one of the flow meter ports. The flow meter gears should
spin freely.
If an aerosol can is not available, hold the flow meter about 150 - 200 mm (6 - 8 in) from your mouth and blow through one port
of the flow meter, gears should turn easily.
Reference 260-15-021, AutoTrac Steering Accuracy Check

Perform test on a relatively flat even surface without an implement or with the implement fully raised.
Measure the vehicle tire spacing to confirm the tire spacing is equally spaced from the center of the vehicle.
Drive tractor to an area free of over-head interference. (buildings, trees, high line poles). Over-head interference may cause
the receiver to have problems receiving satellite signals. Allow the tractor to remain in this open area for a minimum of 30
minutes after satellite reception (SF2) is acquired to ensure proper satellite reception.
PerformAutoTrac Steering System Operational Check . (See Reference 260-10-004 .)
Set “Track 0” in an open area free from obstruction and interference.
After track is driven and “set”, come back down this same track with GREENSTAR ™ AutoTrac Assisted Steering System
activated for a distance of approximately 100 meters (300 ft) and stop.
Position a marker (section of lumber) approximately 30.5 cm (12 in) to the side of the rear left tire, parallel to the tractor tire.
→NOTE:
Any object will work for a reference marker, as long as you measure from the same position on that
object each time.
Start to drive the tractor, and depress the “Resume” rocker switch on the armrest. There should be a three-tone audible alarm
heard, and an “A” should appear in the tractor on the GREENSTAR ™ display.
Release the steering wheel while driving in the 6.5 - 8 kph (4 - 5 mph) range and allow the tractor to follow the straight line set
up earlier.
→NOTE:
If at any time you need to manually steer the tractor to avoid hitting something, or to turn a corner, the
AutoTrac will be disabled and manual steering will take over.
Operate the tractor for two minutes and then return to your original track (track 0). Allow AutoTrac to steer the tractor on this
path.
→NOTE:
Be sure you are traveling in the same direction you were originally driving so marker is on the left side of
the tractor.
Stop the tractor when the marker is beside the left rear tire.
Measure the distance from the marker to the tire. The distance from the tire to the marker should be 30.5 cm (12 in) ± 10.0 cm
(4 in).
Compare the accuracy measurement of the tractor to the accuracy reading on the GREENSTAR™ display. If display reads 0.0
heading error, the tractor should be 30.5 cm (12 in) ± 10.0 cm (4 in) from the marker.
Section 260 - STEERING AND BRAKES Group 20: Theory of Operation
→NOTE:
If display is showing a heading error, this needs to be considered when measuring the tractors accuracy.
The advertised accuracy of ± 10 cm (± 4 in) is based on tests run under controlled conditions with
intervals of 15 minutes “pass to pass”. Variations in tractors and operating conditions can slightly effect
the accuracy of this system. Consider your operating conditions when evaluating the systems accuracy,
take into effect cab roll, GPS drift, dual vs single tires, ballasting, and implement being used.
It may be required to change the AutoTrac steering gain value in the SSU to make the tractors steering system respond faster
or slower. Access SSU address 37 and adjust this setting from 50 to 200. (50 slowest, 200 fastest)
Repeat this test several more times over a 15 minute period to check repeatability of the AutoTrac system.
If needed, make setup changes to the tractor and recheck accuracy, if tractor setup is good, return to diagnosis in progress.

Reference 260-20-001, List Of Steering / Brakes Component Theory
Steering System Theory (See Reference 260-20-002 .)
Steering Control Assembly
Priority / Steering Valve
Steering System Operation (See Reference 260-20-003 ).
Start-up - No Turn
Right Turn
Brake System (See Reference 260-20-030 .)
Brake Valve
Wheel Brake Assembly
Brake System Operation (See Reference 260-20-031 .)
Engine On - No Braking
Power Braking
Manual Braking
Reference 260-20-002, Steering System Theory

LEGEND:
A Priority Valve
C Load Sense DR
D Steering Inlet DR
E Load Sense from Brakes
F Load Sense to GDP
G Inlet from Primary Pump
Applies to early version of steering control assembly with serial numbers for (MFWD - up to 002946, and non-MFWD - up to
004943).
The hydrostatic steering system consists of steering column, priority/steering valve assembly, and two steering cylinders. The
system is fully hydraulic, with no mechanical connections between priority/steering valve assembly and front wheels. The
amount of oil flow directed to the steering cylinders through the valve assembly depends on how far the steering wheel is
turned. All excess supply and return oil is passed downstream to the transmission. If a pump failure or engine/drive failure
occurs, flow will be received from the ground drive pump within the transmission. An inlet check valve prevents loss of oil from
the steering circuit when high-pressure oil is unavailable.
The assembly is bolted to the center of the cab frame, below the steering column. The priority control valve (A) is located on
the left side of the steering control assembly. The steering control valve (B) is connected to the priority valve. A relief valve is
located in the steering control valve housing and is not adjustable. The relief valve prevents the load sense pressure from
exceeding the steering inlet pressure which would cause the priority valve to close. Closing the priority valve would block
supply oil to the transmission and cause steering inlet pressure to exceed 20800 kPa (208 bar) (3000 psi). A check valve,
enclosed in fitting (E), blocks load sense pressure from affecting the brake valve operation.
Priority Valve Cut-Away View
LEGEND:
A Inlet Pressure DR
B Inlet to Steering Valve
C Steering Load Sense
D Load Sense DR
E Excess Flow from Steering
F Priority Valve Housing
G Left Supply Port to Right Cylinder
H Load Sense from Brake
I Ground Driven Pump Load Sense
J Right Supply Port to Left Cylinder
K Priority Valve
L .025 Dynamic Orifice
M .031 Dampening Orifice
N Excess Flow to Transmission Control Valve
O From Primary Pump
1 High Pressure Oil
2 Priority Circuit Pressure Oil
3 Sump Oil
4 Trapped Oil
Priority and Relief Valve Hydraulic Diagram
LEGEND:
A Inlet "P"
B Pressure "DR"
C To Transmission "EF"
D Steering Valve Inlet
E Load Sense "DR"
F Right Turn Outlet
G Ground Driven Pump Load Sense
H Brake Load Sense w/Check Valve
I Left Turn Outlet
K Priority Valve
L Dampening Orifice
M Steering Warm-up Orifice

N Priority Valve Assembly
O Load Sense Port
P Relief Orifice
Q Load Sense Relief Valve
R Screen

LEGEND:
A Priority Valve
C Load Sense DR
D Steering Inlet DR
E Load Sense From Brakes
F Load Sense to GDP
G Inlet From Primary Pump
Later Version of Steering Control Assembly
Later Version of Steering Control Assembly
Applies to late version of steering control assembly with serial numbers for (MFWD - 002947 and up, and non-MFWD - 004944
and up).
The hydrostatic steering system consists of steering column, priority/steering valve assembly, and two steering cylinders. The
system is fully hydraulic, with no mechanical connections between priority/steering valve assembly and front wheels. The
amount of oil flow directed to the steering cylinders through the valve assembly depends on how far the steering wheel is
turned. All excess supply and return oil is passed downstream to the transmission. If a pump failure or engine/drive failure
occurs, flow will be received from the ground drive pump within the transmission. An inlet check valve further down the
primary hydraulic line prevents loss of oil from the steering circuit when high-pressure oil is unavailable.
The steering control unit is bolted to the center of the cab frame, below the steering column. The priority control valve (A) is
located on the left side of the unit. The steering control valve (B) is located on the right side of the unit. A steering relief check
valve is located in the priority control valve housing and is adjustable. The relief valve prevents the load sense pressure from
exceeding the steering inlet pressure which would cause the priority valve to close. Closing the priority valve would block
supply oil to the transmission and cause steering inlet pressure to exceed 20800 kPa (208 bar) (3000 psi). A check valve,
located behind the plug in the middle of (G) and (H), blocks load sense pressure from affecting the brake valve operation. Load
sense from brakes is internal as opposed to external in the previous steering control assembly.
Priority Valve Cut-Away View
LEGEND:
A Load Sense DR
B Steering Inlet DR
C Inlet to Steering Valve
D Excess Flow From Steering
E Priority Valve Housing
F Steering Relief Check Valve
G 0.80 Dampening Orifice
H Left Supply Port to Right Cylinder
I Brake Load Sense
J Brake Load Sense Check Valve
K Ground Driven Pump Load Sense
L Right Supply Port to Left Cylinder
M Priority Valve
N .025 Steering Warm-up Orifices
O Excess Flow to Transmission Control Valve
P 1.0 Dynamic Orifice
Q Steering Load Sense
R From Primary Pump

1 High Pressure Oil
2 Pilot Oil
3 Sump Oil
4 Trapped Oil
Priority and Relief Valve Hydraulic Diagram
LEGEND:
A Inlet “P”
B Steering Inlet Pressure “DR”
C Priority Valve Assembly
D Priority Valve
E (0.80) Dampening Orifice
F (0.025) Steering Warm-up Orifices
G Left Turn Outlet
H Steering Inlet Check Valve
I Shock Relief Valves
J Load Sense Orifice
K Right Turn Outlet
L (1.0) Load Sense Dynamic Orifice
M Load Sense Port
N Load Sense Brake
O Load Sense DR
P Load Sense to Ground Driven Pump
Q Load Sense Relief Valve
R Excess Flow to Transmission
Priority/Steering Valve
Oil is supplied to the steering circuit from the primary pump under normal operation. Flow enters the priority valve section and
passes through to the steering valve spool. While the steering wheel is centered the spool blocks flow from the pump. As
pressure builds in the circuit, oil works against the priority valve spring through a .8 mm (.031 in.) orifice. 700 kPa (7 bar) (100
psi) would be required to open the valve against the spring. Oil also passes through a .6 mm (.025 in.) orifice to assist the
spring in holding the priority valve closed. If any load sense pressure from the brake valve or ground driven pump circuit exists
it will also assist the spring in holding the priority valve closed to assure oil flow within the steering valve. Pressure may build in
the sensing portion of the circuit until the steering relief valve opens at 19000 kPa (190 bar) (2755 psi) and passes flow on to
the transmission.
The dynamic flow through the orifices (.025 and .031) will maintain an additional margin of 1100 kPa (11 bar) (160 psi)
required to open the priority valve. As a result, the total, maximum pressure required to open the priority valve could be 20800
kPa (208 bar) (3016 psi), (7 bar + 11 bar + 190 bar).
LEGEND:
A Valve Spool
B Valve Sleeve
C Gerotor Assembly
D Shaft
E Pin
Steering Valve
When the steering wheel is turned oil is ported through the valve spool and gerotor assembly to the cylinders mounted behind
the front axle. The steering wheel rotates valve spool (A) inside sleeve (B), aligning slots in the spool with ports in the sleeve to
start oil flowing. The oil is directed through the gerotor causing it to rotate. Shaft (D) connects the gerotor to the sleeve which
provides a feedback link to stop flow when desired steering position is reached. Wide clearance between pin (E) and spool
cross-drilling allows the spool 8° of rotation within the sleeve. Leaf springs allow neutral alignment of the spool and sleeve
when a turn is completed.
Reference 260-20-003, Steering System Operation

Start-up - No Turn
Start-up - No Turn
LEGEND:
A Primary Pump
B Steering System Check Valve
C Priority Valve
D Load Sense Relief Valve
E Valve Spool and Sleeve
F Gerotor
G Steering Cylinders
H Anti-Cavitation Check Valve
I Cylinder Relief Valve
J Steering Inlet Check Valve
K Recirculating Check Valve
L Brake Load Sense Check Valve
1 High Pressure
2 Charge Pressure
3 Medium Pressure
4 Suction
5 Trapped Oil
Right Turn
Right Turn
LEGEND:
A Primary Pump
B Steering System Check Valve
C Priority Valve
D Load Sense Relief Valve

E Valve Spool and Sleeve
F Gerotor
H Anti-Cavitation Check Valve
I Cylinder Relief Valve
J Steering Inlet Check Valve
K Recirculating Check Valve
L Brake Load Sense Check Valve
1 High Pressure
2 Charge Pressure
3 Suction
4 Return Oil
Reference 260-20-004, AutoTrac Steering System Theory
Steering System Block Diagram
LEGEND:
A Steered Wheel Angle sensor (flow meter)
B Steering Wheel Position Sensor
C Steering System Control Unit (SSU)
D Electro-hydraulic(EH) Steering Control Valve
E Wheel Speed
F Transmission Oil Temperature
G Central Control Unit (CCU)
H Powershift Control Unit (PCU)
I Gear Position
J Operator Presence Switch
K Arm Rest Control Unit (ACU)
L APS Resume Switch
M Axle Detection (Independent Link Suspension or MFWD)
N Electro-Hydraulic Control Unit (EHo)

O GREENSTAR ™ Display (GSD)
P Mobile Processor
Q STARFIRE ™ GPS Receiver
The GREENSTAR ™ AutoTrac Assisted Steering System is a microprocessor-based feedback control system that controls tractor
steering based on lateral and heading errors from the GREENSTAR™ Display (GSD) and steered wheel angle sensor. The
steering system control unit (SSU) shall use this data to control the electro-hydraulic (EH) steering valve to steer the tractor in
straight and parallel tracks across the field.
LEGEND:
A Steering System Unit (SSU)
Steering System Control Unit (SSU)
The steering system control unit (SSU) (A) located on the rear of the tractor is an electronic control unit that talks on the CCD
bus and controls the electro-hydraulic steering system on the tractor. Steering is accomplished by the SSU sending commands
to the EH steering valve. The SSU receives inputs from the position sensors that make up the steering wheel position sensor,
steered wheel angle sensor (flow meter), and GPS. The control unit also reads wheel speed, transmission oil temperature,
operator presence switch status, gear position, and heading and lateral error off of the CCD bus. Based on these inputs, the
appropriate command is sent to the EH steering valve.
LEGEND:
A Extension Harness
B Steering Inlet DR
C Excess Flow Port
D Inlet Port Primary Pump
E Load Sense DR
F Steering Priority Valve
G EH Spool Valve
H Steering Ports
I Electrical Actuator
Electro-Hydraulic Steering Assembly
Electro-Hydraulic Steering Valve Components
LEGEND:
A EH Steering Valve Assembly Location
EH Steering Valve Assembly
The EH steering control valve converts electrical signals from the SSU into a spool position. The spool position has an internal
feedback circuit. The EH steering control valve is used only for automatic steering. During manual steering the EH valve is shut
off and the production hydraulic steering valve is used to steer the tractor. The EH valve and electrical actuator (I) is packaged
with the steering hydraulic priority valve and is manifold mounted to the production steering valve.
LEGEND:
A Steering Wheel Position Sensor
Steering Wheel Position Sensor
The Steering Wheel Position Sensor (A) is located on the steering column and will be used to indicate manual movement of the
steering wheel. Manual movement of the steering wheel greater than 20 degrees in either direction, while the AutoTrac mode
is active, shall deactivate AutoTrac and return the tractor to manual steering. The initial reference point of the steering wheel
shall be the location when the AutoTrac is activated via the APS Resume switch.
LEGEND:
A Bypass Valves
B Flow Meter
C Hall Effect Sensor
Flow Meter
The Hall Effect sensor (C) on the flow meter (B) measures the amount of oil that flows to and from the steering cylinders. The
measurement is used to provide feedback on steered wheel angle to the SSU. The Hall Effect sensor (C) will provide a
quadrature output. The two signals will provide a flow rate and direction of flow signal. If the flow meter (B) gears do not turn or
if the oil is less than 0.0° C (32°F) the bypass valves (A) will open to maintain manual steering.
Reference 260-20-030, Brake System Theory

Brake Valve
The Brake Valve lies below the front edge of the cab, under the floor panel. The valve has two main spools, each operated with
a single pedal. Within the valve body there is a passage to allow pressure in the left and right brake circuits to equalize when
both brake pedals are depressed.
Oil for the power brake is received from the Primary Pump section of the Tandem Pump. The Brake Valve will meter this oil to
the wheel brake pistons as the pedals are actuated. As the oil flow compresses the wheel brake discs the pressure created is
sensed at the Priority/Steering Valve. This pressure is also felt by the operator as pedal resistance during brake application.
The tractor can be stopped if moving while the engine is off with a manual braking operation. In this situation, oil that is
contained in the brake valve prefill chamber is used to pressurize the system. A small amount of oil (0.15 l) is retained in a
hose loop leading to the transmission sump and can be drawn back to the valve. During manual braking enough oil is available
for aminimum of 10 brake applications, however, system design allows for a far greater number than would ever be required.
Wheel Brake Assembly
Wheel Brake Components
LEGEND:
A Brake Disc
B Final Drive Sun Pinion
C Backing Plate
D Brake Piston
E From Brake Valve
F Bleed Screw
A brake piston, backing plate, and disc are located on each side of the transmission case final drive.
The right brake pedal operates the brake assembly on the right side and left pedal operates the left brake assembly. The
pedals may be locked together to assist in simultaneous braking of both wheels. Force applied to a brake pedal moves the
appropriate brake valve spool metering oil to the connected brake pistons.
Brake disc (A) is splined to the sun pinion (B). Backing plate (C) seats against the final drive ring gear. A pin through the
backing plate prevents it′s rotation when the brake is applied. The piston (D) is also prevented from rotating by pins when the
brake is applied.
Oil pressure from the brake valve forces the piston against the rotating disc and the stationary backing plate. The resulting
friction slows rotation of the disc and sun pinion. When force on the brake pedal is removed, pressure behind the piston is
relieved and the disc and sun pinion are allowed to rotate freely.
Reference 260-20-031, Brake System Operation

LEGEND:
A Inlet Check Valve
B Valve Main Spool
C Split-Ring Passage
D Plunger Prefill Chamber
E Makeup Check Valve
F Vent Valve
G Check/Restrictor Valve
H Manual Stage Dump Valve
I Load Sense Shutoff Valve
J Left Brake Outlet
K Right Brake Outlet
1 High Pressure
2 Suction
3 Return Oil
4 Trapped Oil
Flow from the primary pump passes through an attenuator, reducing vibration in the supply line, on it′s way to the brake valve.
Oil goes through a screen, passes over a check valve (B), and deadheads at the valve′s main spools (C). Any additional flow
from the pump goes to the priority/steering valve. The pressure in the supply line shifts the manual stage dump valve (I) and
load sense shutoff valve (J) to open return paths for the prefill chambers (E) and a sensing circuit to the priority/steering valve.
The brake circuits are filled with oil and any pressure within the lines is relieved across the spools′ return passages, through
drilled passages of the valve (D) and back to sump. This prevents the brakes from being partially applied and dragging.
All other passages within the brake valve are open to sump.
Power Braking
Power Braking
LEGEND:
A Inlet Check Valve
B Valve Main Spool
F Vent Valve
J Left Brake Outlet
1 High Pressure
2 Suction
3 Return Oil
As the brake pedals are depressed both pistons in the brake valve are shifted downward. First, the split-ring return passages at
(D) and the lower end of the main spools (C) close the return paths to sump. The oil in the prefill chambers, in the bottom of
the plungers at (E), is forced across the makeup checks (F), the check valves (H) to the wheel brake pistons, and the load sense
shutoff valve (J). As brake engagement begins, pressure in the wheel circuits begins to build and will cause the vent valves (G)
to open. Remaining oil in the prefill chambers is then allowed to vent to sump so that pedal plunger (E) resistance is
eliminated.
Further pressing of the brake pedal positions spools (C) so that pump flow is metered to the wheel brake pistons. As the brake
pistons are applied against the brake discs, the resulting pressure is sensed in the spring chambers at the bottom of spools (C)
to provide “braking resistance” in the feel of the pedal. The pressures in the right and left brake lines are equalized through a
drilling between the spools (C) while applied.
Manual Braking
Manual Braking
LEGEND:
A Inlet Check Valve
B Valve Main Spool
Section 260 - STEERING AND BRAKES Group 25: Schematics and Diagrams
F Vent Valve
J Left Brake Outlet
1 High Pressure
2 Suction
3 Return Oil
4 Trapped Oil
In the event of engine failure, or other loss of flow from the primary pump, the brakes must function to bring the vehicle to a
stop. Without flow and pressure available in the brake system, the manual stage dump valve (I) and load sense shutoff valve (J)
will be in their normally-closed positions. This will allow oil from the brake valve body to only go to the wheel brakes.
The initial operation of the brake will be as in power braking with the plungers (E) pushing oil from the prefill chambers into the
brake lines. Once the wheel pistons (K and L) begins to compress the brake discs, pressure will build to open the vent valves
(G). By venting the prefill chambers pedal resistance will result only from pressure against the wheel pistons.
After the prefill oil has filled the lines under low pressure, the oil from the spring chambers at the bottom of the main spools (C)
will be used to create high pressure against the wheel pistons. The greater the force against the brake pedals, the greater the
pressure against the brake discs. As the pedal is released any needed oil will be drawn into the prefill chambers′ circuits
through the makeup checks (F) and, if needed, from the hose loop outside the valve.

Reference 260-25-001, Steering System ISO Diagram
Steering System ISO Diagram
LEGEND:
A Steering Cylinders
B Priority Valve Housing
C Gerotor
D Steering Spool Valve
E Relief Orifice (.0031 in.)
F Screen
G Steering Valve Inlet
H Brake Load Sense
I GDP Load Sense
J To Brake Valve
K To Secondary Pump
L Tandem Pump (Primary and Charge)
M Steering Pressure DR
N From GDP
O Priority Valve
P To Transmission
Q Load Sense DR
R Load Sense Relief
S Left Turn Outlet
T Right Turn Outlet
Reference 260-25-002, Brake System ISO Diagram
Brake System ISO Diagram
LEGEND:
A Brake Piston and Prefill Chamber
B Orifice Ring
C Brake Spool Valves
D Load Sense Shuttle Valve
HYDRAULICS (g) by Belgreen v2.0
E Orificed Check Valve

F Load Sense Shutoff Valve
G Dump Valve
H Tandem Pump (Primary and Charge)
Section 270 - HYDRAULICS

Table of contents
Reference 270-05-001, Hydraulic System Preliminary Checks ............................................................. 1
Reference 270-10-001, Hydraulic Operational Check ........................................................................... 2
Reference 270-10-002, Hitch Operational Check ................................................................................. 3
Essential Tools ...................................................................................................................................... 5
Service Equipment and Tools ............................................................................................................... 6
Specifications ..................................................................................................................................... 10
Reference 270-15-002, Hydraulic Oil Cooler Pressure Test ................................................................ 12
Reference 270-15-003, Hitch / SCV Pressures Verification ................................................................. 14
Reference 270-15-004, Load Sense (Dime Valve) Circuit Leak Test ................................................... 16
Rear Hitch / SCV Valve Leak Test ....................................................................................................... 17
Reference 270-15-006, SCV Flow Resolution Test .............................................................................. 25
Reference 270-15-007, Secondary Piston Pump Flow Test ................................................................. 26
Reference 270-15-008, Charge Pump Flow Test ................................................................................. 28
Reference 270-15-009, Charge Pump Suction Air Leak Test .............................................................. 30
Reference 270-15-010, Secondary Pump Stall / Standby Pressure Test ............................................. 33
Reference 270-15-012, Oil Filter Differential Pressure Check ............................................................. 34
Reference 270-15-013, Connect Equipment For Hydraulic Testing .................................................... 36
Reference 270-15-014, Secondary Pump Test ................................................................................... 37
SCV-Hitch Shuttle (Dime) Valve Test .................................................................................................. 38
Reference 270-15-016, Charge Pump And Clean Oil Reservoir Level Lamp Check ............................ 39
Reference 270-15-019, Lube Oil Pressure Check ................................................................................ 40
Reference 270-15-020, Secondary Pump Flow Check From SCV ........................................................ 42
Reference 270-15-021, Secondary Pump Load Sense Differential Pressure Check ............................ 49
Reference 270-15-022, Secondary Pump Load Sense Valve Adjustment ........................................... 51
Reference 270-15-023, Secondary Hydraulic Pump Case Drain Leak Check ...................................... 53
Reference 270-15-024, Internal Hydraulic Pressure Passage Leak Check .......................................... 54
Troubleshooting Optional SCV Software ............................................................................................. 55
Reference 270-15-037, Isolate Leakage In Load Sense (Shuttle Check Valve) Circuit ........................ 56
Reference 270-15-040, Secondary Pump Piston Isolation Check ........................................................ 57
Reference 270-15-100, Heating Hydraulic Oil .................................................................................... 62
Reference 270-15-102, Stall Pressure Adjustment-Secondary Pump ................................................. 64
Reference 270-15-103, Bleed Air from Secondary Hydraulic Lines .................................................... 66
Reference 270-15-200, Diagnostic Receptacle (DR) and Port Locations ............................................ 68
Reference 270-20-001, Hydraulic Component Theory Contents ......................................................... 70
Reference 270-20-002, Hitch Control Unit (HCU) System ................................................................... 71
Reference 270-20-003, Hitch Slip Control .......................................................................................... 74
Reference 270-20-004, Hitch Dampening .......................................................................................... 74
Reference 270-20-005, Tandem Pump ............................................................................................... 75
Reference 270-20-006, Hydraulic Oil Filter Assembly ........................................................................ 75
Reference 270-20-007, Secondary Pump ........................................................................................... 76
Reference 270-20-008, Selective Control Valve (SCV) ....................................................................... 77
Reference 270-20-009, Hitch Control Valve ....................................................................................... 90
Reference 270-20-010, Load Sense Shuttle System ........................................................................... 99
Group 25 - Schematics and Diagrams .............................................................................................. 101
Reference 270-25-001, Tractor ISO Diagram List ............................................................................. 101
Reference 270-25-002, Tractor Hydraulic ISO Diagram .................................................................... 102

Reference 270-25-003, Hitch / SCV System ISO Diagram ................................................................. 104

Reference 270-25-004, Hydraulic Oil Supply Diagram ..................................................................... 106

Section 270 - HYDRAULICS Group 10: Operational Checks

Reference 270-05-001, Hydraulic System Preliminary Checks
Make the following checks before installing test equipment.
A. Ask Operator:
How is machine performing?

When does it malfunction?
In what applications?
B. Check maintenance records for:
Proper service intervals.

Unusual, frequent or similar failures.
C. Check for:
Disconnected, broken or binding operating lever.

Kinked or dented oil lines.
Other mechanical failures.
D. Check hydraulic oil condition:
Oil reservoir level low?
Possible causes:
Improper service intervals.

External leaks.
Is oil milky or dirty?
Possible causes:
Water in oil (milky)

Filter failure (dirty)
Metal particles (mechanical failure)
Oil discolored or has burned odor (overheated oil):
Possible causes:
Kinked pipes.
Crushed hoses.
Plugged oil cooler.
Wrong oil viscosity.
Internal leaks.
Mechanical failure.
E. Check for external oil leaks with engine off:
Possible causes:
Broken pipes, hoses or loose connections.

Leaking O-Rings or seals.
Cracked housings.

Reference 270-10-001, Hydraulic Operational Check
1. Remove the “diag” fuse from location F10, if installed, and store it in location F9.
2. Ensure that all hydraulic function controls are in their “neutral” positions.
3. Start the engine and set speed at 1000 rpm.
4. AT ALL TIMES listen for any unusual sounds or vibrations that could indicate fluid passing under pressure.
IMPORTANT: "STOP ENGINE" if sound of the hydraulic system seems to be under load or at high
pressure.
5. If oil temperature is below 50 °C (122 °F), heat the oil. SeeHeating Hydraulic Oil (Reference 270-15-100 ).
6. Walk around tractor to visually check for any evidence of oil leaks.
CAUTION:
See "Avoid High-Pressure Leaks" regarding oil leak checks in“Safety”, Section 210, Group 05 .
7. Install a jumper hose in couplers of SCV 1. Set up each SCV to operate at full flow, for 5-7 seconds. Operate the control
switch for the valve to full forward and rearward positions until it times out. Repeat this for each valve.
8. Operate the hitch to the full up and full down positions using both the rocker switch and the hitch control lever.
→NOTE: If hitch is inoperative, cycle key switch, restart engine, and cycle hitch control lever to
regain control of hitch.
9. Drive tractor at approximately 5 mph, steering to left and right, applying brakes, and disengaging/engaging clutch.
10. While tractor is stopped and at low idle, check components, hoses and lines for “hot spots” that could indicate internal
leakage of the system. (A hand-held, infrared detector (such as: JT07253, JT07254, or JT07190) is ideal for this
check.)Excess heat is generated when oil is forced through restricted flow paths. This will occur even as oil is flowing
through an orifice that is part of the circuitry. Other causes of heat could be:
Crushed or kinked hose and tubing
Plugged oil cooler or a cooler relief malfunction
Internal leaks from failed seals or cracks in components
A filter which has plugged and causing bypass
Water or air trapped in the oil
Wrong oil viscosity for ambient temperature
11. Locate touch pads on right console.Press the two right upper and lower touch pads at the same time. The display will
readout hydraulic oil temperature.With oil temperature above 14°C (57°F) operate the engine at wide open throttle for 60
seconds. Reservoir oil level and filter lamps should be OFF.
Infrared Heat Detector
JT07253, JT07254, or JT07190
Measure Temperature
Reference 270-10-002, Hitch Operational Check
→NOTE:
If complaint is concerning a Hitch Settling problem see Hitch Leak-Down Test inSCV/Hitch Valve Leak Test
, Reference 270-15-005 .
1. Set up hitch and controls.

Equip hitch with a quick coupler or approximately 68-91 kg (150-200 lbs).
Start engine. Set idle at 1000 rpm and lower hitch.
Position depth stop at approximately No. 7 on the guide.
Position hitch control lever at forward end of guide.
Rotate rate of drop and raise limit knobs to full right (CW).
Rotate load draft sensing knob to full left (CCW).
2. Press the PTO SPEED and SRV HOURS touch switches on the right-hand console, at the same time, to check hydraulic oil
temperature.
If oil temperature is below 50° C (122 °F), heat the oil. SeeHeating Hydraulic Oil (Reference 270-15-100 ).
3. Operate external raise/lower switch to raise hitch, then lower hitch. Hitch should start to move up at the “raise” position
within 3 seconds and down at the “lower” position within 2 seconds.
4. Operate armrest raise/lower switch to raise hitch, then lower hitch. Hitch should fully raise and fully lower.
5. Slowly pull hitch control lever rearward. Hitch should start to raise when rear edge of lever is between No. 8 and 8 1/4.
6. Pull hitch control lever rearward until rear edge of lever is at front of the transport lock slot and allow hitch movement to
stop. Hitch should not move when control lever is pulled into the transport lock.
7. Rotate rate of drop knob full left (CCW), then rotate the raise/limit knob full left (CCW).
Hitch may start to lower very slowly.
Hitch drop rate should increase when turning rate of drop knob to right (CW) and decrease when the knob is turned
to left (CCW).
Hitch lowering should stop at approximately 1/4 from full down.
Hitch should return to full up position when raise/limit knob is turned to right (CW).
8. Slowly move hitch control lever forward and check position on guide when hitch starts to lower. Hitch should start to
lower before rear edge of control lever is near middle of “0”.
9. Quickly move hitch control lever forward to 1/8 inch (2 mm) from end of guide and allow hitch to stop lowering. Hitch
should not move when you push hitch control lever to forward end of guide.
10. Pull hitch control lever rearward until rear edge is at No. 4 on guide.Observe hitch for movement as you begin to move
the hitch control lever back forward.Hitch movement should not occur before rear edge of control lever is between no 4
3/8 and 4 1/2 on guide.
11. Push hitch control lever to forward end of guide.
12. Rotate load depth knob fully to right (CW).
13. Slowly pull hitch control lever rearward until hitch starts to raise. Hitch should begin to raise when rear edge of control
lever is between No. 3 1/2 to 3 3/4 on the guide.
14. Pull hitch control lever rearward until rear edge of lever is at front edge of the transport lock slot and allow hitch
movement to stop. Hitch should not move when control lever is pulled into the transport lock.
15. Slowly move hitch control lever forward and observe position on guide when hitch starts to lower. Hitch should start to
lower before rear edge of control lever is near the middle of “0”.
16. Push control lever forward until rear edge of control lever is near middle of No. 4 on guide and allow hitch to stop moving.
Hitch should not move when control lever is pushed forward to front of guide.
Section 270 - HYDRAULICS Group 15: Tests and Adjustments
17.
Draft Sensor Test
Check hitch sensitivity. Adjust load depth knob fully to right (CW) and pull hitch control lever rearward until hitch moves
up 76-153 mm (3-6 in).
Put a 2 x 2 inch square tube 6 feet long (B), on top of right draft link pin (C) and under the hitch cylinder (A).
Pry up with steel tube (B) and check for hitch movement.
Hitch should raise up when the steel tube (B) is being used to apply down force on the draft link pin (C). Hitch should
lower when force is released.
→NOTE: It is not unusual to apply the force a second time before the hitch will lower when the
force is released.
18. If the hitch does not respond as explained in steps 3 through 17, do the following:
Perform recall codes. SeeRecall, Record, and Clear Codes (Reference 245-05-001 ). Record all HCU and ACU
codes.
Perform a hitch calibration if there are no HCU or ACU codes. SeeHCU Calibration (Reference 245-HCU-001 ).
See list of hitch and armrest codes if there areHCU codes orACU codes (See under Reference 245-05-003 ). Follow
test procedures and repair as necessary.

Essential Tools
→NOTE:
Supplemental Pressure Test Kit
JT03412
JT03412
LEGEND:
JT03445 9/16-18 M 37° X M14 X 1.5 M ORB
[ Part of JT03412 Supplemental Pressure Test Kit. See Section 299 Group 15 for complete breakdown of kit. ]
Hydraulic Testing
Master Hydraulic Fitting Test Kit
JT05406
Connecting Test Equipment
Gauge, 400 psi
JT07041
Measure Pressure
Service Equipment and Tools
→NOTE:
Microfiche Tool Catalog (MTC). Some tools may be available from a local supplier.
-8 ORFS Union
38H1279
38H1279
Hydraulic Fitting
-8 ORFS Cap
38H1416
38H1416
Hydraulic Fitting
Female Pipe X Female Flare Coupler
JT03218
Hydraulic Fitting
Male Pipe X Female Pipe X Female Pipe Tee
JT03348
Hydraulic Fitting
ORFS Fitting Kit
JT03419
JT03419
LEGEND:
JT03424 9/16-18 M 37° X 13/16-12 F ORFS
Hydraulic Fittings
Industrial Universal Pressure Test Kit
JT05412
LEGEND:
JT03002 9/16-18 F 37° X 7/16-20 M 37°
JT07041 2800 kPa (28 bar) (400 psi) Gauge
Hydraulic Testing
Diagnostic Fitting Kit
JT07212
LEGEND:
JT03477 Male Quick Coupler X -4 ORFS
Hydraulic Testing
ISO Female Coupler
RE55859
ISO Female Coupler
Hydraulic Testing
Specifications
Hydraulic oil cooler Differential pressure @ 38°C 410—550 kPa
(4.1—5.5 bar)
(60—80 psi)
Differential pressure @ 65°C 310—450 kPa
(3.1—4.5 bar)
(45—65 psi)
Hitch / SCV Pilot Pressure (PS port) Pilot Pressure 1827—2034 kPa
(18.3—20.3 bar)
(265—295 psi)
Standby Pressure (P port) Sauer 45cc Pump 1848—2848 kPa
(18.48—28.48 bar)
(268—413 psi)
Vickers 45cc and Sauer 57cc Pumps 1744—2758 kPa
(17.44—27.58 bar)
(253—400 psi)
Hitch / SCV Stall Pressure (P port) Stall Pressure—P port 19650—20690 kPa
(197—207 bar)
(2850—3000 psi)
SCV Transition to Neutral Maximum Pressure Change 300 kPa
(3 bar)
(45 psi)
Oil Filter Differential Pressure

Typical Pressure at 38°C (100°F) 55 kPa
(0.5 bar)
(8.0 psi)
Pressure at 65°C (150°F) 35 kPa
(0.4 bar)
(5.0 psi)
Maximum Pressure Differential 280 kPa
(2.8 bar)
(40 psi)
Lube Pressure—38°C (100°F) 1000 rpm (typical) 97 kPa
(0.97 bar)
(14 psi)
2000 rpm (minimum) 410 kPa
(4.1bar)
(60 psi)
(0.76 bar)
(11 psi)
(3.1 bar)
(45 psi)
Load Sense Pressure Change 1793—2206kPa
(18—22 bar)
(260—320 psi)
Secondary Pump Flow at 65°C (150°F)

45cc Pump Typical Flow Rate-1000RPM 56.8 lpm
(15.0 gpm)
Typical Flow Rate-1500RPM 87.1 lpm
(23.0 gpm)
Minimum Flow Rate-2000RPM 97.5 lpm
(25.75 gpm)
(19.0 gpm)
(29.0 gpm)
(33.0 gpm)
Charge Pump Flow—38°C (100°F) Typical Flow—1000 rpm 47.7 lpm
(12.6 gpm)
Minimum Flow—2000 rpm 89.7 lpm
(23.7 gpm)
(12.0 gpm)
(23.3 gpm)
Maximum Pump Case Drain leakage 45cc Pump 7.6 lpm
(2 gpm)
57cc Pump 11.4 lpm
(3gpm)
Reference 270-15-002, Hydraulic Oil Cooler Pressure Test
→NOTE:
This procedure checks the oil pressure on each side of the hydraulic oil cooler. The difference between
the readings is the differential pressure across the hydraulic oil cooler. High differential pressure could
indicate a plugged oil cooler or debris restricting air flow through the cooler. Also, if the oil temperature
becomes too cold, the pressure differential will increase. If the increase is sufficient enough (760-860
kPa, 110-125 psi), the cooler relief valve will begin to open thus bypassing the cooler. Bypassing the
cooler will allow the temperature to increase until pressure drops enough to close the cooler relief valve.
LEGEND:
A Oil Cooler Inlet Port
Oil Cooler Inlet Port
→NOTE:
Before testing, check oil cooler for dirt or debris that may be restricting air flow through the cooler. Also
check fan drive for proper operation.
Remove plug and install DR at cooler inlet port (A) at bottom right-rear of transmission.
Connect JT05497 a , 10 ft. hose, at cooler inlet DR.

a a
Connect JT05497 and JT07119 , 5 ft. hose, together with JT03474 connector. Attach to lube DR at left front side of oil cooler.
b
Connect hoses to JT07118 , dual needle valve manifold. Close the valve to the lube DR and open the valve to the cooler inlet
port.
Install a 2000 kPa (20 bar) (300 psi) gauge in manifold.
a
Part of JT05470 Kit
b
Part of JT07115 Kit
Test Procedure
Start engine and set at 2000 rpm. Leave transmission in PARK.
AccessCCU Address 33 or press thePTO Speed andSRV Hours buttons on the vehicle monitor simultaneously to check oil
temperature. Heat oil to 38°C if necessary. (See Reference 270-15-100 , Heating Hydraulic Oil)
→NOTE:
The higher pressure will be measured at the cooler inlet port.
Record pressure at 2000 rpm.
Close the valve to the cooler inlet port and open the valve to the lube DR.
Record pressure at 2000 rpm.
Heat oil to 65°C and repeat test procedure.
Hydraulic oil cooler Differential pressure @ 38°C 410—550 kPa
(4.1—5.5 bar)
(60—80 psi)
Differential pressure @ 65°C 310—450 kPa
(3.1—4.5 bar)
(45—65 psi)
Reference 270-15-003, Hitch / SCV Pressures Verification

LEGEND:
A “P” Port
B “PS” Port
"P" and "PS" Ports
Hydraulic oil temperature must be 38-65 °C (100-150 °F). SeeHeating Hydraulic Oil (Reference 270-15-100 ).
Engine must be “OFF” to connect gauges. There should not be anything connected to the SCV couplers.
a
At the top of the SCV stack, connect a 10 ft. Hose, JT05497 , to a 2800 kPa (28 bar) (400 psi) Gauge (JT07041) from the PS
port, and another hose to a Three-Gauge Manifold, JT07117 b , from the P port (stall pressure can also be verified at the DR on
the hitch valve).
a
Part of JT05470 Kit
b
Part of JT07115 Kit
Gauge, 400 psi
JT07041
Measure Pressure
Test Procedure
Start engine and set throttle to 1000 rpm.
Pilot pressure (PS port) reading should be:f
Hitch / SCV Pilot Pressure (PS port) Pilot Pressure 1827—2034 kPa
(18.3—20.3 bar)
(265—295 psi)
→NOTE:
The pilot pressure change from slow idle to wide open throttle is usually less than 35 kPa (5 psi).
Standby pressure (at P port) reading should be:
(18.48—28.48 bar)
(268—413 psi)
(17.44—27.58 bar)
(253—400 psi)
IMPORTANT:
STOP ENGINE immediately if the pump "Stall" pressure is above 22000 kPa (220 bar) (3200 psi).
Set SCV 1 flow rate at 4.0 or greater and time to “C”, continuous, on the set-up panel. Pull the SCV 1 switch into the “extend”
detent position. While switch is held in detent stall pressure should read:
(197—207 bar)
(2850—3000 psi)
→NOTE:
Pump outlet pressure should not pulsate more than 1000 kPa (10 bar) (145 psi) at high pressure "Stall"
mode.
Release SCV switch to neutral position, pressure should return to “Standby” level. Turn engine off.
Pilot pressure comes from the transmission system pressure. If pilot pressure is out of range and needs adjustment.
SeeTransmission (PST) System Pressure Test (Reference 250-15-003 ).
If stall pressure is out of range and needs adjustment. SeeStall Pressure Adjustment-Main Pump (Reference 270-15-102 ).
Possible Causes for Low Pilot Pressure
→NOTE:
A pilot valve cannot operate a main valve spool with pressure below approximately 1400 kPa (14 bar)
(205 psi).
Pressure reducing valve set too low, broken, or damaged seals.

Leakage past o-rings or missing parts on a pilot valve cartridge.
Debris at inlet of pilot valve cartridge or valve stuck.
Excessive leakage from pilot pressure passages within Hitch/SCV stack.
Valve housing is porous or cracked.
Possible Causes for Low Stall Pressure
Compensator spool in pump control valve set too low or stuck.

Seals between Hitch/SCV valve section damaged or missing.
Displacement control yoke in pump stuck.
Severe internal leakage in brake valve circuit.
Possible Causes for High Stall Pressure
Test equipment not properly calibrated. Obtain quality gauges and maintain their calibration.
Pump compensator valve is improperly adjusted.
Pump compensator valve is stuck.
Pump control bias piston is sticky, leaking or broken.
Load sense valve is sticky.
Turn the adjusting screw out 1/2 turn for each 1700 kPa (17 bar) (250 psi) the pressure is above specification.
Reference 270-15-004, Load Sense (Dime Valve) Circuit Leak Test

LEGEND:
A “P” Port
B “PS” Port
Valve Stack Test Ports
[1] - Remove any hoses that are connected to the SCV couplers.
[2] - Connect a 10 ft. hose, JTO5497 a , to P port on top of the Hitch / SCV stack. Attach a three-gauge assembly, JT07117 b , to
hose.
[3] - Set engine at 1000 rpm. Select "C" (continuous) detent for all SCV′s on set-up panel. Set all flow rates to 4.0 or greater.
[4] - AccessHCU Address 20 on the display. SeeAccess Control Unit Address . (Reference 245-05-002 .)
[5] - Move all SCV switches to extend detent and Hitch Control Lever (if equipped) to “raise”. Pressure should now go to stall,
19,700-20,700 kPa (197-207 bar) (2850-3000 psi).
[6] - Begin releasing switches, one at a time, back to neutral position, from the top of the stack, down (5,4,3,2,1,Hitch).
[7] - If pressure drops suddenly, or decreases at least 300 kPa (3 bar) (45 psi), after setting a switch to neutral, a leak exists
between the valve just released and the next valve down.
a
Part of JT05470 Kit
b
Part of JT07115 Kit
Reference 270-15-005, Hitch / SCV Valve Leak Test

Rear Hitch / SCV Valve Leak Test
( 1 ) Internal Valve Leak Check
Action:
PerformConnect Equipment for Hydraulic Testing . (See Reference 270-15-013 .)
Install diagnostic fuse F10.
Start engine and leave at slow idle.
Access HCU address 19 to monitor oil temperature.
(SeeControl Unit Addresses , Reference 245-05-004 .)
If temperature is below 38°C (100°F), performHeating Hydraulic Oil Procedure . (See Reference 270-15-100 .)
Set all SCVs at “C” continuous and MAX flow (10).
AccessHCU address 20 .
Move hitch control lever rearward to fully raise hitch. Record pump pressure then access another HCU address to avoid
changing hitch calibration values atHCU address 20 .
Move hitch control lever forward to lower hitch.
→NOTE:
DO NOT remove fuse from F10 Diagnostic Terminal of load center until HCU has been changed to another
address other thanHCU address 20 . Failure to do this will cause the hitch calibration values to change.
Remove all jumper hoses from all SCVs.
Record pump pressure with SCV lever at the extend position and the retract position.
Repeat check for all SCVs.
(197—207 bar)
(2850—3000 psi)
→NOTE:
Stall pressure should be approximately 20700 kPa (207 bar) (3000 psi) for each “Stall” mode position for
all valves. If difference between lowest and highest pressure for all valves is 300 kPa (3.1 bar) (45 psi) or
more, there is excessive leakage at the valve with the lower pressure.
SCV Pressures
Extend Retract
SCV 1 _____________ ____________
SCV 2 _____________ _____________
SCV 3 _____________ _____________
SCV 4 _____________ _____________
SCV 5 _____________ _____________
Hitch _____________ _____________
SCV Leak Down Check
[1] - Assemble JT05494 adapter and JT05476 DR assembly to an AR94522 ISO SCV coupler plug. Install into coupler being leak
checked.
IMPORTANT:
Use the recommended gauge and hose assembly. A hose with different length or inner diameter can
cause incorrect test results.
[2] - Attach JT05497 10 ft. hose and JT05473 35000 kPa (5000 psi) gauge to DR installed in coupler.
[3] - Oil temperature must be a minimum of 55°C (130°F). PerformHeating Hydraulic Oil Procedure. (See Reference
270-15-100 .)
[4] - Start engine and set speed to slow idle. Press touch pad switch on SUP for the SCV being checked. Set the detent time to
between two and five seconds.
[5] - Move the SCV control extend detent (rearward) for the left coupler or retract detent (forward) for the right coupler. Stall
pressure should be observed on the gauge (19,650—20,690 kPa) (196-207 bar) (2850-3000 psi).
[6] - Release the lever and allow the SCV to cancel detent. Observe pressure as it slowly decreases. Start timing the leak down
rate from 17,900 kPa (180 bar) (2600 psi).
Pressure should not decrease more than 3000 kPa (30 bar) (435 psi) in 20 seconds. Leakage rate is acceptable if time is longer
than 20 seconds when decreasing from stall pressure to 17,900 kPa (180 bar) (2600 psi). Discontinue testing for that coupler
and check the other coupler.
If SCV leak down rate is excessive check the following:
SCV coupler seals

SCV load check valves
SCV spools for scoring
SCV housing for cracks
Hitch Leak Down Check
[1] - Oil temperature must be a minimum of 55°C (130°F). PerformHeating Hydraulic Oil Procedure. (See Reference
270-15-100 .)
[2] - Cycle the hitch full up and down four to six times to purge air and warm up the hitch valve.
[3] - Raise the hitch up approximately 1/4 of its full range of travel and stop engine.
[4] - Mark a point on a solid surface directly below the hitch draft link or implement attachment. Measure the vertical distance
between the mark and a fixed point on the draft link.
Measure again after five minutes.
[5] - If hitch has lowered more than 13 mm (1/2 in) with quick coupler attached or more than 25 mm (1 in) with implement
attached, there is excessive leakage in the hydraulic circuit.
If Hitch leak down rate is excessive check the following:
Leakage past the cylinder packing

Load check valve
Surge relief valve
Cracked valve housing
Result:
( 2 ) Part Two —Leak Test Continued
Action:
LEGEND:
A P Pump DR
B Load Sense DR
C JT07117 Gauge Assembly
D JT07119 5 ft. Hose
E JT07118 Dual Needle Valve Manifold
F 38H1416 (-8 Cap)
G 38H1279 (-8 Union)
H RE39325 Hose
I Oil Filler Tube
Leak Test
Disconnect load sense line at rear of load sense DR tee.
Remove center link for access to loosen load sense line tube nut at 90° elbow above center link bracket.
Cap load sense tee with 38H1416 Cap.
Connect an RE39325 Hose using 38H1279 Union Connector.
Secure open end of hose in oil filler tube.
Connect JT07117
Three Gauge Assembly and JT07118
Dual Needle Valve Manifold to P port DR on valve stack and load sense DR at right side of hitch frame.
Close right hand needle valve for load sense and open left valve for pump pressure.
Set engine at 1000 rpm and move all control valves to neutral.
Slowly open right needle valve to route pump pressure into the load sense circuit. Pump pressure should be near 20700 kPa
(207 bar) (3000 psi).
Close valve right after check.
→NOTE:
Typical flow from hose in filler tube is 8.0 oz. per minute.
→NOTE:
Remove test adapters and reconnect oil line after testing or repair.
-8 ORFS Cap
38H1416
38H1416
Hydraulic Fitting
-8 ORFS Union
38H1279
38H1279
Hydraulic Fitting
Result:
( 3 ) Part Three—Stall Pressure Problem Diagnosis
Action:
LEGEND:
A JT07117 Gauge Assembly
B JT07118 Dual Needle Valve Manifold
C JT07119 Hose
D RE60701
E Hydraulic Pump
F JT03424 (-12 ORFS x 9/16-18 JIC)
G JT03002 (7/16-20 x 9/16-18 JIC)
H JT05476 (DR x 7/16-20 JIC)
I JT03437 (M x F DR Elbow)
J 38H1146 (-6 Plug)
K Load Sense Line
L Pump Outlet Hose
Vickers 45cc Pump
For Vickers 45cc pump:
Disconnect all pump outlet and load sense hoses at hydraulic pump.
Plug load sense hose with 38H1146 Plug. Plug pump hose with 38H1149 Plug.
Install JT03478
[ Part of JT07212 Diagnostic Fitting Kit. See Section 299 Group 15 for complete breakdown of kit. ]
DR at load sense connector on compensator valve housing.
Install JT03424
[ Part of JT03419 ORFS Fitting Kit. See Section 299 Group 15 for complete breakdown of kit. ]
and JT03002
[ Part of JT03419 ORFS Fitting Kit. See Section 299 Group 15 for complete breakdown of kit. ]
Adapters with JT05476 DR Connector at pump outlet elbow.
Connect JT07118 Dual Needle Valve Manifold with left JT07119
5 ft. hose to load sense port of pump.
Connect right side of manifold to pump outlet port.
Close right valve and open left valve for pump outlet.
→NOTE:
Remove test adapters and reconnect hoses to pump after testing or repair.
LEGEND:
C JT07119 Hose
D Cap JT03022 and JT03433 Elbow
E JT03478
F Hydraulic Pump
G JT03437 (M x F DR Elbow)
H 38H1146
I Load Sense Line
J Pump Outlet Line
Sauer 57cc Pump
For Sauer 57cc pump:
Disconnect pump outlet and load sense hoses at hydraulic pump. Plug load sense hose with 38H1146 Plug. Plug pump hose
with 38H1149 Plug. Install JT03478 or RE60701 DR at JT03437 90° elbow for load sense. Install JT03433 90° flange elbow and
JT03022 cap at pump outlet port.
Remove hex socket plug at lower front port, below 1 1/4 in. hex plug. Install JT03442 or RE31495 DR.
Connect JT07118 Dual Needle Valve Manifold with right JT07119 5 ft. hose to load sense port of pump. Connect left side of
manifold to pump outlet port. Close right valve and open left valve for pump outlet.
Sauer 45cc Pump
LEGEND:
A JT07117 GAUGE ASSEMBLY
B JT07118 DUAL NEEDLE VALVE MANIFOLD
C JT07119 HOSE
D RE60701(LOAD SENSE)
E HYDRAULIC PUMP
F 38H1419 (PUMP OUTLET)
G JT05480 (M14X1.5 DR)
Disconnect load sense hose from the load sense port on the front of the secondary hydraulic pump.
Plug load sense hose with 38H1146 Plug.
Install a RE60701 female ORFS DR on load sense elbow.
Disconnect pump outlet hose and plug pump outlet hose with 38H1150.
Cap the pump outlet port with 38H1419.
Remove plug in pump outlet test port on pump housing using a (6mm) hex wrench and install a M14x1.5 DR (JTO5480).
Connect JT07118 Dual Needle Valve Manifold with right JT07119
Connect left side of manifold to pump outlet port.
→NOTE:
Test Procedure
Slowly open right needle valve to route secondary pump pressure into the load sense circuit. Pump pressure should be
19000—21000 kPa (190—210 bar) (2750—3050 psi).
Close right valve after check.
Cause of Low Stall Pressure at Secondary Pump
45cc PUMP:
Inspect load sense and compensator valves in pump compensator valve housing.
57cc PUMP:
Inspect load sense and load sense relief valves in the hydraulic pump housing.
Areas of Leakage From Secondary Pump Pressure Circuit
1. SCV or Hitch pump pressure passage leakage:

Loose valve stack through-bolts. Check nuts for proper torque.
Two shuttle check (dime) valve disks in one location.
2. SCV spool scored. Leaks at Neutral when another SCV is at “Stall” mode.
3. SCV hose coupler body O-ring.
Check right coupler if leak test failed at retract.
Check left coupler if leak test failed at extend.
4. SCV or Hitch compensator plug O-ring.
SCV leak test would have failed at both retract and extend.
5. Hitch surge relief valve leaking or incorrect relief pressure.
6. Hitch spool valve stuck in lowering position.
Result:
Reference 270-15-006, SCV Flow Resolution Test

Check all valve ports before making any repairs. If all valves fail, a faulty pump compensator valve may be indicated.
SeeHitch / SCV Pressures Verification (Reference 270-15-003 ).
If an individual port fails, install a Pilot Valve kit and repeat the test. If the test still fails, contact DTAC (Dealer Technical
Assistance Center) at factory.
Following any parts replacement, recalibration will be necessary. SeeSCU Calibration (Reference 245-SCU-001 ) for
SCV′s 1,2, and 3 orSCo Calibration (Reference 245-SCo-001 ) for SCV′s 4 and 5.
[1] - Install jumper hose (R36659) and flow control valve assembly, JT07120 a , into couplers of first SCV.
[2] - Open the flow control valve completely.
[3] - Connect a three-gauge assembly, JT07117 a , and hose, JT05497, to the “P” port on top of the SCV stack.
[4] - On the SCV set-up panel, adjust flow control knob to “3.0” and time to “C” (continuous) for all valves.
[5] - Hydraulic oil temperature must be at least 50 °C (130 °F). SeeHeating Hydraulic Oil (Reference 270-15-100 ).
[6] - Start engine and set speed to 1200 rpm.
[7] - Pull the SCV switch rearward into extend detent for the first valve.
[8] - Slowly close the flow control valve until pressure reads 1500 psi. Allow oil to flow for five minutes.
[9] - On the set-up panel, turn the flow control knob one click clockwise at a time. Pressure should rise slightly with each click
of the control. Turn the knob one click counterclockwise at a time until back to the “3.0” setting. If more than two clicks are
required to change the flow rate (seen as pressure rise), the SCV needs repair using a pilot valve kit.
[10] - Set the SCV switch to the forward, retract detent to check the retract flow (as in step 9).
[11] - Repeat steps 7 through 10 for all valves.
[12] - If a failed valve is indicated, exchange the solenoids (with wires attached) of the suspect valve with those of a “known
good” valve. Repeat this test on the two valves. If the problem moves to the “good” valve, the solenoid(s) and wiring are at
fault. If the problem remains in the same valve, the pilot valve is at fault.
→NOTE:
SCV switch for “known good” valve will now operate “suspect” valve and SCV switch for “suspect” valve
will now operate “known good” valve.
a
Part of JT07115 Kit
Reference 270-15-007, Secondary Piston Pump Flow Test

LEGEND:
A JTO3067 a Connector and AR94522 ISO Hose Tip.
B Flow Meter Inlet Hose.
C Flow Meter
D Flow Meter Outlet Hose
a
E JTO3058 Tee (2)
a
F JT03015 Coupler
G R36659 Jumper Hose (2)
H AR94522 ISO Hose Tips (2)
Flow Meter Connections
[1] - Connect a 10 ft. hose, JTO5497 b , to P port on top of the Hitch / SCV stack. Attach a three-gauge assembly, JT07117 c , to
hose.
[2] - Connect the flow meter inlet hose in left side of No. 1 and 2 SCV couplers. Connect the flow meter outlet hose in the right
side of No. 1 and 2 couplers. Fully open the flow meter control valve before starting the engine.
→NOTE:
Two SCVs must be used to get maximum pump flow at 2000 rpm.
[3] - Set engine at 1000 rpm. Set No. 1 and 2 SCV at "C" (continuous) detent and flow rate at "10" for maximum SCV flow.
Cycle both No. 1 and 2 SCV levers forward, then rearward to be sure the hose tips did not flow check.
[4] - Move No. 1 and 2 SCV levers rearward to extend detent. Adjust the flow meter control valve to get 17200 kPa (172 bar)
(2500 psi) at the "P" port on top of SCV stack.
IMPORTANT:
DO NOT use gauge on flow meter because pressure drop through the SCV stack and hoses produces an
incorrect pressure at the pump outlet DR. For example, when pressure at flow meter is at 17200 kPa (172
bar) (2500 psi), pump outlet pressure will be above 19000 kPa (190 bar) (2550 psi).
[5] - Allow oil temperature to reach 65°C (150°F) and record flow. Repeat check at 2000 rpm. After checking flow, fully open
the flow meter control valve. Reduce engine speed to slow idle and move SCV levers to neutral.
Flow test may be repeated at any other two SCV valves for comparison. Any valve that shows low flow may have restriction
such as main spool only partially shifted. If all flows are low, a problem with the displacement control mechanism (yoke, control
piston, bias piston and spring) may be indicated.

(15.0 gpm)
(23.0 gpm)
(25.75 gpm)
(19.0 gpm)
(29.0 gpm)
(33.0 gpm)
→NOTE:
The minimum pump flow is 80% of pump capacity.
a
Part of JT05406 Kit
b
Part of JT05470 Kit
c
Part of JT07115 Kit
Master Hydraulic Fitting Test Kit
JT05406
Connecting Test Equipment
Reference 270-15-008, Charge Pump Flow Test

Charge Pump Flow Check
LEGEND:
A Left Side-Tractor
B JT03059 Elbow—90°
C JT05690 Connector
D Charge Pump
E JT03476 Elbow—45°
F Inlet Hose
G Flow Meter
H Right Side-Tractor
I Filter Inlet
J JT05690 Connector
K Outlet Hose
Remove oil line from charge pump (inner pump on left side of tractor) outlet to hydraulic oil filter inlet (right side of tractor).
Connect flow meter inlet hose to charge pump outlet, using JT03059 90° Elbow (1-1/16—12 M/F JIC swivel), JT03476 45° Elbow
(1-1/16—12 M/F JIC swivel), JT05690 connector (1-1/16—12 M-JIC X 1-3/16—12 ORFS).
Connect flow meter outlet hose to hydraulic filter inlet, using JT05690 connector (1-1/16—12 M-JIC X 1-3/16—12 ORFS)
Test Procedure
CAUTION:
Before starting the engine the flow meter control valve must be wide open to prevent high pressure.
With engine at 1000 rpm, slowly close flow meter control valve to get 2000 kPa (20 bar) (300 psi) and record flow.
Repeat check at 2000 rpm.
PerformHeating Hydraulic Oil Procedure if necessary. (See Reference 270-15-100 .)
Reconnect oil line after testing or repair.
(12.6 gpm)
(23.7 gpm)
(12.0 gpm)
(23.3 gpm)
Reference 270-15-009, Charge Pump Suction Air Leak Test
Hoses and Fittings for Charge Pump Check
LEGEND:
B 15H199 3/8 NPT Street Elbow
D 29H659 (M) 3/8 NPT x 2-1/2 in. Nipple
E JT03348 (F) 1/2 NPT Tee
F 15H625 1/2 M x 1/4 (F) NPT Bushing
G JT03265 (M) 1/4 NPT Gauge Coupler
H R30816 3/8 NPT (M) x 3/4-16 (F) Adapter
I AA20991 10 ft. Hose
J JT03218 3/8 NPT x 9/16-18 (F) JIC Coupler (2 used)
K JT03341 9/16-18 JIC SW 90° Elbow
L JT03445 9/16-18 JIC x 14-1.5 (M) (Metric) Connector (2 used)
M JT03421 9/16-18 JIC x 11/16-16 ORFS Adapter
N JT03036 9/16-18 (M) JIC x 9/16-18 M JIC Fitting (2 used)
O JT03023 9/16-18 (F) Cap Nut (2 used)
P 15H586 1/2 (M) NPT x 3/8 (F) NPT Bushing
Remove plug from charge pump outlet port (inner pump on left side of tractor).
Install JT03445
Adapter (9/16—18 (M) JIC x 14 mm (M) O-ring) in pump port.
Attach DFRW2 Needle Valve Test Hose Assembly (See Section 299, Group 15, DFRW2 Needle Valve Test Hose Assembly ).
Test Procedure
→NOTE:
Low differential housing reservoir oil level will cause air to enter the charge pump. Oil level must be
between the safe operating level lines on sight glass. Also flush the test hose before checking for a
suction air leak.
Set engine at wide open throttle and flow oil into a clean 3 gallon (12 liter) container until half full.
Stop engine and allow several minutes for air to rise to surface of oil.
A very small amount of air in the oil is normal. A foamy surface in the container indicates excessive air entering the suction
tube of the charge pump.
Supplemental Pressure Test Kit
JT03412
JT03412
LEGEND:
JT03445 9/16-18 M 37° X M14 X 1.5 M ORB
Hydraulic Testing
JT03348
Hydraulic Fitting
JT03218
Hydraulic Fitting
Reference 270-15-010, Secondary Pump Stall / Standby Pressure Test
→NOTE:
This procedure checks for stall and standby pressure using SCV control lever to stall hydraulic system.
Close right valve of manifold and open the left valve to read pump outlet pressure.
Start engine and run at 2000 rpm.
Access HCU address 19 to monitor oil temperature.
(SeeControl Unit Addresses , Reference 245-05-004 .)
If temperature is below 38°C (100°F), performHeating Hydraulic Oil Procedure . (See Reference 270-15-100 .)
Remove jumper hoses from all SCVs.
Record pump outlet pressure with all SCVs in neutral.
Record pump pressure with SCV 1 lever (R11) at the rearward extend position and all other valves at neutral.
(18.48—28.48 bar)
(268—413 psi)
(17.44—27.58 bar)
(253—400 psi)
(197—207 bar)
(2850—3000 psi)
→NOTE:
Pump noise will be louder than 60 series tractors but not excessive.
Load sense pressure and standby pressure are not adjustable in standby because of restrictions in the
load sense circuit when all control valves are at neutral.
Typical load sense pressure at standby should be less than 100 kPa (15 psi).
Reference 270-15-012, Oil Filter Differential Pressure Check

LEGEND:
A Filter Inlet Plug
B Filter Outlet DR
C JT05472 60 psi Gauge
D JT05497 Hose
Hydraulic Oil Filter Pressure Check
→NOTE:
If the “T” port on the valve stack does not have a DR, it will be necessary to remove test plug (A) on filter
housing and install a M14x1.5 DR.
CAUTION:
Removing the filter outlet DR will drain 25 liters (6.5 gallons) of oil from the Clean Oil Reservoir. Press
the check valve in DR with a small punch to check for flow through the DR. DO NOT remove the DR.
Connect two JT05497
[ Part of JT05470 Agricultural Universal Pressure Test Kit. See Section 299 Group 15 for complete breakdown of kit. ]
, 10 ft. hoses to DRs on hydraulic filter housing or one hose to the DR in the T port on the SCV stack.
Connect JT07118
, Dual Needle Valve Manifold to hose(s). Indexing does not make a difference. Just remember the higher pressure will be filter
inlet pressure from the charge pump.
Close one valve and open the other valve. Install JT05472
[ Part of JT05470 Agricultural Universal Pressure Test Kit. See Section 299 Group 15 for complete breakdown of kit. ]
, 400 kPa (60 psi) gauge (C) in manifold.
Test Procedure
With engine at wide open throttle record pressure then close valve and open opposite valve. Record pressure.
→NOTE:
Typical filter outlet pressure is 3—28 kPa (0.5—4.0 psi) at WOT.
Oil Filter Differential Pressure

Typical Pressure at 38°C (100°F) 55 kPa
(0.5 bar)
(8.0 psi)
Pressure at 65°C (150°F) 35 kPa
(0.4 bar)
(5.0 psi)
Maximum Pressure Differential 280 kPa
(2.8 bar)
(40 psi)
If pressure drop across filter is 280 kPa (2.8 bar) (40 psi) or more, change the filter. Check oil for evidence of dirt or water.
Change the oil if necessary.
If pressure drop across filter is less than 280 kPa (2.8 bar) (40 psi), check the oil filter switch for proper opening pressure.
Switch closes: 280—320 kPa (2.8—3.2 bar) (40—46 psi).
Reference 270-15-013, Connect Equipment For Hydraulic Testing
SCV Test Equip Connections
LEGEND:
A P port
B LS port
D JT07119 5 ft. Hose
E JT07118 Dual Needle Valve Manifold
[1] - Connect a 5 ft. hose (JT07119) at P port DR on top of SCV stack (A) for secondary pump pressure.
[2] - Connect a 5 ft. hose (JT07119) at load sense DR on oil line at rear right side of hitch frame (B).
[3] - Connect hose for secondary pump pressure to left side of JT07118 Dual Needle Valve Manifold and hose for load sense at
right side of manifold.
[4] - Close right valve of manifold and open left valve for pump pressure. Install JT07117 Three—Gauge Assembly in manifold.
Reference 270-15-014, Secondary Pump Test

45 cc Pump, Load Sense and Compensator Valve
57 cc Pump, Load Sense and Load Sense Relief Valve
Test Procedure
Set engine at 1000 rpm.
Move all control valves to neutral.
Record secondary pump outlet "standby" pressure.
(18.48—28.48 bar)
(268—413 psi)
(17.44—27.58 bar)
(253—400 psi)
Adjust flow knob on Setup Panel to "5 or more" flow.
Move one SCV lever rearward and hold (no hose in SCV coupler) to reach stall pressure.
(197—207 bar)
(2850—3000 psi)
Move the SCV lever to neutral. Pump pressure should return to recorded "Standby" pressure within 1.5 seconds on high
pressure gauge.
→NOTE:
A manifold (3-gauge assembly) must be free of air in fluid in order for the shuttle valves to function
properly.
To read pressure using 3-gauge assembly, observe the high pressure gauge first. Check the next lower
pressure gauge to compare pressures. Record pressure from gauge with the highest pressure.
Reference 270-15-015, SCV-Hitch Shuttle (Dime) Valve Test

SCV-Hitch Shuttle (Dime) Valve Test
( 1 ) Dime Valve Leak Check
Action:
PerformConnect Equipment for Hydraulic Testing before proceeding. (See Reference 270-15-013 .)
→NOTE:
Disconnect hoses from SCV couplers, also unplug electrical connector, if equipped.
Install diagnostic fuse F10. Start engine and leave at slow idle.
Move SCV lever for the top SCV of the valve stack (e.g. 5, 4 or 3) to the retract and extend positions and observe pump outlet
pressure. Pump should reach stall pressure.
(197—207 bar)
(2850—3000 psi)
If secondary pump "Stall" pressure is below normal, accessHCU address 20 .
Move hitch control lever full rearward.
Hitch should be full up and pump pressure should go to stall pressure.
→NOTE:
Change to another HCU address after completing check to avoid changing the hitch calibration.
A missing hitch shuttle check valve will cause loss of or severely deteriorate the capacity of all SCV functions.
Any other missing shuttle check valves can cause loss of one or more functions and is more difficult to isolate.
→NOTE:
If hitch shuttle check valve is missing, hitch may raise when the SCV control lever is moved to the
rearward position.
Result:
YES:Correct pressure at top SCV.Return to diagnosis in progress.
NO:Stall pressure can only be reached by activating the hitch, GO TO (2) .
NO:Stall pressure can not be reachedReturn to diagnosis in progress.
( 2 ) Leak Check Continued
Action:
Select "C", continuous detent for all SCVs.
With engine at slow idle,
Move all SCV levers to the forward detent position to place pump in stall mode.
(197—207 bar)
(2850—3000 psi)
Result:
YES:Stall pressures can be reached when all SCV′s are activated, return to diagnosis in progress.
NO:Stall pressures can not be reached when all SCV′s are activated. This indicates a missing hitch shuttle check valve, Replace
and Repeat Test.
Reference 270-15-016, Charge Pump And Clean Oil Reservoir Level

Lamp Check
→NOTE:
This procedure checks whether the charge pump is supplying enough oil to the COR which is used by the
secondary pump to supply the SCVs and hitch valve.
LEGEND:
A RE55859 ISO Female Coupler
RE55859 ISO Female Coupler
Install RE55859, ISO female coupler with 22 mm thread in AUX. SUMP port at left side of hitch frame, under the hitch valve.
Connect a 1/2" ID x 36" Jumper Hose between left coupler of SCV 1 and AUX. SUMP port.
Test Procedure
Idle engine at 850 rpm. Set SCV 1 flow at 4.5 and detent time for 19 seconds.
Move SCV 1 lever (R11) rearward into detent and flow oil to sump.
Observe status of SCV 1 at right display.
When the flow symbols disappear, flow in SCV jumper hose stops. Immediately move the SCV 1 lever into detent a second time
to continue flowing oil for a total of 38 seconds.
The COR level lamp should not be ON after the 38 seconds has expired.
ISO Female Coupler
RE55859
ISO Female Coupler
Hydraulic Testing
Reference 270-15-019, Lube Oil Pressure Check

LEGEND:
A Lube DR
B Hose
C Lube Gauge
Lube Oil Pressure Check
Connect (B) 10 ft. hose (JT05497), and a 5 ft. hose (JT07119) with JT03474 connector.
Connect hose to lube DR (A) at front of oil cooler.
Connect a modified JT05475 400 and 1400 kPa (4 and 14 bar) (60 and 200 psi) lube gauge (C) to test hose.
Test Procedure
With engine at 1000 rpm, record lube pressure.
Repeat check at 2000 rpm.
(0.97 bar)
(14 psi)
(4.1bar)
(60 psi)
(0.76 bar)
(11 psi)
(3.1 bar)
(45 psi)
Reference 270-15-020, Secondary Pump Flow Check From SCV

Flow Check—Part One
LEGEND:
A JT03067 and AR94522
B Flow Meter Inlet
C Flow Meter
D Flow Meter Outlet
45 cc Secondary Pump Flow Check
LEGEND:
A JT03067 Connector and AR94522 ISO Hose Tip
B Flow Meter Inlet Hose
C Flow Meter
D Flow Meter Outlet Hose
E JT03058 Tee (2)
F JT03015 Coupler (2)
G R36659 Jumper Hose (2)
H AR94522 ISO Hose Tips (2)
57 cc Secondary Pump Flow Check
Connect the flow meter inlet hose in left side of SCV 1 couplers and the flow meter outlet hose in right side of SCV coupler.
Fully open the flow meter control valve.
→NOTE:
Two SCVs must be used to get maximum pump flow at 2000 rpm when the tractor is equipped with a 57
cc/rev pump
Test Procedure
Set engine at 1000 rpm. Set SCV 1 at "C" (continuous) detent and "10" for maximum SCV flow. Move SCV 1 lever (R11) (1 and
2 SCV for 57 cc/rev pump) rearward to extend detent. Adjust the flow meter control valve to get 17200 kPa (172 bar) (2500 psi)
at the "P" port DR on top of SCV stack.
IMPORTANT:
DO NOT use gauge on flow meter because pressure drop through the SCV stack and hoses produces an
incorrect pressure at the pump outlet DR. e.g.: When pressure at flow meter is at 17200 kPa (172 bar)
(2500 psi), pump outlet pressure will be above 19000 kPa (190 bar) (2750 psi).
Allow oil temperature to reach 65°C (150°F) and record flow. Repeat check at 2000 rpm. After checking flow, fully open the
flow meter control valve. Reduce engine speed to slow idle and move SCV lever to neutral.
The flow path through the valve and implement′s circuits may be blocked due to:
Implement′s hose ends flow-checking. This may be evident when the hose remains flexible when attempting to flow oil
under high pressure.
Inner layer of hose has separated.
SCV′s coupler with internal leakage from the bleed valve will not maintain trapped oil to hold hose end open. In this
condition, hoses are often ejected from the coupler.
Coupler may not be properly latched. Reconnect the hose holding the release lever toward the release position and push
the coupler against it. This will allow the bleed valve at the rear of the coupler to expel trapped oil and permit a proper
latch to take place.
Connect hoses to another SCV and operate.

(15.0 gpm)
(23.0 gpm)
(25.75 gpm)
(19.0 gpm)
(29.0 gpm)
(33.0 gpm)
→NOTE:
The minimum pump flow is 80% of pump capacity.
Flow Check—Part Two
Vickers 45 cc Secondary Pump Flow Meter
LEGEND:
A AR94522 ISO Hose Tip and JT03067 O-Ring Connector
B SCV Stack
E JT07119 Hoses
F JT05690 Adapter
G JT03427 Fitting
H Hydraulic Pump
I 38H1146 Plug
J 38H1149 Plug
K JT03437 (M x F DR Elbow) JT03478 (DR x -6, ORFS)
L Load Sense Hose
M Pump Outlet Hose
N Flow meter Inlet Hose
O Flow Meter Outlet Hose
P D01074AA Flow Meter
For Vickers 45 CC Pump:
Disconnect the steel load sense lines from the hitch / SCV stack. Plug line with 38H1146 plug. Install a RE60701 DR on the load
sense fitting.
Disconnect the large pump outlet line and plug with 38H1149 plug.
Connect the inlet hose of the flow meter to the pump outlet port using a JT05690 fitting. Then connect the flow meter outlet to
the right side of SCV 1.
Remove the hex socket plug from the auxiliary pump outlet port with a 6mm hex wrench and install a RE12187 DR in that port.
Connect JT07119 5 ft. hoses to JT07118 dual needle valve manifold. Connect the left hose to the to the pump outlet DR and the
right hose to the load sense DR.
CAUTION:
Flow meter control valve must be full open before beginning test procedure.
Open left manifold valve for pump pressure and close right needle valve for load sense pressure. Install JT07117 Three Gauge
assembly in manifold.
Sauer 57 CC Secondary Pump Flow Meter
LEGEND:
B SCV Stack
E JT07119 Hose
F 90° Elbow
G JT03433 Flange Adapter
H hex Socket Plug
I 38H1146 Plug
J JT07119 Hose
K JT03437 (M x F DR Elbow)
L Load Sense Hose
M Pump Outlet Hose
N Flow Meter Inlet Hose
O Flow Meter Outlet Hose
P D01074AA Flow Meter
For Sauer 57 CC Pump:
sense fitting.
Remove the hex socket plug from the M2 port and install a RE12187 M14 DR.
Connect flow meter inlet hose to the pump outlet fitting by using a JT05690 fitting and connect the flow meter outlet to the
right side of SCV 1.
Connect JT07119 5ft. hoses to JT07118 dual needle valve manifold. Connect left hose to pump outlet DR and right hose to load
sense DR.
CAUTION:
Flow meter control valve must be fully open before beginning test procedure.
Open left manifold valve for pump pressure and close right needle valve for load sense pressure. Install JT07117 Three Gauge
assembly in manifold.
Sauer 45 cc Secondary Pump Flow Meter
LEGEND:

B SCV Stack
E JT07119 Hoses
F JT03496 and JT05690 Adapters
G RE190805 DR
H Hydraulic Pump
I RE60701 DR
J D01074AA Flow Meter
K Flow meter Inlet Hose
L Flow Meter Outlet Hose
For Sauer 45 CC Pump:
sense fitting.
Remove plug in pump outlet test port on pump housing using a (6mm) hex wrench and install a M14x1.5 DR (RE190805).
Install a JT03496 adaptor and a JT05690 adaptor to the pump outlet port. Then connect the flow meter inlet hose to the pump
outlet. Connect the flow meter outlet hose to the right side of the SCV 1.
Connect JT07119 5 ft. hoses to JT07118 dual needle valve manifold. Connect the left hose to the to the pump outlet DR and the
right hose to the load sense DR.
CAUTION:
Flow meter control valve must be full open before beginning test procedure.
Install JT07117 Three Gauge assembly in manifold.
Test Procedure
Move SCV 1 control lever (R11) rearward to extend detent position.
IMPORTANT:
SCV Detent time must be set at “C” continuous to prevent SCV from going to neutral during flow test.
Slowly open both valves on manifold to move load sense valve to maximum flow position.
Adjust flow meter control valve to get 17200 kPa (172 bar) (2500 psi) at pump and record flow.
IMPORTANT:
Do not use pressure gauge on flow meter.
45cc Secondary Pump Flow Rate 97.5 lpm (25.75 gpm)
57cc Secondary Pump Flow Rate 124.9 lpm (33.0 gpm)
→NOTE:
Remove test equipment and reconnect hydraulic hoses after testing or repair.
Reference 270-15-021, Secondary Pump Load Sense Differential

Pressure Check
LEGEND:
A JT07120 SCV Load Valve
B 1/2 in. ID x 36 in. Jumper Hose
Secondary Pump Load Sense Check
→NOTE:
A flow meter can be used if the JT07120 SCV Load Valve is not available.
Connect a JT07120 SCV Load Valve (A) with a jumper hose (B) and AR94522 Hose Tips.
Install SCV load valve in the left coupler of SCV 1. Connect the other end of hose in right coupler. Open the SCV load valve
completely.
Connect test equipment as shown inConnect Equipment for Hydraulic Testing . (See Reference 270-15-013 .)
Test Procedure
Close right valve and open left valve.
For 45 cc Pump:
Set SCV 1 at "C" (continuous) detent and flow rate at 7.0 (flow will be 38—61 l/m (10—16 gpm).
For 57 cc Pump:
Set SCV 1 at "C" (continuous) detent and flow rate at 7.8 (for a flow of 60.5—87.0 l/m (16—23 gpm).
Pull SCV 1 lever (R11) rearward to extend detent and flow oil through SCV load valve.
Turn SCV load valve CW to get 13800 kPa (138 bar) (2000 psi) pump pressure at P port on SCV stack. Then close left valve on
manifold for pump pressure and open right valve for load sense pressure. Record load sense pressure.
The pressure difference is pump load sense differential pressure.
e.g. Pump outlet pressure at 13800 kPa (138 bar) (2000 psi) minus load sense port pressure at 10790 kPa (108 bar) (1710 psi)
equal 2000 kPa (20 bar) (290 psi) difference.
Load Sense Pressure Change 1793—2206kPa
(18—22 bar)
(260—320 psi)
Reference 270-15-022, Secondary Pump Load Sense Valve Adjustment

For Sauer 45cc Pump
LEGEND:
A Load Sense Adjustment
Sauer 45cc Pump-Load Sense Adjustment
Stop engine.
Loosen 4mm set screw for the smaller adjustment plug.
Mark the compensator valve housing for the original load sense setting.
→NOTE:
A 1/4 turn of the load sense set screw changes DIFFERENTIAL PRESSURE approximately 300 kPa (3 bar)
(44 psi). Using a 6mm hex wrench, turn screw CW to increase differential pressure (spring force) and CCW
to decrease differential pressure.
Adjust load sense valve 1/4 turn for each 300 kPa (3 bar) (44 psi) the valve is out of specification.
After adjustment is made retighten set screw with 4mm hex wrench.
For Vickers 45cc Pump

LEGEND:
A Load Sense Adjustment
Vickers 45cc Pump-Load Sense Adjustment
Stop engine.
Remove hex plug (not slotted plug) from hydraulic pump compensator valve housing.
Mark the compensator valve housing for the original position of the inner load sense set screw using an hex wrench as a guide.
→NOTE:
A 1/8 turn of the load sense set screw changes DIFFERENTIAL PRESSURE approximately 300 kPa (3 bar)
(44 psi). Turn screw CW to increase differential pressure (spring force) and CCW to decrease differential
pressure.
Adjust load sense valve by turning the inner set screw 1/8 turn for each 300 kPa (3 bar) (44 psi) the valve is out of
specification.
→NOTE:
The outer hex plug must be reinstalled to check the load sense pressure and prevent false readings.
For Sauer 57cc Pump
LEGEND:
A Load Sense Adjusting Screw
B Load Sense Relief Valve
Sauer 57 CC Pump Load Sense Relief Valve
Stop engine.
Locate the load sense adjusting screw (A) on the rear side of the pump and toward the pump drive housing.
Hold the outer nut with a 13mm wrench while loosening the inner lock nut with a second 13mm wrench.
Turn screw CW to increase differential pressure or CCW to decrease differential pressure.
→NOTE:
Each 1/8 turn of load sense screw changes DIFFERENTIAL PRESSURE approximately 200 kPa (2 bar) (30
psi).
Adjust load sense valve 1/8 turn for each 200 kPa (2 bar) (30 psi) the valve is out of specification.
Hold outer nut and tension inner lock nut before repeating pressure check.
Reference 270-15-023, Secondary Hydraulic Pump Case Drain Leak

Check
LEGEND:
A Secondary Pump Supply Line
B Pump Case Drain Line
C Load-Sense Hose
D Hitch-SCV Supply Hose
E Secondary Pump Mounting Cap Screws
Vickers 45cc Pump
Sauer 45cc Pump
Sauer 57cc Pump
Test Procedure
1. Start Tractor.Heat hydraulic oil to at least 80 °C (176°F). SeeHeating Hydraulic Oil (Reference 270-15-100 ).
2. Park the tractor and stop engine. Disconnect the secondary hydraulic pump case drain line (B) from the top of the
differential case and place line in a clean container.
→NOTE: Make sure jumper hose is removed from SCV.
Start engine and set at 2000 rpm. After 1 minute shut off engine and measure amount of oil in bucket.
4. Start engine and set at 2000 rpm. Move SCV 1 lever (R11) rearward into detent. This will cause the secondary hydraulic
pump to go to high standby pressure. After 1 minute shut off engine and measure amount of oil in bucket.
Maximum Pump Case Drain leakage 45cc Pump 7.6 lpm
(2 gpm)
57cc Pump 11.4 lpm
(3gpm)
Reference 270-15-024, Internal Hydraulic Pressure Passage Leak Check

Test Procedure
1. Start Tractor.Heat hydraulic oil to at least 38 °C (100 °F). SeeHeating Hydraulic Oil (Reference 270-15-100 ).
2. Remove hydraulic oil filler cap. Move SCV 1 lever (R11) rearward into detent. This will cause the secondary hydraulic
pump to go to high standby pressure.
→NOTE: Make sure jumper hose is removed from SCV.
3. Listen at the hydraulic oil fill tube for oil entering the differential case and observe hydraulic oil level site glass to see if oil
level in increasing.
4. Possible Leak Paths:
Failed internal pressure passage.
Failed O-rings between differential case and hitch frame.
Reference 270-15-027, Troubleshooting Optional SCV Software Modes

Troubleshooting Optional SCV Software
( 1 ) Address Table
Action:
→NOTE:
Diagnose vehicle codes before proceeding. Recall, Record, and Clear Codes. See Recall, Record, and Clear
Codes (Reference 245-05-001 ).
Use table to verify addresses for optional SCV software.
Address Table
SCU Address 003 -

SCU Address 004 - SCU Address 005 - Remote Position SCU Address 006 - Remote Position
Implement Selected
Option Jumper Status Feedback Sensor Voltage - Analog 1 Feedback Sensor Voltage - Analog 2
Option
Normal SCV Operation

000 - Normal Mode 000 - No Jumper Installed Less than 0.25 Volts Less than 0.25 Volts
Mode
TouchSet Depth 001 - Jumper at “A” and Greater than 0.50 Volts and less than
001 - TSDC Mode Less than 0.25 Volts
Control (TSDC) Mode “G” pins 4.50 Volts
SCV Controlled Hitch 004 - SCV Controlled 100 - Jumper at “A” and
Less than 5.00 Volts Less than 0.25 Volts
Mode Hitch Mode “J” pins
If SCV 1 is used for auto-leveling, address If SCV 3 is used for auto-leveling,

101 - Laser Scraper must be greater than 2.25 Volts and less address must be greater than 2.25
Laser Scraper Mode 005 - Laser Scraper Mode
Mode than 2.75 Volts immediately after power Volts and less than 2.75 Volts
on immediately after power on
AccuDepth 008 - AccuDepth 000 - No Jumper Installed Less than 0.25 Volts Less than 0.25 Volts
Result:
YES: GO TO 2 .
NO: GO TO 2 .
( 2 ) Tractor or Implement
Action:
Attach jumper leads per appropriate schematic to verify proper software mode selection. If tractor responds appropriately,
problem is in implement. Perform implement diagnostics to find fault.
Dependent on vehicle application the following may be displayed on TouchSet Panel:
“AC” - “Active”, displayed when Laser Scraper has control of SCV.

“EC” - “External Control”, displayed when Laser Scraper option is connected.
“PC” - “Position Control”, displayed when TouchSet Depth Control option is connected.
“X.X” - Two digit numeric position (0.0 - 1.0), indicates the relative height of implement in TSDC/EHDC mode.
“FL” - System “Fault”, followed with vehicle diagnostic codes. Turn key toOFF position to clear “FL” code.
“CA” - System “Canceled” or suspended. Hydraulic command not completed due to electrical or mechanical failure.
Return to Neutral to reset.
Result:
NO:Diagnose vehicle codes or perform implement diagnostics.
Reference 270-15-037, Isolate Leakage In Load Sense (Shuttle Check

Valve) Circuit
Test Procedure
With all control valves at forward detent position, check for decrease in secondary pump pressure as valves are put to neutral,
one at a time, starting with SCV 1.
Pump pressure should remain at stall mode until the last valve is put at neutral.
If pressure decreases 300 kPa (3 bar) (45 psi) or more when a valve is put at neutral, the leak is in that valve. Check for
missing shuttle check (dime) valve at top of last valve put in neutral.
SCV Transition to Neutral Maximum Pressure Change 300 kPa
(3 bar)
(45 psi)
Reference 270-15-040, Secondary Pump Piston Isolation Check

LEGEND:
C JT07119 Hose
D RE60701
E Hydraulic Pump
F JT03424 (-12 ORFS x 9/16-18 JIC)
G JT03002 (7/16-20 x 9/16-18 JIC)
H JT05476 (DR x 7/16-20 JIC)
I JT03437 (M x F DR Elbow)
J 38H1146 (-6 Plug)
K Load Sense Line
L Pump Outlet Hose
Vickers 45 cc Pump
For Vickers 45cc pump:
Disconnect pump outlet and load sense lines at hydraulic pump. Plug load sense line with 38H1146 plug. Plug pump line with
38H1149 plug.
Install JT03478
DR at load sense connector on compensator valve housing. Install JT03424
[ Part of JT03419 ORFS fitting kit. See Section 299 Group 15 for complete breakdown of kit. ]
and JT03002
[ Part of JT05412 Industrial Universal Pressure Test Kit. See Section 299 Group 15 for complete breakdown of kit. ]
adapters with JT05476
[ Part of JT05470 Agricultural Universal Pressure Kit. See Section 299 Group 15 for complete breakdown of kit. ]
, DR connector at pump outlet elbow.
Connect JT07118
, Dual Needle Valve Manifold with left JT07119
, 5 ft. hose to pump outlet port of pump. Connect right side of manifold to load sense port. Close right valve for pump load
sense and open left valve for pump outlet.
→NOTE:
LEGEND:
C JT07119 Hose
D Cap JT03022 and JT03433 Elbow
E JT03478
F Hydraulic Pump
G JT03437 (M x F DR Elbow)
H 38H1146
I Load Sense Line
J Pump Outlet Line
Sauer 57cc Pump
Disconnect pump outlet and load sense lines at hydraulic pump. Plug load sense line with 38H1146 plug. Plug pump line with
38H1149 plug.
Install JT03478
DR or RE60701 DR at load sense connection.
Remove the hex socket plug from the M2 port and install a JT03437 Elbow DR.
Connect JT07118
Dual Needle Valve Manifold with left JT07119
5 ft. hose to pump outlet port of pump. Connect right side of manifold to load sense port. Close right valve for pump load sense
and open left valve for pump outlet.
→NOTE:
Sauer 45 cc Pump
LEGEND:
A JT07117 GAUGE ASSEMBLY
B JT07118 DUAL NEEDLE VALVE MANIFOLD
C JT07119 HOSE
D RE60701(LOAD SENSE)
E HYDRAULIC PUMP
F 38H1419 (PUMP OUTLET)
G JT05480 (M14X1.5 DR)
Disconnect load sense hose from the load sense port on the front of the secondary hydraulic pump.
Plug load sense hose with 38H1146 Plug.
Install a RE60701 female ORFS DR on load sense elbow.
Disconnect pump outlet hose and plug pump outlet hose with 38H1150.
Cap the pump outlet port with 38H1419.
Remove plug in pump outlet test port on pump housing using a (6mm) hex wrench and install a M14x1.5 DR (JTO5480).
Connect JT07118 Dual Needle Valve Manifold with right JT07119
Connect left side of manifold to pump outlet port.
→NOTE:
Test Procedure
Start engine and set at slow idle.
Slowly open both needle valves for test gauge manifold. This will put the system into stall mode with very little pressure
fluctuations.
Observe pressure fluctuations.
If pressure pulsation is 1000 kPa (10 bar) (145 psi) or more, repair pump.
If pressure is stable, pulsations were caused by system leakage or control valve interaction.
ORFS Fitting Kit
JT03419
JT03419
LEGEND:
JT03424 9/16-18 M 37° X 13/16-12 F ORFS
Hydraulic Fittings
JT07212
LEGEND:
Hydraulic Testing
JT05412
LEGEND:
JT03002 9/16-18 F 37° X 7/16-20 M 37°
JT07041 2800 kPa (28 bar) (400 psi) Gauge
Hydraulic Testing
Reference 270-15-100, Heating Hydraulic Oil

[1] -
LEGEND:
A Jumper Hose
Jumper Hose Installed
Install a 1/2” ID x 36” jumper hose (A) in No. 1 SCV couplers (first SCV valve above hitch valve).
If you are calibrating the SCU or SCo, disconnect the jumper hose between the load sense DR and hitch valve DR to obtain high
pressure required to heat oil.
[2] -
LEGEND:
B Time Control Knob
C Oil Flow Rate Knob
SCV Set Up Panel
Press touch pad switch for No. 1 SCV set-up panel. Turn Time Control knob (B) CW to set detent at “C” for continuous detent.
[3] - Adjust Oil Flow Rate knob (C) to set flow to approximately 6.0.
[4] - Repeat Step 2 for No. 2 SCV.
[5] - Set engine at 1500-1800 rpm. Move No. 1 and 2 SCV levers rearward to detent position.
[6] - Press touch pad switch for No. 1 SCV. Adjust flow rate knob (5.0 - 8.0) to get greatest load on engine.
Hydraulic pump should be operating at “Stall” pressure.
[7] - Hydraulic fluid temperature can be checked by pressing upper and lower touch pads (pto speed and srv hours) at right
end of right hand control panel.
→NOTE:
Hydraulic oil temperature is also displayed at Addresses: CCU 33, SCU 19, SCo 19, and HCU 19.
[8] - Heat oil as specified in procedure. If a problem is suspected the first time through a diagnostic procedure, but not
confirmed, heat oil to 65 °C (130 °F) and repeat procedure.
→NOTE:
Drive tractor and shift often (4-13 gear and reverse) to ensure the transmission is warmed correctly. It is
necessary to get warm oil flowing in the transmission to heat up valves and clutch elements when the
transmission is to be calibrated.
[9] - Remove jumper hose from No. 1 SCV after oil reaches specified temperature.
Reference 270-15-102, Stall Pressure Adjustment-Secondary Pump
→NOTE:
The compensator adjusting screw is the larger adjustment screw on the pump control valve. The smaller
screw is for setting the pump "Load Sense" differential pressure. It should have a tamper-proof type
cover over the end of the screw. DO NOT disturb this screw.
LEGEND:
A Compensator Adjustment—Sauer 45 cc Pump
B Compensator Adjustment—Sauer 57 cc Pump
C Compensator Adjustment—Vickers 45 cc Pump
Sauer 45cc Secondary Pump
Sauer 57cc Secondary Pump
Vickers 45cc Secondary Pump
LEGEND:
A “P” Port
B “PS” Port
"P" and "PS" Ports
Remove any hoses that are connected to the SCV couplers.
Connect a 35000 kPa (350 bar) (5000 psi) gauge to “P” port DR (A) on valve stack.
Vickers 45cc Pump—Test Procedure
IMPORTANT:
Stop engine immediately if pressure exceeds 22,000 kpa (220 bar) (3200 psi).
Remove wire from slotted plug in compensator housing on pump.
Select "C" (continuous) detent for all SCVs on Setup Panel. Set all flow rates to 4.0 or greater.
Move SCV 1 control lever to extend detent position.
turn screw CW (inward) to increase pressure or CCW (outward) to decrease pressure.
Sauer 45cc Pump—Test Procedure
IMPORTANT:
Stop engine immediately if pressure exceeds 22,000 kpa (220 bar) (3200 psi).
Loosen pressure compensator set screw on the larger adjustment screw.
Turn plug CW (inward) to increase pressure or CCW (outward) to decrease pressure.
Sauer 57cc Pump—Test Procedure
IMPORTANT:
STOP ENGINE immediately if pressure exceeds 22,000 kpa (220 bar) (3200 psi).
Loosen lock nut with an 11 mm wrench and adjust pressure with a small flat screwdriver.
Turn screw CW (inward) to increase pressure or CCW (outward) to decrease pressure.
Tighten lock nut.
(197—207 bar)
(2850—3000 psi)
Cycle the SCV from neutral to stall at least six times. Check P port stall pressure at each cycle to be sure the pressure is
consistent and the compensator valve is not sticking.
When the SCV switch is returned to neutral, the standby pressure should read:
(18.48—28.48 bar)
(268—413 psi)
(17.44—27.58 bar)
(253—400 psi)
If the pressure does not consistently read the same, remove the compensator valve for inspection and repair as necessary.
Possible Causes of Low Stall Pressure:
45cc PUMP:
Inspect load sense and compensator valves in pump compensator valve housing.
57cc PUMP:
Inspect load sense and load sense relief valves in the hydraulic pump housing.
Reference 270-15-103, Bleed Air from Secondary Hydraulic Lines
→NOTE:
Air in the hydraulic system will cause the hydraulic pump to be noisy when operating at high pressure
and cause gauge needle pulsations.
LEGEND:
A “P” Port
B “PS” Port
"P" and "PS" Ports
Connect JT07118 Dual Needle Valve Manifold, JT07119 hoses and JT07117 Three Gauge manifold assembly to load sense DR.
Connect JT07134 90° tube to other hose and secure it in the oil filler tube opening.
Close left valve and open the right valve.
Connect a jumper hose in SCV 1 couplers.
Test Procedure
Set SCV 1 and SCV 2 at “C” continuous detent. Set SCV 1 flow rate to 3.
Move SCV 1 and SCV 2 control levers rearward to stall mode, flowing approximately 19 lpm (5 gpm).
Slowly open the left needle valve on manifold to flow oil to sump for 15-20 seconds and then close valve. Repeat process 3-6
times then move SCV 1 lever to stop flow of oil in jumper hose.
Check gauge needle for steady reading, not pulsating, and listen to the sound of the hydraulic pump.
Repeat bleeding process if gauge pulsates more than 1000 kPa (10 bar) (145 psi).
If unable to get steady reading, air is entering the suction side of the charge pump or pump is faulty.
Reference 270-15-200, Diagnostic Receptacle (DR) and Port Locations
DR locations
LEGEND:
1 Intermediate Control Pressure (Pilot Pressure)—PS port on top front of valve stack
2 Return Oil Pressure—T port on top of valve stack
3 Secondary Piston Pump Pressure—P port on the top of valve stack
Section 270 - HYDRAULICS Group 20: Theory of Operation
4 Load Sense (Secondary Pump)—T′s into line to the right of SCV stack
5 Hitch Work Port Pressure—Bottom of valve stack
6 Transmission Lube Pressure—Under hood at front of tractor, top of oil cooler
7 Steering Inlet Pressure—Under front left of cab, on lower left side of priority valve
8 Steering Load Sense—Under front left of cab, front of priority valve
9 Filter Outlet Pressure (clean oil)—Lower right side of tractor, in front of rear axle housing and on top of filter housing
10 Park Brake Pressure—Left rear of transmission. T’s into steel line and points straight up
Pump Drive Housing Pressure—Lower left side of pump drive housing, just above primary pump assembly. The letters
11
EVAC are on housing and has an arrow pointing up at DR
12 PTO Clutch Pressure Plug—Lower left front of differential housing. In front of rear axle housing
13 PTO Brake Pressure Plug—Lower left front of differential housing. In front of rear axle housing
14 MFWD Clutch Pressure Plug—Right rear of transmission
Charge Pump Pressure Plug—On hydraulic oil filter housing, right rear of tractor, just above secondary pump. Just below
15
temperature sensor.

Reference 270-20-001, Hydraulic Component Theory Contents
Hitch Control Unit (HCU) System (See Reference 270-20-002 .)
Hitch Slip Control (See Reference 270-20-003 .)
Hitch Dampening (See Reference 270-20-004 .)
Tandem Pump (See Reference 270-20-005 .)
Charge Pump
Primary Pump
Hydraulic Oil Filter Assembly (See Reference 270-20-006 .)
Secondary Pump (See Reference 270-20-007 .)
Selective Control Valve (SCV) (See Reference 270-20-008 .)
Solenoid Valve
Pressure Compensator Valve
Workport Load Check
Hydraulic Breakaway Coupler
SCV Operation - Neutral Position
SCV Operation - Extend Position
SCV Operation - Retract Position
SCV Operation - Float Position
Hitch Control Valve (See Reference 270-20-009 .)
Solenoid Valve
Workport Load Check
Surge Relief Valve
Hitch Valve Operation - Neutral
Hitch Valve Operation - Raise
Hitch Valve Operation - Lower
Load Sense Shuttle System (See Reference 270-20-010 .)
Reference 270-20-002, Hitch Control Unit (HCU) System

System Command Path
Hitch Control System
LEGEND:
A Corner Post Display
B Command Arm
C ACU
D SCU / HCU
E CCU
F Hydraulic Oil Reservoir Level Switch
G Diagnostic Fuse
H Hazard Switch
I Hydraulic Oil Temperature Switch
J Hitch Valve
K Pressure (Raise) Solenoid
L CCD Link
M Return (Lower) Solenoid
N Draft Sensor
O Draft Arms
P External Raise/Lower Switch
Q Position Sensor
The hitch is operated with controls mounted on the armrest or an External Raise / Lower Switch (S21). The External Raise /
Lower Switch (S21) is wired directly to the Hitch Control Unit (HCU) (A5) bypassing the CCD communication network and any
other control units. The armrest controls are wired to the Armrest Control Unit (ACU) (A16). The ACU communicates any hitch
commands from the armrest via the CCD network to the HCU. The HCU has the necessary wiring to both Raise and Lower
solenoids (Y5, Y6) mounted on the hitch valve.
Also important to hitch operation are the Clean Oil Reservoir Switch (B18), Hydraulic Oil Temperature Sensor (B26), Diagnostic
Fuse (F10) and the Hazard Switch (S20) inputs to the CCU. The CCU broadcasts the status of each of these inputs on the CCD
network. The HCU reads this information and acts accordingly. The HCU will not calibrate until oil temperature is above 50°C
(122°F) and Diagnostic Fuse installed, Hitch functions are disabled with low Clean Oil Reservoir Level (Service Code HCU 090).
The Corner post Display (A15) is on the CCD network. It receives and displays messages from the HCU during calibration and
displays the status of all available HCU addresses.
HCU Calibration
The HCU Calibration (Reference 245-HCU-001 ) will assist the technician to calibrate the HCU for all operator controls and hitch
feedback potentiometers. The calibration steps also determine appropriate electrical deadband for raise and lower actuation of
the hitch valve.
Once calibrated, the HCU is returned to normal operating mode where it receives signals from operator controls and sensing
devices which determine how much current to send to the raise or lower solenoid of the hitch valve.
“Come Home” Feature
The HCU provides a reduced function level or "Come Home" feature when a hitch malfunction occurs. The hitch indicator will
flash when the hitch is in the "Come Home" mode.
When a malfunction occurs and a diagnostic code is stored in the HCU, the malfunctioning component may be disabled
(depending upon which circuit it is) by the HCU. If the malfunction is intermittent, full function can sometimes be restored by
turning the key switch OFF and ON or clearing HCU codes.
Because the "Come Home" feature is component dependent it can be used to help with system diagnosis. The following come
home modes are available:
Hitch Come Home Modes
Failure Mode HCU Service Codes
1—External Switch 27, 28, 54 or 60
2—Valve Control 27, 28 or 55
3—Position Only (No load sensing) 27, 52 or 53
4—Slow Raise Rate 27 or 56
5—Fixed Drop Rate 27 or 57
6—No External Switch 58
Switch Mode
Provides hitch response to the external raise / lower rocker switches only (European has left and right switches). The hitch
control lever will not function. This mode can be caused by hitch control lever circuit failures, calibration failures or no data
received from the Armrest Control Unit (ACU).
Valve Control Mode
Provides direct control of the hitch solenoid valves, like an SCV switch. When using the hitch control lever, center is neutral,
rear is raise and forward is lower. Changing the lever position will change the valve current so raise and lower rates can be
controlled. The operator must monitor the hitch position.
When using the external raise/lower switch, the valve opening will increase with time so that the rate of hitch movement will
slowly increase as the switch is held in either the raise or lower position.
This come home mode can be caused by hitch position feedback sensor circuit failures or calibration failures.
Position Only Mode
Provides a hitch control mode similar to load sensing being turned off. Hitch position control is provided, but draft sensing is
disabled.
This mode can be caused by draft sensor or load/depth potentiometer circuit failures.
Slow Rate Raise Mode
Provides all hitch function except raise limit. If the hitch is raised above a fourth of the way, the rate of raise will be reduced to
about half the normal rate.
This come home mode can be caused by a raise limit potentiometer circuit failure.
Fixed Drop Rate Mode
Provides all hitch function except rate-of-drop control. The rate-of-drop will be the same as the knob being at mid position.
This come home mode can be caused by a rate-of-drop potentiometer circuit failure.
No External Switch Mode
Provides all hitch functions except external raise/lower switch control. The external switch is non-functional.
This come home mode can be caused by a failure of the external raise/lower switch circuit.
Reference 270-20-003, Hitch Slip Control

The hitch slip control feature is designed to assist the load/depth control in maintaining a consistent working depth by including
wheel slip information when setting the hitch position. Draft (working depth) is set by the operator with the hitch control lever
or raise/lower rocker switch. This places the implement at the desired height to perform it′s function. The load/depth control will
assist by raising the implement when it meets resistance and lowering it when the resistance is reduced. A more constant load
on the hitch and drivetrain is the result.
If pulling conditions are such that the hitch cannot respond quickly, or soft soil is encountered, the load/depth control may need
some assistance. With the increased load the wheels may begin to slip excessively or dig down. Since the tractor is no longer
pulling against a steady load the draft control may actually lower the hitch, “thinking” it is in soft soil. Hitch slip control will
gather information on the CCD circuit from the wheel speed sensor and the true ground speed sensor (radar) and make a
comparison. If the two values show slip to be greater than 10% (5% on Tracks tractor) the hitch will be raised to reduce the
pulling load. As the slip percentage increases more response is provided within a range set by the hitch slip control.
Three touch pad control switches for this feature are located on the vehicle monitor panel at the right side of the cab. An
“on/off”, an “increase response”, and a “decrease response”. To use the hitch slip function follow these steps:
1. Hitch Slip Control should be OFF.

2. The Percent Wheel Slip function may be set to read slip percent and alarm may be used also. (HSC does not function
below 10% slip.)
3.
Load / Depth Control Range
Rotate draft control to desired response setting. (HSC will only operate in numbered range and NOT in position control.)
4. Set implement position with the hitch control lever.
LEGEND:
A ON/OFF touch pad switch
B Range setting switches
5.
Hitch Slip Control Switches
Switch the hitch slip control to ON (switch A).
6. Adjust HSC response range with up/down switches (B). Start with a setting of 8. (Range is 1 - 10)
Reference 270-20-004, Hitch Dampening

The Hitch Dampening feature is an enhancement of the hitch control electronics. Loads mounted on the hitch sometimes
create a pitching or rocking motion as a result of uneven transport surfaces. This feature is designed to “soften” the resulting
motion while in the transport mode.
The system provides more benefit when the motion is sustained and repetitive than when it is random and irregular, as in a
rough field. Hitch load weight is continuously being monitored by the draft sensor and a long term averaging of this load is
provided to the system. As the implement is drawn, and bouncing or surging results, the higher loads produced by the motion
of the equipment are compared to the averaged load weight. The degree of difference in the two types of sensed loads
determines how responsive the Dampening system should be. Because a wheeled tractor will absorb some shock loading
through the tires a tracks tractor will provide only about half the measured response as on a wheeled tractor. The tracks
vehicle senses higher shock loads (no tire cushion) and would attempt to deliver greater reaction to them.
Dampening is enabled only when the hitch control lever is in the Transport Lock position. The control lever′s position allows
dampening to occur up to the height set with the Hitch Height Limit control. Implement transport height can then be reduced
and still receive the benefit of dampening. Some equipment becomes more unstable when raised higher than is necessary.
High centers of gravity and greater travel speeds generally contribute to pitching and bouncing.
Reference 270-20-005, Tandem Pump

LEGEND:
A Tandem Pump
Tandem Pump
This is a two-section gear pump providing flow to all hydraulic functions on the tractor. The pump is mounted to the left side of
the pump drive housing, just forward of the rear differential. A cross shaft in the housing supplies power to the tandem pump
as well as to the secondary pump on the right side of the housing. The shaft will rotate at approximately 35% faster than the
speed of the engine.
Charge Pump
The charge pump has a 40.7 cc/rev fixed displacement. This is the inboard section of the tandem pump, next to the mounting
flange. Oil will be supplied from the differential housing, through a 30-mesh strainer, to the suction side of the charge pump.
Flow will be directed to the inlet of the oil filter assembly where it will join with any oil returning from the SCV/Hitch valve stack.
The pressure created in the pump′s output line will assist the hitch cylinders in retracting when no load is attached. Charge
pressure oil will feed the secondary pump once it has passed through the filter assembly.
Primary Pump
The outboard section of the tandem pump has a fixed displacement of 30.4 cc/rev. Oil supply for the primary pump comes from
the clean oil reservoir. Flow from the pump will be used by the brake valve, the priority / steering valve, the transmission, the
PTO valve and the differential lock valve. It also acts as pilot oil for the SCV/Hitch valve stack.
Reference 270-20-006, Hydraulic Oil Filter Assembly
LEGEND:
A Transmission Hydraulic Filter
Hydraulic Oil Filter
The oil filter assembly is located next to the secondary pump on the right side of the pump drive housing. A single, spin-on
cartridge element filters oil coming from the charge pump and the SCV/Hitch valve stack return line. Filtered oil will flow to the
secondary pump and also back to the clean oil reservoir.
If flow through the filter element becomes restricted due to particulates or thick, cold oil the internal bypass valve will open.
This will occur when the difference in pressure from inlet to outlet reaches 500 kPa (5 bar) (72 psi). A filter bypass switch will
provide a signal to the CCU when the differential pressure reaches 300 kPa (3 bar) (43 psi). With this signal, and any supplied
by the integral oil temperature sensor, the CCU may illuminate a warning lamp in the cab.
Another feature of the filter assembly is a drain check valve. This check will prevent oil in the output line from draining back
through the filter housing when the cartridge is removed.
Reference 270-20-007, Secondary Pump

LEGEND:
A Inlet to Secondary Pump
B Outlet to Hitch / SCV
C Load Sensing Line
D Pump Drain Line
E Pump Compensator
Secondary Pump
The secondary pump is mounted on the right side of the pump drive housing. A cross shaft within the housing drives the pump
at 35% greater speed than the engine. It is a variable displacement, axial piston pump with maximum output of 45 cc/rev. An
optional pump with 57 cc/rev is also available.
The pump receives oil from the charge pump, through the filter assembly. It will supply oil to the SCV/Hitch valve stack. When
output pressure reaches 800 kPa (8 bar) (120 psi) the yoke assembly will begin to destroke. Standby pressure will be
2500-3000 kPa (25-30 bar) (330-435 psi) when flow has been reduced to minimum.
Reference 270-20-008, Selective Control Valve (SCV)

When a selective control switch (in armrest console) is being operated, the Armrest Control Unit (ACU) sends a message via the
CCD link which is picked up by the Selective Control Unit (SCU) (or SCo for SCV 4 and 5). The SCU reads the message and
activates the SCV solenoids accordingly.
The SCV switches electronically shift either of two proportional solenoid valves, using pilot pressure oil to direct flow from the
4-way, 3 position main valve spools. The pilot oil is supplied from the transmission pump circuit after passing through the
transmission. The selective control valve sections are stacked vertically and mounted on the rear of the tractor. Flow from the
axial piston pump is directed to implements through the valve′s couplers. One coupler for supply oil out to a cylinder and one
coupler from the cylinder to return.
Maximum available work pressure from each remote valve at 1.2 l/s (18.9 gpm) is 17,000 kPa (170 bar) (2550 psi) and at 1.9
l/s (30 gpm) is 13,800 kPa (138 bar) (2070 psi).
Solenoid Valve
Solenoid Valve
LEGEND:
A Pilot Valve Assembly
B Retract / Raise Solenoid
C Extend / Lower Solenoid
A pressure or return solenoid valve consists of a solenoid assembly (coil and plunger) and a pilot valve assembly (valve body,
spool and spring).
The HCU / SCU / SCo controls current to the solenoid coils by switching a signal ON and OFF. This control method is called
"Pulse Width Modulation". The time spent ON and OFF is varied to achieve the desired current level and subsequent travel of
the solenoid plunger.
The solenoid valve assembly acts as a variable pressure reducing valve. While the solenoid plunger is moved toward the spring
end, pilot supply oil is allowed to flow across the valve. The pilot oil output to the main spool control passage is proportional to
the solenoid current being applied and the time it is held open. Changing the solenoid valve current regulates the main spool
position and flow.
The compensator valve acts as a pressure regulator by maintaining a constant pressure differential across the main valve spool
of the Hitch / SCV valve. By regulating the pressure drop it helps the pump control valve to maintain constant flow from the
valve inlet to work port.
The compensator valve position is controlled by balancing the pressure in the pump supply line on one end against the load
sense pressure and spring force acting on the other end. This results in a force balance on each end of the valve and,
consequently, a constant pressure drop and flow across the main spool.
If another function (eg: another SCV) generates a load sense signal (which causes the pump to increase flow), the compensator
valve will move slightly to maintain the constant pressure drop from the pump supply core to the reduced pressure core within
the valve housing.
Workport Load Check
A workport load check (Load Check Poppet Valve and Load Check Vent Cartridge) is provided for the extend and retract
workports. These valves and cartridges greatly reduce leakage which results in implement cylinder drift. Load check valves
maintain load holding leakage to less than 1.5 ml per minute. Leakage is measured at a work port pressure of 10,000 kPa (100
bar) (1500 psi).
When a solenoid assembly is energized, pilot pressure oil acts on one end of the control valve spool. It also acts on the internal
piston of the return side load check cartridge. The cartridge piston moves against its spring, allowing an internal needle valve
to unseat and vent the spring side of the load check poppet. Return side workport pressure can then push the poppet open and
allow oil to flow past the load check and control valve to return.
The load check cartridge on the opposite side (pressure side) is not activated. However, the load check poppet is pushed open
by the oil flowing from the pump, through the workport passage and corresponding coupler, to the remote cylinder.
Float function is obtained by piloting both load checks open and leaving the control valve spool in neutral. Pilot pressure also
acts on the float and trigger spool valves which couples the extend and retract ports together to allow free passage of oil.
Hydraulic Breakaway Coupler
LEGEND:
A Coupler Release Lever
Coupler Release Lever
CAUTION:
Push transport lock touch switch on SCV Touchset™ monitor before detaching implements to prevent
implement movement and possible injury.
Hydraulic breakaway couplers are located in the remote control valve housing at the rear of the tractor. Pushing down on lever
(A) releases internal pressure of both coupled hoses. The lever is only used for releasing internal pressure and uncoupling.
These new couplers are a push-to-connect type of coupler. These couplers accept the ISO 5675 size 12.5 male coupler tips.
The male coupler is connected by pushing into the female coupler. The female coupler is pushed toward the front of the tractor
when inserting a pressurized male coupler. Internal pressure must be released by moving the lever, allowing the pressurized
male coupler to be installed.
The male coupler is then in position for the locking balls to engage the locking groove with very little effort. Once coupled, a
centering spring returns the female coupler to its normal position trapping the locking balls in the groove. Hoses can be
uncoupled using lever (A) which bleeds internal trapped pressure, then pulling on hose.
Hydraulic Breakaway Coupler - Exploded View
LEGEND:
A JDG711 Holding Tool
B Collar
C O-Ring
D Coupler Body a
a
E O-Ring
F Poppet a
a
G Outer Spring
a
H Middle Spring
a
I Inner Spring
a
J Valve
K Piston a
L O-Ring
M Seal
a
N Seat
O Spring a
P Bleed Valve
Q Seal
a
R Receptacle
a
Non-serviceable part
Pressure from the operation of the SCV opens the lip seal and acts on the anti-check piston, forcing the male coupler poppet
open to allow flow. Pressure is trapped in the anti-check piston cavity preventing flow checking, or closing, of the male coupler
poppet under high flow conditions.
Uncoupling is accomplished by pushing down on the coupler lever. This action opens the bleed valve, releasing pressure from
the anti-check piston, allowing the male coupler to close and bleed off trapped pressure.
Since the separating force between the male coupler and the receptacle is now reduced, the locking balls can easily retract
from the male tip groove when the female coupler body is moved toward the rear of the tractor by rotating the coupler lever
further or by pulling directly on the hose.
SCV Operation - Neutral Position
This diagram shows the valve positions and oil flows while the engine is running and no SCV switches are operated (center OFF
position).
SCV Operation - Neutral
LEGEND:
A Pilot Valves
B Control Valve
C Compensator Valve
D Load Check Valves
E Trigger Valve
F Float Spool Valve
G Couplers
H Pressure Oil Port
I Return Oil Port
J Pilot Oil Port
K Load Check Cartridge
L Extend Solenoid
M Retract Solenoid
1 High Pressure Oil
2 Sump Oil
3 Trapped Oil
4 Pilot Oil
5 Return Oil
6 Reduced Pressure Oil
SCV Neutral - JIC
LEGEND:
A Extend / Retract Solenoids
B Control Valve
C Compensator Valve
D Load Check Valves
E Trigger Valve
F Float Spool Valve
G Couplers
H Pressure Oil
I Return Oil
J Pilot Oil
1 High Pressure Oil
2 Sump Oil
3 Trapped Oil
4 Pilot Oil
5 Charge Oil
The SCU receives a message that the SCV control switch is in neutral. Current to the extend and retract solenoids is zero.
Neither solenoid assembly is energized.
All internal valves are in their neutral position. All oil is either trapped or routed to sump. Centering springs hold the main spool
in the OFF position. Both pilot operated load check valves are seated. No flow is allowed at extend or retract couplers.
SCV Operation - Extend Position
This diagram shows the valve positions and oil flows while the engine is running and an SCV switch is operated to extend a
cylinder (rearward positions).
SCV Operation - Extend
LEGEND:
A Pilot Valves
B Control Valve
C Compensator Valve
D Load Check Valves
E Trigger Valve
F Float Spool Valve
G Couplers
H Pressure Oil Port

I Return Oil Port
J Pilot Oil Port
L Extend Solenoid
M Retract Solenoid
1 High Pressure Oil
3 Load Pressure Oil
4 Sump Oil
5 Pilot Supply Oil
6 Return Oil
7 Control Pressure Oil
SCV Extend - JIC
LEGEND:
B Control Valve
C Compensator Valve
D Load Check Valves
E Trigger Valve
F Float Spool Valve
G Couplers
H Pressure Oil
I Return Oil
J Pilot Oil
1 High Pressure Oil
3 Load Pressure Oil
4 Sump Oil
5 Pilot Supply Oil
6 Return Oil
The SCU sends current to the extend solenoid assembly when the SCV control switch is moved to the extend position. The
solenoid plunger acts on the pilot valve, opening the pilot pressure passage to the control passage. Pilot oil is routed to the
right end of the control valve spool, forcing the spool left against the spring. Movement of the spool opens a passage for pump
flow to move toward the extend coupler.
The load check cartridge in the extend work port passage is not active. Spring force holds the internal piston and needle valve
in closed position. Pump flow oil will overcome the bias spring force to open the load check poppet valve allowing the oil to
enter the extend work port passage.
During extend operation, retract port is connected to return through the control valve. Pilot oil acting on the control valve spool
is also acting on a piston in the load check cartridge. Pilot oil moves the piston to the right against spring force allowing an
internal needle valve to unseat and vent the pressure on the spring end of the load check valve. Return oil will then unseat the
load check poppet and allow flow to return across the control valve.
Current is turned off to the extend solenoid when the SCU receives a signal to cancel the command. This allows pilot oil acting
on the control valve and retract load check cartridge to be ported to sump. Springs center the control valve shutting off flow to
and from the couplers. Load check cartridges and valves seat to prevent leakage from the remote cylinders.
SCV Operation - Retract Position
This diagram shows the valve positions and oil flows while the engine is running and an SCV switch is operated to retract a
cylinder (forward positions).
SCV Operation - Retract
LEGEND:
A Pilot Valves
B Control Valve
C Compensator Valve
D Load Check Valves
E Trigger Valve
F Float Spool Valve
G Couplers
H Pressure Oil Port
I Return Oil Port
J Pilot Oil Port
L Extend Solenoid
M Retract Solenoid
1 High Pressure Oil
3 Load Pressure Oil
4 Sump Oil
5 Pilot Supply Oil
6 Return Oil
SCV Retract - JIC
LEGEND:
B Control Valve
C Compensator Valve
D Load Check Valves
E Trigger Valve
F Float Spool Valve
G Couplers
H Pressure Oil
I Return Oil
J Pilot Oil
1 High Pressure Oil
3 Load Pressure Oil
4 Sump Oil
5 Pilot Supply Oil
6 Return Oil
The SCU sends current to the retract solenoid assembly when the SCV control switch is moved to the retract position. The
solenoid plunger acts on the pilot valve, opening the pilot pressure passage. Pilot oil is routed to the left end of the control
valve spool, forcing the spool right against the spring. Movement of the spool opens a passage for pump flow to move toward
the retract coupler.
The load check cartridge in the retract work port passage is not activated. Spring force holds the internal piston and needle
valve in closed position. Pump flow oil will overcome the bias spring force to open the load check poppet valve allowing the oil
to enter the retract work port passage.
During retract operation, the extend port is connected to return through the control valve. Pilot oil acting on the control valve
spool is also acting on a piston in the load check cartridge. Pilot oil moves the piston to the left against spring force allowing an
internal needle valve to unseat and vent the pressure on the spring end of the load check valve. Return oil will then unseat the
load check poppet and allow flow to return across the control valve.
Current is turned off to the extend solenoid when the SCU receives a signal to cancel the command. This allows pilot oil acting
on the control valve and extend load check cartridge to be ported to sump. Springs center the control valve shutting off flow to
and from the couplers. Load check cartridges and valves seat to prevent leakage from the remote cylinders.
SCV Operation - Float Position
This diagram shows the valve positions and oil flows while the engine is running and an SCV switch is operated to allow a
cylinder to freely float (full forward position).
SCV Operation - Float
LEGEND:
A Pilot Valves
B Control Valve
C Compensator Valve
D Load Check Valves
E Trigger Valve
F Float Spool Valve
G Couplers
H Pressure Oil Port
I Return Oil Port
J Pilot Oil Port
L Extend Solenoid
M Retract Solenoid
1 High Pressure Oil
2 Sump Oil
3 Pilot Oil
4 Return Oil
SCV Float - JIC
LEGEND:
B Control Valve
C Compensator Valve
D Load Check Valves
E Trigger Valve
F Float Spool Valve
G Couplers
H Pressure Oil
I Return Oil
J Pilot Oil
1 High Pressure Oil

2 Sump Oil
3 Pilot Oil
4 Return Oil
When the SCV control switch is in float position, current is applied to both extend and retract solenoids causing equal control
pressure to both ends of the control valve spool, holding it centered in the neutral position. Both load check cartridges open
and the trigger valve is moved, porting control oil to the float spool which opens passages connecting the extend and retract
couplers.
Cylinder is free to extend or retract allowing the implement to follow the contour of the ground. Oil flow from the extend or
retract port will open the corresponding load check valve, allowing flow past the float spool valve to the opposite port.
Reference 270-20-009, Hitch Control Valve
CAUTION:
Avoid personal injury or death. Do not disconnect any hitch sensors, solenoids, or connectors for the
hitch control valve (A) when tractor is running or key switch on. Unexpected hitch movement may occur.
Stay clear of hitch area when starting engine.
The hitch valve, mounted below the selective control valve stack, directs flow from the pump to the hitch cylinders, and from
the cylinders to return. The hitch valve spool is controlled by two solenoid operated pilot valves. The supply solenoid valve
directs pilot oil to one end of the hitch valve spool and raises the hitch. The return valve directs oil to the other end of the valve
spool and lowers the hitch.
Control of the valve is accomplished by the amount of current the hitch control unit (HCU) provides to the solenoid valves.
When energized, the magnetic field of the solenoid causes the pilot valve spool to move. The greater the current, the stronger
the magnetic field, and the further the spool will move. The pilot oil pressure moving the hitch valve spool is proportional to the
current input to the solenoids.
Pump flow passes through a pressure compensator valve to maintain a constant pressure drop between pump outlet and load
sensing line pressures regardless of the hitch loads. The compensator works with the pump control valve to maintain a
constant flow during changes in load pressure.
A load check poppet valve is provided to trap oil in the “raise” side port. This will reduce leakage from the hitch cylinders and
it′s resulting hitch settling.
A relief valve limits pressure in the hitch cylinders on the “raise” side of the circuit to protect mechanical components. If the
hitch cylinders meet a high resistance, or reach full extension, oil will pass through the relief valve from the “raise” port to the
“return” port within the valve body.
LEGEND:
A Manual Lowering Pin
Manual Lowering Pin
Both hydraulic and electrical power are required to raise the hitch. But if the engine cannot be operated, the hitch may be
lowered manually. If this becomes necessary, remove the cap (located in front of the “lower” solenoid valve (A), see section of
hitch valve in following pages.) to access the “manual lower” pin on the hitch valve. With a small lever placed in the tab below
the pin, pry carefully against the end of pin to manually lower the hitch.
Solenoid Valve
Solenoid Valve
LEGEND:
A Pilot Valve Assembly
B Retract / Raise Solenoid
C Extend / Lower Solenoid
A “raise” or “lower” solenoid valve consists of a solenoid assembly (coil and plunger) along with the pilot valve assembly (valve
and spring).
The HCU controls the current to the solenoid coils by turning a signal ON and OFF. The signal is called "pulse width
modulation". The time ON and OFF is varied to achieve the desired current level and resulting “pull” on the solenoid plunger.
The solenoid valve assembly acts as a variable pressure reducing valve. When the valve is moved towards the spring end, pilot
supply oil is allowed to flow across the valve to the control passage.
The output to the main spool control passage is proportional to the solenoid current being applied. Changing the solenoid valve
current regulates the main spool′s position and volume of flow past it.
The compensator valve acts as a pressure regulator by maintaining a constant pressure differential across the main valve spool
of the Hitch / SCV valve. By regulating the pressure drop it helps the pump control valve to maintain constant flow from the
valve inlet to work port.
The compensator valve position is controlled by balancing the pressure in the pump supply line on one end against the load
sense pressure and spring force acting on the other end. This results in a force balance on each end of the valve and,
consequently, a constant pressure drop and flow across the main spool.
If another function (eg: another SCV) generates a load sense signal (which causes the pump to increase flow), the compensator
valve will move slightly to maintain the constant pressure drop from the pump supply core to the reduced pressure core within
the valve housing.
Workport Load Check
→NOTE:
The load check valve works to prevent settling and unexpected hitch movement. Some leakage past
spool valves is not preventable. The hitch should be lowered when the vehicle is stopped or standing for
any length of time.
A workport load check (load check poppet valve) is provided for the extend workport only. This valve greatly reduces leakage
which results in hitch cylinder settling. Load check valves maintain load holding leakage to less than 11 ml per minute.
Maximum leakage is measured at a work port pressure of 10,000 kPa (100 bar) (1450 psi).
When the “lower” solenoid assembly is energized, pilot pressure oil acts on one end of the control valve spool. It also acts on
the internal piston of the “raise” side load check cartridge. The cartridge piston moves against it′s spring, allowing an internal
needle valve to unseat and vent the spring side of the load check poppet. Workport pressure can then push the poppet open
and allow oil to flow past the load check and control valve spool to return.
During the “raise” function, the load check poppet is pushed open by the oil flowing from the pump, through the workport
passage and corresponding coupler, to the hitch cylinders.
Surge Relief Valve
The surge relief valve works to relieve pressure increases due to heating of trapped oil. Pressures that exceed 24100 kPa (241
bar) (3500 psi), cause the valve to unseat and relieve oil to sump.
This cartridge-type relief valve also provides protection for the hitch cylinders and lines if the hitch is subjected to shock loads
(implements bouncing in transport, etc.).
Hitch Valve Operation - Neutral
Hitch Operation - Neutral
LEGEND:
A Pressure Compensating Valve
B Pressure Oil Port
C Pilot Oil Port
D Lower Pilot Valve
E Raise Pilot Valve
F Raise Solenoid
G Lower Solenoid
H Manual Lower Pin
I Load Check Valve
J Return Oil Port
K Auxiliary Work Port
L Cylinder Port
M Surge Relief
N Hitch Valve
1 High Pressure Oil
2 Sump Oil
3 Trapped Oil
4 Pilot Supply Oil
5 Return Oil
This ISO (JIC) diagram shows a section of the hitch valve. In this view, valve positions and oil paths are shown with the hitch in
the neutral position. Current will not be applied to either pilot solenoid assembly until the HCU sends a signal to move up or
down.
The load check valve blocks the path for oil to return from the cylinder′s piston side (oil trapped in the cylinders). Any pressure
created by a downward load on the hitch will hold the check valve on seat.
The surge relief valve will open if:
Trapped oil in the cylinders and lines heats and expands (thermal relief).
The hitch or implement receive a downward impact (pressure spike).
Hitch Valve Operation - Raise
Hitch Operation - Raise
LEGEND:
B Pressure Oil Port
C Pilot Oil Port
D Lower Pilot Valve
E Raise Pilot Valve
F Raise Solenoid
G Lower Solenoid
H Manual Lower Pin
I Load Check Valve

J Return Oil Port
K Auxiliary Work Port
L Cylinder Port
M Surge Relief
N Hitch Valve
1 High Pressure Oil
3 Load Pressure Oil
4 Sump Oil
5 Pilot Supply Oil
6 Return Oil
The HCU energizes the “raise” solenoid. Solenoid acts on the pilot valve, opening pressure passage to control passage. Pilot oil
is routed to the left end of the hitch valve spool, forcing it to the right against a spring.
Movement of the valve spool opens a passage for supply oil to flow toward the cylinders. Oil flows through the pressure
compensating valve, across the control valve, pushes open the load check valve, and flows on to the cylinders.
Current is turned off to the raise solenoid when the HCU senses the required hitch movement is complete. This allows pilot
control oil acting on the hitch valve spool to be ported to sump. Springs re-center the valve spool, closing off flow to hitch
cylinders. The load check valve seats to prevent leakage from the cylinders.
The pressure compensator valve, along with the pump control valve, works to keep the rate of flow constant. Valve position is
based on the difference in pressure between the hitch valve supply port (middle of compensator valve) and load sense
pressure plus spring force.
Pump load sense signal is directed by the load sense shuttle valves. If the pressure generated by hitch load is higher than any
other pressure in the valve stack, the load sense circuit oil will be routed to the pump control valve to change the output flow.
Hitch Valve Operation - Lower
Hitch Operation - Lower
LEGEND:
B Pressure Oil Port
C Pilot Oil Port
D Lower Pilot Valve
E Raise Pilot Valve
F Raise Solenoid
G Lower Solenoid
H Manual Lower Pin

I Load Check Valve
J Return Oil Port
K Return Oil Port
L Cylinder Port
M Surge Relief
N Hitch Valve
1 High Pressure Oil
3 Load Pressure Oil
4 Sump Oil
5 Pilot Supply Oil
6 Return Oil
The HCU signals the “lower” solenoid and pilot valve assemblies to partially move the hitch valve spool to control the speed of
lowering. As the valve is moved, the load check is vented to return, allowing pressure from the cylinders to unseat the load
check valve. Oil is then metered across the valve spool to return.
Current is turned off to the “lower” solenoid when the HCU senses the required hitch movement is complete. This allows pilot
control oil acting on the hitch valve spool to be ported to sump. Springs re-center the hitch control valve, closing off flow from
the hitch cylinder. The load check valve seats to prevent leakage from the cylinders.
Reference 270-20-010, Load Sense Shuttle System

The shuttle check valves are designed to direct the highest load sense pressure to the secondary pump when more than one
function is being operated.
Below are examples of how the load sense shuttle check valves work.
Section 270 - HYDRAULICS Group 25: Schematics and Diagrams
Load Sense Shuttle System With Power Beyond
LEGEND:
A Pressure DR "P"
B Tank DR "T"
C Pilot Supply DR "PS"
D Coupler Bracket
E Load Sense Coupler
F Motor Seal Drain Coupler
G Control Valve at Neutral
H Load Check Sump Passage
I Pilot Sump Passage
J Pressure Coupler
K Load Sense to Pump
L Load Sense DR
M Return Coupler
N Drain
O Pilot Supply
P SCV/Hitch Manifold
Q Return Oil
R High Pressure Oil
S Hitch Valve
T SCV 1
U SCV 2
V SCV 3
W Load Sense Check Valve
X SCV 4
Y SCV 5
Z End Cap
1 High Pressure Oil
2 Return Oil
3 Pilot Oil
4 Load Sense
5 Return Oil
If SCV No. 4 requires 3500 kPa (35 bar) (500 psi), the load sense pressure moves the shuttle check valve up, blocking any
lower load sense pressure from SCV No. 5. Load sense pressure also holds the shuttle check valve in SCV No. 3 down. This
blocks any lower load sense pressure from SCV No. 3.
Next, the 35 bar load sense pressure comes up against shuttle check valve in SCV No. 2. If SCV No. 2 has a load sense pressure
of 7000 kPa (70 bar) (1000 psi), the 70 bar acting on the bottom of the shuttle check overcomes the 35 bar acting on top of the
shuttle check and moves the shuttle check valve to seal off the bottom of SCV No. 3.
Now the 70 bar load sense pressure from SCV No. 2 continues to shuttle check in SCV No. 1 and shuttle check in the hitch
valve, moving them down. This blocks any lower load sense pressure from SCV No. 1 and the hitch valve.
The 70 bar load sense pressure goes to the secondary pump control valve. The valve is set to provide approximately 2070 kPa
(20.7 bar) (300 psi) more than load sense. Therefore oil entering the entire stack from the secondary pump is at 9000 kPa (90
bar) (1300 psi).
The compensator valve in SCV No. 4 will reposition slightly to maintain constant flow from inlet to workport because of the
increased pressure required by SCV No. 2. Each hitch / SCV valve has an individual compensator to maintain constant pressure
differential across the main spool.
Using the example above, if a shuttle check did not block load sense pressure from an SCV or hitch valve, the load sense
pressure would leak off before reaching the secondary pump. In this example, SCV No. 1 is not being used (in neutral). If the
load sense pressure from SCV No. 2 had not been blocked by the shuttle check in SCV No. 1, the load sense pressure would
leak to SCV No. 1 and prevent the correct load sense pressure from controlling secondary pump output.
When all the valves are returned to neutral, load sense pressure is bled down internally to sump, allowing the system to return
to low pressure standby (2000 kPa, 20 bar, 290 psi).

Reference 270-25-001, Tractor ISO Diagram List
Tractor Hydraulic ISO Diagram (See Reference 270-25-002 .)
Hitch / SCV System ISO Diagram (See Reference 270-25-003 .)
Steering System ISO Diagram (See Reference 260-25-001
Brake System ISO Diagram (See Reference 260-25-002
Reference 270-25-002, Tractor Hydraulic ISO Diagram
Tractor Hydraulic ISO Diagram
Reference 270-25-003, Hitch / SCV System ISO Diagram
Hydraulic System ISO Diagram
Reference 270-25-004, Hydraulic Oil Supply Diagram
Oil Supply Diagram
OPERATOR STATION (g) by Belgreen v2.0
LEGEND:
A Steering Valve
B Left Turn
C Neutral
D Right Turn
E Steering Load Sense
F Priority Valve
H Dampening Orifice
I Dynamic Orifice
J To Transmission Control System
K Steering Load Sense Relief Valve
L Left-Hand Brake Piston
M Brake Valve
N Right-Hand Brake Piston
O Clean Oil Reservoir (COR)
P Brake Load Sense
Q Primary Pump
R Sump Screen
S Charge Pump
T Filter Relief
U Differential Lube
V Hydraulic Filter
W Secondary Pump
W1 Pump Inlet Orifice
X SCV #2 Load Sense
Y To SCV #2
Z SCV #1
AA SCV Extend
AB Coupler #1
AC SCV Neutral
AD SCV Retract
AE SCV Float
AF SCV #1 Load Sense
AG Hitch Lift Cylinders
AH Hitch Valve
AI Load Sense Shuttle Check Valve
AJ Hitch Lower
AK Hitch Neutral
AL Hitch Raise
AM Hitch Load Sense
AN From Transmission Scavenger Pump
AO Brake Load Sense Check Valve
AP Transmission Pressure Regulating Valve
1 High Pressure Oil
2 Priority Circuit Pressure
3 Low Pressure Oil
4 Sump Oil
5 Trapped Oil
6 Charge/Return Oil
7 Load Sense Pressure Oil
8 Pilot Oil
Section 290 - OPERATOR STATION

Table of contents
Preliminary Checks ............................................................................................................................... 1
Specifications ....................................................................................................................................... 3
Reference 290-10-003, Climatrak Climatrak Is A Trademark Of Deere & Company (ATC) Operational
Check .......................................................................................................................................... 11
Group 15 - Tests and Adjustments ...................................................................................................... 12
Essential Tools .................................................................................................................................... 12
Specifications ..................................................................................................................................... 13
Reference 290-15-001, Install Test Equipment ................................................................................... 14
Reference 290-15-002, Isolate Blower Motor Circuit Malfunctions (Standard) ................................... 16
Reference 290-15-003, Isolate Pressurizer Blower Motor Circuit Malfunction (Standard) ................... 18
Reference 290-15-004, Static Pressure Test (Standard) ..................................................................... 18
Reference 290-15-005, Isolate Circuit Malfunction to Compressor Clutch (Standard) ........................ 20
Reference 290-15-006, De-Icing Switch Test (Standard) .................................................................... 27
Reference 290-15-007, Refrigerant Loss Switch (Low Pressure) Test ................................................. 28
Reference 290-15-008, High Pressure Switch Test (Standard) ........................................................... 30
Reference 290-15-009, A-C System Testing (Standard) ..................................................................... 32
ATC Control Unit Failure (Light Code 9) .............................................................................................. 51
Reference 290-15-011, ClimatrakClimatrak Is A Trademark Of Deere & Company (ATC) System Testing
..................................................................................................................................................... 61
Reference 290-15-012, Climatrak (ATC) Calibration Procedure (012297-) ......................................... 80
Reference 290-15-013, Power Mirror Circuit Test ............................................................................... 84
Reference 290-20-001, Air Conditioning Theory of Operation (Standard) .......................................... 87
Reference 290-20-002, Seat Theory Of Operation .............................................................................. 94
Reference 290-20-003, Display Units Theory Of Operation ................................................................ 94
Reference 290-20-004, Windshield Wiper / Washer Theory Of Operation .......................................... 96
Reference 290-20-005, Warning Horn Theory Of Operation ............................................................... 96
Reference 290-20-006, Climatrak Climatrak Is A Trademark Of Deere & Company (ATC) Theory Of
Operation .................................................................................................................................... 98
Reference 290-20-007, Cab Air Circulation Theory Of Operation (Standard) ................................... 100
Reference 290-20-008, Power Mirror Circuit Theory of Operation .................................................... 102

Section 290 - OPERATOR STATION Group 05: Preliminary Checks

Reference 290-05-001, Air Flow Preliminary Check (Standard)
Preliminary Checks
( 1 ) Check Filters and Cores
Action:
LEGEND:
A Recirculation Vent Filter
B Service Cab Air Filter
Recirculation Vent Filter
Service Cab Air Filter
Front Grille Screen
1. Check and clean recirculation vent filter (A) behind seat.

2. Remove, check and service cab air filter (B) as needed.
3. Clean all grille screens. Open front grille screen, inspect and clean all coolers as needed of dirt and debris.
CAUTION:
Compressed air pressure should not exceed 500 kPa (5 bar) (75 psi) when used for cleaning. Clear
area of bystanders, guard against flying chips and wear personnel protection equipment including
eye protection.
Section 290 - OPERATOR STATION Group 10: Operational Checks
Result:
NO:Perform services as needed, then return to diagnosis in process.

Specifications
Minimum Temperature Difference Ambient Temperature Temperature Difference (MIN)
Below 24°C (75°F) 12°C (20°F)
24—32°C (75—90°F) 14°C (25°F)
Above 32°C (90°F) 16°C (30°F)
Reference 290-10-001, Air Conditioning Operational Checks (Standard)

Operational Checks
( 1 ) Circulator Blower Motor Check
Action:
LEGEND:
A Compressor Switch
B Temperature Control Knob
C Blower Motor Control Switch
Right Hand Console
Turn key switch "ON" but DO NOT start engine.
Turn blower switch (C) from "LOW" to “MEDIUM”, “HIGH” and “PURGE” positions.
Listen for a change of blower speed as each speed is selected.
Result:
YES: GO TO (2) .
NO:Return to diagnosis in process.
( 2 ) Pressurizer Blower Motor Check
Action:
LEGEND:
A Fuse 26 Location
Fuse “F26” Location
Key switch "ON" and blower switch (C) at "LOW".
Listen for motor operation to stop when fuse F26 (A) is removed.
Listen for motor operation to start when fuse F26 (A) is reinstalled.
→NOTE:
Motor operation can be visually checked by removing the fresh air filter under right-front corner of the
cab.
Result:
YES: GO TO (3) .
( 3 ) Compressor Clutch Engagement Check
Action:
LEGEND:
A Compressor Switch
Right Hand Console
Cab door open and key switch "ON". Turn AC compressor switch (A) "ON". Turn blower motor switch (C) on "LOW".
Turn A/C compressor switch (A) "ON" and "OFF" several times. Listen for a click during compressor clutch engagement.
→NOTE:
The evaporator temperature must be above 3°C (37°F) so contacts of de-icing switch will be closed.
System must also be charged with 300—400 kPa (3—4 bar) (45—60) psi so the low pressure switch will be
closed.
Result:
YES: GO TO (4) .
( 4 ) Air Duct Distribution Check
Action:
LEGEND:
A Air Vent Control Knob
Air Vent Control Knob
Check flow of air from outlets at steering cowl and right-hand side panel with blower motor control (C) at "Purge". Operate air
vent control (A) in steering cowl above clutch pedal.
Left position (Defrost): Majority of air is directed at windshield and right-hand foot.
Middle position: Air is directed at windshield, operators body and right-hand foot.
Right position: Air is directed at operators body and right-hand foot.
Result:
YES: GO TO (5) .
NO:Repair. Then repeat 4.
( 5 ) System Cooling Checks
Action:
LEGEND:
A Compressor Switch
D Air Vent Control
E Receiver Dryer
F Sight Glass
Right Hand Console
Air Vent Control
Receiver Dryer
Setup as follows: Key switch "ON", engine at 2000 rpm, temperature control knob (B) CCW, blower switch (C) at "High", A/C
compressor switch (A) "ON", air vent control knob (D) at CW (RH) position, door and windows closed. Make the following
observations:
Sight glass (F) in receiver-dryer (E) (located under left rear corner of cab) should be clear (no bubbles).
Compressor suction tube should be cool or cold.
Air from steering console air ducts should be cold after approximately six minutes of operation.
Result:
YES: GO TO (6) .
( 6 ) Temperature Drop Check
Action:
Recording Ambient Temperature
Check ambient air temperature (in shade) and temperature at small air vent outlet on left side of steering console after 15—20
minutes of continuous operation and compare to the following chart.
Below 24°C (75°F) 12°C (20°F)
24—32°C (75—90°F) 14°C (25°F)
Above 32°C (90°F) 16°C (30°F)
Result:
YES:System Normal.Return to diagnosis in process.
NO:Make note of problems and then...Return to diagnosis in process.
Reference 290-10-002, Heating System Operational Checks (Standard)

Operational Checks
( 1 ) Circulator Blower Motor Check
Action:
LEGEND:
A Compressor Switch
Right Hand Console
Turn key switch "ON" but DO NOT start engine.
Turn blower switch (C) from "LOW" to “MEDIUM”, “HIGH” and “PURGE” positions.
Listen for a change of blower speed as each speed is selected.
Result:
YES: GO TO (2) .
( 2 ) Pressurizer Blower Motor Check
Action:
LEGEND:
A Fuse F26
Fuse 26 Location
Key switch "ON" and blower switch (C) at "LOW".
Listen for motor operation to stop when fuse F26 (A) is removed.
Listen for motor operation to start when fuse F26 (A) is reinstalled.
→NOTE:
Motor operation can be visually checked by removing the fresh air filter under right-front corner of the
cab.
Result:
YES: GO TO (3) .
( 3 ) Engine Temperature Check
Action:
Start tractor and allow time for engine coolant to rise to a normal operating temperature.
Engine should reach operating temperature in (15—20 minutes).
Result:
YES:Coolant in normal operating range. GO TO (4)
NO:Engine will not reach normal operating temperature.Return to diagnosis in process.
( 4 ) Heater Valve Operational Check
Action:
LEGEND:
A Compressor Switch
Right Hand Console
Locate temperature control knob (B) at right-hand console and turn CW. Air from ducts should become warm within two
minutes. Then turn temperature control knob (B) full CCW. Air from ducts should become cool within a few minutes.
Result:
YES:Heating System is Functioning Normal.Return to diagnoses in process.
NO: GO TO (5) .
( 5 ) Heater Shut-Off Valve Check
Action:
LEGEND:
A Inlet to Water Valve
B Inlet to Heater Core
Heater Lines
With engine at 2000 rpm and heating control on warmest setting:
Locate heater coolant tube under left rear corner of cab.
Left hand tube (A) is inlet to water valve, at left end of evaporator, from outlet of heater core back to engine.
The right hand tube (B) is the inlet to the heater core from back of engine.
Both the tube and hose should be warm or hot to hold by hand.
Result:
YES:Both inlet and return lines are warm.Return to diagnosis in process.
NO:One or both lines are not warm or hot.Return to diagnoses in process.
Section 290 - OPERATOR STATION Group 15: Tests and Adjustments
Reference 290-10-003, Climatrak ™ (ATC) Operational Check

Each time the system is turned on, or control functions change, the system will go through reinitialization which will delay
system response. Always let system stabilize for a few minutes before testing.
Either the water valve or compressor clutch could be active regardless of the temperature set point. The amount of heating
and cooling is dependent upon the set point error, which is the difference between the cab temperature and the set point
temperature.
At each operating step (table row) place the ClimaTrak™ controls as shown in the first three columns. System should respond
as shown in last five columns.
ClimaTrak™ Operational Check
CONTROL SETTING SYSTEM RESPONSE
TEMPERATURE BLOWER
MODE SWITCH CIRCULATION FAN PRESSURIZER FAN 7 VENTS COMPRESSOR CLUTCH HEATER VALVE
CONTROL CONTROL
ATC OFF N/A OFF OFF OFF NO AIR FLOW OFF CLOSED
FRESH AIR
ATC OFF N/A AUTO PURGE FULL ON OFF CLOSED
FLOW
FRESH AIR
ATC OFF N/A MANUAL SPEED ON 1 FULL ON OFF CLOSED
FLOW
ATC ON COLD (Full CCW) 5 AUTO ON 2 FULL ON COOL AIR FLOW ON 8 CLOSED
TIMED CYCLE ON AND OFF

ATC ON COLD AUTO ON 2 FULL ON COOL AIR 4 CLOSED

ATC ON HOT (Full CW) 6 MANUAL SPEED ON 1 FULL ON HOT AIR FLOW 4 OPEN 3

DEFOG HOT MANUAL SPEED ON 1 FULL ON HOT AIR FLOW 4 OPEN 3
WARM AIR
DEFOG HOT AUTO ON 2 FULL ON TIMED CYCLE ON AND OFF OPEN 3
FLOW

DEFOG COLD AUTO ON 2 FULL ON COOL AIR 4 CLOSED
1
Speed dependent on blower switch variable setting.
2
Speed dependent on difference between cab temperature and Temperature Control Switch set point.
3
May be full to partial open depending on difference between cab temperature and Temperature Switch control set point.
4
Cycles ON and OFF with variable run times.
5
With the Temperature Control knob in the full CCW position, the control unit will be overridden and the compressor will stay in
the ON position. The evaporator sensor will still override Temperature Control to prevent evaporator freeze up.
6
With the Temperature Control knob in the full CW position, the temperature set point will reach approximately 29 °C (85 °F).
The set point range is from 18 °C—29 °C (65 °F —85 °F) in one degree increments.
7
Pressurizer fan is controlled by ClimaTrak™ control unit to coincide with circulation fan.
8
Clutch cycles at cooler ambient temperature.

Essential Tools
→NOTE:
Adaptor Fitting
JT02148
Adaptor Fitting
Switch test fitting.
A/C Leak Detection Kit
JT02178
Checks A/C system for refrigerant leaks.
Refrigerant Leak Detector
JT02081
Leak Detector
Jumper Wires
DFRW142
Testing Water Valve Operation, ClimaTrak™
Specifications
Relay Specification
Relay Terminal Resistance Terminals Resistance
85 & 86 68—78 Ohms
30—87 Open (0.2 Ohms)
30—87A 0.2 Ohms (Open)
87—87A Open (Open)
Minimum A/C Static Pressure

Minimum A/C Static Pressure Minimum Static Pressure 400 kPa
(4 bar)
(60 psi)
Compressor Clutch Coil

Compressor Clutch Coil Resistance Coil Resistance 3.5—4.0 Ohms
A/C Pressure Switch

A/C Low Pressure Switch Closing Pressure 300—400 kPa
(3—4 bar)
(45—60 psi)
Opening Pressure 140—205 kPa
(1.4—2.0 bar)
(20—30 psi)
A/C High Pressure Switch Opening Pressure 2600—2900 kPa
(26.0—29.0 bar)
(380—420 psi)
Closing Pressure 1170—1450 kPa
(11.7—14.5 bar)
(175—200 psi)
A/C Dual Pressure Switch

A/C Dual Pressure Switch (Low Side) Closing Pressure 140—270 kPa
(1.4—2.7 bar)
(20—40 psi)
(1.4—2.4 bar)
(20—35 psi)
A/C Dual Pressure Switch (High Side) Opening Pressure 2600—2900 kPa
(26.0—29.0 bar)
(380—420 psi)
(14.5—20.3 bar)
(200—300 psi)
ClimaTrak™ Refrigerant Loss Switch

Low Pressure Switch Operation Switch Closing Pressure 170—240 kPa
(1.7—2.4 bar)
(25—35 psi)
Switch Opening Pressure 100—170 kPa
(1.0—1.7 bar)
(15—25 psi)
A/C System Static Pressure

Static Pressure at Ambient Temperature 15°C (60°F) 390 kPa (57 psi)
18°C (65°F) 430 kPa (63 psi)
21°C (70°F) 490 kPa (71 psi)
24°C (75°F) 535 kPa (78 psi)
27°C (80°F) 590 kPa (86 psi)
29°C (85°F) 655 kPa (95 psi)
32°C (90°F) 715 kPa (104 psi)
35°C (95°F) 785 kPa (114 psi)
38°C (100°F) 855 kPa (124 psi)
41°C (105°F) 930 kPa (135 psi)
43°C (110°F) 1010 kPa (147 psi)
46°C (115°F) 1095 kPa (159 psi)
49°C (120°F) 1185 kPa (172 psi)
Test Coupling Valve Stem Depth

Valve Stem Depth Depth 7 —7.6 mm
(.275—.300 in.)
Below 24°C (75°F) 12°C (20°F)
24—32°C (75—90°F) 14°C (25°F)
Above 32°C (90°F) 16°C (30°F)
Reference 290-15-001, Install Test Equipment

Test Procedure
( 1 ) Install Test Equipment
Action:
LEGEND:
A High Side Valve
B Low Side Valve
Install Test Equipment
Stop engine and remove caps from test ports on lines at the compressor.
→NOTE:
Be sure both gauge valves are closed (Turned Counter Clockwise).
Install JT02051 Manifold gauge set hose quick couplers at test port. Turn valves CW in the couplers to open the compressor
suction and discharge line test port Schrader valves.
Manifold Gauge Set
JT02051
Manifold Gauge Set
Test A/C System Pressures
→NOTE:
Reinstall caps on compressor test ports after removal of test equipment.
Result:
Reference 290-15-002, Isolate Blower Motor Circuit Malfunctions

(Standard)
Test Procedure
( 1 ) Isolate Blower Motor Circuit Malfunctions
Action:
Refer to electrical schematic (Reference 240-25-004a , SE3 Air Conditioning and Ventilation Wiring Diagram (—012296) or
240-25-004b , SE3 Air Conditioning and Ventilation Wiring Diagram (012297—)) and follow circuit path, making voltage and
continuity checks of components and wire harness as necessary to isolate the cause of problem.
Check resistance across relay coil terminals using the following chart:
Resistance across the switch terminals should be less than 1.0 ohm when contacts are closed and infinite when open.
85 & 86 68—78 Ohms
30—87 Open (0.2) Ohms *
30—87A 0.2 Ohms (Open) *
87—87A Open (Open) *
*
When battery power is across 85 and 86 terminals.
The following conditions must exist for the blower motor to operate.
Power from fuse F18 to key switch and relay K15 coil.
Power from relay K15 switch to relay K28 coil.
Power from relay K28 switch to blower switch and blower resistor to blower motor.
Power to relay K31 coil and power from fuse F25 to relay K31 switch to blower motor, bypassing the blower resistor, when
blower switch is at "Purge".
With the key switch OFF, check continuity from terminal "B" to terminals "1", "2", "3" and "4" of blower motor control as shown
in chart. Check voltage at terminals "1", "2", "3" and "4" with the key switch ON.
→NOTE:
When checking continuity, there should be a closed circuit to less than 0.5 ohm between terminal "B" and
terminals "1", "2", "3" or "4" where 0.5 ohms is specified in the following chart. All other combinations
should indicate an open contact.
Terminal Positions
TERMINAL NUMBER (WIRE COLOR)
1 (Pu) 2 (Br) 3 (Gr) 4 (Or)
SWITCH POSITION Volts Ohms Volts Ohms Volts Ohms Volts Ohms
OFF 0V Open 0V Open 0V Open 0V Open
LOW 12V 0.5 8V Open 6V Open 0V Open
MEDIUM 12V 0.5 12V 0.5 8V Open 0V Open
HIGH 12V 0.5 12V 0.5 12V 0.5 0V Open
12V 0.5 12V 0.5 12V 0.5 12V 0.5
Result:

NO:Repair as needed and return to diagnosis in process.
Reference 290-15-003, Isolate Pressurizer Blower Motor Circuit

Malfunction (Standard)
Test Procedure
( 1 ) Isolate Pressurizer Blower Motor Circuit Malfunctions
Action:
85 & 86 68—78 Ohms
30—87 Open (0.2 Ohms) *
30—87A 0.2 Ohms (Open) *
87—87A Open (Open) *
*
The following conditions must exist for the blower motor to operate.
Power from blower switch to relay K30 coil.

Power from fuse F26 to relay K30 switch and pressurizer blower motor.
Result:
NO:Repair as needed and return to diagnosis in process.
Reference 290-15-004, Static Pressure Test (Standard)

Test Procedure
( 1 ) Static Pressure Check
Action:
LEGEND:
A High Side Valve
B Low Side Valve
Install Test Equipment
Install JT02051 manifold gauge set (See Reference 290-15-001 ) at couplers in lines at the compressor.
→NOTE:
Engine must be off to take static pressure reading.
Observe pressure reading on gauges.
Air-conditioning system must have at least 400 kPa (4 bar) (60 psi) to close the low pressure switch.
Minimum A/C Static Pressure

Minimum A/C Static Pressure Minimum Static Pressure 400 kPa
(4 bar)
(60 psi)
Result:
Reference 290-15-005, Isolate Circuit Malfunction to Compressor Clutch

(Standard)
Test Procedure
( 1 ) Fuse Check
Action:
Locate fuse F26 and check for supply voltage to it and through it.
Result:
YES: GO TO (2)
NO:Repair circuit as needed. After repair check for voltage at compressor clutch. GO TO (2) .
( 2 ) Clutch Coil
Action:
Check for battery voltage at compressor clutch coil (circuit 236) and check coil for correct resistance.
→NOTE:
Blower and A/C switches must be ON.
Compressor Clutch Coil

Compressor Clutch Coil Resistance Coil resistance 3.5—4.0 Ohms
Result:
YES:Voltage present, coil has correct resistance and compressor clutch engages.Return to diagnosis in process.
NO:No power to coil. GO TO (3) .
NO:Coil resistance out of spec. check coil ground or replace coil as needed. After repair check for compressor clutch function
then...Return to diagnosis in process.
NO:Clutch does not engage. Power to coil and coil resistance in spec. Check compressor clutch running clearance after repair
check for compressor clutch function then...Return to diagnosis in process.
( 3 ) Power To Relay
Action:
Locate relay K30 and check for supply voltage to it from fuse F26 through circuit 902.
Result:
YES: GO TO (4) .
NO:Repair circuit as needed. After repair check for compressor clutch function. If clutch works return to diagnosis in process. If
not... GO TO (4) .
( 4 ) Check Relay
Action:
85 & 86 68—78 Ohms

*
30—87 Open (0.2 Ohms)
*
30—87A 0.2 Ohms (Open)
*
87—87A Open (Open)
*
Result:
YES: GO TO (5) .
NO:Replace relay and check for compressor clutch function. If clutch works return to diagnosis in process. If not... GO TO (5) .
( 5 ) Power To Relay From Blower Switch
Action:
Check for battery voltage at relay terminal 86 from blower switch (circuit 227).
→NOTE:
Blower switch must be ON.
Result:
YES: GO TO (6) .
NO:Repair circuit 227 from blower switch as needed. If blower is not working diagnose blower motor circuit. After repair check
for compressor clutch function. If clutch works return to diagnosis in process. If not... GO TO (6) .
( 6 ) Power to A/C Switch
Action:
Check for battery voltage at and through A/C switch from relay K30 (circuit 226).
→NOTE:
Result:
YES: GO TO (7) .
NO:Repair circuit 226 or switch S11 as needed. After repair check for compressor clutch function. If clutch works return to
diagnosis in process. If not... GO TO (7) .
( 7 ) De-Icing Switch
Action:
Check for battery voltage at and through de-Icing switch (circuit 215).
→NOTE:
LEGEND:
A De-Icing Switch
De-Icing Switch
Result:
YES:Voltage to and through switch.Tractor Serial number (—016078) GO TO (8) .Tractor Serial number (016079—) GO TO (9)
NO:Repair circuit 215 or De-Icing switch B2 as needed, see De-Icing switch Test (Reference 290-15-006). After repair check for
compressor clutch function. If clutch works return to diagnosis in process. If not...Tractor Serial number (—016078) GO TO (8)
.Tractor Serial number (016079—) GO TO (9)
( 8 ) Pressure Switch Circuit (—016078)
Action:
Check for battery voltage at and through A/C pressure switches.
→NOTE:
LEGEND:
A High and Low Pressure Switches
A/C Pressure Switches
A/C Pressure Switch

A/C Low Pressure Switch Closing pressure 300—400 kPa
(3—4 bar)
(45—60 psi)
Opening pressure 140—205 kPa
(1.4—2.0 bar)
(20—30 psi)
A/C High Pressure Switch Opening pressure 2600—2900 kPa
(26.0—29.0 bar)
(380—420 psi)
Closing pressure 1170—1450 kPa
(11.7—14.5 bar)
(175—200 psi)
Result:
YES:Voltage to and through both A/C pressure switches. GO TO (12) .
NO:Supply voltage to switches not present, repair circuit 217. After repair check for compressor clutch function. If clutch works
return to diagnosis in process. If not... GO TO (12) .
NO:Pressure switch are open, check static pressure see (Reference 290-15-004) or replace switch as needed. After repair
check for compressor clutch function. If clutch works return to diagnosis in process. If not... GO TO (12) .
( 9 ) Pressure Switch Circuit (016079—)
Action:
Check for battery voltage at and through A/C pressure switch.
→NOTE:
LEGEND:
A Dual Pressure Switches
Dual Pressure Switches
A/C Dual Pressure Switch

(1.4—2.7 bar)
(20—40 psi)
(1.4—2.4 bar)
(20—35 psi)
(26.0—29.0 bar)
(380—420 psi)
(14.5—20.3 bar)
(200—300 psi)
Result:
YES:Voltage up to and through dual pressure switches. GO TO (10) .
NO:Supply voltage not present at dual pressure switch, repair circuit 217. After repair check for compressor clutch function. If
clutch works return to diagnosis in process. If not... GO TO (10) .
NO:Pressure switches are open, check static pressure see (Reference 290-15-004) or replace switch as needed. After repair
check for compressor clutch function. If clutch works return to diagnosis in process. If not... GO TO (10) .
( 10 ) Dual Pressure Switch (Low Side) Check (016079—)
Action:
LEGEND:
A Dual Pressure Switch
Dual Pressure Switch
→NOTE:
When system pressure is below 140—240 kPa (1.4—2.4 bar) (20—35 psi) the switch contacts open to stop
compressor operation.
Remove cab rear cover and small access panel at left side of evaporator.
Remove dual pressure switch (A) from tube at inlet to expansion valve.
Install a jumper wire across harness connector.
Connect dual pressure switch to adaptor fitting JT02148 and center hose of gauge set.
Connect low side hose to suction quick coupler on line at compressor.
Close both valves of gauge set and remove hose from high side.
Connect Metri-Pack leads to switch terminals and use an ohm meter to check opening and closing of switch contacts.
With engine OFF, slowly open low side valve. Meter will indicate continuity when contacts close.
→NOTE:
If a greater pressure is required to close contacts, connect gauge set hose to high side quick coupler on
line at compressor and start engine.
Disconnect quick coupler from pressure source and slowly open high side valve to bleed pressure from switch.
A/C Dual Pressure Switch (Low Side)

(1.4—2.7 bar)
(20—40 psi)
(1.4—2.4 bar)
(20—35 psi)
Adaptor Fitting
JT02148
Switch test fitting
Result:
YES:Switch operates within specification. Check connections, reinstall switch. GO TO (11)
NO:Switch does not operate within specification. Replace switch.Return to diagnosis in progress.
( 11 ) Dual Pressure Switch (High Side) Check (016079—)
Action:
LEGEND:
A Dual Pressure Switch
Dual Pressure Switch
→NOTE:
When system pressure is below 2600—2900 kPa (26—29 bar) (380—420 psi) the dual pressure switch (A)
opens to stop compressor operation.
Remove dual pressure switch from tube at inlet to expansion valve.
Install a jumper wire across harness connector.
Connect dual pressure switch to center connector of gauge set hose using adaptor fitting JT02148.
Install Metri-Pack test leads on switch terminals and use on ohm meter to check (at switch connector) the switch opening and
closing action.
Connect high side hose of gauge set to compressor quick coupler.
Open high side valve and close low side valve.
Completely cover front of condenser with cardboard or plastic film.
IMPORTANT:
DO NOT let pressure exceed 2000 kPa (29 bar) (425 psi).
With engine at 2000 rpm and compressor operating, turn heater control CW to maximum heat to decrease running time.
Observe high pressure gauge for pressure point at which switch contacts open.
After switch opens, stop engine and note pressure at which switch contacts close.
Remove cardboard or plastic film from condenser.
A/C Dual Pressure Switch (High Side) Specification

(26.0—29.0 bar)
(380—420 psi)
(14.5—20.3 bar)
(200—300 psi)
Adaptor Fitting
JT02148
Switch test fitting
Result:
YES:Switch operates within specification. Check Connections, reinstall switch. GO TO (12) .
NO:Switch does not operate within specification. Replace switch.Return to diagnosis in progress.
( 12 ) Circuit 236
Action:
Check for battery voltage at compressor clutch coil (circuit 236).
→NOTE:
Result:
YES:Voltage present and clutch engages.Return to diagnosis in process.
NO:No voltage, repair circuit 236 as needed. After repair check for compressor clutch function. If clutch works return to
diagnosis in process. If not, check compressor clutch coil and ground at step 2.Return to diagnosis in process.
NO:Voltage present, clutch does not engage check clutch coil and coil ground at step 2. GO TO (2)
Reference 290-15-006, De-Icing Switch Test (Standard)

Test Procedure
( 1 ) De-Icing Switch Check
Action:
LEGEND:
A De-Icing Switch
De-Icing Switch
→NOTE:
When the temperature of the evaporator decreases to a level that could freeze up the evaporator the de-
icing switch should open to stop compressor operation.
Remove inner cab lining at right rear of operator seat to locate switch.
Obtain an ice/water and salt solution. The capillary tube is located diagonally between upper 1st and 2nd heater tubes on the
front side near middle of the evaporator.
→NOTE:
After testing or repair, push tube in full depth of the evaporator core.
Connect an ohmmeter across the switch terminals.
There should be less than 0.5 ohm across switch terminals with the capillary tube warmed by hand.
Insert the capillary tube in ice water. The contacts should open at -1°C. (30°F) and close at 3°C (37°F).
Result:
YES:Switch operates within specification. Check connections, reinstall switch then...Return to diagnosis in process.
NO:Switch does not operate within specification. Replace or adjust switch as needed and then...Return to diagnosis in process.
Reference 290-15-007, Refrigerant Loss Switch (Low Pressure) Test

Test Procedure
( 1 ) Refrigerant Loss Switch (Low Pressure) Check
Action:
LEGEND:
High and Low Pressure Switches
→NOTE:
When system pressure is below 140—205 kPa (1.4—2.0 bar) (20—30 psi) the switch contacts open to stop
compressor operation.
Remove refrigerant loss switch from tube at inlet to expansion valve. The refrigerant loss switch has a tower type electrical
connector.
Install a jumper wire across harness connector or connect the connector bodies for both the low and high pressure switches
together to keep the compressor clutch engaged.
Connect refrigerant loss switch to adaptor fitting JT02148 and center hose of gauge set.
Connect low side hose to suction quick coupler on line at compressor.
Close both valves of gauge set and remove hose from high side.
Connect Metri-Pack leads to switch and use an ohmmeter to check opening and closing of switch contacts.
With engine OFF, slowly open low side valve. Meter will indicate continuity when contacts close.
→NOTE:
If a greater pressure is required to close contacts, connect gauge set hose to high side quick coupler on
line at compressor and start engine.
Disconnect quick coupler from pressure source and slowly open high side valve to bleed pressure from switch.
A/C Pressure Switch

A/C Low Pressure Switch Closing pressure 300—400 kPa (3—4 bar) (45—60 psi)
Opening pressure 140—205 kPa (1.4—2.0 bar) (20—30 psi)
Adaptor Fitting
JT02148
Adaptor Fitting
Switch test fitting.
Result:
YES:Switch operates within specification. Check connections, reinstall switch then...Return to diagnosis in process.
NO:Switch does not operate within specification. Replace switch and then...Return to diagnosis in process.
Reference 290-15-008, High Pressure Switch Test (Standard)

Test Procedure
( 1 ) High Pressure Switch Check
Action:
LEGEND:
→NOTE:
When system pressure is above 2600—2900 kPa (26—29 bar) 380—420 psi the high pressure switch
opens to stop compressor operation.
Remove cab rear cover and small access panel at right side of evaporator.
Remove high pressure switch from port at inlet of expansion valve. The switch has a shroud type connector body.
Install a jumper wire in its place or connect both low and high pressure switch harness connectors together.
Connect high pressure switch to center connector of gauge set hose using JT02148 adapter fitting.
Install Metri-Pack test leads on switch terminals and use an ohmmeter to check (at switch connector) the switch opening and
closing action.
Connect high side hose of gauge set to compressor quick coupler.
Open high side valve and close low side valve.
Completely cover front of condenser with cardboard.
IMPORTANT:
DO NOT let pressure exceed 2900 kPa (29 bar) 425 psi.
With engine at 2000 rpm and compressor operating, turn heater control CW to maximum heat to decrease running time.
Observe high pressure gauge for pressure point at which switch contacts opens.
After switch opens, stop engine and note pressure at which switch contacts close.
Remove cardboard from condenser.
A/C Pressure Switch

A/C high pressure switch Opening pressure 2600—2900 kPa (26.0—29.0 bar) (380—420 psi)
Closing pressure 1170—1450 kPa (11.7—14.5 bar) (175—200 psi)
Result:
YES:Switch operates within specification. Check connections and reinstall switch then...Return to diagnosis in process.
NO:Switch does not operate within specification. Replace switch and then...Return to diagnosis in process.
Reference 290-15-009, A/C System Testing (Standard)

Test Procedure
( 1 ) A/C System Static Pressure Check
Action:
LEGEND:
A High Side Valve
B Low Side Valve
Manifold Gauge Set
Plug the center hose of the gauge set with a fitting. Open both gauge valves to equalize both sides of the system. Check
gauges for equal reading and initial level of charge in system.
CAUTION:
Close both high and low side valves on gauge set after pressures stabilize. Compare gauge readings to
the following chart.
→NOTE:
A static pressure reading 20—30% greater than values listed in chart is an indication the system was
charged with a mix of nitrogen or another refrigerant. Reclaim, evacuate and recharge the system.
IMPORTANT:
Venting of refrigerants into the atmosphere is prohibited by law. Refrigerant must be recovered using an
approved recovery/recycling station. Use only John Deere ™ approved refrigerant and oil when servicing
the air conditioning system. Do not mix refrigerants. Follow service procedure in relevant repair manual.
A/C System Static Pressure

Static Pressure at Ambient Temperature 15°C (60°F) 390 kPa (57 psi)
18°C (65°F) 430 kPa (63 psi)
21°C (70°F) 490 kPa (71 psi)
24°C (75°F) 535 kPa (78 psi)
27°C (80°F) 590 kPa (86 psi)
29°C (85°F) 655 kPa (95 psi)
32°C (90°F) 715 kPa (104 psi)
35°C (95°F) 785 kPa (114 psi)
38°C (100°F) 855 kPa (124 psi)
41°C (105°F) 930 kPa (135 psi)
43°C (110°F) 1010 kPa (147 psi)
46°C (115°F) 1095 kPa (159 psi)
49°C (120°F) 1185 kPa (172 psi)
Result:
YES:Pressure is good. GO TO (4) .
NO:No pressure. GO TO (2) .
( 2 ) No Gauge Pressure
Action:
[1] - Check test hose couplers for missing or damaged valve depressor. Repair or replace as necessary and reconnect hoses.
[2] - Check depth of valve stem to outer end of test coupler (on tractor) with valve properly seated in bore. SPEC: .275 to .300"
[3] - Check for restricted gauge orifices.
[4] - Recheck gauges for pressure.

Valve Stem Depth Depth 7—7.6 mm
(.275—.300 in)
Result:
YES:Pressure present. GO TO (1) .
NO:NO pressure. GO TO (3) .
( 3 ) Pressurize System
Action:
LEGEND:
A High Side Valve
B Low Side Valve
Manifold Gauge Set
CAUTION:
This procedure may reveal a leak in system. Wear appropriate safety equipment when working with
refrigerant.
→NOTE:
If leak is detected during this procedure, reclaim immediately to prevent loss of refrigerant.
[1] - Engine and compressor OFF.
[2] -
→NOTE:
Be sure problem is not improperly connected coupler. See step 2.
Connect refrigerant supply to gauge manifold set. Open low and high side valves.
[3] - Open refrigerant container valve and add refrigerant until pressure stabilizes.
[4] - Use an electronic leak detector or a 50—50 mix of soap and water to check all components, fittings and line connections
for leaks.
CAUTION:
Close both low and high side manifold gauge valves before operating compressor.
Result:
YES:NO system leaks. GO TO (8) .
NO:System leaks, repair as needed. GO TO (4) .
( 4 ) Clutch Cycle Check
Action:
LEGEND:
A Compressor Switch
Right Hand Console
[1] - Cab door and windows CLOSED. A/C ON-OFF switch (A) at ON position. Operate engine at 2000 rpm.
→NOTE:
If discharge pressure is 2600—2900 kPa (26—29 bar) 380—420 psi and compressor stops operating,
[2] - Put blower motor switch (C) at PURGE and temperature control (B) at MAX. cooling (CCW).
[3] - Operate system for 10 minutes. Check length of time compressor clutch is ON. It should be ON a minimum of 25 seconds
at 70—80°F (21—27°C).
→NOTE:
The clutch may stay ON continuously when ambient temperature is above 80°F (27°C). It also may cycle
more frequently at temperatures below 21°C (70°F).
Result:
YES: GO TO (6)
NO: GO TO (5)
( 5 ) Causes for Frequent Clutch Cycling Are
Action:
1. Blower motor inoperative.

2. Fresh air and recirculating filters dirty.
3. Low charge of refrigerant.
4. De-icing switch temperature range set to cold. Temporarily wire compressor clutch coil to starter solenoid. Continue to
step 6.
→NOTE: See De-icing Switch Check at (Reference 290-15-006).
5. Evaporator dirty.
Result:
YES:Repair as needed. GO TO (6) .
( 6 ) Sight Glass Check
Action:
LEGEND:
A Receiver Dryer
B Sight Glass
Receiver Dryer
[1] - Run engine at 2000 rpm with compressor operating.
[2] - Observe gauge pressures and check sight glass (B) for bubbles.
CAUTION:
If discharge pressure is HIGH and there are bubbles or there is a vacuum and very slow bubbles, GO TO
(8) .
→NOTE:
Compressor may have to be temporarily wired to battery source for this system check. If necessary,
disconnect the clutch coil lead at the compressor and connect a jumper wire from the clutch coil to the
starter solenoid terminal.
Bubbles may appear in sight glass, of a fully charged system, when operating below 18°C (65°F) ambient.
Bubbles will disappear at higher ambient temperatures.
Result:
YES:NO bubbles. GO TO (9) .
NO:Bubbles, GO TO (7) .
( 7 ) Leak Check System
Action:
[1] - Use JT02081 leakage detector to check all components, fittings and connections for leakage.
→NOTE:
Use a 50—50 mixture of liquid soap and water, if leaks are difficult to find.
[2] - Check low and high sides with engine OFF. Repeat check on high side with engine running and compressor operating.
[3] -
→NOTE:
Any spot on connections, hoses or components that is damp with oil and is collecting dust is an indication
of refrigerant leakage.
If leakage exceeds 0.5 kg (1 lb.) of refrigerant per year and no other leak is found, replace the compressor shaft seal.
JT02178
JT02081
Leak Detector
Result:
YES:No system leaks. GO TO (8) .
NO:System leaks. Repair as needed. GO TO (8) .
( 8 ) Add Refrigerant
Action:
LEGEND:
A Receiver Dryer
B Sight Glass
Receiver Dryer
[1] - Close both pressure valves on gauge set and connect refrigerant container to center charging hose.
[2] - With engine at 2000 rpm and compressor operating, open low side valve.
[3] -
→NOTE:
Do not exceed 300 kPa (3.0 bar) (45 psi) while charging system.
Add refrigerant until bubbles disappear from sight glass, then add 0.7 kg. (1.5 lb.) more. Normal system charge is 2.0—2.35 kg.
(4.5—5.0 lb.).
Result:
YES: GO TO (4) .
( 9 ) System Pressure Check
Action:
LEGEND:
A Compressor Switch
Right Hand Console
Ambient Temperature
With engine at 2000 rpm and compressor operating, put blower motor switch (C) at PURGE position. Door and windows must be
closed.
→NOTE:
At cool temperatures, compressor may have to be temporarily wired directly to battery source for this
system check. If necessary, disconnect the clutch coil lead at the compressor and connect a jumper wire
from the clutch coil to the starter solenoid terminal.
Check ambient temperature and gauge pressures. Compare temperature and pressure readings to specification chart.
→NOTE:
The lower figures in the following table correspond to approximately 10% humidity. The higher figures
correspond to approximately 90% humidity.
System Pressure Table
Temperature Suction Pressure Discharge Pressure

a
°C °F kPa Millibar psi kPa bar psi
11-16 51-60 7-40 70-400 1-6 690-1030 6.9-10.3 100-150
16-21 61-70 20-70 200-700 3-10 830-1210 8.3-12.1 120-175
22-27 71-80 40-100 400-1000 6-14 1000-1410 10.0-14.1 145-205
27-32 81-90 60-120 600-1200 9-18 1170-1660 11.7-16.6 170-240
33-38 91-100 80-150 800-1500 12-22 1380-1930 13.8-19.3 200-280
39-43 101-110 100-180 1000-1800 15-26 1590-2240 15.9-22.4 230-325
44-49 111-120 120-200 1200-2000 18-30 1830-2590 18.3-25.9 265-375
→NOTE:
Bubbles may appear in sight glass, of a fully charged system, when operating below 18°C (65°F) ambient.
Bubbles will disappear at higher ambient temperatures.
Compare pressure gauge readings to the following chart and go to the indicated step.
Pressure Gauge Readings Chart
SUCTION DISCHARGE RESULTS
NORMAL NORMAL Condition 1
Low, Normal, or High High W/Bubbles Condition 2
High Low Condition 3
Normal or High High W/O Bubbles Condition 4
Low or Vacuum Normal or Low Condition 5
→NOTE:
Reconnect compressor clutch lead when testing and/or repair is completed.
Result:
YES:Test results are Condition 1. GO TO (18)
NO:Test results are Condition 2. GO TO (10)
( 10 ) Possible Causes For: Suction Low, Normal or High, and Discharge High with Bubbles
Action:
Check for restriction in system, at or between the following locations:
CAUTION:
These lines are normally hot.
→NOTE:
Feeling lines and condenser for temperature changes may or may not locate point of restriction.
Refrigerant line between compressor and condenser.

Condenser.
Refrigerant line between condenser and sight glass.
Inlet of receiver-dryer.
→NOTE:
When feeling tube bends across top of condenser there should be a temperature drop after the forth
tube.
Result:
YES:Inspect and repair as necessary. GO TO (9) .
( 11 ) Possible Causes For: Suction High, and Discharge Low
Action:
Possible causes for suction high, and discharge low pressure readings:
Compressor clutch not engaged. Remove clutch cover to observe clutch operation.
Compressor drive belt slipping. Check auto tension device for binding.
Clutch slipping. Temporarily cover condenser to obtain higher compressor operating pressure to check for slippage.
→NOTE: If shaft seal leakage is cause of clutch slippage, reclaim, repair, evacuate and recharge
system.
Compressor has an internal failure.

→NOTE: Repair requires discharging, replacing receiver-dryer, flushing, purging and charging
system. Perform compressor volumetric efficiency test after removal and before installation. Refer
to Repair TM1575, Section 90.
IMPORTANT:
Result:
NO:Repair as needed. GO TO (9) .
( 12 ) Possible Causes For: Suction Normal or High, and Discharge High Without Bubbles
Action:
Possible causes for suction normal or high, and discharge high pressure without bubbles readings:
Restricted air flow through condenser, hydraulic oil cooler or radiator.

Leakage through the coolant shut off valve may also cause this symptom. If coolant tube under left rear corner of cab is
HOT, check heater valve as recommended at step(19) .
Restriction at inlet of receiver-dryer. Check for temperature drop from inlet to outlet of dryer.
Expansion valve is stuck open. Check expansion valve operation. GO TO (14) .
→NOTE: If any of the conditions exist, as specified in steps "1" through "4" above, repair the problem
and then GO TO (9) . If all components/conditions are normal, continue at step "5" below.
System is charged with a mixture of two refrigerants or contaminated with nitrogen or air. Checking system static
pressure at step(1) can help determine if system is contaminated. However, if system operation was originally normal
and nothing has been added to the system, contamination is not the cause of this symptom.
System is overcharged with refrigerant. Reclaim refrigerant from system until bubbles appear in sight glass. Check
system pressures as recommended in step(9) and compare to chart.
Result:
YES:If all components/conditions are normal (1 through 6) GO TO (13) .
NO:If pressures are not OK at 5 and 6, GO TO (1) .
( 13 ) Charge System
Action:
LEGEND:
A Receiver Dryer
B Sight Glass
Charging System
Receiver Dryer
[1] - With engine at 2000 rpm and compressor operating, open low side valve but DO NOT exceed 400 kPa (4.0 bar) 60 psi.
[2] - Add refrigerant until bubbles disappear in sight glass, then add 0.7 kg (1.5 lb.) more.
[3] - Recheck system pressures and compare to chart in Step (9) .
Result:
YES:Pressure readings normal. GO TO (18) .
NO:Pressure reading high. GO TO (1) .
( 14 ) Check Expansion Valve Operation
Action:
→NOTE:
This check should be performed at 21-24°C (70-75°F) with fan and compressor functioning correctly to
obtain accurate results.
1. Compressor will have to be temporarily wired directly to battery source for this check. Disconnect the clutch coil lead at
the compressor and connect a jumper wire from the clutch coil to the starter solenoid terminal.A more desirable method
is to remove the evaporator temperature sensor probe from the evaporator core. Do not disconnect its harness, allow the
sensor to hang in front of the evaporator core.
2. Start engine and set throttle to 1250 rpm.
3. Set temperature control to maximum heat position.
4. Record suction and discharge pressures with compressor operating.
5. Turn fan control to OFF and check suction side gauge pressure. Pressure will decrease within 30 seconds and be at
minimum in 60 seconds. Typical minimum pressure will be between 34 kPa (0.34 bar) (5 psi) and - 44 kPa (- 0.44 bar) (13
in. Hg vacuum)
6. Turn fan control to maximum ON and check suction side gauge pressure. Pressure will increase within 30 seconds and
return to beginning pressure in 90 seconds.
7. Repeat check two or three times to determine pattern of valve operation. If the valve changes pressure very slowly,
replace the valve.
→NOTE: Repair requires reclaiming, flushing, purging, evacuating and recharging A/C system.
IMPORTANT: Venting of refrigerants into the atmosphere is prohibited by law. Refrigerant must be
recovered using an approved recovery/recycling station. Use only John Deere ™ approved refrigerant
and oil when servicing the air conditioning system. Do not mix refrigerants. Follow service
procedure in relevant repair manual.
8. Remove jumper wire and return system to normal.
Result:
YES:Return to previous Step ((12) or (16) ).
NO: GO TO (15) .
( 15 ) Pressure Does not Change
Action:
Restriction in receiver-dryer to expansion valve line.

Restriction at inlet of expansion valve.
If suction pressure is low, expansion valve is stuck closed, lost its gas charge or evaporator has an internal restriction.
If suction pressure is high, expansion valve is stuck open.
Inspect system for restriction.
Result:
( 16 ) Possible Causes For: Suction Low or Vacuum, and Discharge Normal Or Low
Action:
Possible causes for suction low or vacuum, and discharge normal or low pressure readings:
Blower motor inoperative. Check electrical circuits, see (Reference 290-10-001).

Dirty recirculating or fresh air filters. Clean filters.
Expansion valve stuck closed or no gas in thermal head. See step 14 to check expansion valve operation.
Restriction in system. Check along refrigerant lines for point where frost accumulates or feel for a temperature change to
locate a restriction.
→NOTE: A very slight temperature change usually indicates a restriction.
Between condenser and receiver-dryer.

At receiver-dryer.
Between receiver-dryer and expansion valve.
At inlet of expansion valve.
Between evaporator inlet and suction side of compressor.
Result:
YES:Conditions/components are OK: GO TO (17) .
NO:If conditions/components NOT OK, repair as needed. GO TO (9) .
( 17 ) Heat Up Evaporator
Action:
LEGEND:
A Temperature Control Knob
Temperature Control Knob
Turn A/C switch OFF to stop compressor.
With engine running and the cab door open, turn temperature control to MAX. Heat (CW) for three minutes to heat up the
evaporator.
With engine at 2000 rpm, cab door closed and compressor operating, turn temperature control at MAX cooling (CCW).
Read high and low pressure gauges after six minutes of operation, and compare to chart in step 9.
Result:
NO:Pressures low, GO TO (23) .
Action:
LEGEND:
A A/C Switch
B Blower Motor Control
Checking Ambient Temperature
A/C Switch, Blower Motor Control
Record ambient temperature in the shade.
Cab door and windows must be closed.
With engine at 2000 rpm and compressor operating, put blower motor switch (B) at PURGE position.
Put thermometer in left air duct of steering console.
After at least 20 minutes of continuous operation, record air duct temperature.
Compare temperature reading to the following chart.
Minimum Temperature Difference Ambient temperature Temperature difference (MIN)
Below 24°C (75°F) 12°C (20°F)
24—32°C (75—90°F) 14°C (25°F)
Above 32°C (90°F) 16°C (30°F)
Result:
YES:Temperature difference within specification. GO TO (25) .
NO:Temperature difference not within specification. GO TO (19) .
( 19 ) Heater Shut-Off Valve Leak Check
Action:
LEGEND:
A Heater Inlet Pipe
B Heater Outlet Pipe
Heater Lines
With engine at 2000 rpm and compressor operating:
Locate heater coolant tubes under left rear corner of cab.
Left hand tube (A) is inlet to water valve at left end of heater core.
The right hand tube (B) is the heater core return to the water pump.
Both the tubes should be cool or easy to hold by hand.
Crimp hose above left tube (inlet tube) using two flat washers and locking pliers.
Repeat temperature drop check as in step 18.
Result:
NO:Temperature difference not within specifications. GO TO (21) .
( 20 ) Engine Coolant is not Shut Off
Action:
LEGEND:
A Heater Control Valve
Heater Control Valve
Engine coolant is circulating for following reasons:
Heater valve control cable is out of adjustment and does not shut off valve.
Heater valve (A) is leaking internally in the off position.
→NOTE:
To limit spillage of antifreeze into evaporator housing, see Repair TM1575, Section 90 for disassembly
and removal procedure for heater valve, expansion valve and evaporator-heater core.
Result:
( 21 ) Excessive Air Leakage from Cab
Action:
Check for excessive air leakage inside the cab at the following locations:
Deteriorated cab door and window seals.

Improperly sealed openings for electrical harnesses.
Poor fit of air duct under seat to evaporator housing and circulator motor.
Result:
YES:No System Leaks: GO TO (22) .
NO:System Leaks: Repair as needed. GO TO (18) .
( 22 ) Possible Causes for Lack of Cooling
Action:
Lack of cooling can be caused by the following components, if they are dirty or damaged.
Condenser, oil cooler or radiator.

Recirculating filter.
Blower air duct and fan cages.
Evaporator-heater core.
→NOTE:
Check condenser, radiator and evaporator for restriction due to dirt or damaged cooling fins.
Result:
YES:Components not dirty. GO TO (23) .
NO:Clean appropriate components and then... GO TO (18) .
( 23 ) Internal Line Restriction Check
Action:
CAUTION:
High pressure lines are normally HOT.
With engine at 2000 rpm and compressor operating, feel along the entire length of high side from compressor to condenser
and expansion valve for a temperature change (point of restriction).
→NOTE:
Dented or kinked tubing/hose may restrict flow of refrigerant.
Result:
YES:No temperature change, No restriction. GO TO (24) .
NO:Temperature change. Repair restriction. GO TO (9) .
( 24 ) Possible Causes for Poor Cooling
Action:
[1] - Evaporator freeze up.
Temperature control does not blend heat. Check temperature control cable and coolant shut off valve for operation and
proper adjustment.
De-icing switch stuck closed. Check switch opening limits, see ( Reference 290-15-006 ).
[2] - System contaminated with a mixture of nitrogen, air, two refrigerants or moisture in the system. Reclaim refrigerant and
do number 3 of this step. Flush, replace receiver-dryer, purge, evacuate and recharge the system.
[3] - Compressor efficiency is low. Perform volumetric efficiency test as described in Repair TM1575 Section 90.
If compressor efficiency is normal, poor cooling is a result of conditions in number 2 above. Reclaim refrigerant, flush
system, change receiver-dryer, purge, evacuate and recharge with fresh refrigerant.
If compressor efficiency is not normal: Replace compressor.
IMPORTANT:
Result:
( 25 ) Summary of Air-Conditioning Testing
Action:
If compressor clutch was earlier wired directly to battery voltage to keep compressor operating, test and repair switches and
circuitry as needed. See (Reference 240-25-004a , SE3 Air Conditioning and Ventilation Wiring Diagram (—012296) or
240-25-004b , SE3 Air Conditioning and Ventilation Wiring Diagram (012297—)).
If the system checks out to be NORMAL at this step and any problem (including cleaning filters) has been corrected, the system
is NORMAL. Return to diagnosis in process.
If the system checks out to be NORMAL at this step and no problem has been corrected, there is the possibility of moisture in
the system.
If customer complaint is "system does not cool properly above approximately 27°C (80°F) ambient temperature", the
problem is not moisture in the system.
If customer complaint is "system cools satisfactory above approximately 27°C (80°F) ambient temperature, but does not
cool properly at or below 27°C (80°F) there may be moisture in the system.
IMPORTANT:
If the temperature control and low pressure switches are not functioning within their specified ranges,
the conclusion of moisture in the system would be incorrect.
Result:
NO:Moisture in system. GO TO (26) .
( 26 ) Remove Moisture from the System
Action:
Charging Station
IMPORTANT:
Refer to Repair TM1575, for detailed servicing procedures.

Reclaim refrigerant.
Purge system with dry nitrogen and change receiver-dryer.
Evacuate system.
Charge system with fresh refrigerant.
Repeat test sequence.
Result:
OK:After charging, return to diagnosis in process.
Reference 290-15-010, Climatrak ™ (ATC) Light Code Tests

Temperature Sensor(s) Check (Light Codes 1, 2, and 3)
→NOTE:
The engine must be OFF during this check.
( 1 ) Access Unit Sensors
Action:
1. Remove grillwork and recirculating air filter from ClimaTrak™ unit.

2. Locate the correct temperature sensor to be checked.
Light code 1 - Recirculating air temperature sensor (located on top of evaporator housing)
Light code 2 - Outlet air duct temperature sensor (located on top of blower exit duct)
Light code 3 - Fresh air inlet temperature sensor (located at bottom, front of evaporator housing)
Result:
YES: GO TO (2)
( 2 ) Inspect Sensor
Action:
Check sensor for:
Interference from debris

Proper mounting
Wire harness condition
Electrical connection and terminal condition
Result:
YES: GO TO (3)
NO:Repair as required and check operation of system. See Operational Check (Reference 290-10-003 ).
( 3 ) Sensor Resistance Check
Action:
Determine ambient temperature and measure the resistance, in ohms, through the sensor. Compare findings with information
in the table.
Temperature - Resistance Table
Approximate Approximate
Ambient Temperature Ambient Temperature
Resistance Resistance
°C °F Ohms °C °F Ohms
5 41 7253 30 86 2240
10 50 5658 35 95 1806
15 59 4441 40 104 1465
20 68 3511 45 113 1195
25 77 2795
Result:
YES: GO TO (4)
NO:Replace sensor and perform Operational Check. See Reference 290-10-003 .
( 4 ) Sensor Circuit Check
Action:
1. Remove rear cab cover, control units, and inner cover to access the 30-way ATC connector.
2. Check the suspect sensor′s circuits for continuity (less than one ohm each), shorts, and grounds. ForClimaTrak™ (ATC)
Schematic (See Reference 240-25-001m ClimaTrak™ (ATC) Schematic (—012296).)
Result:
YES:Replace ATC Control Unit and perform Operational Check. See Reference 290-10-003 .
NO:Repair wire harness as required and perform Operational Check. See Reference 290-10-003 .
Evaporator Core Temperature Sensor (Light Code 4)
→NOTE:
( 1 ) Inspect Sensor
Action:

2. Locate the evaporator temperature sensor inside the evaporator housing, below the circulation air temperature
sensor.Check sensor for:
Interference from debris
Proper mounting
Wire harness condition
Electrical connection and terminal condition
Result:
YES: GO TO (2) .
NO:Repair as required and perform Operational Check. See Reference 290-10-003 .
( 2 ) Sensor Resistance Check
Action:
Determine ambient temperature and measure the resistance, in ohms, through the sensor. Compare findings with information
in the table.
Temperature - Resistance Table
Approximate
Ambient Temperature
Resistance
°C °F Ohms
5 41 12697
10 50 9951
15 59 7856
20 68 6246
25 77 5000
Result:
YES: GO TO (3) .
NO:Replace sensor and perform Operational Check. See Reference 290-10-003 .
( 3 ) Sensor Circuit Check
Action:
1. Remove rear cab cover, control units, and inner cover to access the 30-way ATC connector.
2. Check the suspect sensor′s circuits for continuity (less than one ohm each), shorts, and grounds. ForClimaTrak™ (ATC)
Schematic (See Reference 240-25-001m ClimaTrak™ (ATC) Schematic (—012296).)
Result:
YES:Replace ATC Control Unit and perform Operational Check. See Reference 290-10-003 .
NO:Repair wire harness as required and perform Operational Check. See Reference 290-10-003 .
Clutch Cycling Too Frequently (Light Code 5)
→NOTE:
Excessive cycling is more than six “ON” cycles per minute.
( 1 ) Blower Motor Speed
Action:
Slow blower motor speed will not circulate air from the unit properly. Verify motor operation before proceeding. See Blower
Motor Control Potentiometer Circuit and then return to this procedure.
Result:
YES: GO TO (2) .
NO:Repair as required by referenced procedure and perform Operational Check. See Reference 290-10-003 .
( 2 ) Low Refrigerant Charge
Action:
Check receiver-dryer sight glass for bubbles.
If bubbles are present:
1. Use JT02178 leakage detector kit to check all components, fittings, and connections for leakage.
→NOTE: Use a 50—50 mixture of liquid soap and water if leakage detection kit is unavailable.
2. Check low and high sides with engine OFF. Repeat check on high side with engine running and compressor operating.
→NOTE: Any evidence of oil (or dust collecting) on connections, hoses or components is an indication
3. Turn engine OFF.

4. If leakage exceeds 0.5 kg (1 lb.) of refrigerant per year and no other leak is found, replace the compressor shaft seal.
If no bubbles are present and air duct temperature is warm:
1. Check system pressure. SeeClimaTrak™ (ATC) System Testing , Step(1) , Reference 290-15-011 .
2. If pressure is found “low”, check for leaks in the system.
3. Recharge system as required.
Leak Detector Kit
JT02178
Air conditioning leak detector
Result:
NO:Repair leaks as necessary, recharge, and perform Operational Check. See Reference 290-10-003 .
( 3 ) Evaporator Temperature Sensor
Action:
Verify temperature sensor operation. See Evaporator Core Temperature Sensor procedure within this reference (for Light Code
4).
Result:
YES: GO TO (4)
NO:Repair as required by referenced procedure and perform Operational Check. See Reference 290-10-003 .
( 4 ) Evaporator Drain Tube
Action:
Check evaporator drain tube for restriction. Ensure that condensation from the evaporator has proper drainage.
Result:
YES: GO TO (5) .
( 5 ) Water Valve Operation
Action:
To visually check water valve for operation:
1. Remove cover from rear of cab.

2. Remove small panel at left, rear to access water valve.
3. Turn key switch to RUN.
4. Set mode switch to ATC ON.
5. Set blower control to AUTO.
6. Set temperature control to full heat (CW).
7. Water valve actuator shaft should rotate until notch is at the 4 o′clock line on the actuator housing.
8. Set temperature control to full cold (CCW).
9. Water valve actuator shaft should rotate until notch is at the 2 o′clock line on the actuator housing.
Result:
YES: GO TO (6) .
NO: GO TO (7) .
( 6 ) Refrigerant Loss Switch
Action:
Verify operation of the refrigerant loss (low pressure) switch. SeeClimaTrak™ (ATC) System Testing , Reference 290-15-011
and return to this procedure.
ClimaTrak™ Refrigerant Loss Switch

Low Pressure Switch Operation Switch Closing Pressure 170—240 kPa
(1.7—2.4 bar)
(25—35 psi)
Switch Opening Pressure 100—170 kPa
(1.0—1.7 bar)
(15—25 psi)
Result:
YES: GO TO (7) .
NO:Replace switch and perform Operational Check. See Reference 290-10-003 .
( 7 ) Evaporator Temperature Sensor Location
Action:
If the sensor is located in a cold area of the evaporator, clutch cycling may be affected. Moving the sensor to a warmer location
may decrease clutch cycling.
Perform the following procedure and test for operating improvement:

2. Locate the evaporator temperature sensor inside the evaporator housing, below the circulation air temperature sensor.
3. Remove the sensor from it′s current location.
4. Insert the sensor between the lower two tubes at center of evaporator. The mounting angle should be approximately the
same.
→NOTE:
The blower should not cycle ON and OFF more than six times per minute.
Result:
YES:Perform Operational Check. See Reference 290-10-003 .
NO: GO TO (8) .
( 8 ) ATC Control Unit Fault
Action:
Disconnect wire harness from the control unit′s 30-way connector. Check condition of connector and terminals.
Result:
YES:Replace with new control unit and perform Operational Check. See Reference 290-10-003 .
NO:Clean or repair connector and terminals as necessary, reinstall, and perform Operational Check. See Reference 290-10-003
.
Temperature Control Potentiometer Circuit (Light Code 6)
→NOTE:
( 1 ) Potentiometer Resistance Check
Action:
Check continuity of temperature control potentiometer.
1. Remove the ICU control unit from right side console to access potentiometer.
2. Disconnect wire harness from temperature control.
3. Check resistance readings through the control and compare to the following.
Potentiometer Resistance Readings
Control Terminals Control Position Resistance
A to C 4.8—5.2 K ohms
A to B Full CW 480—520 ohms
Full CCW 4.4—4.5 K ohms
B to C Full CW 4.4—4.5 K ohms
Full CCW 480—520 ohms
Result:
YES: GO TO (2) .
NO:Replace control potentiometer and perform Operational Check. See Reference 290-10-003 .
( 2 ) Circuit Resistance Check
Action:
Check harness circuit resistances.
1. Remove rear cab cover, control units, and inner cover to access ATC control unit.
2. Disconnect harness from ATC control unit.
3. Measure resistance in circuits from 30-way connector terminals to control potentiometer and compare to the table below.
Resistance should be less than 1 ohm.
4. Check each circuit for shorts and grounds.
Circuit Resistance Readings
ATC Connector Terminal Circuit Number(s) Potentiometer Terminal
E3 221 & 219 C
K1 205 B
G2 050 & 050L A
Result:
YES:Replace ATC control unit and perform Operational Check. See Reference 290-10-003 .
Blower Motor Control Potentiometer Circuit (Light Code 7)
→NOTE:
( 1 ) Potentiometer Resistance Check
Action:
Check continuity of blower control potentiometer.
1. Remove the ICU control unit from right side console to access potentiometer.
2. Disconnect wire harness from blower control.
3. Check resistance readings through the control and compare to the following.
Potentiometer Resistance Readings
Control Terminals Control Position Resistance
A to C 4.8—5.2 K ohms
A to B Full CW 480—520 ohms
Full CCW 4.4—4.5 K ohms
B to C Full CW 4.4—4.5 K ohms
Full CCW 480—520 ohms
Result:
YES: GO TO (2) .
NO:Replace control potentiometer and perform Operational Check. See Reference 290-10-003 .
Action:
Check harness circuit resistances.
3. Measure resistance in circuits from 30-way connector terminals to control potentiometer and compare to the table below.
Resistance should be less than 1 ohm.
ATC Connector Terminal Circuit Number(s) Potentiometer Terminal
E3 221 & 218 C
K1 204 B
G2 050 & 050G A
Result:
Water Valve Actuator Circuit (Light Code 8)
→NOTE:
( 1 ) Water Valve Operation Check
Action:
Check operation of water valve.
1. Remove cover from rear of cab.

2. Remove small panel at left, rear to access water valve.
3. Disconnect wire harness from water valve.
4. Using jumper wires, DFRW142, connect the switched jumper to terminal 5 of the valve and the positive (+) battery
terminal. Connect the solid jumper from the negative (-) battery terminal to terminal 6 of the valve.
5. When the jumper switch is closed the water valve should close. The notch on the shaft will align with the short mark at
the two o′clock position on the valve.
6. Connect the switched jumper to terminal 6 of the valve and the positive (+) battery terminal. Connect the solid jumper
from the negative (-) battery terminal to terminal 5 of the valve.
7. When the jumper switch is closed the water valve should open. The notch on the shaft will align with the short mark at
the four o′clock position on the valve.
IMPORTANT:
Do not power the valve past the position indicator marks or turn the valve shaft manually, or damage to
the valve′s operating shaft adapter or actuator motor will occur.
Jumper Wires
DFRW142
Testing Water Valve Operation, ClimaTrak™
Result:
YES: GO TO (2) .
NO:Replace water valve and perform Operational Check. See Reference 290-10-003 .
Action:
Check valve circuit resistances.
3. Measure resistance in circuits from 30-way connector terminals to water valve and compare to the table below.
Resistance should be less than 1 ohm
ATC Connector Terminal Circuit Number(s) Water Valve Terminal
D1 225 10
K3 203 9
D3 223 8
G2 050 & 050B 7
Result:
ATC Control Unit Failure (Light Code 9)
→NOTE:
( 1 ) Recalibrate Control Unit
Action:
Recalibrate the ATC Control Unit (A25). PerformCLIMATRAK™ (ATC) Calibration Procedure . (See Reference 290-15-012 .
Result:
YES:Calibration passed and no light codes found. Release tractor to field.
NO:Calibration failed and only light code 9 is found. GO TO (2)
( 2 ) Replace ATC Control Unit
Action:
1. Remove rear cab cover, control units and inner cover to access the ATC Control Unit (A25).
2. Disconnect and remove existing control unit.
3. Install new ATC Control Unit.
4. Calibrate the new control unit. PerformCLIMATRAK™ (ATC) Calibration Procedure . (See Reference 290-15-012 .
Result:
YES:No codes present. Release tractor to field.
NO:Codes indicated, repaired as needed. Release tractor to field.

Reference 290-15-011, Climatrak ™ (ATC) System Testing

Test Procedure
( 1 ) System Static Pressure Check
Action:
LEGEND:
A High Side Valve
B Low Side Valve
Manifold Gauge Set
Plug the center hose of the gauge set with a fitting. Open both gauge valves to equalize both sides of the system. Check
gauges for equal reading and initial level of charge in system.
CAUTION:
Close both high and low side valves on gauge set after pressures stabilize. Compare gauge readings to
the following chart.
→NOTE:
A static pressure reading 20—30% greater than values listed in chart is an indication the system was
charged with a mix of nitrogen or another refrigerant. Reclaim, evacuate and recharge the system.
IMPORTANT:
ATC System Pressure
ATC System Static Pressure
Ambient Temperature Pressure
°C °F kPa bar psi
15 60 390 3.9 57
18 65 430 4.3 63
21 70 490 4.9 71
24 75 535 5.35 78
27 80 590 5.9 86
29 85 655 6.55 95
32 90 715 7.15 104
35 95 785 7.85 114
38 100 855 8.55 124
41 105 930 9.3 135
43 110 1010 10.1 147
46 115 1095 10.95 159
49 120 1185 11.85 172
Result:
YES:Pressure is good. GO TO (4) .
NO:No pressure. GO TO (2) .
( 2 ) No Gauge Pressure
Action:
[1] - Check test hose couplers for missing or damaged valve depressor. Repair or replace as necessary and reconnect hoses.
[2] - Check depth of valve stem to outer end of test coupler (on tractor) with valve properly seated in bore.

Valve Stem Depth Depth 7—7.6 mm
(.275—.300 in.)
[3] - Check for restricted gauge orifices.
[4] - Recheck gauges for pressure in system.
Result:
YES:Pressure present. GO TO (1) .
NO:NO pressure. GO TO (3) .
( 3 ) Pressurize System
Action:
LEGEND:
A High Side Valve
B Low Side Valve
Manifold Gauge Set
CAUTION:
This procedure may reveal a leak in system. Wear appropriate safety equipment when working with
refrigerant.
→NOTE:
If leak is detected during this procedure, reclaim immediately to prevent loss of refrigerant.
[1] - Engine and compressor OFF.
[2] -
→NOTE:
Be sure problem is not improperly connected coupler. See step 2.
Connect refrigerant supply to gauge manifold set. Open low and high side valves.
[3] - Open refrigerant container valve and add refrigerant until pressure stabilizes.
[4] - Use JT02178 Leak Detection Kit to check all components, fittings and line connections for leaks. If this kit is unavailable,
use an electronic leak detector, JT02063 kit, or a 50—50 mix of soap and water.
Refrigerant Leak Detection Kit
JT02178
Leak Detection
Result:
YES:NO system leaks. GO TO (8) .
NO:System leaks, repair and then. GO TO (4) .
( 4 ) Clutch Cycle Check
Action:
CAUTION:
Close both low and high side manifold gauge valves before operating compressor.
1. Cab door and windows closed, mode switch in center position (ATC ON), temperature control knob in the full CCW
position, and the blower switch in the AUTO position.
2. Operate the system with the engine running at 2000 rpm for approximately 10 minutes. The compressor should cycle ON.
→NOTE: If discharge pressure is 2600—2900 kPa (26—29 bar) (380—420 psi) and compressor stops
operating, Return to diagnosis in progress.Compressor might cycle OFF if the pressure reaches a
point in which the high pressure switch shuts the compressor off, or if the evaporator temperature
reaches 2 °C (33 °F) when the evaporator temperature sensor controls the clutch cycling.
3. Move the temperature control knob to the 12 o′clock position, the compressor clutch should be cycling to maintain the
desired temperature set on the temperature control knob.
4. Move the temperature control knob to the full CW position, the compressor clutch cycles ON every 16 seconds with the
mode switch in the ATC ON position. The length of the cycle times are determined by the temperature sensor inputs. The
compressor will be on for a minimum of 2 seconds.
5. Move the mode switch to the upper position, ATC ON with DEFOG, the temperature control in the full CW position. The
compressor clutch should cycle ON every 16 seconds. The length of the cycles should be longer than if the switch was in
the ATC ON position, these cycle times are determined by the temperature sensor inputs. The compressor will be on for a
minimum of 2 seconds.
→NOTE:
The clutch may stay ON continuously when ambient temperature is above 80 °F (27 °C). It also may cycle
more frequently at temperatures below 21 °C (70 °F).
Result:
YES: GO TO (6) .
NO: GO TO (5) .
( 5 ) Causes for Improper Clutch Cycling
Action:
Inspect for any of the following problems:
1. Dirty evaporator
2. Fresh air and recirculating filters dirty
3. Low charge of refrigerant
4. Electrical component or harness problem
Result:
YES: GO TO (6) .
NO:If items 1 and 2 are the problem, repair as necessary and... GO TO (4) .
NO:If item 3 is the problem... GO TO (6) .
NO:If item 4 is the problem...See Observable Symptom ClimaTrak™ (ATC) TROUBLE LIGHT FLASHING .
( 6 ) Sight Glass Check
Action:
LEGEND:
A Receiver Dryer
B Sight Glass
Receiver Dryer
[1] - Run engine at 2000 rpm, with mode switch in the ATC ON position, temperature control full CCW, and the blower in the
AUTO position. The compressor should run.
[2] - Observe gauge pressures and check sight glass (B) for bubbles.
CAUTION:
If discharge pressure is HIGH and there are bubbles or there is a vacuum and very slow bubbles, GO TO
(9) .
→NOTE:
Compressor may have to be temporarily wired to battery source for this system check. If necessary,
disconnect the clutch coil lead at the compressor and connect a jumper wire from the clutch coil to the
starter solenoid terminal.
Bubbles may appear in sight glass, of a fully charged system, when operating below 18 °C (65 °F)
ambient. Bubbles will disappear at higher ambient temperatures.
The sight glass will have a green tint due to the leak detection dye added to the refrigerant.
Result:
YES:NO bubbles GO TO (9) .
NO:Bubbles GO TO (7) .
( 7 ) Leak Check System
Action:
→NOTE:
Leak detection dye was originally added at the factory. Use JT02178 A/C Leak Detection Kit for leak
checking the ATC system. See Repair Manual, TM1575, for leak testing.
[1] - Use JT02178 (or JT02063) leakage detection kit to check all components, fittings and connections for leakage.
→NOTE:
Use a 50—50 mixture of liquid soap and water, if leakage detection kit is unavailable.
[2] - Check low and high sides with engine OFF. Repeat check on high side with engine running and compressor operating.
[3] -
→NOTE:
Any spot on connections, hoses or components that is damp with oil and is collecting dust is an indication
If leakage exceeds 0.5 kg (1 lb.) of refrigerant per year and no other leak is found, replace the compressor shaft seal.
JT02178
Result:
NO:System leaks. Repair as needed. GO TO (8) .
( 8 ) Add Refrigerant
Action:
LEGEND:
A Receiver Dryer
B Sight Glass
Receiver Dryer
[1] - Close both pressure valves on gauge set and connect refrigerant container to center charging hose.
[2] - With engine at 2000 rpm and compressor operating, open low side valve.
[3] -
→NOTE:
Do not exceed 300 kPa (3.0 bar) (45 psi) while charging system.
Add refrigerant until bubbles disappear from sight glass, then add 0.7 kg. (1.5 lb.) more. Normal system charge is 2.0—2.3 kg.
(4.5—5.0 lb.).
Result:
YES: GO TO (4) .
( 9 ) System Pressure Check
Action:
Operate the system with the engine running at 2000 rpm. Door and windows must be closed. The mode switch must be in the
ATC ON position, temperature control at full CCW, and the blower control in the AUTO position.
→NOTE:
At cool temperatures, compressor may have to be temporarily wired directly to battery source for this
system check. If necessary, disconnect the clutch coil lead at the compressor and connect a jumper wire
from the clutch coil to the starter solenoid terminal.
Check ambient temperature and gauge pressures. Compare temperature and pressure readings to System Pressure Table.
→NOTE:
The lower figures in the following table correspond to approximately 10% humidity. The higher figures
correspond to approximately 90% humidity.
Temperature Suction Pressure Discharge

a
°C °F kPa Millibar psi kPa bar psi
11-16 51-60 7-40 70-400 1-6 690-1030 6.9-10.3 100-150
16-21 61-70 20-70 200-700 3-10 830-1210 8.3-12.1 120-175
22-27 71-80 40-100 400-1000 6-14 1000-1410 10.0-14.1 145-205
27-32 81-90 60-120 600-1200 9-18 1170-1660 11.7-16.6 170-240
33-38 91-100 80-150 800-1500 12-22 1380-1930 13.8-19.3 200-280
39-43 101-110 100-180 1000-1800 15-26 1590-2240 15.9-22.4 230-325
44-49 111-120 120-200 1200-2000 18-30 1830-2590 18.3-25.9 265-375
a
Millibar is equal to bar multiplied by one thousand. Convert millibar figures to bar by dividing by one thousand.
→NOTE:
Bubbles may appear in sight glass, of a fully charged system, when operating below 18 °C (65 °F)
ambient. Bubbles will disappear at higher ambient temperatures.
Compare pressure gauge readings to the following chart and go to the indicated step.
A/C Test Results Table
SUCTION DISCHARGE RESULTS
NORMAL NORMAL Condition 1
Low, Normal, or High High W/Bubbles Condition 2
High Low Condition 3
Normal or High High W/O Bubbles Condition 4
Low or Vacuum Normal or Low Condition 5
→NOTE:
Reconnect compressor clutch lead (if removal was necessary in Step 6) when testing and/or repair is
completed.
Result:
YES:Test results are Condition 1. GO TO (18) .

NO:Test results are Condition 2. GO TO (10) .
( 10 ) Possible Causes For: Suction Low, Normal or High, and Discharge High with Bubbles
Action:
Check for restriction in system, at or between the following locations:
CAUTION:
These lines are normally hot.
→NOTE:
Feeling lines and condenser for temperature changes may or may not locate point of restriction.
Refrigerant line between compressor and condenser.

Condenser.
Refrigerant line between condenser and sight glass.
Inlet of receiver-dryer.
→NOTE:
When feeling tube bends across top of condenser there should be a temperature drop after the fourth
tube.
Result:
YES:Inspect and repair as necessary. GO TO (9) .
( 11 ) Possible Causes For: Suction High, and Discharge Low
Action:
Possible causes for suction high, and discharge low pressure readings:
Compressor clutch not engaged. Remove clutch cover to observe clutch operation.
Compressor drive belt slipping. Check auto tension device for binding.
Clutch slipping. Temporarily cover condenser to obtain higher compressor operating pressure to check for slippage.
→NOTE: If shaft seal leakage is cause of clutch slippage, reclaim, repair, evacuate and recharge
system.
Compressor has an internal failure.

→NOTE: Repair requires reclaiming, replacing receiver-dryer, flushing, purging and charging system.
Perform compressor volumetric efficiency test after removal and before installation. Refer to Repair
Manual, TM1575, Section 90.
IMPORTANT:
Result:
NO:Compressor does not engage.See Observable Symptom COMPRESSOR CLUTCH DOES NOT ENGAGE (No Cooling),
ClimaTrak™ (ATC) .
( 12 ) Possible Causes For: Suction Normal or High, and Discharge High Without Bubbles
Action:
Possible causes for suction normal or high, and discharge high pressure without bubbles readings:
1. Restricted air flow through condenser, hydraulic oil cooler or radiator.

2. Leakage through the coolant shut off valve may also cause this symptom. If coolant tube under left rear corner of cab is
HOT, check heater valve as recommended at step(19) .
3. Restriction at inlet of receiver-dryer. Check for temperature drop from inlet to outlet of dryer.
4. Expansion valve is stuck open. Check Expansion Valve Operation as recommended at Step(14) .
→NOTE: If any of the conditions exist, as specified in steps "1" through "4" above, repair the problem
and then GO TO (9) . If all components/conditions are normal, continue with item "5" below.
System is charged with a mixture of two refrigerants or contaminated with nitrogen or air. Checking system static
pressure at step(1) can help determine if system is contaminated. However, if system operation was originally normal
and nothing has been added to the system, contamination is not the cause of this symptom.
6. System is overcharged with refrigerant. Remove refrigerant from system until bubbles appear in sight glass. Check
system pressures as recommended in step(9) and compare to chart.
IMPORTANT:
Result:
YES:If all components/conditions are normal (1 through 6)... GO TO (13) .
NO:If pressures are Not OK at 5 and 6... GO TO (1) .
( 13 ) Charge System
Action:
LEGEND:
A Receiver Dryer
B Sight Glass
Charging System
Receiver Dryer
[1] - With engine at 2000 rpm and compressor operating, open low side valve but DO NOT exceed 400 kPa (4.0 bar) (60 psi).
[2] - Add refrigerant until bubbles disappear in sight glass, then add 0.7 kg. (1.5 lb.) more.
[3] - Recheck gauge pressure and compare to System Pressure Table in Step(9) .
Result:
NO:Pressure reading high. GO TO (1) .
( 14 ) Check Expansion Valve Operation
Action:
→NOTE:
This check should be performed at 21-24°C (70-75°F) with fan and compressor functioning correctly to
obtain accurate results.
1. Compressor will have to be temporarily wired directly to battery source for this check. Disconnect the clutch coil lead at
the compressor and connect a jumper wire from the clutch coil to the starter solenoid terminal.A more desirable method
is to remove the evaporator temperature sensor probe from the evaporator core. Do not disconnect its harness, allow the
sensor to hang in front of the evaporator core.
2. Start engine and set throttle to 1250 rpm.
3. Set temperature control to maximum heat position.
4. Record suction and discharge pressures with compressor operating.
5. Turn fan control to OFF and check suction side gauge pressure. Pressure will decrease within 30 seconds and be at
minimum in 60 seconds. Typical minimum pressure will be between 34 kPa (0.34 bar) (5 psi) and - 44 kPa (- 0.44 bar) (13
in. Hg vacuum)
6. Turn fan control to maximum ON and check suction side gauge pressure. Pressure will increase within 30 seconds and
return to beginning pressure in 90 seconds.
7. Repeat check two or three times to determine pattern of valve operation. If the valve changes pressure very slowly,
replace the valve.
→NOTE: Repair requires reclaiming, flushing, purging, evacuating and recharging A/C system.
IMPORTANT: Venting of refrigerants into the atmosphere is prohibited by law. Refrigerant must be
recovered using an approved recovery/recycling station. Use only John Deere ™ approved refrigerant
and oil when servicing the air conditioning system. Do not mix refrigerants. Follow service
procedure in relevant repair manual.
8. Remove jumper wire and return system to normal.
Result:
YES:Return to diagnosis at... Step (12) or Step (16) .
NO: GO TO (15) .
( 15 ) Pressure Does not Change
Action:
Restriction in receiver-dryer to expansion valve line.

Restriction at inlet of expansion valve.
If suction pressure is low, expansion valve is stuck closed, lost its gas charge or evaporator has an internal restriction.
If suction pressure is high, expansion valve is stuck open.
Inspect system for restriction.
Result:
NO:Repair as necessary. GO TO (9) .
( 16 ) Possible Causes For: Suction Low or Vacuum, and Discharge Normal Or Low
Action:
Possible causes for suction low or vacuum, and discharge normal or low pressure readings:
Circulation blower motor inoperative. Check electrical circuits. See Observable Symptom CIRCULATION BLOWER
INOPERATIVE or SLOW, ClimaTrak™ (ATC) .
Dirty recirculating or fresh air filters. Clean filters.
Expansion valve stuck closed or no gas in thermal head. See step 14 to check expansion valve operation.
Restriction in system. Check along refrigerant lines for point where frost accumulates or feel for a temperature change to
locate a restriction.
→NOTE: A very slight temperature change usually indicates a restriction.
Between condenser and receiver-dryer.

At receiver-dryer.
Between receiver-dryer and expansion valve.
At inlet of expansion valve.
Between evaporator inlet and suction side of compressor.
Result:
YES:Conditions/components are OK. GO TO (17) .
NO:If conditions/components NOT OK, repair and then... GO TO (9) .
( 17 ) Heat Up Evaporator
Action:
Turn the temperature control knob to the fully CW position (heat), blower control to the AUTO position, and open the cab door.
Start engine and set speed at 2000 rpm for five minutes to heat the evaporator.
After time expires, set temperature control to full CCW position (cold) and close door.
Read high and low pressure gauges after six minutes of operation, and compare to System Pressure Table in step(9) .
Result:
NO:Pressures low. GO TO (23) .
Action:
LEGEND:
A ATC ON position
B Temperature Control
C Blower Control
D ATC ON with DEFOG position
E ATC OFF position
F Fault Indicator Lamp
ATC Control Panel
Record ambient temperature in the shade.
Start engine and set speed to 2000 rpm, close the windows and door, set the mode switch at ATC ON position, set fan control
to AUTO and set temperature control to full CCW position.
Put thermometer in left air duct of steering console.
→NOTE:
It may be necessary to use a jumper wire to apply power to the compressor clutch, to ensure continuous
operation for this test.
An optional method of maintaining clutch engagement is to remove the evaporator temperature sensor
from the evaporator core. DO NOT disconnect the lead.
Remove the recirculating filter behind the operator′s seat for access to the sensor.
After at least 20 minutes of continuous operation, record air duct temperature.
Compare temperature reading to the following chart.
Below 24 °C (75 °F) 12 °C (20 °F)
24—32 °C (75—90 °F) 14 °C (25 °F)
Above 32 °C (90 °F) 16 °C (30 °F)
Reinstall sensor probe in original location (if removed) of evaporator core after testing.
Result:
NO:Temperature difference not within specification. GO TO (19) .
( 19 ) Heater Shut-Off Valve Leak Check
Action:
LEGEND:
A Heater Inlet Pipe
B Heater Outlet Pipe
Heater Lines
Start engine and set speed at 2000 rpm.
Set temperature control at full CCW to cause compressor to operate.
Locate heater coolant tubes under left rear corner of cab.
Left hand tube (A) is outlet from water valve.

The right hand tube (B) is the inlet to the heater core.
When the water valve is closed, both tubes should be cool, or easy to touch. The water valve should be closed with the
temperature control set at full cool (CCW).
Crimp hose above right tube (inlet tube) using two flat washers and locking pliers.
→NOTE:
When the rear wheels are set inward, close to the frame, it will be necessary to remove rear cab cover
and small cover at left side to access the water valve hose
Repeat Temperature Drop Check as in step 18.
Result:
NO:Temperature difference not within specifications. GO TO (22) .
( 20 ) Heater Valve Test
Action:
→NOTE:
This test may require the assistance of another person.
Run engine to ensure coolant is at operating temperature.
Remove cover from rear of cab and small panel at left, rear to access water valve.
Locate two notches on the end of the water valve actuator shaft. There are two lines on the valve housing at 2 o′clock and 4
o′clock.
Set the mode switch to the ATC OFF position. Observe the water valve position. One of the notches should align with the line at
the 2 o′clock position (valve closed).
Set the mode switch to the ATC ON position. Set the temperature control fully CCW and slowly rotate it CW. After a short delay
(5 seconds) the valve should rotate to the 4 o′clock position (valve open).
Turn key switch to OFF and allow engine to fully stop. Turn key switch to RUN. The water valve should “initialize” by rotating
full closed (CCW), then return to previous setting.
With the water valve open, the heater hoses will be hot and if the valve is closed the hoses will be cool to touch. Allow several
minutes to cool if the water valve was open and the core is hot.
Result:
YES:Water valve operates correctly. GO TO (22) .
NO:Heater hoses do not cool when the valve is closed. GO TO (21) .
NO:Water valve does not operate correctly. See Water Valve Actuator Circuit in Reference 290-15-010, ClimaTrak™ (ATC)
LIGHT CODE TESTS.
( 21 ) Engine Coolant is not Shut Off
Action:
Engine coolant is circulating for following reasons:
The shaft adapter between actuator and valve is damaged.

Heater valve has excessive internal leakage in the OFF position.
Heater valve is installed in a reverse flow direction. Inlet of heater core is at bottom. Check position of arrow on heater
valve.
→NOTE:
To limit spillage of antifreeze into evaporator housing, see Repair Manual, TM1575, Section 90, for
disassembly and removal procedure for heater valve, expansion valve and evaporator-heater core.
Result:
NO:Repair as needed GO TO (18) .
( 22 ) Excessive Air Leakage from Cab
Action:
Check for excessive air leakage inside the cab at the following locations:
Deteriorated cab door and window seals.

Improperly sealed openings for electrical harnesses.
Poor fit of air duct under seat to evaporator housing and circulator motor.
Result:
YES:No System Leaks. GO TO (23) .
NO:System Leaks. Repair as needed. GO TO (18) .
( 23 ) Possible Causes for Lack of Cooling
Action:
Lack of cooling can be caused by the following components if they are dirty or damaged.
Condenser, oil cooler or radiator.

Recirculating filter.
Blower air duct and fan cages.
Evaporator-heater core.
→NOTE:
Check condenser, radiator and evaporator for restriction due to dirt or damaged cooling fins.
Result:
YES:Components not dirty. GO TO (24) .
NO:Clean appropriate components and then... GO TO (18) .
( 24 ) Internal Line Restriction Check
Action:
CAUTION:
High pressure lines are normally HOT.
With engine at 2000 rpm and compressor operating, feel along the entire length of high side from compressor to condenser
and expansion valve for a temperature change (point of restriction).
→NOTE:
Dented or kinked tubing/hose may restrict flow of refrigerant.
Result:
YES:No temperature change. No restriction. GO TO (25) .
NO:Temperature change. Repair restriction. GO TO (9) .
( 25 ) Possible Causes for Poor Cooling
Action:
[1] - Evaporator lines freeze.
Temperature control does not blend heat.

Check sensor limits. See Evaporator Core Temperature Sensor in Reference 290-15-010, ClimaTrak™ (ATC) LIGHT CODE
TESTS.
[2] - System contaminated with a mixture of nitrogen, air, or two refrigerants. Reclaim refrigerant and do number 3 of this
step. Flush, replace receiver-dryer, purge, evacuate and recharge the system.
[3] - Compressor efficiency is low. Perform volumetric efficiency test as described in Repair Manual, TM1575, Section 90.
If compressor efficiency is normal, poor cooling is a result of conditions in number 2 above. Reclaim refrigerant, flush
system, change receiver-dryer, purge, evacuate and recharge with fresh refrigerant.
If compressor efficiency is not normal: Replace compressor.
IMPORTANT:
Result:
YES:Reclaim and recharge system. GO TO (26)
( 26 ) Summary of Air-Conditioning Testing
Action:
If compressor clutch was earlier wired directly to battery voltage to keep compressor operating, reconnect the compressor.
If the system checks out to be NORMAL at this step and any problem (including cleaning filters) has been corrected, the system
is NORMAL. Return to diagnosis in progress.
If the system checks out to be NORMAL at this step and no problem has been corrected, there is the possibility of moisture in
the system.
If customer complaint is "system does not cool properly above approximately 27 °C (80 °F) ambient temperature", the
problem is not moisture in the system.
If customer complaint is "system cools satisfactory above approximately 27 °C (80 °F) ambient temperature, but does not
cool properly at or below 27 °C (80 °F) there may be moisture in the system.
IMPORTANT:
If the temperature control and low pressure switches are not functioning within their specified ranges,
the conclusion of moisture in the system would be incorrect.
Result:
NO:Moisture in system. GO TO (27) .
( 27 ) Remove Moisture from the System
Action:
Charging System
IMPORTANT:
Refer to Repair Manual, TM1575, for detailed service procedures.
1. Reclaim refrigerant.
2. Purge system with dry nitrogen and change receiver-dryer.
3. Evacuate system.
4. Charge system with fresh refrigerant.
5. Repeat test sequence.
Result:
YES:After charging, return to diagnosis in progress.
Reference 290-15-012, Climatrak ™ (ATC) Calibration Procedure

(012297—)
Test Procedure
( 1 ) Set Switches for Calibration
Action:
→NOTE:
During calibration, potentiometer and mode switch (S36) adjustments must be performed in a specific
sequence or the ATC Control Unit (A25) will automatically cancel calibration.
Calibration can be cancelled up to starting step(3) by removing the diagnostic fuse (F10). If calibration is
cancelled, previous calibration parameters will remain stored and used by the ATC Control Unit (A25).
LEGEND:
A CLIMATRAK™ ON Position
B Temperature Set Control
C Blower Set Control
D CLIMATRAK™ DEFOG Position
E CLIMATRAK™ OFF Position
F System Fault Indicator
A/C Controls (ATC)
1. Turn the key switch (S1) to the RUN position.

2. Place the mode switch (S36) in the CLIMATRAK™ ON (middle) Position (A).
3. Turn Temperature Set (R19) Control (B) and Blower Set (R20) Control (C) to fully counterclockwise position.
→NOTE:
If the ATC Control Unit (A25) has never been calibrated before, default calibration values are being used.
These values can be far enough out of range that the Diagnostic Lamp (H12) will flash.
Result:
YES:Diagnostic Lamp not flashing. System calibrated. PerformCLIMATRAK™ (ATC) Operational Check . (See Reference
290-10-003 .)
NO:Lamp flashing. Continue with calibration. GO TO (2) .
( 2 ) Initiate Calibration
Action:
→NOTE:
If procedure is not followed exactly and switches are adjusted out of sequence, calibration will be
cancelled.
1. Install the diagnostic fuse in the F10 location. The Diagnostic Lamp (H12) should be flashing.
2. Turn the Temperature Set Control (R19) fully clockwise. Do NOT adjust the Blower Set Control (R20) or procedure will be
cancelled.
3. Place the mode switch (S36) in the CLIMATRAK™ DEFOG (top) Position.
4. Turn the Blower Set Control (R20) clockwise to the start of the Auto detent, but not into Auto. Do NOT adjust the
Temperature Set Control (R19) or procedure will be cancelled.
→NOTE: If switch is accidentally turned too far, into the Auto detent or beyond detent, turn it back
before the detent and continue calibration.
5. Place the mode switch (S36) back in the CLIMATRAK™ ON (middle) Position.
Result:
YES:Diagnostic Lamp stays ON continuously. GO TO (3) .
NO:Diagnostic Lamp continues to flash. Calibration has been cancelled. Remove diagnostic fuse F10 and turn key switch (S1)
OFF. GO TO (1) .
( 3 ) Finish Calibration Procedure
Action:
→NOTE:
Calibration can be cancelled up to this point by removing the diagnostic fuse (F10). If calibration is
cancelled, previous calibration parameters will remain stored and used by the ATC Control Unit (A25).
1. Turn Temperature Set Control (R19) and Blower Set Control (R20) back to fully counterclockwise position.
2. Remove the F10 diagnostic fuse.
Result:
YES:Diagnostic Lamp stays ON. GO TO (4) .
NO:Diagnostic Lamp turns OFF. Calibration has been cancelled. Remove diagnostic fuse F10 and turn key switch (S1) OFF. GO
TO (1) .
NO:Diagnostic Lamp starts flashing. GO TO (6) .
( 4 ) Check Temperature Control (R19) Calibration
Action:
1. Turn the Temperature Set Control (S16) to 21°C (70°F). After approximately 2 seconds the Diagnostic Lamp (H12) goes
OFF.
2. Slowly turn the Temperature Set Control (R19) fully counterclockwise. After approximately 2 seconds the Diagnostic Lamp
(H12) goes ON.
3. Turn the Temperature Set Control (R19) back to 21°C (70°F). After approximately 2 seconds the Diagnostic Lamp (H12)
goes OFF.
4. Slowly turn the Temperature Set Control (R19) fully clockwise. After approximately 2 seconds the Diagnostic Lamp (H12)
goes ON.
5. Turn the Temperature Set Control (R19) back to 21°C (70°F). After approximately 2 seconds the Diagnostic Lamp (H12)
goes OFF.
Result:
YES:Temperature Set Control calibrated. GO TO (5) .
NO:Calibration was unsuccessful. Remove diagnostic fuse F10 and turn key switch (S1) OFF. GO TO (1) .
( 5 ) Check Blower Set Control (R20) Calibration
Action:
1. Slowly turn the Blower Set Control (R20) clockwise to the start of the Auto detent. Blower flow rate should increase to full
manual Purge just before Auto detent.
2. Turn Blower Set Control (R20) to Auto detent. Blower flow rate should drop to 50% for up to 2 seconds and then adjust
automatically based on temperature.
3. Turn Blower Set Control (R20) just below Auto detent. Blower flow rate should increase to full manual Purge.
Result:
YES:Calibration complete, turn key switch (S1) OFF to end calibration procedure. PerformCLIMATRAK™ (ATC) Operational
Check . (See Reference 290-10-003 .)
NO:Calibration was unsuccessful. Remove diagnostic fuse F10 and turn key switch OFF. GO TO (1) .
( 6 ) Error Codes Check
Action:
→NOTE:
Leave the key switch (S1) in the “RUN” position or codes will be lost.
The Diagnostic Lamp (H12) flashing indicates a sensor failure has just been detected or the ATC Control Unit (A25) failed to
store the new calibration data.
Insert a good fuse into the F10 (diagnostic) fuse holder.
The trouble light will flash rapidly for three to four seconds, then, at one second intervals, will flash a trouble light code of 1 to
9 times. If a second code is initiated, there will be a three to four second pause followed by the 1 to 9 flashes indicating the
code. Once all the codes have been flashed, the light will rapidly flash for two or three seconds. The sequence will repeat until
the diagnostic fuse is removed.
Reference 290-15-010 ,CLIMATRAK™ (ATC) Light Code Tests , contains individual checks for the electrical components of
the unit.
Within the reference, select the appropriate test from the list of trouble light codes:
Light Codes 1, 2 and 3—Temperature Sensor(s) Check

Light Code 4—Evaporator Core Temperature Sensor
Light Code 5 — Clutch Cycling Too Frequently
Light Code 6—Temperature Control Potentiometer Circuit
Light Code 7—Blower Set Control Potentiometer Circuit
Light Code 8—Water Valve Actuator Circuit
→NOTE: Resolve all other codes and recalibrate before resolving a light code 9.
Light Code 9—ATC Control Unit Failure
Result:
YES:Codes have been resolved. Remove diagnostic fuse F10 and turn key switch OFF. GO TO (1) .
NO:Code(s) 1-9 indicated. Resolve codes as necessary.

Reference 290-15-013, Power Mirror Circuit Test

Test Procedure
This procedure covers voltage and continuity checks for power mirror switch and circuit.
( 1 ) Power Mirror Operational Check
Action:
Operate power mirror switch in each position and watch for correct mirror movement.
Result:
YES:Power mirror operates. Test complete.
NO:Power mirror does not operate. GO TO (2) .
( 2 ) Power Mirror Fuse F29 Check
Action:
Remove and inspect power mirror fuse F29 (30A).
Result:
NO:Low or no voltage at terminal A. Repair circuit 002 B+ as necessary. GO TO (1) .
NO:F29 open. Replace fuse. Fuse opens repeatedly. Check circuits down stream from F29 for shorts. Repair as necessary. GO
TO (1) .
( 3 ) Mirror Switch Power Check
Action:
1. Remove mirror switch from cab headliner.

2. Check terminal 2 of cab harness for battery voltage and terminal 1 of cab harness for continuity to ground.
Result:
YES:Battery voltage at terminal 2 and continuity to ground at terminal 1. GO TO (4) .
NO:No or low voltage at terminal 2. Repair cct 168 as necessary. GO TO (1) .
NO:No continuity to ground at terminal 1. Repair cct 010 as necessary. GO TO (1) .
( 4 ) Mirror Switch Continuity Check
Action:
1. Remove switch from cab headliner.

2. Remove wires from mirror switch.
3. Set switch knob to point to terminal 2.
Power Mirror Switch Terminal Configuration
→NOTE: Switch is viewed from terminal side.
4. Check continuity of switch against table for each arrow/switch position.
Power Mirror Switch Continuity
Switch Position Terminal Continuity
2, 7 and 8
UP
1 and 4
1, 7 and 8
DOWN
2 and 4
1, 7 and 8
IN
2 and 6
2, 7 and 8
OUT
1 and 6
5. Reinstall switch using terminal/wire color table.
Switch Wire Terminal Code
Terminal Wire Color Harness
1 Black (cct 010) Cab
2 Gray (cct 168) Cab
4 Yellow Mirror
6 Black Mirror
7 Red Mirror
8 Orange Mirror
Section 290 - OPERATOR STATION Group 20: Theory of Operation
→NOTE:
Terminals 3, 5, and 9 are not used.
Brown and green wires of mirror harness are not used.
Result:
YES:Switch continuity is good. GO TO (5) .
NO:Switch failed continuity check. Replace switch. GO TO (1) .
( 5 ) Mirror Harness Check
Action:
Disconnect mirror harness at switch and mirror.
Check harness for opens, shorts and grounds at following terminals.
Mirror Harness Check
Mirror Connector Terminal Switch Terminal/Wire Color
1 4/Yellow
2 8/Orange
3 7/Red
6 6/Black
Mirror Harness
→NOTE:
Terminals 4 and 5 of mirror connector are not used.
Brown and green wires of mirror harness are not used.
Result:
YES:Harness tests good. Replace mirror assembly. GO TO (1) .
NO:Harness fails test. Repair/replace harness. GO TO (1) .

Reference 290-20-001, Air Conditioning Theory of Operation (Standard)
Refrigerant
IMPORTANT:
Air Conditioning System Cycle
LEGEND:
A Evaporator Core
B Compressor
C Condenser
D Circulation Blower Motors
E Expansion Valve
F High Pressure Liquid
G High Pressure Gas
H Low Pressure Liquid
I Low Pressure Gas
J Air Flow
The compressor draws low pressure refrigerant gas from the evaporator and compresses it to a high pressure gas. This causes
the temperature of the refrigerant to rise higher than that of the outside air. It goes to the condenser as a high pressure gas.
As the high pressure gas passes through the condenser, heat is removed and transferred to the outside air being drawn
through the condenser core by the engine fan. This cools the gas and condenses it into a liquid, still under high pressure. It
goes to the receiver-dryer as a high pressure liquid.
The high pressure liquid then passes through the receiver-dryer where a special filter removes contaminants (moisture, acids,
solids, etc.). The receiver-dryer also acts as a reservoir for refrigerant.
The actual cooling and drying of cab air takes place at the evaporator. Flow of the liquid refrigerant through the evaporator is
controlled by the expansion valve. The expansion valve causes the temperature and pressure of the refrigerant flowing into the
evaporator to drop. The expansion valve is a diaphragm-type valve that uses a variable orifice to control the flow of liquid
refrigerant into the evaporator to maintain a constant pressure and temperature.
The circulation blower motors pull a mixture of warm cab and outside air through the evaporator where it is cooled by the
refrigerant. The heat absorbed by the evaporator causes the refrigerant to boil and vaporize.
Moisture, from the warm air, is condensed as it contacts the cool evaporator core during the cooling process and is drained
away through tubes connected to a drip pan under the evaporator. With the cab air cooled and dehumidified the air
conditioning cycle is complete.
Compressor
LEGEND:
A Compressor
Compressor
The compressor (A) is located on the upper left-front corner of the engine.
The compressor takes low pressure gas from the outlet of the evaporator and compresses it into a high pressure gas which is
sent to the condenser. The temperature of the gas is increased during the compression phase.
It has a multiple groove pulley which is driven by a multiple groove drive belt. The pulley is attached to one side of an
electromagnetic clutch. The compressor has five axial pistons that are driven by a swashplate, which is attached to the other
side of the electromagnetic clutch. Applying battery voltage to the electromagnetic clutch engages the compressor and
removing battery voltage disengages it. The air conditioning circuit automatically controls the compressor
engagement/disengagement when the air conditioning system is in operation.
When the key switch is ON and the blower motor switch is in any ON position, the compressor may be operated manually also
by using the compressor ON/OFF switch located to the front of the side console.
Condenser
LEGEND:
A Condenser
B Hydraulic Oil Cooler
Condenser
The condenser (A) is located in front of the tractor radiator.
→NOTE:
The condenser is the front heat exchanger.
It is a heat exchanging unit that receives high pressure and high temperature gas from the compressor and removes heat and
condenses it to a high pressure liquid by the time it leaves the condenser.
The heat is removed from the high pressure gas by the air drawn through the condenser by the engine fan. The condenser inlet
is connected to the compressor outlet and its outlet is connected to the receiver-dryer inlet.
Receiver-Dryer
LEGEND:
A Receiver Dryer
B Sight Glass
Receiver Dryer
→NOTE:
The receiver-dryer is not repairable. If a malfunction is suspected, install a new receiver-dryer.
If the air conditioning system is reclaimed for servicing and the receiver-dryer is two years old or older, it
should be replaced. If it is less than two years old it should only be replaced if the system was
contaminated.
The receiver-dryer (A) is located under the left side of the cab. Its inlet is connected to the condenser and its outlet is
connected to the expansion valve. It performs two functions. One is to store high pressure liquid it receives from the condenser
till the evaporator needs it. It also absorbs moisture and acid that would have a detrimental effect on the systems operation for
a long period of time.
A sight glass (B) near the outlet of the receiver-dryer allows the operator to observe the level of charge in the system, during
normal operation or during test and service work.
Expansion Valve
LEGEND:
A Expansion Valve
Expansion Valve
The expansion valve (A) is located on the left side of the evaporator, below the seat. Its inlet is connected to the receiver-dryer
and its outlet is connected to the evaporator. It has two additional connections, one from the evaporator outlet and another to
the compressor. This circuit is used to sense the outlet temperature and pressure of the evaporator to help modulate the
opening of the expansion valve.
The expansion valve is a diaphragm valve with a stainless steel thermal head. The thermal head is filled with gas which
expands and contracts as the temperature of the HVAC compartment rises and falls. The expansion valve uses a variable
orifice to control the flow of refrigerant through the evaporator to maintain a constant, comfortable temperature in the cab. If
the expansion valve is open too far, liquid can reach, and possibly damage, the compressor. If the valve is not open far enough,
lack of cooling will be the result.
A ball and seat combination provides the variable orifice to control the flow of refrigerant into the evaporator. The position of
the ball relative to its seat, determines the amount of refrigerant that flows into the evaporator. The ball is moved by an
actuating pin controlled by the diaphragm in the thermal head. Gas pressure (controlled by temperature) on one side of the
diaphragm opens the valve while evaporator outlet pressure and temperature is exposed to the opposite side of the diaphragm
attempts to close the valve. The two controlling pressures on each side of the expansion valve diaphragm modulate,
maintaining a working pressure drop through the expansion valve.
LEGEND:
A Temperature Control Knob
The temperature control knob (A) is located on the control panel. Its function is to turn the heater control valve on or off as
necessary. It has a single cable that goes to the heater valve which is in the evaporator/heater core housing. (See TM1575,
Section 90 for control cable adjustment procedure.)
When the knob is in the blue portion of the symbol, fully CCW, the heater valve is OFF. When it is in the red portion, fully CW,
the heater valve is ON, or fully open. The control can be positioned anywhere within its range of travel to partially open the
heater valve for blending heat with cold conditioned air from the evaporator to obtain a comfortable cab temperature.
Compressor On/Off Switch

LEGEND:
A Compressor On/Off Switch
Compressor On/Off Switch
The compressor on/off switch (A) allows the compressor to be turned on and off manually as long as the de-icing switch and
high and low pressure switches are sensing their expected "normal" temperature and pressure, respectively.

LEGEND:
The high and low pressure switches (A) are located on the line between the evaporator and the receiver-dryer. The function of
each is to protect the compressor by shutting it off if system pressure becomes too high or too low. If pressure exceeds
2600—2900 kPa (26.0—29.0 bar) (380—420 psi), or drops below 300—400 kPa (3—4 bar) (45—60 psi), the appropriate switch
opens and shuts the compressor off.
De-Icing Switch
LEGEND:
A De-Icing Switch
De-Icing Switch
The de-Icing switch (A) is located on the blower housing. It has a capillary sensing line that is inserted into the core of the
evaporator, near the center, to sense the temperature of the core. The switch controls the evaporators temperature by turning
the compressor on and off according to the temperature of the core. If the temperature of the core cools to minus 1°C (30°F),
the switch opens and shuts the compressor off. When the temperature of the core rises to 3°C (37°F) the switch contacts close
and turn the compressor on.
Evaporator
LEGEND:
A Evaporator
Evaporator
The evaporator (A) is located in the evaporator/heater core housing, behind the seat. This is where the heat transfer, from cab
air to the refrigerant, takes place.
The refrigerant is still a liquid (under low pressure) as it leaves the expansion valve. As it expands and becomes a gas in the
evaporator, its temperature is reduced. This low temperature is transferred to the cooling fins. The air passing through the
evaporator transfers its heat to the fins.
Also, because cool air can hold less moisture than warm air, moisture in the ambient air condenses when it comes into contact
with the cold evaporator fins. The condensation is drained away by a drain hose.
The refrigerant flows through the expansion valve, into the inlet of the evaporator, through evaporator, out of the outlet of the
evaporator, back through the expansion valve and then to the compressor inlet.
The heater core is fastened to the evaporator and is separate from the evaporator core. The heater core uses engine coolant to
heat the cab air as required. Coolant flow is regulated by the heater valve which is controlled by the operator control knob.
Blending heated air with conditioned air is sometimes necessary to help prevent evaporator freeze-up and maintain uniform
cooling.
Air Flow Control Switch

LEGEND:
A Air Flow Knob
B Windshield
C Windshield and Dash
D Dash
Air Flow Knob Location
Air Flow Knob Positions
The air flow control switch is located on the front console. Turning the air flow knob (A) adjust air flow direction.
Knob position (B) directs air to windshield, while knob position (C) directs air to both the windshield and dash. Knob position (D)
directs air flow to the dash.
Louvers are also provided to allow personnel selection of air flow direction.
Reference 290-20-002, Seat Theory Of Operation

The air suspension seat assembly consists of an “air” spring, to act on the seat scissor linkage, to control seat height. A Seat
Height Control Switch (S4), Compressor Motor (M2) and Bleed Valve Solenoid (Y2) are used to inflate/deflate the air spring. A
Ride Zone Protection (RZP) (A1) assembly provides raise and lower stops and a seat upstop feature.
An air spring assembly is inflated, by a Compressor Motor, to raise and cushion the seat by acting on the seat scissor linkage.
An adjustable shock absorber connected parallel to the air spring helps dampen up/down action of the seat. A solenoid
activated bleed valve is used to remove air from the air spring to lower the seat.
A Ride Zone Protection (RZP) (A1) assembly is located on the left side of the seat base, (when facing forward in tractor), inside
the bellows. It contains some control circuitry and a cam and latch bar attached to and actuated by the seat scissors linkage.
It and an Operator Presence Switch (S7), in the seat cushion, provide an upstop feature which prevents the seat from
“following” the operator as he/she leaves the seat. The RZP also contains a raise limit switch and lower limit switch to limit the
travel when raising and lowering the seat.
→NOTE:
These parts within the RZP are not shown in the component drawing. They are not individually
serviceable. DO NOT attempt to disassemble the RZP. If any part of the RZP fails, the entire RZP must be
replaced.
With the seat adjusted to its desired position by the operator, separate shocks provide both side-to-side and fore and aft
cushioning of seat movement. Both of these can be locked out by the operator if desired.
The Operator Presence Switch is connected directly to the battery, through the fusible link and is protected by fuse F38 (10A).
It provides input to the upstop control circuit, for the upstop feature, to “arm” the circuit. It also provides an input to the PTO
control circuit and the CCU that is used for operation of the PTO control circuit.
The Compressor Motor (M2), Bleed Valve Solenoid (Y2) and Seat Height Control Switch (S4) are controlled by the Accessory
Relay (K27) and protected by fuse F45 (20A). The Accessory Relay is activated whenever the key switch (S1) is in the ACC or
RUN positions.
Whenever the Seat Height Control Switch is held in the raise position, the Compressor Motor is activated and the air spring is
inflated. The seat will continue to raise until the switch is released or the cam/latch bar opens the raise limit switch (both
located inside the RZP).
The seat will lower when the Seat Height Control Switch is held in the lower position. This activates the Bleed Valve Solenoid to
open the bleed valve which removes air from the air spring. The seat continues to lower until the switch is released or the
cam/latch bar opens the lower limit switch (both located inside the RZP).
If the operator leaves the seat, the Operator Presence Switch opens which signals the upstop solenoid inside the RZP. The
upstop solenoid moves a latch into a step on the cam/latch bar to stop the seat upward movement. A timing circuit shuts the
solenoid off in 4—5 seconds. Self locking forces keep the seat locked in place after the solenoid is turned off.
Reference 290-20-003, Display Units Theory Of Operation

Display units include the Vehicle Monitor or ICU (A8), the SCV Set-Up Panel or SUP (A9), the Corner Post Display (A15), and the
optional Performance Monitor Display (A14).
→NOTE:
The Vehicle Monitor (A8), SCV Set-Up Panel (SUP) (A9), Corner post Display (A15) and optional
Performance Monitor Display (A14) are not repairable, and must be replaced if malfunctioning.
Backlighting bulbs for all display units may be replaced if burnt out.
12 volt switched power is provided to the display units from the Batteries (G1) through the Fuse Link F50 and the Key Switch
(S1), which is protected by fuse F18. When the Key Switch (S1) is in the RUN position, current is routed to the ELX Relay (K15).
The ELX Relay (K15) has a diode-rectified ground circuit to avoid against power surges damaging the display units. Current is
then routed through the ELX Relay circuit 072 to the fuse load center.
Fuse F2 protects the Vehicle Monitor or ICU (A8) and the SCV Set-Up Panel (SUP) (A9). Current is routed from the F2 fuse
through circuit 972 to both units connecting harnesses. Both the units are grounded on circuit 050 through the Chassis Harness
(X11) to the Single Point Ground (W1).
Fuse F4 protects the Corner Post Display (A15) and the optional Performance Monitor Display (A14). Current is then routed
through the Performance Monitor Harness (X34) on circuit 982. Both the units are grounded on circuit 050 through the Chassis
Harness (X11) to the Single Point Ground (W1).
Reference 290-20-004, Windshield Wiper / Washer Theory Of Operation

FRONT WIPER CIRCUIT
The front wiper circuit consists of a two speed Wiper Motor (M4), a seven pole, four way Switch (S8), three Relays (K24, K25,
K26) and a Washer Pump (M3).
Voltage to the front and rear wiper circuits is supplied through the Wiper Circuit Relay (K24), which is activated whenever the
Key Switch is in the RUN or ACCESSORY position.
Ground for the Front Wiper Motor (M4) is provided through it′s motor case. The eyelet attached to the motor case is attached to
the tractor frame ground at the right rear corner of the cab roof.
Intermittent Circuit Operation
Intermittent mode of Front Wiper Switch (S8) is regulated by the CCU. The Front Wiper Switch (S8) provides an ON/OFF voltage
signal to the ICU. The ICU then communicates the ON position of Intermittent mode through the CCD Bus to the CCU which
determines the rate at which the Front Wiper Motor (M4) will cycle. Operation of the INTERMITTENT mode is controlled by the
Pulse Relay (K25) being grounded within the CCU to complete the circuit at specific time intervals, based on wheel speed.
This cycle will continue until Front Wiper Switch (S8) is switched out of INTERMITTENT mode. The time delay interval will vary
from 12 seconds at zero km/h (zero mph) to approximately six seconds at 40 km/h (25 mph).
Fixed Speed and Park Circuit Operation
Once the Front Wiper Motor Switch (S8) is in any fixed ON position and the Front Wiper Motor (M4) begins to operate, the
completion of that single wiper arm cycle is independent of the wiper switch position. The wiper switch is required only long
enough to “pulse” the Wiper Motor (M4) on. Once the Front Wiper Motor (M4) has started to move, its “A” and “D” terminals
are “latched” together for the complete cycle of the wiper arm.
By “latching” the two terminals, the Front Wiper Motor (M4) is ensuring that if the Front Wiper Switch (S8) is turned OFF during
its cycle, that the wiper arm will cycle back to it′s original PARK position. And if the Front Wiper Switch (S8) remains in any fixed
ON position when the wiper arm returns to the PARK position, then the Front Wiper Motor (M4) will receive another “pulse” to
activate another wiper arm cycle.
Both LOW and HIGH speed circuits are controlled by the Front Wiper Switch (S8) position. Each circuit feeds a separate brush
on the Wiper Motor (M4) to create the different speeds. If the wiper arm is not in the PARK position when the wiper switch is
turned OFF, it′s park terminal “P” remains at battery voltage, powered by motor “D” terminal. Internally, switch terminals “P”
and “L” are connected together within the Front Wiper Switch (S8). The switch “L” terminal provides motor power until the
wiper arm reaches the PARK position when “A” and “D” become “unlatched”.
REAR WIPER CIRCUIT
The rear wiper circuit consists of a single speed Rear Wiper Motor (M6), a two pole, three way Rear Wiper (S9) rocker switch,
and a Rear Washer Pump (M5). The Rear Wiper Motor (M6) is grounded through the harness to the tractor frame.
The Rear Wiper Motor (M6) operates at a single speed when the Rear Wiper Switch (S9) is in the ON position. It must be held in
the WASH position to operate the Rear Washer Pump (M5).
Reference 290-20-005, Warning Horn Theory Of Operation

The Operator Warning Horn (H10) is part of the alarm system to warn the operator of a problem. There are three “levels” of
operator alarms that can occur. They are:
“Information” —The lowest level alarm. The “i” lamp plus a system and / or function lamp flash. The warning horn is
silent.
“Service Alert” —Next highest level of alarm. It will override an active “information” level alarm. “Caution” lamp plus a
system and function indicator flash. The warning horn beeps five times.
“Stop Engine” —The highest level of alarm. It will override either of the two previous levels of alarm if they are active.
“Stop” lamp plus a system and function indicator flash. The warning horn will sound continuously.The Warning Horn will
sound when the Key Switch (S1) is turned ON.
12 V switched power is provided to the warning horn from the Batteries (G1) through the Fuse Link F50 and the Key Switch,
which is protected by fuse F18. When the Key Switch is in the RUN position, current is routed to the ELX Relay (K15). The ELX
Relay has a diode-rectified ground circuit to avoid against power surges damaging the display units. Current is then routed
through the ELX Relay circuit 072 to the fuse load center.
Fuse F2 (10A) protects the Warning Horn. Current is routed from the F2 fuse through circuit 972. The Warning Horn is
connected to the ICU (A8) through circuit 256. The ICU provides the path to ground for Warning Horn through circuit 050.
Reference 290-20-006, Climatrak ™ (ATC) Theory Of Operation

System Control and Indicator Panel
LEGEND:
A ATC ON position
B Temperature Control
C Blower Speed Control
D ATC ON with DEFOG position
E ATC OFF position
ATC Controls
There are three controls on the right side console for ClimaTrak™ (ATC) system.
1. Three position mode switch

ATC off (E)
ATC on (A)
ATC with defog (D)
2. Temperature Control knob (B)
Full cool is CCW
Full heat is CW
3. Fan Speed Control knob (C)
OFF is full CCW
Speed increases when turned CW
AUTO position is CW into detent
System fault indicator lamp (F) lights during bulb check. This diagnostic lamp is used to communicate fault codes, if one is set.
With the diagnostic fuse, F10, installed the lamp will rapidly flash for three to four seconds. Then, if there are no codes, the
lamp will flash two to three seconds.
If a fault code is set, the lamp will flash from one to eight times at one second intervals between the two series of rapid flashes.
Each light code represents a fault in a sensor or circuit of the system.
The light codes (one second flashes) are as follows:
1. Recirculating air temperature sensor circuit

2. Outlet air duct temperature sensor circuit
3. Fresh air inlet temperature sensor circuit
4. Evaporator core temperature sensor circuit
5. Excessive clutch cycling
6. Temperature set point potentiometer circuit
7. Blower motor potentiometer circuit
8. Water valve actuator circuit
ATC Unit Nomenclature
ATC Component Identification
LEGEND:
A Outlet Air Duct Temperature Sensor
B Diagnostic Relay
C Motor Driver
D ATC Control Unit
E Recirculating Air Temperature Sensor
F Thermal Expansion Valve
G Water Valve
H High Pressure Switch
I Low Pressure Switch
J Water Inlet
K Evaporator Core Temperature Sensor
L Fresh Air Inlet Temperature Sensor
Control Functions—Mode Switch
ATC OFF position: In this position the system is inactive. The water valve is moved to the fully closed position and the
compressor clutch does not cycle ON. The recirculating blower speed is manually controlled by the blower control knob,
and in the full CW position is running at full speed.
ATC ON position: The system is active. The water valve at power-up, will cycle all the way closed (CCW), then move to the
preset position. Water valve position is set by the temperature control knob. The blower motor runs at the speed selected
by the operator unless the blower control knob is in the AUTO position. When in this position, the blower will start slowly
and ramp up to the speed that the control unit has determined. The compressor will cycle ON at least every 16 seconds.
The length of the cycles depends on the ambient temperature and amount of cooling needed to get the desired cab
temperature. At cool ambient temperature, the clutch can be engaged a minimum of 2 seconds and off for 14 seconds. At
hot ambient temperatures the clutch will be on continuously without cycling.If the evaporator temperature is approaching
1 °C (33 °F) the evaporator temperature sensor signal will cause the compressor clutch to disengage, preventing
evaporator freeze up. When the evaporator temperature sensor is controlling the compressor clutch, the total cycle times
may be greater than 16 seconds (e.g. Clutch ON for 20—35 seconds and clutch OFF for 5—15 seconds).
ATC with DEFOG position: This function acts basically the same as ATC ON position but the compressor engages to aid in
removal of excess humidity inside the cab.
Control Functions—Blower Speed Control
The blower speed control knob operates both the pressurizer and circulation blower motors. The pressurizer motor operates at
only one speed. The circulation motor operates at variable speeds: when the control knob is CCW (ON-Slow) to CW (ON-High),
just before the AUTO position detent.
Going into the detent position puts the blower into AUTO mode. In this position the ATC control unit varies the blower speed to
maintain the preset cab temperature with the other electronic components. The blower speed will start slowly and ramp up to
the controlled speed. When the cab temperature is high, the blower will stay at high speed.
Control Functions—Temperature Control
The temperature control knob sets the desired cab temperature. Control knob should be set at a desired cab temperature and
left alone so the electronics can adjust and stabilize the system. Allow at least 2 minutes for the system to start cooling and up
to 20 minutes for a stable cab temperature.
Temperature of air moving from inside the cab to the evaporator inlet is sensed by the recirculation temperature sensor at top
of the evaporator housing. The compressor engagement time or water valve position is adjusted to reach and maintain the
temperature control knob set point. The temperature numbers printed around the knob are only a reference and are not a
precise cab temperature. Straight up is approximately 24 °C (75 °F) and each detent is approximately 0.5 °C (1 °F).
Water Valve
Water Valve
LEGEND:
A Valve Shaft
B Valve Closed position
C Valve Open position
The water valve is an electrically operated “ball valve”. It controls the amount of water flowing through the heater core. The
valve consists of several parts that can be replaced separately: shutoff valve, electric motor, shaft adapter, and mounting
bracket.
The motor has a shaft (A) extending from one side of the motor housing. On the end of the shaft there are two notches that are
180° apart. On the motor housing there are raised lines around the shaft: two short lines (B and C) located at approximately
the 2 and 4 o′clock positions and two long lines located at 3 and 9 o′clock positions. When the notch on the shaft aligns with the
mark at the 2 o′clock position, the water valve is closed. When the notch aligns with the 4 o′clock position, the valve is open.
Reference 290-20-007, Cab Air Circulation Theory Of Operation
(Standard)
Air circulation in the cab is provided by two blower motors, the Circulation Blower Motor (M7) and the Pressurizer Blower Motor
(M8).
The Circulation Blower Motor is used with the HVAC system to circulate heated and / or cooled air in the cab. A multi-position
Blower Motor Switch (S10) and Blower Motor Resistor (R2) are used with the Circulation Blower Motor to provided Low, Medium,
High and Purge blower motor speeds.
12 V power for the Circulation Blower Motor comes from the Batteries (G1) through Fuse Link (F50) to Fuse (F25) and on to the
Blower Motor Circuit Relay (K28). The Blower Motor Circuit Relay is energized by the Key Switch (S1) through the ELX Relay
(K15). 12 V goes from the Blower Motor Circuit Relay through Circulator Blower Harness (X45) (3-Way) to Blower Motor Switch.
The Pressurizer Blower Motor is used to put positive air pressure in the cab to help keep dust out. The Pressurizer Blower Motor
runs whenever the Circulation Blower Motor is on. Filtered outside air is drawn into the cab through the cab air filter by the
Pressurizer Blower Motor, and if the cab door and cab back window are closed, a positive air pressure will develop in the cab.
12 V power for the Pressurizer Blower Motor comes from the Batteries through Fuse Link to Fuse (F26) and on to the
Pressurizer Blower Motor Relay (K30). The Pressurizer Blower Motor Relay is energized by the Blower Motor Switch through
Circulator Blower Harness (X50) (4-Way).
TOOLS (g) by Belgreen v2.0
Reference 290-20-008, Power Mirror Circuit Theory of Operation

An exterior right side power mirror is installed on European 8010 series tractors. The mirror and brackets are mounted to right
front corner of cab roof.
A harness connected to the power mirror head is routed along the mirror bracket and enters the cab on under side of roof at
right front corner. The harness runs between the cab roof and headliner to connect to the power mirror switch located in the
headliner forward of the radio. The power mirror switch and rotating beacon light switch are in the same harness and receive
battery voltage from fuse F29 on cct 168 and are grounded on cct 010.
Power Mirror Switch
The power mirror switch has a center OFF position and four momentary ON positions; UP, DOWN, IN and OUT. Moving the
switch toward the forward (UP) arrow causes the mirror to pivot upward and moving the switch toward the rearward (DOWN)
arrow causes the mirror to pivot downward. Moving the switch toward the left (IN) arrow causes the mirror to pivot inward and
moving the switch toward the right (OUT) arrow causes the mirror to pivot outward. The arrow on the switch knob has to point
toward the right mirror for the switch/mirror to work correctly.
The power mirror head has two electric motors. One motor moves the mirror on the horizontal axis to pivot the mirror up and
down. The up/down range of movement is 9-13 degrees. The other motor moves the mirror on the vertical axis to pivot the
mirror in and out. The in/out range of movement is 11-15 degrees.
There are no codes for the power mirror.
Section 299 - TOOLS

Table of contents
Group 10 - Fabricated Tools ................................................................................................................... 1
DFRW2—Needle Valve Test Hose Assembly ......................................................................................... 1
DFRW26—Test Lead For Automotive-Style Fuses ................................................................................. 2
DFRW51—Electronic Circuit Load Tester .............................................................................................. 2
DFRW60 Through DFRW66—Extension and Tap-Out Harnesses .......................................................... 4
DFRW126—Tap-Out Harness ................................................................................................................ 7
DFRW130—Relay Circuit Test Lead ...................................................................................................... 9
DFRW 142—Water Valve Test Lead .................................................................................................... 11
DFRW176 — AutoTrac Steering Valve Test Harness ........................................................................... 12
Group 15 - Test Kits ............................................................................................................................... 16
Reference 299-15-001 Test Kits ......................................................................................................... 16

Section 299 - TOOLS Group 10: Fabricated Tools
Group 10 - Fabricated Tools

DFRW2—Needle Valve Test Hose Assembly
Needle Valve Test Hose Assembly
LEGEND:
B 15H199 3/8 NPT Street Elbow
D 29H659 (M) 3/8 NPT x 2-1/2 in. Nipple
E 15H586 1/2 (M) NPT x 3/8 (F) NPT Bushing
F JT03348 (F) 1/2 NPT Tee
G 15H625 1/2 M x 1/4 (F) NPT Bushing
H JT03265 (M) 1/4 NPT Gauge Coupler
I R30816 3/8 NPT (M) x 3/4-16 (F) Adapter
J AA20991 10 ft Hose
K JT03218 3/8 NPT x 9/16-18 (F) JIC Coupler (2 used)
L JT03341 9/16-18 JIC SW 90° Elbow
M JT03445 9/16-18 JIC x 14-1.5 (M)(Metric) Connector (2 used)
N JT03421 9/16-18 JIC x 11/16-16 ORFS Adapter
O JT03036 9/16-18 (M) JIC x 9/16-18 M JIC Fitting (2 used)
P JT03023 9/16-18 (F) Cap Nut (2 used)
CAUTION:
DO NOT use this hose assembly for checking systems that operate above 7 000 kPa (70 bar) (1000 psi) if
any standard water pipe fittings are used.
Use appropriate fittings for the required application. See point of use for the correct fittings.
DFRW26—Test Lead For Automotive-Style Fuses
Test Lead for Automotive-Style Fuses
LEGEND:
A 14H631 Nut (2 used)
B 12H295 Washer (2 used)
C 305 mm (12 in.) 14-Gauge Wire (2 used)
D R77485 Blade-Type Terminals (2 used)
E R32018 Eyelet Terminal (2 used)
F AR70052 (10-amp) Circuit Breaker or AR56671 (20-amp) Circuit Breaker
Make special test lead with circuit breaker for “Seven-Step Electrical Test Procedure” as follows:
Use R77485 blade-type terminals (D), R32018 eyelet terminals (E), AR70052 10 amp circuit breaker or AR56671 20 amp circuit
breaker (F), from service parts and 14-gauge wire (C) to fabricate the test leads.
1. Cut two 305 mm (12 in.) lengths of 14-gauge wire (C) and strip approximately 11 mm (7/16 in.) of insulation from each
end. Twist strands to prevent fraying.
2. Crimp R77485 blade-type terminals (D) to one end of each lead.
3. Crimp R32018 eyelet terminals (E) to the other end of each lead.
4. Attach eyelet of each lead to terminal of a 10-amp circuit breaker, as illustrated, using a flat washer (B) and nut (A).
5. Make a second set of leads to attach to a 20-amp circuit breaker as described in Steps 1—4.Tool is used in diagnostic
circuit continuity checks.
DFRW51—Electronic Circuit Load Tester
Electronic Circuit Load Tester
LEGEND:
A Lead-460 mm (18 in.)
B Alligator Clips
C Lead-610 mm (24 in.)
D Socket (AR77325)
E Bulb (1156)
1. Drill a 3/16 in. hole in sockets (D) to hold sockets together and attach ground lead (C). Secure sockets and ground lead
together with a 10-24 machine screw, lock washer and nut.
2. Attach lead (A) to socket leads with a machine screw, lock washer and nut, and cover with tape.USE: To check for high
resistance in electronic (low current) circuits.
DFRW60 Through DFRW66—Extension and Tap-Out Harnesses
DFRW60 through DFRW66
LEGEND:
A DFRW60 Extension Harness
B DFRW61 Extension Harness
C DFRW62 Extension Harness
D DFRW63 Tap-Out Harness
DFRW64 Tap-Out Harness
E
DFRW65 Tap-Out Harness
F DFRW66 Tap-Out Harness
→NOTE:
Alpha-numeric keys on above art are for reference during harness fabrication procedure. Refer to
following Harness Fabrication Procedure.
A 35 pin CPC bulk head connector (R77456—Amp No. 206151—1) can be used in place of D3, E3, and F3
WEATHER PACK ™ connectors, with the appropriate terminals (R77464 pin), for use with JT02016
Combine Receptacle Kit.
DFRW63—Tap-Out Harness (D)
D1=R78055 4—Way WEATHER PACK shroud with four R78061 pin terminals.
D2=RE12365 4—Way WEATHER PACK tower (with seal) with four R78060 sleeve terminals.
D3=RE12365 4—Way WEATHER PACK tower (with seal) with four R78061 pin terminals.
Also required:
Twelve R78063 seals

Four 200 mm (8 in.) lengths of wire (14 Ga.), of different color.
Four 150 mm (6 in.) lengths or wire (14 Ga.), to match color of 200 mm (8 in.) wires.
Four AR67855 wire tap connectors.
DFRW64—Tap-Out Harness (E)
E1=R78054 3—Way WEATHER PACK shroud with three R78060 sleeve terminals.
E2 and E3=RE12364 3—Way WEATHER PACK tower (with seal) with three R778061 pin terminals.
Also required:
Nine R78063 seals

Three 200 mm (8 in.) lengths of wire (14 Ga.) of different color.
Three 150 mm (6 in.) lengths of wire (14 Ga.) to match color of 200 mm (8 in.) wires.
Three AR67855 wire tap connectors.
DFRW65—Tap-Out Harness (E)
E1=R78054 3—Way WEATHER PACK shroud with three R78061 pin terminals.
E2=RE12364 3—Way WEATHER PACK tower (with seal) with three R78060 sleeve terminals.
E3=RE12364 3—Way WEATHER PACK tower (with seal) with three R78061 pin terminals.
Also required:
Nine R78063 Seals

Three 200 mm (8 in.) lengths of wire (14 Ga.), of different color.
Three 150 mm (6 in.) lengths of wire (14 Ga.) to match color of 200 mm (8 in.) wires.
Three AR67855 wire tap connectors.
DFRW66—Tap-Out Harness (F)
F1=R78053 2—Way WEATHER PACK shroud with two R78061 pin terminals.
F2=RE12363 2—Way WEATHER PACK tower (with seal) with two R78060 sleeve terminals.
F3=RE12363 2—Way WEATHER PACK tower (with seal) with two R78061 pin terminals.
Also required:
Six R78063 Seals
Two 200 mm (8 in.) lengths of wire (14 Ga.), of different color.

Two 150 mm (6 in.) lengths of wire (14 Ga.), to match color of 200 mm (8 in.) wires.
Two AR67855 wire tap connectors.
DFRW126—Tap-Out Harness
DFRW126—Tap-Out Harness
LEGEND:
A 104 mm (4 in)
B R65597 Male Terminal (W/R77475 Female Connector Body)
C U46662 Female Terminal (W/M43835 Male Connector Body)
D Shift Valve Connector
E Tractor Harness Connector
F WEATHER PACK ™ Two-Way Tower Connector
FABRICATION:— Modify JDG774 Tap-Out Harness as shown (to be able to read current draw) by doing the following.
[1] - Measure 104 mm (4 in) (A) from one end of the WEATHER PACK connector (F) along the wire attached to terminal “A”.
Mark and cut the wire.
[2] - Strip insulation approximately 5 mm (3/16 in) from each end of cut wire.
[3] - Add a R65597 blade terminal and R77475 female connector body (B) to one end.
[4] - Add a U46662 female terminal and M43835 male connector body (C) to the other end.
USE:— DFRW126 is used to measure the current draw (in mA), of the powershift transmission analog shift valve solenoids, at
different steps of valve engagement. Current draw data is used to analyze performance of the electronic portion of the shift
valve.
Connect the ammeter in series by attaching meter leads to disconnected male and female terminals (B and C).
→NOTE:
Terminals (B and C) must be connected when using the tap-out harness as JDG774 for making voltage
readings.
DFRW130—Relay Circuit Test Lead
LEGEND:
A Relay Block (R77487)
B Terminals, Male (57M7573 & R65600 Assy) (5 used)
C Wire, 14 Gauge, 915 mm (36 in) (5 used, Different Colors)
D Tie Bands (R44302) (4 used)
E Terminals, Female (57M7842) (10 used)
F Secondary Locks (57M7842) (10 used)
G Relay Block (RE49724)
H Wire, 14 Gauge, 203 mm (8 in) (5 used, Different Colors)
I Wire Taps (AR67855) (5 used)
USE : DFRW130 is used to test a relay and its circuits on the tractor relay panel. Typical testing procedure steps would be as
follows:
1. Remove the relay from the machine relay panel or connector and check the terminal orientation.
2. If the relay has the same terminal orientation as the test lead plug and receptacle, this test lead can be used for checking
the relay and its circuit.
3. Install the test lead plug into receptacle where the relay was removed. Install the removed relay in either receptacle of
the test block that has terminals.
CAUTION:
DO NOT connect jumper wires across terminals unless you know the precise operation of the
system.
4. If desired, install a jumper wire in the adjacent parallel terminal to connect a multimeter or test light for checking voltage
circuits or in the relay coil ground circuit.
5. Terminals 30, 87 and 87a are voltage circuits.
6. Review the electrical schematics to determine which relay terminal is voltage or ground.
→NOTE: Relay coil terminals 85 and 86 can be either voltage or ground. These relays may or may not
have a diode or resistor across these terminals.
7. Operate the machine switches or operating controls as required to check the relay circuits.
8. Reinstall relay in the relay block after testing or repair.
Assemble DRFW130 Relay circuit Test Lead as follows:
→NOTE:
Refer to the previous artwork of DFRW130 (facing page) for steps one through seven while constructing
DFRW130.
1. Cut five 14 gauge wires (C), 915 mm (36 in) long. Use five different color wires.
2. Cut five 14 gauge wires (H), 203 mm (8 in) long. Use same five color wires.
3. Install a 57M7429 female terminal (E) on one end (ONLY) of each of the 10 wires cut in steps one and two.
→NOTE: The first relay position is next to the diode block nine terminals.
4. Install 915 mm (36 in) wires with terminals and 57M7842 secondary locks at the same time, in the sockets of RE49724
relay block (G). Use the first relay position next to the nine openings normally used for a diode block.
5. Install 203 mm (8 in) wires with terminals and 57M7842 secondary locks at the same time, in the sockets at end of
RE49724 relay block (G). Match wire colors and terminal sockets locations.
IMPORTANT: When doing step 6, wire colors and terminal sockets in the relay block must be
matched (red/30-to-red/30, etc.).
6. Use AR67855 wire taps (I) to attach the short wires (H) to the long wires (C). By staggering the wire taps (as shown) and
shortening the wires as necessary, you can keep the wire bundle diameter small.
7. Install R44302 tie bands to secure the wire bundle at three locations. Start near the relay block and leave approximately
255 mm (10 in) of wire extended from the last tie band. Cut all wires to the same length.
LEGEND:
A Location to Cut 57M7573
B Folded Tabs
C Push Tab Lock
D Terminal Side
Wire Taps
8. Fabricate the terminals to be installed in the R77487 relay block as follows:
Using diagonal pliers, cut five 57M7573 terminals at (A) and discard the wire end.
Remove folded tabs (B).
Push tab lock (C) down, flush with terminal body.
Using common pliers, folded side (D) down flat with terminal body. Then file all sharp corners smooth.
Push this terminal (cut end) into R65600, female terminal. The end should contact the tapered shank of R65600
terminal.
Make both terminals straight and solder them together at the point where the 57M7573 was cut.
Install the modified terminal assembly on long wires and install in proper sockets of R77487 relay block.
Install an R44302 tie band (H) approximately 50 mm (2 in) from R77487 relay block.
→NOTE: Straighten terminal at wire end as necessary and use a small screw driver to seat
terminal in the relay block. If necessary, bend terminals to make square with the relay block.
9. Use an engraving tool to identify terminal positions (30, 85 86, 87 & 87a) of both blocks. Also identify the larger relay
block as DFRW130.
DFRW 142—Water Valve Test Lead

Material Required
(2) R104846 Metri-Pack™ terminals

(2) 57M7258 Wire Seals
(1) 8 foot length of 14 ga wire (red)
(1) 8 foot length of 14 ga wire (black)
(4) R32018 Number 10 eyelet terminals
(1) On/Off toggle switch
(2) 25 amp alligator clips
(2) R44302 tie bands
(2 in) R77503 3/16” heat shrink tube
(2 in) R77502 3/8” heat shrink tube
Electrical Tape
Assembly of Test Leads
DFRW142 Test Leads
1. Strip 3/16” of insulation from each end of 14 ga wires.

2. Install one 57M7258 wire seal and one R104846 Metri-Pack™ terminal at one end of each wire.
3. Place 3/16” heat shrink tube over each terminal and shrink to fit.
4. Place 3/8” heat shrink tube over terminal and wire seal and shrink to fit.
5. Attach one R32018 Number 10 eyelet terminal to bare end of wire and install on alligator clip.
6. Cut the red wire 16” from the eyelet terminal and strip cut ends of wire.
7. Attach one R32018 Number 10 eyelet terminal on bare end of wires and install on each side of toggle switch.
8. Wrap several layers of electrical tape around terminals of switch to prevent arcing.
9. Add one tie band over taped terminals of switch.
Use of Test Leads
1. Remove the rear cab cover and the smaller cover at left, rear corner for access to Water Valve.
2. Disconnect tractor harness connector from the Water Valve.
3. Check the Water Valve position. There are two long raised lines at the 3 and 9 o′clock positions. There are two shorter
raised lines at the 2 and 4 o′clock positions. The valve is closed when the notch on the shaft aligns with the 2 o′clock line.
The valve is open when the notch aligns with the 4 o′clock line.
4. Attach the insulated connector ends of the test leads to pins 5 and 6 (bottom terminals).
5. Use the On/Off toggle switch to operate the valve motor. DO NOT rotate the valve shaft notch past the short raised
lines.Connecting battery positive (+) to pin 5 will rotate the valve shaft CW to open the valve. Connecting battery positive
(+) to pin 6 will rotate the valve shaft CCW to close the valve.
DFRW176 — AutoTrac Steering Valve Test Harness
→NOTE:
DFRW176A—Extension Harness is included in this information. These harnesses are used to steer the
vehicle by connecting to the electro-hydraulic steering valve.
DFRW176 AutoTrac Steering Valve Test Harness
Materials
57M7840 connector body
57M7469 secondary lock

R104846 socket terminals
57M7258 wire seal
(1) 2.5 m (8 ft) length of 16 ga. red wire
(1) 2.5 m (8 ft) length of 16 ga. black wire
(1) 2 m (6 ft) length of 16 ga. green wire
(2) alligator clips
(1) RE64282 potentiometer (almost any 5-volt potentiometer should work)
Heat shrink tube
Assembly of Test Harness
1. Strip one end of the lengths of wire. Install a wire seal and socket terminal on each wire.
2. Install the wires in the connector body in the following order:
A — Green wire
B — Red wire
C — Black wire
D — open
3. Install the secondary lock on the connector body.
4. Cut the extra 2 ft. of wire from the ends of the red and black wires. Strip the ends of the 3 wire lengths and solder them
to the RE64282 potentiometer wires in the following order (potentiometer wires running toward you):
Left wire— Red wire
Center wire — Green wire
Right wire — Black wire
5. Heat shrink tube to seal soldered connections.
6. Approximately 150 mm (6 in) from the connector body end of the harness cut the red and black wires. Strip the insulation
from these wire ends and from one end of the 2 ft. wire pieces. Solder the red wires together and solder the black wires
together.
7. Install an alligator clip to the end of the red and black wire leads.
DFRW176A Extension Harness
DFRW176A Extension Harness
Materials
(1) 57M7840 connector body

(1) 57M7839 connector body
(2) 57M7469 secondary lock
(3) R104846 socket terminals
(3) R104919 pin terminals
(6) 57M7258 wire seal
(1) 1.5 m (5 ft) length of 16 ga. red wire
(1) 1.5 m (5 ft) length of 16 ga. black wire
(1) 1.5 m (5 ft) length of 16 ga. green wire
Heat shrink tube
Assembly
1. Strip both ends of each wire length.

2. Install shrink tube over wire bundle as will be required to hold harness together or use electrical tape.
3. Install a wire seal on each end of wires.
4. Crimp an R104846 socket terminal to one end of each wire. Crimp an R104919 pin terminal to the other end of each wire.
5. Install terminals into connector bodies as shown.
Section 299 - TOOLS Group 15: Test Kits
Harness Assembly
DFRW176A
Wire Color 57M7839 Connector Terminal 57M7840 Connector Terminal
Green A D
Red B C
Black C B
Open D A
6. Install secondary locks on connector bodies.
Use of Test Harness
1. Disconnect the GREENSTAR ™ AutoTrac Assisted Steering System electro-hydraulic steering valve 4 pin harness
connection.
2. Connect DFRW176 test harness to extension harness. Connect extension harness to the electro-hydraulic steering valve.
3. Connect alligator clips to battery. Red wire to positive (+) and black wire to negative (-).
4. Be sure area is clear around vehicle and there is full range of steering motion.
5. Start engine and set speed at low idle.
6. Rotate the potentiometer control knob to the left and right. The vehicle should steer in both directions.
7. When the control knob is centered, the steering should stop turning.
8. If the potentiometer is turned fully one direction the steering should move quickly. If the potentiometer is turned a small
amount either side of center, the steering will turn slowly.
9. When testing is complete, reconnect the vehicle harness to the electro-hydraulic steering valve connector.
Group 15 - Test Kits

Reference 299-15-001 Test Kits
JT03412 Supplemental Pressure Test Kit
JT03412 SUPPLEMENTAL PRESSURE TEST KIT CONSISTS OF:
SERVICE-GARD ™ NO. VENDOR NUMBER OLD VENDOR NUMBER QTY DESCRIPTION
JT03111 209644 0013 1 7/16-20M JIC x 9/16-18M ORB Connector
JT03341 — — 1 9/16-18M JIC x 9/16-18F JIC 90° Swivel
JT03437 215671 — 2 90° Male x Female Coupler Assembly
JT03438 214715 — 2 Plug 1/2 M x 9/16-18M ORB Quick Coupler
JT03444 47709 — 1 0—10 psi Gauge
JT03445 215794 — 1 9/16-18M JIC x M14 x 15M ORB Straight Fitting
JT03419 ORFS Fitting Kit
JT03419 ORFS FITTING KIT CONSISTS OF:
SERVICE-GARD ™ NO. VENDOR NUMBER QTY DESCRIPTION
JT03002 215715 1 7/16-20M JIC x 9/16-18F JIC Straight Fitting
JT03420 215710 1 7/16-20M JIC x 9/16-18F ORS Straight Fitting
JT03423 215713 1 9/16-18M JIC x 1"-12F ORS Straight Fitting
JT03424 215714 1 9/16-18M JIC x 1-3/16-12F ORS Straight Fitting
JT05406 Hydraulic Test Fitting Kit
JT05406 MASTER HYDRAULIC FLOW TEST FITTING KIT CONSISTS OF:
SERVICE-GARD NO. VENDOR NUMBER OLD VENDOR NUMBER JOHN DEERE PART NUMBER QTY. DESCRIPTION
Male JIC (37°) fittings
JTO3036 203206 6732 R27095 2 9/16-18M JIC X 9/16-18M JIC
JT03037 203207 6729 R34063 2 3/4-16M JIC X 3/4-16M JIC
JT03038 203208 6726 R35717 1 7/8-14M JIC X 7/8-14M JIC
JT003054 203233 6724 — 1 1-1/16-12M JIC X 7/8-14M JIC
JT03039 203209 0092 R27266 2 1-1/16-12M JIC X 1-1/16-12M JIC
JT03062 203595 6667 — 1 1-1/16-12M JIC X 3/4-16M JIC
JT03068 206341 6743 — 1 1-1/16-12M JIC X 1-3/16-12M JIC
JT03047 203219 6736 AR26282 1 45° Elbow 7/8-14M JIC X 7/8-14M ORB
JT03061 203594 2111 — 1 45° Elbow 7/8-14M JIC X 1-1/16-12M JIC
JT03055 203244 6741 — 1 45° Elbow 1-3/16-12M JIC X 1-1/16-12M JIC
JT03059 203280 0017 AT28379 1 90° Elbow 1-1/16-12M JIC X 1-1/16-12F JIC Swivel
JT03132 207588 — — 1 90° Elbow 3/4-16M JIC X 3/4-16F JIC Swivel
JT03157 207488 — — 1 45° Elbow 7/8-14F JIC Swivel X 1—1/16-12M JIC
JDH55 — — — 1 18M X 1.5M with Washer X 3/4-16M JIC
Female JIC (37°) Fittings
JTO3051 203223 0770 — 2 1-1/16-12F JIC X 1-1/16-12F JIC Swivel
JT03033 203202 6676 R40583 2 3/8-24F JIC Cap Nut
JT05484 203203 0026 31147 2 7/16-20F JIC Cap Nut
JT03034 203204 6674 R36926 2 1/2-20F JIC Cap Nut
JT03023 202864 0030 R39783 2 9/16-18F JIC Cap Nut
JT03025 203093 0020 R31736 2 3/4-16F JIC Cap Nut
JT03035 203205 1240 R36927 2 7/8-14F JIC Cap Nut
JT03022 202860 0022 T29439 2 1-1/16-12F JIC Cap Nut
JT03069 207012 1103 T44938 2 1-3/16-12 JIC Cap Nut
Male NPT Fittings
JTO3043 203213 0007 — 1 1/2 NPT 30° Chamfer X 1-1/16-12M JIC
JT03041 2033211 6750 R30816 2 1/2M NPT X 3/4-16F ORB
JT03044 203214 0764 — 2 3/4M NPT X 1-1/16-12M JIC
Female NPT Fittings
JTO3053 203232 6735 — 2 1/2F NPT X 3/4-16M ORB
JT03064 2033597 0763 — 1 1/2F NPT X 1-1/16-12M JIC
JT03012 203231 1747 — 2 3/4F NPT X 1-1/16-12F JIC Swivel
JT03070 207014 6734 — 1 1/2F NPT X 1-1/16-12F JIC Swivel
Male ORB Fittings
JTO3083 207943 2102 — 1 1/2-20M ORB X 7/16-20M JIC
JT03082 27737 0760 — 3 3/4-16M ORB X 3/4F NPT Swivel
JT03049 203221 6749 R27237 2 3/4-16M ORB X 3/4-16M JIC
JT03085 26079 0765 — 1 1-1/16-12M ORB w/Slot X 3/4F NPT
JT03048 203220 1365 R27267 2 1-1/16-12M ORB X 1-1/16-12M JIC
JT03063 203596 6737 AR26745 1 45° Elbow 3/4-16M ORB X 3/4-16M JIC
JT03024 202868 0831 AH63565 1 90° Elbow 7/16-20M ORB X 7/16-20M JIC
JT03027 — 6677 R31631 2 3/8-24M ORB Plug
JT03028 203195 6669 R51031 2 7/16-20M ORB Plug
JT05492 203196 6670 R27094 2 1/2-20M ORB Plug
JT03029 203197 6671 R27218 2 9/16-18M ORB Plug
JT03030 203198 6672 R39112 2 3/4-16M ORB Plug
JT03031 203199 0111 R27474 2 7/8-14M ORB Plug
JT03032 203201 6673 R27175 2 1-1/16-12M ORB Plug
JT03050 203222 6863 — 2 1-1/16-12M ORB X 3/4F NPT
JT03067 206340 7020 — 2 1-1/16-12M JIC X 3/4-16M ORB
Female ORB Fittings
JT03056 203246 6744 — 1 9/16-18F ORB X 7/8-14M JIC
JT03081 22044 0759 — 2 3/4-16F ORB X 1/2-20F JIC
JT03080 22043 0758 — 2 3/4-16F ORB X 9/16-18F JIC
Female ORB Fittings
JDH38A 35354 6748 — 1 3/4-16F ORB X 3/4-16F JIC and ORB
JT03084 27287 6725 — 2 3/4-16F ORB X 7/8-14F JIC
JT03015 39583 0757 — 2 3/4-16F ORB X 1-1/16-12F JIC and ORB
JT03042 203212 0761 — 2 1-1/16-12F ORB X 3/4M NPT
JIC (37°) Tee Fittings
JT03058 203279 0766 — 1 1-1/16-12M JIC X 1-1/16-12F JIC Swivel X 1-1/16-12M JIC
Special Fittings
JT03052 203226 6739 — 1 Destroking Screw - Small Bushing 2.4, 3.0, and 4.0 cubic in. Pump
JT03060 203509 6740 — 1 Destroking Screw - Long Bushing 1.38 cubic in. Pump
JT03057 203247 6768 — 1 7/8 Special Tube 90° Elbow w/Offset
JT03019 37229 6568 — 1 55° Tube 1-1/16-12F JIC X 1-1/8-12 Thread
JT03018 27221 6745 — 1 3/4 Tube 1-1/16-12F JIC X 1-1/18 OD X 0.562 ID Plug
JT03040 203210 6738 — 1 Inlet Pressure 7/8-14M X 7/16-20F 2.4, 3.0 and 4.0 cubic in. Pump
JT03026 203176 0714 AR30210 AR47643 2 SCV Plug X 3/4-16F ORB
Hoses
JT03017 37217 2106 — 1 Hose w/Quick Disconnect
JT03377 11231 9785 — 2 120" (R2) Hose 3/4 M NPT X 3/4 M NPT
JT03020 37231 6733 — 1 48" (R2) Hose w/ 3/4 NPT w/Reverse Flare
JT03065 203598 6794 — 1 6" Straight 3/4 Tube with 1-1/16-12F JIC Both Ends
JT03021 44422 6751 — 1 Metal Storage Box w/Slide Handles and Tote Tray
JT03066 206339 2488 — 1 90° Elbow 3/4" Hose Fitting X 1-1/16 X 12M JIC
JT05452 Power Shift Transmission Test Kit

[ JT05452 Sub for D15005NU ]
POWER SHIFT TRANSMISSION TEST KIT CONSISTS OF:
JT03125 207941 7 1/8 in. Female Quick Coupler X 1.8 in. F NPT
JT03126 — 7 1/8 in. Male Quick Coupler X 1/8 in. F NPT
JT07040 — 7 0—2000 kPa (0—300 psi) Gauge
JT03128 — 7 10-Foot Hose
JT03199 — 5 1/8 in. F NPT X 1/8 in. F NPT Straight Fitting
JT03226 — 3 2-1/2 in. Nipple, 1/8 in. M NPT Fitting
JT03228 — 2 2 in. Nipple, 1/8 in. M NPT Straight Fitting
JT03241 — 7 1/8 in. M NPT X 1/2 in. -20 M ORB Straight Fitting
JT03276 — 2 Washer
JT03277 — 2 Rubber Ring
JT03278 16811 2 Button-Head Cap Screw
JT03279 52002 1 Manifold Body
JT03280 205894 4 Rubber Foot
JT03281 207606 2 Dee Ring
JT03282 — 2 Foot Stabilizer
JT03283 — 1 Plastic Bottle
JT03284 — 7 Hose Marker
[ JT05452 Sub for D15005NU ]
POWER SHIFT TRANSMISSION TEST KIT CONSISTS OF:
JT03285 303338 2 Strap and Hook Assembly
207956 — 1 Plastic Box
→NOTE:
Use with JT03134 Metric Adapter Kit.
JT07115 Master Hydraulic Test Kit
JT07115
[ Sub for D15027NU ]
Master Hydraulic Test Kit consists of:
JT07117 -- 1 Three Gauge Manifold
JT07118 -- 1 Two Valve Manifold
JT07119 -- 2 Hoses
JT07120 -- 1 Load Valve Assembly
JT07129 -- 1 Diagnostic Hose Kit
JT03437 -- 2 90° Coupler
JT07121 -- 1 Organizer/Carry Case
JT05470 Ag Universal Pressure Test Kit

[ JT05470 Sub for D15027NU ]
AGRICULTURAL UNIVERSAL PRESSURE TEST KIT CONSISTS OF:
JT05471 — — 1 0—1000 psi Gauge
JT05472 — — 1 0—60 psi Gauge
JT05473 — — 1 0—5000 psi Gauge
JT05474 — — 2 0—300 psi Gauge
JT05475 — — 1 0—60 psi Gauge w/Needle Valve
JT05476 16867 — 1 7/16-20M JIC x 7/16-20F JIC DR W/90° Swivel Elbow
207775 — 1 1/4F N.P.T.F x 7/16-20F JIC
207531 — 1 Male Coupler Half w/1/4 in. M N.P.T.F.
JT05477 44862 — 1 1/2-20M ORB x 1/2-20F 0RB 90° Elbow
JT05478 44861 — 1 M14 x 1.5M ORB x M14 x 1.5F ORB 90° Elbow
JT05479 207773 — 2 1/2-20M ORB x Quick Coupler DR
JT05480 207774 — 2 M14 x 1.5M ORB x Quick Coupler DR
JT05481 204234 0723 1 7/16-20M JIC x 1/2-20F JIC Adapter
JT05482 206350 0722 1 7/16-20M JIC x 3/8-24F JIC Adapter
JT05483 202851 6944 2 7/16-20M JIC x 7/16-20F JIC 90° Elbow w/Swivel
JT05484 203203 0026 2 7/16-20F JIC Cap
JT05485 207788 — 2 M14 x 1.5 M ORB Plug
JT05486 203649 0035 1 1/4M N.P.T.F. x 7/16-20M JIC Connector
JT05487 202857 0700 1 1/8M N.P.T.F. x 7.16-20M JIC Connector
JT05491 — — 2 7/16-20M JIC x M14 x 1.5M ORB Adapter
[ JT05470 Sub for D15027NU ]
AGRICULTURAL UNIVERSAL PRESSURE TEST KIT CONSISTS OF:
JT05492 203196 6670 2 1/2-20M ORB Plug
JT05493 303435 — 1 1/2-20F JIC x 1/2-20F ORB Coupling

[ JT05494 Sub for D05331ST ] 202855 0715 1 7/16-20M JIC x 3/4-16M ORB Connector
JT05496 202856 — 1 7/16-20M JIC x 1-1/16-12M ORB Connector
JT05497 — — 2 120" Hose Assembly
JT05498 — — 1 19" Hose Assembly
JDG196 — — 1 Gauge Hanger
JDG257 — — 1 Charge Valve Installer
JDG258 — — 1 Destroking Tool
JDG268 — — 1 Filter Relief Valve Removal Tool
DFRW2 Needle Valve Test Hose Assembly
The following fittings are necessary to assemble DFRW2 Needle Valve Test Hose Assembly for hydraulic tests.
JT03218 JT03218 2 3/8 NPT x 9/16-18 JIC Swivel Adapter
JT03265 206230 1 1/2 NPT Quick Coupler
JT03341 211568 2 9/16-18 JIC Swivel Elbow 90°
JT03415 — 1 3/8 NPT Needle Shut-Off Valve
Hydraulic & Transmission Test Fittings
The following fittings are necessary for hydraulic and transmission tests:
JT03134 1 Special Metric Adapter
JT03476 1 1-1/16-12 M JIC x 1-1/16-12 F JIC Swivel 45° Elbow
JT05690 211725 2 1-1/16-12 M JIC x 1-3/16-12 F ORFS Adapter
ORFS Diagnostic Adapters
The following O-ring, flat face seal (ORFS) hydraulic adapters are available from the John Deere Parts Distribution Center. Two each of these
adapters should be obtained prior to use.
Part No. Description Thread Size Part No. of O-Ring Used Wrench Size
38H1145 -4 Male Plug 9/16-18 T77814 5/8
38H1146 -6 Male Plug 11/16-16 T77613 3/4
38H1147 -8 Male Plug 13/16-16 T77857 7/8
38H1148 -10 Male Plug 1-14 T77932 1-1/16
38H1149 -12 Male Plug 1-3/16-12 T77858 1-1/4
38H1150 -16 Male Plug 1-7/16-12 T76938 1-1/2
38H1151 -20 Male Plug 1-11/16-12 T78612 1-3/4
38H1186 -24 Male Plug 2-12 T78784 2-1/8
38H1414 -4 Female Cap 9/16-18 — 11/16
38H1415 -6 Female Cap 11/16-16 — 13/16
38H1416 -8 Female Cap 13/16-16 — 15/16
38H1417 -10 Female Cap 1-14 — 1-1/8
38H1418 -12 Female Cap 1-3/16-12 — 1-3/8
38H1419 -16 Female Cap 1-7/16-12 — 1-5/8
38H1420 -20 Female Cap 1-11/16-12 — 1-7/8
The following O-ring, flat face seal (ORFS) hydraulic adapters are available from the John Deere Parts Distribution Center. Two each of these
adapters should be obtained prior to use.
Part No. Description Thread Size Part No. of O-Ring Used Wrench Size
38H1421 -24 Female Cap 2-12 — 2-1/4
38H1273 -4 Union Connector 9/16-18 T77814 5/8
38H1280 -10 Union Connector 1-14 T77932 1-1/16
38H1272 -12 Union Connector 1-3/16-12 T77858 1-1/4
38H1283 -24 Union Connector 2-12 T78784 2-1/8
38H1029 -4 Tee (M x F x M) 9/16-18 T77814 11/16
38H1030 -6 Tee (M x F x M) 11/16-16 T77613 13/16
38H1031 -8 Tee (M x F x M) 13/16-16 T77857 15/16
38H1032 -10 Tee (M x F x M) 1-14 T77932 1-1/8
38H1033 -12 Tee (M x F x M) 1-3/16-12 T77858 1-3/8
38H1002 -16 Tee (M x F x M) 1-7/16-12 T76938 1-5/8
38H1034 -20 Tee (M x F x M) 1-11/16-12 T78784 1-7/8

8110, 8210, 8310 and 8410 Tractors - Operation and Test

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8110, 8210, 8310 and 8410 Tractors - Operation and Test

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8110, 8210, 8310

and 8410 Tractors -

DIAGNOSIS AND TESTS SERVICE MANUAL

8110, 8210, 8310, 8410 (SN: 000000-010000, 010001-)

TM1797 27JUN08 (ENGLISH)

For complete service information also see:

John Deere Agriculture

Group 15P - AutoTrac Status Diagnostics - 8000 Series Field Installed

<- Go to Global Table of contents tm1797-DIAGNOSIS AND TESTS SERVICE MANUAL

Section 210 - GENERAL

<- Go to Global Table of contents tm1797-DIAGNOSIS AND TESTS SERVICE MANUAL

Follow recommended precautions and safe operating practices.

Prevent Machine Runaway

Avoid possible injury or death from machinery runaway.

Handle Fluids Safely—Avoid Fires

Make sure machine is clean of trash, grease, and debris.

Prevent Battery Explosions

Prepare for Emergencies

First Aid Kit

Be prepared if a ﬁre starts.

Keep a ﬁrst aid kit and ﬁre extinguisher handy.

Handle Starting Fluid Safely

Starting ﬂuid is highly ﬂammable.

Do not incinerate or puncture a starting ﬂuid container.

Prevent Acid Burns

Avoid the hazard by:

1. Filling batteries in a well-ventilated area.

If you spill acid on yourself:

1. Flush your skin with water.

1. Do not induce vomiting.

Service Cooling System Safely

Handle Chemical Products Safely

Material Safety Data Sheet

Avoid High-Pressure Fluids

Park Machine Safely

Remove the Key

Before working on the machine:

Lower all equipment to the ground.

Stay Clear of Rotating Drivelines

Entanglement in rotating driveline can cause serious injury or death.

Wear close ﬁtting clothing. Support Machine Properly

Support Machine Properly

Wear Protective Clothing

Prolonged exposure to loud noise can cause impairment or loss of hearing.

Service Machines Safely

Work In Ventilated Area

Engine exhaust fumes

Work in Clean Area

Clean Work Area

Before starting a job:

Clean work area and machine.

Remove Paint Before Welding or Heating

Avoid potentially toxic fumes and dust.

Remove paint before heating:

Dispose of paint and solvent properly.

Avoid Heating Near Pressurized Fluid Lines

Illuminate Work Area Safely

Work Area Safely

Replace Safety Signs

Use Proper Lifting Equipment

Proper Lifting Equipment

Keep ROPS Installed Properly

Roll-Over Protective Structure